Election 2019 Platform Analysis – Cycling

Party platform analysis

Bicycle power matters. In the eyes of our members, and in the eyes of millions of Canadians who ride already and would like to more often, there is no question that bicycle policy deserves a leading role in any nation’s plans for transportation, health and climate change.


Based on our analysis, it is clear that the Jagmeet Singh’s NDP party is the one party most sympathetic to bicycle policy at the national level. Indications of this were felt early, as Mr.Singh notably campaigned for the NDP leadership on a bicycle and parliamentary cycling caucus co-chair MP Gord Johns (Port Alberni) sponsored Bill C-312 a private members bill calling for a cycling strategy. Grand total for the NDP was 55 our of a total 100 available points.

Honourable mention goes to the Green Party. Although it was not explicit in supporting a national cycling strategy in its platform yet, its inclusion of a $100M annual fund for active transportation infrastructure is enough to help it garner 16 out of the 100 available points.

Unfortunately for the remaining four parties we assessed, their party platforms were either too vague or indeterminate on the subject of cycling to warrant points being awarded. Of course, we will continue to work with everyone to move cycling issues forward. Meanwhile, we urge all voters to make up their own minds and dive into the party platforms and decide for yourself. Individual candidates matter, as do local issues, take your MP or you candidate for a bike ride, write them an email, ask them for yourself!


Vélo Canada Bikes is non-partisan and believes strongly in the power of the bicycle to make a difference in everyone’s lives. On October 15th, we completed an analysis of all of the party platforms that had been shared publicly. Our goal was to see whether not our key messages had been sinking in, and offer our members and partners useful information when deciding who to vote for.

Our key messages have been clear. Vélo Canada Bikes, together with our member organizations and like-minded organizations across Canada, have long had two foundational and specific asks from the federal government: a national cycling strategy and a fund dedicated to active transportation infrastructure. To make sure Canada does both, we develop policy, we organize major events, we run programs, we build partnerships and we hold meetings with elected officials at all levels. We do that in Ottawa and in locales across the country, for you and with you.

The simple scoring system is designed to reflect whether or not each party has listened to these two important requests and incorporated them formally into their platform as we head into the election. Bonus points are awarded for using the words bicycle or active transportation anywhere in their platform – an important signal that their party is aware of how crucial our work is.

All parties were given a brief period to review the assessment and offer a rebuttal or any missing information. 

The results of our analysis and an explanation of the simple scoring system are below.

*a specific fund, for active transportation projects available to communities of any size, regardless of their level of mass transit infrastructure, designed to hasten the development of cycling path networks and other facilities across Canada (see full proposal) developed by VCB, Heart and Stroke, CAA, Share the Road, Canadian Cancer Society, Velo Quebec, et al (100/694*40)

**based on the Green Party’s platform costing document’s $100M/yr commitment. The score is based on $100M as a percentage of $694M/yr national walking and cycling infrastructure proposal or 0.14*45=6.48pts

Join the call for federal leadership on active transportation

Champions of active transportation across the country have issued a fresh call for federal leadership in making Canada a great place for everyday walking, cycling, and other forms of active transportation. (See the letter, signed by 23 prominent organizations.)

The call for federal action is prompted by two exciting developments:

  • publication of an October 2018 report by a committee of the Council of Ministers Responsible for Transportation and Highway Safety. (See COMT report.)
  • a call for federal leadership on active transportation in a near-unanimous resolution by the Federation of Canadian Municipalities, June 2018. (See FCM resolution.)

Act now

Supporters are asked to join our call by taking a moment to write to the federal transport minister Hon. Marc Garneau asking for action. Tell him why it is important to you. We encourage you to cc your provincial transport minister, your MP, your MLA and your local municipal/band council member. To keep us in the loop, cc Clifford Maynes [email protected] and Anders Swanson [email protected].


In 2018, the Council of Ministers Responsible for Transportation and Highway Safety (COMT) released a report titled Active Transportation: A Survey of Policies, Programs and Experience.

