- AT-Network - University of Manitoba Mailing Lists

FW: $400 Million for Bike Paths, Walkways, etc.
by Charles F 12 Mar '21

12 Mar '21

Federal AT funding and engagement announcement.One small step...Sent from my phone.

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WFP: A Route to the Future - Transit Master Plan (Mar6'21)
by Beth McKechnie 06 Mar '21

06 Mar '21

A Route to the Future https://www.winnipegfreepress.com/arts-and-life/life/greenpage/transforming… The city will unveil a public-transit blueprint in the coming weeks that could transform Winnipeg; there’s a lot riding on it, including the number of people willing to ride on it THIS spring, Winnipeg’s civil service will unveil its new master plan for public transit, coming on the heels of Ottawa’s announcement to shovel billions of dollars into programs across the country over the next decade in an effort to lower emissions from the transportation sector. This convergence of public money and planning seems to offer Winnipeg a chance to reimagine what is possible in the realm of transit — what the system could be going forward, despite past failings. However, it is quickly becoming clear there are no visions of streetcars or light rail dancing in their heads. Dreams for Winnipeg’s transit system are much smaller, even among its biggest proponents, which speaks to how far the system still has to go in order to meet a threshold of service that would successfully convince people to leave their cars at home. Or, even more radically, not buy a car in the first place. Breaking people of their car-driving habit is a key aspect of national and municipal climate plans. More than 40 per cent of greenhouse-gas emissions in Manitoba came from the transportation sector in 2018. Of the emissions from transportation, about 37 per cent comes from vehicles classified as light-duty cars and trucks. Electrification will help lower passenger vehicle emissions, but prospective civic policies also rely on getting more people out of their vehicles altogether and on to bikes, buses and trains. “Investments in public transit will also require some behavioural changes on the part of commuters,” declared the Senate’s 2017 report on decarbonizing the transportation sector. “Unless taking transit is easier, faster and cheaper than taking a car for one’s daily commute, investments will not result in the desired emission reductions.” Ideally, all of the pieces are meant to come together to help solve the emissions problem. But in Winnipeg, the road forward is shaping up to be a long, slow one. ●●● Coun. Vivian Santos grew up getting around the city by bus, accepting the hour-long commute between her childhood Southdale home and downtown that would otherwise take 15 minutes by car. As she got older, a bike became a better alternative to the bus, cutting her commute time in half. “I stopped taking transit because it was just, to be honest, a waste of my time in the morning,” she says. In the decades since, bus service hasn’t really improved, but her financial flexibility did, plus she added kids to the mix. And so, the Point Douglas councillor made the same choice most Winnipeggers who can afford it make, and she bought a car. There are now two in her household to shuffle her family around the city. Her children are getting to the age where they could start taking transit on their own — and she’d like to encourage them to do so — but it’s not realistic, based on where they live in the northwest part of the city. “There’s actually no transit service out here, to be honest with you. So if my son were to take transit, he would actually have to walk 10 minutes to McPhillips. Or he’d have to walk maybe seven minutes the other way down towards Pipeline and Templeton. So we’re really kind of outside of the transit system,” she says. Winnipeg has some of the lowest transit use rates per capita in the country, according to a recent report from Climate Reality Canada, the Canadian arm of former U.S. vice-president Al Gore’s international environmental non-profit organization. Among large cities with more than 600,000 residents, Winnipeg came in last, with an average of 67 transit trips per person annually. The next lowest was Calgary with 84. The Canadian leader in transit trips per capita is Montreal, with 236. Nationally, transit ridership has increased from roughly 1.8 billion regular service trips in 2009 to 2.1 billion in 2017, according to the Canadian Urban Transit Association. But in Winnipeg, ridership stalled and even declined in that same time period, according to city statistics. The last census revealed Winnipeg was the only Canadian city where commuting by public transit