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AT Webinar: Estimating Demand for Biking and Walking, Oct 16th, 2-3pm
by Beth McKechnie 08 Oct '19

08 Oct '19

Please join Green Action Centre and Bike Winnipeg for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom. This will be followed by discussion for those who wish to stay. Wed, October 16th, 2-3pm If We Build it, Will They Come? Estimating Demand for Biking and Walking It is an age-old question: How do we make the case for investing in bicycling and walking without solid evidence that the results will pay off? This webinar will explore traditional methods, as well as emerging practices for estimating demand and benefits of bicycling and walking. Presenters: - Summer Jawson, PE, Seattle Department of Transportation - Farnaz Sadeghpour, Ph.D., University of Calgary

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FYI New Zealand: Factors Affecting Cycling Levels of Service
by Zdan, Terry (MI) 08 Oct '19

08 Oct '19

[http://www.trb.org/Resource.ashx?sn=viewthispdf]<https://www.nzta.govt.nz/assets/resources/research/reports/660/660-Factors-…> [http://www.trb.org/Resource.ashx?sn=sponsorbeta]<http://www.trb.org/main/blurbs/179712.aspx> [http://www.trb.org/Resource.ashx?sn=buythisbook]<https://www.mytrb.org/Store/Product.aspx?ID=> Factors Affecting Cycling Levels of Service https://www.nzta.govt.nz/assets/resources/research/reports/660/660-Factors-… 179712 Factors Affecting Cycling Levels of Service New Zealand cyclists' perception of levels of service is explored in a report<https://www.nzta.govt.nz/assets/resources/research/reports/660/660-Factors-…> from the New Zealand Transport Agency. The goal of this report is to provide a user-centered approach to assess existing and proposed facilities that would enable better-informed decisions about cycling levels of service to plan and design bicycle facilities in New Zealand. HAPPY TRAILS Terry Zdan BA MEDes

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FYI Why Don’t Women Cycle? A Case Study of Women’s Perceptions of Cycling in San Francisco
by Zdan, Terry (MI) 08 Oct '19

08 Oct '19

Why Don’t Women Cycle? A Case Study of Women’s Perceptions of Cycling in San Francisco<https://odlinks.govdelivery.com/track?type=click&enid=bWFpbGluZ2lkPTM1NjEyM…> [http://apps.trb.org/images/enewsletter/blank.png]<https://odlinks.govdelivery.com/track?type=click&enid=bWFpbGluZ2lkPTM1NjEyM…> Women’s perceptions about bicycling in San Francisco are explored in a report<%20https:/safetrec.berkeley.edu/sites/default/files/whydontwomencycle_9.3_v2.pdf> from SafeTREC at the University of California at Berkeley. Actual safety and women’s perceptions of it may play significant roles in whether or not they choose to bicycle in urban areas. HAPPY TRAILS Terry Zdan BA MEDes

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20mph zones effective in reducing road casualties
by Zdan, Terry (MI) 07 Oct '19

07 Oct '19

UK researchers show 20mph zones effective in reducing road casualties<https://www.greencarcongress.com/2019/10/20191007-20mph.html> 07 October 2019<https://www.greencarcongress.com/2019/10/20191007-20mph.html> A review of published evidence by a team of researchers in the UK has found<https://www.qub.ac.uk/News/Allnews/QueensUniversityBelfastresearchersshow20…> 20mph zones to be effective in reducing the number and severity of traffic collisions and casualties. The research, published in the Journal of Transport and Health provides important evidence to support the implementation of 20mph speed zones across the UK and Europe. The research, funded by the National Institute for Health Research (NIHR), is part of the largest and most comprehensive study to date into the effects of 20mph speed limits and speed zones to be undertaken in the UK. HAPPY TRAILS Terry Zdan BA MEDes

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WFP: Transit corridor well on track, under budget (Oct2'19)
by Beth McKechnie 02 Oct '19