COMT is a national level body that coordinates research and policy development among federal and provincial transportation authorities. The council includes every provincial minister, deputy minister and their colleagues at Transport Canada.

The October report was informed by a questionnaire answered by “44 respondents, representing one federal government department, 14 municipalities, 6 non-government organizations (NGO), 20 provincial and territorial government departments, and three transit service providers.”

You can read the full report here.

It identifies common barriers to active transportation and describes the patchwork of programs and policies enacted across the country. In its “Observations and Conclusions”, the report looks at each government level and notes that “consideration could be given to whether there is a role for the federal government to provide additional leadership, policy, programming and/or financial support to provincial and territorial jurisdictions in support of active transportation initiatives.”

We certainly think so.

Knowing what a coordinated approach to active transportation will do for Canada, we know there is an important role.

What is and what could be the federal role in active transportation?

The extent of the federal government’s involvement in active transportation is something it is free to define. For example, local governments implement local infrastructure but often with funding support from other levels, with provincial and federal agencies involved in projects and areas that fall within their mandate and interest. Examples of federal government involvement in active transportation over the last few decades can be found across Canada in everything from services and programs to bridges with bike lanes.

However, while the federal role in motor vehicle is quite clearly understood by most people, the lack of coordinated effort and oversight of active transportation is clear.

The stakes are high.

Currently, the Government of Canada sets major infrastructure funding priorities (see P.T.I.F. for example) and signs international agreements (see the Paris Agreement) whose outcomes and effectiveness are directly affected by how well we manage active transportation.

The mandates of numerous departments and agencies within the federal government clearly show that we could/would benefit immensely from increased active transportation focus.

We know much more about what we should be doing than we actually do, however. This 2017 report by our Chief Public Health Officer, entitled “Designing Healthy Living” is just one obvious example of the potential payoff and importance. Transport Canada, through the first ever Vulnerable Road Users Task Force, recently studied road safety for cycling and walking and identified a long list of countermeasures that need to be acted on in its summary report.

We are just getting started. Consider this: as the largest single employer in Canada, the federal government itself would greatly benefit from a strategy intended to get its own employees safely to work using bicycles or other modes of sustainable transportation. Making it happen requires a multi-billion dollar investment in safe infrastructure and collaboration with all levels of government. But it would be worth it. That investment has a return. he productivity benefits – based on abundant research about the impact on sick days, mental health and personal finances – mean that an internal active transportation strategy alone would have an impact on every thing the federal government does.

That’s why large, national-level research and policy development organizations whose work includes the struggle to contain chronic disease or advocating for reduced trauma and road violence believe a large, dedicate fund just for active transportation projects is in the national interest and that it is something we can easily afford.

And yet we lack clear direction at the federal level. Canada does not have a ministerial mandate letters that clearly state who is responsible for active transportation. Canada does not have a coordinated national effort to advance active transportation or national targets for biking or walking mode share. We do not even clearly know how many children bike to school – nor are we capable of coordinated policies and programs to do something about it. As a result, we lag far behind peer countries in the number of people who walk to school, ride bicycles for transportation and the level of death and injury they face per km of travel.

To see what municipalities across Canada are asking for, see this important motion passed by FCM Council in June 2018 calling for federal leadership describes a specific set of actions to take.

Have a look at the Vélo Canada Bikes position paper on the federal role in cycling .

Finally, to see what is happening around the world, have a look at this listing of countries with a national cycling strategies.

Arno Schortinghuis

On November 30, Canada lost a passionate bike advocate. One of our founding members, Arno was involved in many organisations including Vancouver Area Cycling Coalition (now HUB),  the BC Cycling Coalition and even dipped his toes in politics as a Green Party candidate. 

Known for his gentle nature even when pushing for change, Arno dedicated countless hours volunteering for a National Cycling Strategy with Vélo Canada Bikes. Van Bikes recently updated a blog detailing Arno’s advocacy history, and a ride celebrating his life and legacy was held on December 8th. Several articles have come out in the weeks since his death, each one highlighting what a national treasure Arno was.