had declined over the preceding 20-year period. Santos believes getting more people on transit isn’t about building rail lines or any other flashy, grand plans. To her, it’s much more simple — it’s about making transit more frequently accessible and reliable, and charging less money to use it. “I think a good balance of both should be done,” she says. “They need to be done together. Because I understand that if we lower the fees, we’re going to have more people come on, we’re gonna see an uptick rate of people taking the transit. So obviously, we need to increase purchasing buses, and we need to better our frequency.” To that end, she put a motion before the city’s public works committee in February to study what the impact of lower fares might be in Winnipeg. It was rejected in a 2-2 vote. Curt Hull, director of Winnipeg’s Climate Change Connection, agrees with Santos’s evaluation of what’s needed to bring the transit system up to speed, and explains why aiming higher at this point isn’t practical. “Implementing rapid transit by rail is really a long ways further from where we are. You don’t start with that. You start with building the demand with things like developing frequent service, and then once you get enough demand, enough ridership on a particular route, then you make it rail. So we’re a long ways away from that,” Hull says. Efforts to regenerate the transit system with rapid bus infrastructure — the second leg of the Southwest Transitway was completed last spring — have proven lacklustre, Hull says, but he is hopeful new, less capital-intensive improvements will help deliver more riders. In addition to Santos’s hopes for more frequent, cheaper service, Hull adds a couple of things to the wish list. The routes need to be simple, he says, and access to lines criss-crossing the city needs to be easy. He envisions something like an on-demand service for suburban neighbourhoods, where a small van or a similar vehicle shuttles a rider to the main bus lines. Having regular but empty buses running through those neighbourhoods doesn’t make sense, he says, but you can’t cut them off from the network, either. “The issue is the availability of funding for it,” he says. ●●● Winnipeg relies more heavily on the fare box to fund transit than any other city in the country on a per capita basis, which pins the system’s progress directly to ridership. It’s a chicken-and-egg scenario — the system can’t be improved until ridership increases, but that won’t happen without system improvements. It also puts the system at risk for ridership fluctuations, as was the case for most of last year because of the pandemic. Across the country, transit ridership fell by more than 60 per cent in 2020, according to Statistics Canada. While it rebounded somewhat in the summer months, those minor gains were lost again amid the second wave in late fall and early winter. “That hits our system that much more than other systems,” says Coun. Matt Allard, chair of Winnipeg’s public works committee. Winnipeg’s reliance on fare-box revenues was cemented in 2017 when the provincial government moved away from its 50-50 funding agreement with the city. In 2019, fares represented 45 per cent of total revenues on transit, which amounted to $91.7 million of $204 million. At the public works committee meeting in February where Santos put forward the idea of free or lower-fare transit, the conversation quickly turned from one that was simply about buses and dollar figures to a much more complicated question: is public transit something Winnipeggers consider to be a public good? Taxpayers who are childless or do not have school-age children still contribute money to the education system. Taxpayers who do not borrow books from the library still pay to keep the lights on and the shelves stocked. Those who do not drive still pay to keep the roads maintained. And all of those services are free of direct costs to the user. Winnipeggers have come to an implicit agreement that some things are in the public’s interest to fund. But so far, Winnipeg and its residents have yet to bring public transit under that umbrella. As long as the system relies heavily on the fare box, it will not be viewed as a public good. At least not to the same extent that other services are. Much like parents not bringing their children to a park with broken swings and garbage strewn everywhere, a neglected transit system will not yield higher ridership. It will not be a civic source of pride, as it is in many other cities. “Convenient access to public transit” is among the United Nations’ indicators for sustainable development goals. Yet, Winnipeg fails to meet measures of success that were