02 Oct '19

*Transit corridor well on track, under budget * https://www.winnipegfreepress.com/local/transit-corridor-well-on-track-unde… THE southwest transit corridor will be finished eight weeks ahead of schedule, with another $40-million reduction in cost. Councillors on the public works committee were told Tuesday the revised cost is now expected to be $420 million. It was originally set at $589 million. “We’re well under budget and well ahead of schedule,” said Dave Wardrop, the city’s chief transportation and utilities officer. Work on the corridor was scheduled to be substantially complete by the end of the year, and transit service, following several months of driver training, was to begin in April. Wardrop said the active transportation (pedestrian and cycling paths) along the corridor will be open later this month, but the city will not implement transit service until April, to coincide with the start of Transit’s spring bus schedule. Based on figures Wardrop provided to the committee, the city’s share of the project is expected to decline from the original $225 million to between $160 million and $165 million. The provincial share will match the city’s contribution. Wardrop said the federal government’s share of the project will be in the range of $90 million to $100 million. The project’s original cost was reduced by $120 million after the design and construction contract was awarded to the winning consortium, which developed the lower cost estimates. As a result of a motion from Coun. Janice Lukes and the Assiniboia community committee, the administration will be directed to produce an annual report measuring and assessing the value-for-money benefits of the new corridor. Lukes told the committee that the public needs to know the benefits promised with the corridor are actually being realized once it’s put into service. “We need to see data and information and reports... I want the public to see the positive impacts that this almost$500-million investment is making in the city of Winnipeg,” Lukes said. “If we’re going to go forward on more rapid transit corridors, we need to really have a clear understanding how this thing is working and the benefits it brings.” Lukes said the annual reports should clearly demonstrate how the corridor is meeting expectations in terms of ridership, reduced traffic congestion and improved transit service. Lukes also wants to see pedestrian and cycling path linkages to the corridor on a regular basis in future years. “If we don’t see amazing results from a $500-million infrastructure investment, how are we going to convince other people that we should be doing this elsewhere?” Ribbon cutting on the Jubilee/Pembina underpass was held on Sept. 27. Wardrop said all concrete pouring has been completed on the corridor and landscaping work is underway. Other project milestones reached in the project include: ● paint markings and signage on the corridor; ● painting and signage on the active transportation pathway along the corridor; ● and shelter installations at all seven stations. Most of the recent project savings are the result of unspent contingency funding, Wardrop said, but he added contingency dollars are being retained in the budget to deal with unexpected property acquisition costs and potential contractor disputes. aldo.santin(a)freepress.mb.ca

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WFP: Shared-street concept proposed for Exchange District pilot project (Oct2'19)
by Beth McKechnie 02 Oct '19