Our thoughts are with  his family, friends and his extended and extensive bike family.  If you would like to honour his legacy, please strike up a reasoned conversation with a non-bike rider, volunteer for your local bike advocacy group, or become a member of
Vélo Canada Bikes. Nothing would celebrate his life more than a Bike Friendly Canada.

Pééhoto Credits Yvonne Bambrick

We have all lost a great leader in cycling in Canada, BC and Vancouver. Really amazing all the great work Arno did. His passion and positive attitude was really inspiring. So power, gentle and kind. He is really missed.

Richard Cambpell, Vélo Canada Bikes

I will always remember him as a timeless advocate for cycling and as a gentle and elder statesman of the bike movement. 

Keane Gruending
Vélo Canada Bikes

2019 National Bike Summit Sponsorship Package

Interested in becoming a sponsor for the 2019 National Bike Summit May 13-14 in Ottawa, Canada? The summit sponsorship package is available now.

Thank you to our returning sponsors The Co-operators, Outdoor Gear Canada, SRAM, and more! We are also thrilled to announce Shimano Canada as the event’s gold sponsor this year.

You’ll hear lots more as we continue to work on the event.  If you want to learn more about the conference itself and get a few preliminary details,  see the save the date message.

Gender Equity and Cycling in Canada: Background information and Literature Summary

Gender Equity and Cycling in Canada: Background information and Literature Summary

Download as PDF (0.2Mb)


When a country isn’t bike friendly, women are the first to be left behind. Cycling presents a unique opportunity to address a range of economic and practical disadvantages acutely felt by women in society. There is, therefore, an urgent need to make cycling more practical and accessible in Canada – especially for women and girls.

Transportation is currently the top  barrier to education and employment for women. Women are more likely to run errands before/after work. Overall, their travel patterns vary considerably from those of men. As a result, they struggle to integrate within transportation systems planned by men which focus on rush hour trips. Conflicting schedule pattens mean that women are disproportionately affected by seemingly minor details experienced by men: this includes lack of public transport availability at off peak hours and a lack of provision of infrastructure in both suburban and urban areas for modes of travel that require frequent short trips. Men are more likely to drive straight to a single destination while women tend to make more trips with brief stops where additional time lost to parking is relatively inconvenient. The economic and time pressure felt by women is compounded by the fact that women tend to make less money per hour while they are working. Women and girls are also less likely to meet the recommended amounts of physical activity than men and boys due to lower levels of participation in organized sports and other factors, making the moderate physical activity that would arise from the everyday physical activity of cycling disproportionately important for both personal and public health reasons.

All of these factors combine to increase the practicality, desirability and impact of a cost effective and efficient independent transportation solution ideal for medium range distances (1-7km) with little to no operating costs or wasted time from parking. Such functionality is uniquely embodied by bicycles and cargo bikes alone.

This likely explains why, in countries with similar climates that have created the circumstances conducive to safe, convenient and comfortable everyday practical cycling, cycling rates for women are many times higher then we find here, to the point where women outnumber men. In Canada, even though a bicycle would be particularly advantageous for them, women tend not to ride – especially in dense urban neighbourhoods where it would be most practical and where it would offer the most potential to achieve overarching government priorities such as greenhouse gas emission abatement and poverty reduction through increased accessibility.

The solution is almost certainly the provision of safe and comfortable infrastructure.

Women’s perceptions of cycling have additional effects on other demographics since women act as major influencers on those around them. For example, women’s current perception of cycling in general is almost certainly devaluing the bicycle tourism industry in Canada, since women are overwhelmingly the arbiter of a family’s tourism spending and make key travel habit choices during leisure times. The ingrained perceptions of women are also likely having an effect on the intergenerational transmission of transportation habits since women tend to spend more time with younger children and have more influence on large household purchasing decisions (such as automobiles or a housing). Other factors, such as a lack of representation in culture and in the bicycle industry are ancillary compounding factors to be addressed.

VCB calls upon the Government of Canada to invest in cycling to promote gender equity. One way to do this is to support our call for a National Cycling Strategy and dedicated infrastructure funds to support cycling.