created as goals in developing countries. International Institute for Sustainable Development targets for appropriate wait times and distance to the closest bus stop are unattainable for a third of Winnipeggers. Transit investments have been found to have significant positive spillover effects in economic development, especially in sectors such as tourism. It also stands to reason riders save money that would have otherwise have spent on a car. Then there’s the significant shared benefits between climate interests in transit and equity policy across different socio-economic classes. “If you see transportation as a way of participating in society — which it certainly is — the more accessible transit is, the more people can easily get around and the more their experience becomes comparable to somebody who owns a vehicle, who’s more economically advantaged,” Allard says. The push for change has become louder as the urgency of climate action increases. Carolyn Kim, the director of transportation at the Pembina Institute, argues that making the decision as a city to invest in transit would be transformational, in itself. “If you’re able to increase the level of service, and people can ride a bus that is more frequent, it’s more reliable. It’s affordable,” Kim says. Also critical to the conversation is deliberately targeting dense housing and business development along the main transit arteries, she adds. Getting people onto transit is about making it a more convenient, cheaper alternative to driving. So the flip side of the equation, though often unpopular politically, is to find ways to increase the cost of driving through increased parking rates, lowering parking availability and other planning tools. It’s another avenue to pursue transformational changes, Kim says. Take London, as an example. The British city has created an “ultra-low emission zone” where, depending on how much your vehicle pollutes the air, you are charged a daily fee to drive in certain areas. Cities are free to get creative with policies and find solutions that work for them, Kim says, but they have the power to set priorities and pathways that change residents’ behaviour. ●●● Winnipeg is also contemplating where the electrification of buses fits into the picture. A pilot project for the use of both battery-electric and hydrogen fuel-cell buses will be considered by council this spring. Allard says he’s looking forward to debate on the topic, but to him, more buses on the road — regardless of how they’re powered — is the priority, since the transit fleet is responsible for such a small fraction of emissions in the city compared to personal passenger vehicles. Joanna Kyriazis, a senior policy adviser with Clean Energy Canada, warns against that kind of thinking, pointing out that electric buses actually stand to save cities money, since operation and maintenance costs are so much lower, even if up-front costs to purchase the vehicles are still higher. “The life of a bus is 12 to 18 years. And so if we keep making diesel bus purchases today, that that decision has consequences for another two decades,” she says. And the added allure of electric buses might be another way for the city to persuade drivers to park and ride, she says. Along with electrification, the new buses also come with GPS to track where they are on routes, and that information can then be sent to users. Generally, they also come with electronic-pass scanners, so riders don’t need to fumble with correct change and tickets. All of these upgrades make the transit experience better, she says. Plus, no more diesel fumes. “It’s also a great way for people to experience an electric vehicle for the first time. And the more we see them on our streets, the more we ride them, the more we see how many benefits they deliver, the more likely those riders are to go and buy an electric car themselves. So there are these spillover effects,” Kyriazis says. “Doing the same thing we’ve always done isn’t working. And so modernizing and connecting these vehicles is going to help improve the rider experience.” In Winnipeg, transformational changes might not be as big and headline-grabbing as they are in other cities, but this city is coming from behind and has more ground to make up if transit is going to become a priority. Rail lines or a world-class network of multimodal transit aren’t on anyone’s realistic wish list. But perhaps Winnipeg is on the verge of a different radical change. One where transit isn’t looked at as a lost cause, but rather something to be invested in for the good of the community. sarah.lawrynuik(a)freepress.mb.ca <sarah.lawrynuik(a)freepress.mb.ca> Twitter: @SarahLawrynuik