02 Oct '19

*Shared-street concept proposed for Exchange District pilot project * https://www.winnipegfreepress.com/local/committee-backs-study-of-shared-str… COUN. Vivian Santos is proposing an experimental street concept for areas of the Exchange District, after the public works department narrowed a portion of a sidewalk along Main Street. Santos said she’s unhappy with the decision by the department to alter the sidewalk on the west side of Main at Bannatyne Avenue, and said the city needs to find an alternative way to accommodate vehicles, pedestrians and cyclists. “I was very disappointed with the new loading zone on Main Street. I wanted to find a better solution for the Exchange District area,” Santos said at Tuesday’s public works committee meeting. The sidewalk was narrowed to construct a pedestrian drop-off at the northwest corner for students attending a private music and dance school, the City of Winnipeg administration said. Santos is proposing a “shared-street” concept for three areas of the Exchange, where vehicles, pedestrians and cyclists can safely travel. The changes she envisions through the pilot would include a reduced speed limit; allowing pedestrians to cross the street at any point, not just at controlled intersections; and raising the road bed to match the sidewalk, making it easier for pedestrians, including those with physical disabilities, to cross the street at any point. The locations for the trial would be on Albert Street, Arthur Street, and Bannatyne Avenue between Main and King streets. Much of the Exchange District is treated by pedestrians and motorists as a shared street already, she said. “We all know the Exchange District is a pedestrian-friendly area so I feel Winnipeggers (are) ready for this shift. That’s why I’m calling for a pilot project, just to do small steps,” Santos said. “Eliminating the traditional segregation of vehicles, pedestrians and cyclists can create a shared and more vibrant streetscape.” The committee supported Santos’s proposal for the city to consult with area businesses and residents about the possibility of implementing the shared street concept on a pilot basis. The administration was directed to develop a cost estimate and conceptual design for the committee within six months. Similar configurations have been implemented in pedestrian-popular areas such as Banff, Alta., and Montreal, Santos said. “I have always been a big proponent of making our downtown and Exchange District more pedestrian and cyclist friendly,” she said. “I know that not every other city’s design concept can work in Winnipeg, but I believe this shared-streets concept is a very positive balance that the Exchange District desperately needs to accommodate vehicular traffic, cyclists and pedestrians.” aldo.santin(a)freepress.mb.ca Councillors disappointed with lack of consultation WINNIPEG city councillors renewed their concerns Tuesday over the public works department reducing the width of a portion of the sidewalk along Main Street without informing elected officials. Couns. Jeff Browaty and Vivian Santos said they were disappointed with the department’s decision to dig up the sidewalk on the west side of Main Street at Bannatyne Avenue to accommodate business operators who wanted a drop-off zone for deliveries and clients. “Main Street is one of those streets where there is a lot of pedestrian activity and we need that space,” Browaty said during the public works meeting, adding he doubted during the winter months there would be enough space left for people to walk when snow gets piled up. “It’s simply too narrow for a street like Main Street.” Browaty said wide sidewalks are specifically cited in civic policies as a way to encourage pedestrian activity. “Arbitrarily taking out a sidewalk… is a step backward that shouldn’t have been done bureaucratically,” he said. “It seems surprising that the department has the autonomy and authority to do this without having to consult with the area councillor or having some political direction.” Browaty later told reporters the work shouldn’t have been done without first consulting the ward councillor (Santos) and he didn’t understand the rationale (the building has a parking lot on the north side and there is parking allowed on the west) or how the department was able to pay for the project. “I’m kind of curious how this all came to be,” Browaty said. Santos told reporters she thought the work shouldn’t have been done, adding, however, she understood the department had the authority after council gave blanket approval to a downtown sidewalk enhancement program. “I’m not accepting it. I still feel it’s very disappointing what’s happened here and I wish public works had at least consulted with me,” she said. City officials acknowledged last month they had not advised or consulted with Santos on the project, and promised not to let that happen again. — Aldo Santin

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WFP Analysis: Narrowing sidewalk a step backward (Sep30'19)
by Beth McKechnie 30 Sep '19