Government of Canada sources:

“Wage gap continues – women earn about 80% of men’s full-time, full year wages.”
( Status of Women Canada 2015–16 Departmental Performance Report  – Source )

“On transportation, Canadian households spent an average of $11,909 in 2016, almost the same as 2015. The largest portion ($10,660) went toward private transportation, which includes spending on the purchase of cars, trucks and vans, as well as their operating costs.”  ( Survey of Household Spending, 2016 – Source )

Males were more likely than females to have cycled in the past year (46% versus 34%), regardless of age, income or education. Males residing in population centres were more likely than those in rural areas to cycle; the opposite was true for females, who were more likely than males to report excessive traffic as a barrier to cycling.” (Cycling in Canada – Statistics Canada – Source )

Older senior women are most likely to be limited in their day-to-day travel, either because they are passengers who have no driver’s licence “ ( Profile of Seniors’ Transportation Habits – Statistics Canada  – Source )

“A higher percentage of women drove to schools and daycares and retail establishments as their next stop after leaving home during morning rush hour” ( Trip chaining while driving—comparing men’s and women’s behaviour – Statistics Canada – Source )

A lack of transportation options can be a barrier to the full economic participation of women. Access to public transit systems plays an important role in supporting women’s ability to access the workforce, as well as supporting services and resources, such as health services and childcare. . . . transportation is the number one barrier to … accessing educational opportunities, and accessing employment.” In urban settings, the cost of public transit and the lack of suitable schedules are barriers to the economic participation of women. In northern, rural and remote communities, there is often an absence of public transit which can be a problem for women who may not be able to afford a car.

( Report of the Standing Committee on the Status of Women Women’s Economic Security: Securing The Future Of Canada’s Economy – FEWO – Source )

Recommendation 13

That the Government of Canada expand the eligibility requirements of the Public Transit Infrastructure Fund to include not-for-profit and non‑governmental community transit organizations, where municipally funded transportation services are not available.

( Report of the Standing Committee on the Status of Women Women’s Economic Security: Securing The Future Of Canada’s Economy – FEWO – Source )

Recommendation 14

That the Government of Canada, immediately and on an ongoing basis, increase investment in public transportation that will ensure affordable, accessible, frequent and safe transit services for women.

( Report of the Standing Committee on the Status of Women Women’s Economic Security: Securing The Future Of Canada’s Economy – FEWO – Source )

A public bicycle system is a bank of bicycles that can be picked up  and dropped off at numerous points across an urban area. The bicycles are available  to the general public for short‐term use for free or for a small fee.” ( Bike Sharing Guide – Transport Canada – Source )

“Our MIssion: To serve the public interest through the promotion of a safe and secure, efficient and environmentally responsible transportation system in Canada.

Our Vision: A transportation system in Canada that is recognized worldwide as safe and secure, efficient and environmentally responsible.

Our Raison d’être, Mandate and Role: Who we are and what we do: At Transport Canada, we are responsible for developing and overseeing the Government of Canada’s transportation policies and programs so that Canadians can have access to a transportation system that is:

  • Safe and secure;
  • Green and innovative; and
  • Efficient

( Mission, Vision and Mandate – Transport Canada – Source)

In 2013, the proportion of people who met the Canadian Physical Activity Guidelines differs by age and sex.” (Health Status of Canadians 2016: Report of the Chief Public Health Officer – What is influencing our health? – Physical activity – Source)


Velo Canada Bikes Documents:

A particular opportunity for improving mobility exists for Canadian women, who are considerably less likely to ride bicycles than Canadian men. According to North American experts, a major explanatory factor is a lack of safe conditions.” (2018 Pre-Budget Submission – Source)

“The powerful and wide-ranging benefits of cycling relate to numerous critical areas that are clear priorities for

the Government of Canada. These include climate change and the need for low carbon transportation, health,

gender and social equity, reconciliation with Indigenous peoples, tourism and small business.” ( VCB Position Paper – Source )