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Edmonton to roll out new community-led street safety program this spring
by Beth McKechnie 05 Mar '21

05 Mar '21

The City of Edmonton wants to eliminate fatalities and serious injuries on city streets by 2032, and starting this spring, it will be asking community members to help make that happen. The Street Labs program <https://pub-edmonton.escribemeetings.com/filestream.ashx?DocumentId=81995> aims to introduce temporary measures in an attempt to make residential streets safer for pedestrians and cyclists. It is the latest initiative under Vision Zero <https://www.edmonton.ca/transportation/traffic_safety/vision-zero.aspx>, the city's long-term traffic safety plan. Neighbourhood residents will come up with their own ideas, and city officials will provide materials, funds, and guidance. Full article: https://edmonton.taproot.news/news/2021/03/03/city-to-roll-out-new-communit…

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March 16 free webinar re: transportation behavior change
by Beth McKechnie 01 Mar '21

01 Mar '21

---------- Forwarded message --------- From: Jessica Roberts <jessicaroberts(a)altaplanning.com> Date: Mon, Mar 1, 2021 at 4:27 PM Subject: [Transp-tdm] 3/16 free webinar re: transportation behavior change Hi all - I'm giving a webinar on Tuesday 3/16 at 10 am Pacific for the California Active Transportation Resource Center. It's about using research findings to build better transportation behavior change programs, and it includes new material I haven't presented on before about behavior change theories and incentives. I'd love to see you there! Please sign up here <https://cdph-conf.webex.com/mw3300/mywebex/default.do?nomenu=true&siteurl=c…>, and forward this to anyone who might be interested. Complete details below. Best, Jessica ----- [image: ATRC.png] ATRC On the Move: Perspectives 2021 Webinar – *Changing Transportation Behavior: What Really Works?* Tuesday, March 16, 2021 10:00am – 11:30am PST Please join the Active Transportation Resource Center for the first On the Move: Perspectives 2021 webinar entitled, *Changing Transportation Behavior: What Really Works?* Click here <https://cdph-conf.webex.com/cdph-conf/onstage/g.php?MTID=e1d128ac04eb60aa52…> to register! *______________________________* Whether you work in Safe Routes to School, traffic safety, policy development and beyond, we're all in the business of convincing humans to change their behavior. Humans are complex, so we can't just tell them what to do and expect them to comply. The truth is that behavior change is HARD. Join this webinar to learn more about what research tells us about transportation behavior change. You'll learn about major behavior change theories, the role of incentives in program design, and creative ways to test if your program is working. By the end of this webinar, you'll have new practical ideas you can put to work in your own active transportation campaigns and programs. *Featured Speaker* *Jessica Roberts, Principal, Alta Planning + Design* *Jessica Roberts is a Principal Consultant at Alta Planning + Design, focusing on campaigns that help people change their transportation habits for good. She is known as the founder of the fast-growing “behavioral Transportation Demand Management (TDM) movement”, which is building bridges between behavioral scientists and transportation professionals. Her work in this arena is creating more effective campaigns that are based on evidence and theory, and that are evaluated rigorously to determine the mode shift impact of individual program variables.* *To register for this free webinar, click on this **link* <https://cdph-conf.webex.com/cdph-conf/onstage/g.php?MTID=e1d128ac04eb60aa52…> *.* You are encouraged to send any questions in advance of the webinar to atsp(a)cdph.ca.gov. *JESSICA ROBERTS, TDM-CP* *Pronouns: she/her* Principal | *Alta Planning + Design, Inc.* *Working remotely: c**:* 503.752.4144 Portland, OR | altago.com *We have a new domain name and logo! Please update your Contacts with my new email address: jessicaroberts(a)altago.com <jessicaroberts(a)altago.com>.*

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Watch: How Induced Demand Explains the Vicious Cycle of Congestion
by Beth McKechnie 01 Mar '21

01 Mar '21

A helpful video illustrating induced demand when we try to build our way out of traffic congestion. An accompanying video showing latent demand for bike infra would be nice too. https://www.planetizen.com/news/2021/02/112352-watch-how-induced-demand-exp… cheers, Beth -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Winter Cities Toolkit
by Beth McKechnie 25 Feb '21

25 Feb '21

Hi everyone, Though it doesn't feel much like winter right now, here's a recently released for winter cities: https://www.wintercitiestoolkit.com/tools/ cheers, Beth -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Green Action Centre is hiring!
by Beth McKechnie 24 Feb '21

24 Feb '21

Green Action Centre is looking for an independent, energetic and well-organized individual to join our sustainable transportation team. The position focuses on engaging schools, students, workplaces, employees and community organizations to make active and green transportation options both appealing and within reach. The coordinator supports Green Action Centre’s goals of reducing Manitoba’s environmental impacts and related GHG emissions from driving personal vehicles by increasing walking, cycling, public transit and carpooling as preferred and accessible modes of travel. Application deadline: *4pm CDT Tuesday, March 16, 2021* Please see the attached pdf for details. -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP Analysis: ‘Abilities Village’ plan filled with possibility (Feb22'21)
by Beth McKechnie 22 Feb '21