30 Sep '19

*Narrowing sidewalk a step backward * https://www.winnipegfreepress.com/opinion/analysis/narrowing-sidewalk-a-ste… ALMOST since the invention of the automobile, downtown Winnipeg has been shaped by cars. In 1931, right turns on red lights were introduced, diagonal parking was removed and one-way streets began to appear. In 1955, streetcars were discontinued and the elm trees that lined the once-residential streets were cut down to widen the roads. Housing was slowly bought up and turned into parking lots. Today, with more than 32,000 stalls, a staggering 40 per cent of downtown’s land area is dedicated to parking. This slow evolution of prioritizing cars over places for people transformed the character of downtown — its pedestrian barricades, wide roads and windswept parking lots left few places for people to linger and enjoy. We designed for cars and we got cars, lots of them. Our once bustling sidewalks today see the fewest pedestrians and are lined by the lowest number of retail storefronts of any major Canadian city. There is no longer a downtown shopping street, and even the Exchange District, with all its charm, has fewer storefronts and restaurants than similar areas in other cities. Over the past decade, however, this has slowly begun to change. Beginning with the construction of Waterfront Drive, we have started to use the design of our streets to bring people back. Sidewalks have been widened and improved, bike lanes have been installed and, after almost 90 years, diagonal parking has returned. There has been a great investment in public space, with new lighting, public art, trees, benching and other street furniture. Innovative government tax incentive programs that have in the past driven residential growth have helped make downtown a more attractive place for people are working. More people live downtown today than ever have, and the population of the Exchange District has gone to 2,500 from 250 in 15 years. Shops and restaurants have begun to follow. Recently, however, we took a small but important step backward, when a segment of the sidewalk on Main Street at Bannatyne Avenue was reduced by more than half to add a drop-off lane to a street that is already eight lanes wide. The resulting sidewalk, about two metres wide, is narrower than the city’s own standards for accessibility, even before factoring in snow accumulation and space for vehicle-door swings. The design was explained as a compromise to provide tenants of the adjacent building a new drop-off area, sometimes for children, after loading on Bannatyne Avenue was moved across the street to accommodate a new bike lane. If we look holistically at the overwhelming amount of adjacent area given to cars, it suggests there may have been opportunity to find the compromise within existing vehicle space. The building has two associated surface parking lots. One takes up a significant portion of Old Market Square, an important public place, and the other creates a permanent open space along Main Street and a driveway across its sidewalk. Main Street itself is eight lanes wide and has curb-lane parking and loading all the way down its length, including on the blocks directly on either side of the new drop-off area. It is unclear why that configuration was not pursued on this block. Bannatyne Avenue has parking and loading zones on the opposite side of the street, less convenient, but a possible compromise might have been for parents dropping off their children to get out of their cars and escort them the short distance to the building entrance. We have been making progress creating spaces that invite more pedestrians, but narrowing sidewalks works to repel them. It demonstrates the difficult challenge planners and engineers face, balancing the needs of cyclists, drivers and pedestrians, particularly in response to the demands of local, street-level business. Downtown Winnipeg is in a unique transition phase. There are so few street-level shops because downtown has been designed to prioritize drivers, making it an unattractive place to walk. This has resulted in too few pedestrians on the sidewalks to support businesses, which in turn requires increased space for cars to attract more drivers to help support the shops. It creates a challenging cycle: drive-up business may represent a smaller proportion of downtown storefront commerce, but removing even a few parking stalls can be enough to affect the viability of a shop or restaurant. This has put downtown shop owners in a difficult position, as they generally believe part of what they are selling is a unique urban experience that includes bike lanes and great pedestrian environments, but, in the short term, they need parking to survive. This becomes even more important with residential growth slowing because of the end of tax incentives and bike-lane implementation that has been slow to create a complete functioning network that will increase the number of cyclists to replace business lost by the removed parking spaces. It is generally recognized that to have prosperous storefronts and sidewalk-focused commerce in downtowns, the only viable long-term solution is to attract more pedestrians and grow the population so businesses are supported locally. This explains why the city has worked so hard to incentivize residential growth, redesign public space and add bike lanes — all initiatives that have proven in other cities to be very good for urban business in the long term. The current challenge is a difficult one. We have made strides toward the continuing goal of a downtown that attracts people to live, work and shop, but as we move forward, it is important to not take our eye off that goal and do what we can to avoid trading pedestrian space for car space, which reduces accessibility, degrades the pedestrian experience and is likely a step backward in downtown’s long-term evolution. *Brent Bellamy is creative director at Number Ten Architectural Group.*

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FYI Cities need to encourage cycling with 10 easy steps, report finds
by Zdan, Terry (MI) 26 Sep '19

26 Sep '19

https://www.cbc.ca/news/canada/toronto/cycling-bikes-visionzero-climate-env… https://www.tcat.ca/resources/increasing-cycling-in-canada-a-guide-to-what-… https://www.tcat.ca/wp-content/uploads/2019/09/Increasing-Cycling-in-Canada… HAPPY TRAILS Terry Zdan BA MEDes Policy and Legislation Unit | Manitoba Infrastructure 1520 215 Garry Street Winnipeg MB R3C 3P3 C 204 227 3724 E Terry.Zdan(a)gov.mb.ca<mailto:Terry.Zdan@gov.mb.ca> [winnipeg-jets-logo-new] "...Resilience is the ability to prepare and plan for, absorb, recover from, and more successfully adapt to adverse events..." þ Think green, read on screen | Soyez écolo, lisez à l'écran