It ensures that everyone, regardless of their age, ability, gender, economic status or postal code is able to personally enjoy the innumerable benefits of cycling.”
( National Cycling Strategy Overview – Source)


Canadian Media sources

Only one in 3 cyclists in the Greater Toronto Area and Hamilton are female. It’s a statistic that’s in keeping with other North American cities.,,the report found that more than half of the trips women take every day could potentially be cycled.” (Why poor infrastructure keeps women from cycling – CBC Source)

German, Danish and Dutch women cycle as often as men but the numbers are much different in North America. In Canada, just 29 per cent of daily bike commuters were women, according to 2006 census data, although that number did rise in Canadian cities: women made up 35 per cent of bicycle commuters in Toronto and Montreal and 37 per cent in Vancouver. ( Is there a gender gap among commuting cyclists? The numbers are stark – Globe and Mail Source )

Women’s safety and biking are more interconnected than some might think. The “cycling gender gap”—the idea that women make up a disproportionately low fraction of bikers and that the reasons for this underrepresentation have to do with safety and greater gender inequality—is not a new concept. Though there’s little hard research for Toronto on the subject, we know that the gap is established at an early age: research last year found that high school girls in Toronto had “less access to a bicycle, less comfort or confidence in riding, [and] more fear associated with cycling.”” (Why Bike Safety is Still an Issue for Women in Toronto – The Torontoist – Source )

“If the consumer economy had a sex, it would be female.  Women drive 70-80% of all consumer purchasing, through a combination of their buying power and influence.  Influence means that even when a woman isn’t paying for something herself, she is often the influence or veto vote behind someone else’s purchase.” (Forbes – Source)

Canadian Academic sources:

The results showed a pattern of hesitancy to cycle on the part of female high school students compared with their male counterparts.” (Cycling to High School in Toronto, Ontario, Canada: Exploration of School Travel Patterns and Attitudes by Gender Source )

A consistent pattern of gender differences and women’s lower participation in utility cycling is evident. This is primarily attributed to the risks (actual and perceived) associated with cycling in countries with relatively poor cycling infrastructure, policies, regulations and low cycling prevalence” (Integrated strategies to accelerate the adoption of cycling for transportation – Science Direct Source )

Our results indicate that female students cycled less compared to male students for both commute (6.8% versus 10.3%) and non-commute (7.9% versus 11.6%) purposes.” (Does the Built Environment Explain Gender Gap in Cycling? a Study of Post-Secondary Students in Toronto, Canada – MoveTO Source )

Women and transit pass holders were less likely, while students rather than staff were more likely to cycle during the winter.” ( Facilitators and Barriers to Winter Cycling: Case Study of a Downtown University in Toronto, Canada – Ryerson Source )

“…90 per cent of travel decision-makers are female. “Their perspectives help define the leisure travel industry,” said Dorothy Dowling, Best Western’s senior vice president of Marketing and Sales.”
(Top travel habits of Canadian and U.S. women revealed – Global News Source)

International Academic sources

With traditionally men working in transport sector, it is therefore not surprising that transport policies have generally favoured car use over public transport, cycling and walking. Decisions regarding transport policy are generally taken by “mature” men, precisely the age group that mainly travels by car.” (Gender and Transport – OECD International Transport Forum Discussion Paper – Source)

The issue of taking account of gender in transport is a fairly recent one. Since the statistics do not differentiate between men and women, it is hard to understand the differences in reasons for making trips, trip frequency, distances travelled, mobility-related problems in gaining access to health services, employment, etc” (Gender and Transport – OECD International Transport Forum Discussion Paper – Source)

Women frequently need to make trips outside rush hours and to destinations different to those of men, for example to go shopping or to accompany children to school, health centres, etc. The time lost in travelling is therefore far more penalising for women.“  (Gender and Transport – OECD International Transport Forum Discussion Paper – Source)