22 Feb '21

‘Abilities Village’ plan filled with possibility https://www.winnipegfreepress.com/opinion/analysis/abilities-village-plan-f… PROVENCHER Boulevard has a long history as the commercial heart of St. Boniface and Winnipeg’s francophone community. With wide sidewalks, a few historic buildings and local shops, it has the bones to be an active pedestrian street and centre of community life. Unfortunately, as a busy truck route and commuting thoroughfare, Provencher is challenged to be a welcoming place for a shopping stroll or break on a sidewalk patio. Several surface parking lots and vacant properties further diminish the pedestrian experience, and a low population density in the surrounding neighbourhood offers an insufficient base to support a vibrant commercial street. The neighbourhood plan for St. Boniface and Provencher Boulevard looks to address some of these issues by supporting development of higher-density and more diverse housing options, encouraging good urban design that is pedestrian focused, enhancing existing parks and celebrating the neighbourhood’s cultural assets. The City of Winnipeg currently owns two of these cultural assets on the street: the former St. Boniface city hall and the adjacent, long-abandoned fire hall. In November 2019, a request for proposals was issued to find a new owner for the buildings and adjacent parking lots, with the goal of leveraging them to breathe new life into Provencher Boulevard and the surrounding community. After a year-long search, Manitoba Possible (formerly the Society for Manitobans with Disabilities), an organization that provides services and supports to persons with disabilities, has come forward with a visionary idea that ticks almost every box in the neighbourhood plan. The proposal is inspired by a development in Singapore called “Enabling Village,” a firstof- its-kind neighbourhood campus dedicated to integrating people with disabilities into society by providing social, creative and economic fulfilment in a place that is also a hub and destination for all residents in the area. The development offers education, employment, training, retail and social amenities, while bringing people with disabilities and the broader community together to share experiences and build relationships. Manitoba Possible’s proposal, called “The Abilities Village,” envisions a campus of new multi-use buildings constructed on the existing parking lots that surround the iconic city hall and fire station. These buildings will flow together as a single choreographed space, inside and out, drawing people from the sidewalk through an active collection of dynamic experiences and public amenities. Some of the proposed features include restaurants, pubs and bistros, a grocery, a retail art gallery, a gymnasium, training centres, a daycare, offices and a technology hub for entrepreneurism. The village will elevate the heritage buildings to a new place of prominence by inviting people to interact with them in a more intimate way, as part of a vibrant neighbourhood destination that brings new life to the street. The unique twist on this dynamic community hub is that it will also be a global showcase of barrier-free design — breaking down all types of barriers to establish a sense of belonging for people with disabilities. It will reimagine everyday spaces to be meaningful, accessible and completely inclusive. The campus is specifically not an institution; it will be a model for seamlessly accessible public spaces that connects the broader community to people with disabilities in a type of reverse inclusion, helping to break down the barriers of social isolation, independence and economic opportunity while inspiring new social networks and personal experiences for everyone. The commercial and public services components of the village will provide job training and work experience to people with disabilities that will open new employment opportunities beyond the campus. The campus will also include a housing component that will be a demonstration of technology driven accessible design, providing quality independent living opportunities while increasing the population density and residential diversity of Provencher Boulevard to help support local shops and services. The campus will be a blend of dynamic, sidewalk-focused modern architecture, interior design, signage, lighting, art and landscape, woven together in a single composition with the iconic historic buildings and sculpture garden. Designed by 5468796 Architecture and Scatliff + Miller + Murray, the development will be phased to ensure it grows seamlessly into the neighbourhood over time. The derelict fire hall will be redeveloped into public space and, once the sale is complete, Manitoba Possible is hoping to work with the local community to find economically viable uses that ensure the city hall building, which will be independent of the development, remains a proud cultural contributor to the Franco-Manitoban community. The proposal for the St. Boniface city hall site presented by Manitoba Possible is an aspirational and forward-thinking idea that could bring the heart back to Provencher Boulevard. As a magnet for public gathering, it will provide an opportunity to reimagine the future of the street as a place that is a celebration of the community and a vibrant focal point of neighbourhood life. The beauty of the old St. Boniface city hall has inspired people for generations; it will always stand as a proud symbol of a proud community. In its new life as part of The Abilities Village, it will take on the added symbolism of a place that unites communities and builds relationships. It will continue to inspire as a declaration of inclusivity, opportunity, and equality. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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This week, cycling events, global and local
by Anders Swanson 09 Feb '21