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WFP: Pedestrian deaths up in 2019, MPI warns (Sep25'19)
by Beth McKechnie 25 Sep '19

25 Sep '19

*Pedestrian deaths up in 2019, MPI warns* https://www.winnipegfreepress.com/local/mpi-issues-alert-as-annual-pedestri… MANITOBA Public Insurance is warning pedestrians and motorists alike to stay alert on the roads, as this year’s pedestrian fatality count approaches a record high. Manitoba has seen 12 pedestrian deaths on public roadways so far in 2019 — the same number as the annual average over the past five years, and the highest nine-month count in the past 20. “This isn’t about pointing the finger of blame, this is all about raising road-safety awareness so both (pedestrians and motorists) can use the road safely and get home safe,” MPI spokesman Brian Smiley said Tuesday. A total of 972 pedestrians were involved in incidents — 147 of which resulted in serious injuries, while 68 were fatal — in 2013-18. The record-high of 16 pedestrian fatalities during a single year occurred in 2007. Historical data indicates about half of all pedestrian deaths occur at intersections. One in 10 deaths take place either between intersections or when pedestrians are walking on roadways. Smiley said while MPI has observed bumps in statistics during January and February, when roads are covered in ice, and in July and August, when pedestrians are out and about in the warm weather, collisions involving pedestrians are a year-round concern. Last year, MPI launched “Save the 100,” a roadsafety campaign with the same premise as the Vision Zero strategy. “One fatality is far too many,” Smiley said. A road-safety strategy born in Sweden in the 1990s, Vision Zero seeks to eliminate all traffic fatalities and severe injuries, while simultaneously making a city safer and accessible for all residents and visitors to navigate. Similarly, Towards Zero (fatalities) is a traffic-safety approach that recognizes pedestrian deaths are preventable while driver error is unavoidable, so traffic infrastructure must be forgiving of that. The City of Winnipeg has adopted the latter and is seeking applications for a $275,000 contract to develop a five-years-and-beyond plan to assess road safety. Applications are due by Oct. 8. Meanwhile, next week, world-renowned traffic safety experts will be in Winnipeg for the second annual Mode Shift festival, five days of events centred around transportation, culture and health, to discuss how the city can mimic the successes seen in other parts of the world (such as Amsterdam). The Forks is hosting a Vision Zero panel discussion Oct. 1. “We need to undo some of the endemic issues we have with the built environment by investing heavily in things like traffic calming, upgraded crosswalks, changing laws around speed limits,” said Anders Swanson, program director at Mode Shift 2019, organized by the Winnipeg Trails Association. Swanson is in favour of a policy on the table at city hall to lower the standard residential speed limit in Winnipeg to 30 km/h from 50 km/h. “If we design a city that’s intended to move machines around as quickly as possible, we have a city that’s not worth living in,” he said. Smiley agreed, noting the chance of survival after being hit by a car going 50 km/h or less is much higher than otherwise. A future with zero annual fatalities, he said, must involve a number of partners, with municipalities and law enforcement at the forefront. More traffic circles, speed-reducing bumps and jaywalking tickets could improve safety, Smiley added. maggie.macintosh(a)freepress.mb.ca Twitter: @macintoshmaggie

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Selective enforcement of rule-breaking on public roads & sidewalks
by Charles Feaver 24 Sep '19

24 Sep '19

An interesting point of view regarding Amsterdam scofflaw cyclists, relevant to enforcement for successfully implementing Vision Zero policy: https://www.youtube.com/watch?v=XypDTdd4qr0 <https://www.youtube.com/watch?v=XypDTdd4qr0&feature=share&fbclid=IwAR1wReLh wF5X83Gv3-FUL4HwvI4W1XPibQIf6-gb7qkKxzYgl3U2A8fd5gw> &feature=share&fbclid=IwAR1wReLhwF5X83Gv3-FUL4HwvI4W1XPibQIf6-gb7qkKxzYgl3U2 A8fd5gw Having ridden in Amsterdam at dusk in rush hour, I can confirm that there is a lot of crazy rule-breaking going on, but nobody gets excited. Charles

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