09 Feb '21

A few special events coming up for your interest: *THURS FEB.11 AND FRIDAY 12 - eGlobal Winter Cycling Congress* Two short jam packed days of unique presentations and fascinating discussions, with post event social activities in a virtual Finnish bar. The Winnipeg connection includes Councillor Sherri Rollins sharing political wisdom and ideas and the story of learning to ride a bicycle only a few months ago. She will be sharing a stage with Oboi Olatunji, the founder of Slow Roll Chicago who visited Winnipeg for Bike Bike a few years ago (along with Sarah Goodyear from the War on Cars podcast from NYC and Lisa Bender, the President of City Council in Minneapolis to talk about the role of enforcement post in a BLM era and ways of making winter cycling both normal and inclusive. As conference director, I get the honour of moderating a session with MP Andy Fillmore, head of Canada's new AT strategy, Bronwen Thornton, head of international pedestrian design and land use network, Walk21 and Dr.Peter Newman, an award-winning sustainability and urban design expert who is a lead author for transport at the IPCC. So many other great speakers! Local engineering firm Sandbox is a sponsor and helping to support Winnipeg Trails' assistance with project management and communications. It is truly a global team effort, with teams from Boston, Montreal, Helsinki, Masstricht and more combining to pick up the pieces from the usually in-person conference sites that had to be cancelled due to you-know-what. We hope you can join. Student registration is only 5EUR. Regular conference registration is just 20EUR with a membership to the Winter Cycling Federation. Viva la Bike Boom. Register now: WinterCycling.org *Friday Feb.12 WinterBikeALoopza (Winter Bike to Work Day COVID 19 Edition) *With so many people worldwide working from home or unemployed, this year is different. People are committing to ride, like usual, but encouraged to do loops of their own neighbourhoods. Sign up online, and check the maps. The School Loops team will be adding all kinds from Winnipeg this week. Rememberm we started this event, Winnipeg, its up to you to finish it. ;) Join us. WinterBikeToWorkDay.org *Wednesday Feb.24th *- *LAUNCH of Women in Cycling Network. T*his is partially organized by Angela van der Kloof, whom some of you may remember from the Kickstand sessions that Janice Lukes and I organized with Michael Colville Andersen almost a decade ago or from the 2014 Winter cycling Congress here in Winnipeg. anders

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Cycling for Sustainable Cities
by Beth McKechnie 09 Feb '21

09 Feb '21

Cycling for Sustainable Cities MIT Press just published “Cycling for Sustainable Cities," co-edited by Ralph Buehler and John Pucher. In addition to its up-to-date analysis of cycling trends and policies, the book provides practical lessons for making cycling safe, practical, and convenient for almost everyone and for most trip purposes. The 21 book chapters feature contributions by authors from around the world who are experts in both cycling and their respective professional fields of urban planning, public policy, public health, transportation, and engineering. Following the introduction, chapters 2-15 explore topics such as the health benefits of cycling; cycling safety; cycling facilities, programs, and project evaluation; the special cycling needs and preferences of women, children, and older adults; and social justice in cycling decision-making, policies, and infrastructure. Chapters 15-19 examine these same topics in the context of specific countries and cities in Europe, North America, Latin America, and Asia. Chapter 20 explores the importance of cycling advocacy. Finally, Chapter 21 proposes specific strategies for policy implementation and summarizes the main lessons for increasing cycling and making it safer and more convenient for daily travel. More info: https://mitpress.mit.edu/books/cycling-sustainable-cities

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