In both North America and Europe, for example, women make more trips, and in chains that are more complex, than those made by men, notably due to the fact that they undertake more non work-related trips. At the same time, their journey-to-work trips are shorter as their area of access to jobs is often smaller due to time constraints and their lesser degree of access to a private car. Because of the complexity of their travel chains and the fact that they have more trips to make, they are more dependent on the car. However, when they have the time, they make greater use of public transport and walking than men for equivalent trips. (Gender and Transport – OECD International Transport Forum Discussion Paper – Source)

The difficulties faced by women with regard to their mobility are a form of social exclusion which affects all aspects of their lives and in particular hinders the economic output and health of women.” (Gender and Transport – OECD International Transport Forum Discussion Paper – Source)

If women wish to find work and combine a professional life with housework, they must overcome innumerable obstacles and in particular: non-proximity between the place of residence, workplace and shops; insufficient public transport, particularly in suburbs and outside rush hours; public transport schedules aimed primarily at journey-to-work trips;” (Gender and Transport – OECD International Transport Forum Discussion Paper – Source)

As in other areas, in order to evaluate the issue of gender in relation to transport and mobility issues, it must first be possible to measure it. The World Bank has identified four fields in which statistics on the interactions between gender and transport would be useful to planners: 1) access to different modes of transport, 2) the cost of transport, 3) trip characteristics (modes, frequency, length of trips, reasons for trips), and 4) transport quality.” (Gender and Transport – OECD International Transport Forum Discussion Paper – Source)

For women, having choices that will provide easier and fairer conditions of access to all the possibilities afforded by cities is an essential issue. Being able to put an end to confinement and/or isolation is a major step towards the personal fulfilment of women.” (Gender and Transport – OECD International Transport Forum Discussion Paper – Source)

In low-cycling countries, cycling is not evenly distributed across genders and age groups. . . . n high-cycling countries, where gender differences exist, women tend to cycle more than men.” ( Does More Cycling Mean More Diversity in Cycling? Source )

“In this large, population-based, prospective study, we found that women who reported regular exercise, cycling for transportation, or a higher level of nonexercise activity were at a 20–50 percent lower risk for early mortality compared with the less active women.” (Influence of Exercise, Walking, Cycling, and Overall Nonexercise Physical Activity on Mortality in Chinese Women – Source )

“In this sample of 1862 bicyclists, men were more likely than women to cycle for recreation and for transport, and they cycled for longer. Most transport cycling was for commuting, with men more likely than women to commute by bicycle. Men were more likely to cycle on-road, and women off-road. However, most men and women did not prefer to cycle on-road without designed bicycle lanes, and qualitative data indicated a strong preference by men and women for bicycle-only off-road paths…. The main constraints for both genders and both cycling purposes were perceived environmental factors related to traffic conditions, motorist aggression and safety. Women, however, reported more constraints, and were more likely to report as constraints other environmental factors and personal factors.”  (Gender differences in recreational and transport cycling: a cross-sectional mixed-methods comparison of cycling patterns, motivators, and constraints – Source

Gender differences were statistically significant for preferring bicycle signals (63.7% men, 69.1% women) and cycle tracks (53.9% men, 60.2% women). “ ( Gender and used/preferred differences of bicycle routes, parking, intersection signals, and bicycle type: Professional middle class preferences in Hangzhou, China – Source )

International Media sources

“The main reason most women don’t cycle in the UK is because they think it is dangerous.”
( Women shun cycling because of safety, not helmet hair – Guardian – Source )

“Among all households with kids and one breadwinner, women tend to commute 13 minutes less than men do, and the largest gender difference for work travel occurs in households with children and two breadwinners: 16 minutes.” (Women Still Do More Traveling Than Men for Household Errands – CityLab – Source)

“there is widespread support for greater investment in cycling, with as many as four in five women supporting better funding for cycling” (Study reveals the stark gender gap in cycling and what could be done to close it. – Cycling Weekly UK Source)

“If there aren’t at least as many women as men, then usually it’s because cycling is not safe enough. It’s an indicator that you do not have good enough cycling infrastructure.” (‘If there aren’t as many women cycling as men … you need better infrastructure’ – Guardian Source)

“[In the US} Women account for 85% of overall consumer spending including everything from autos to healthcare … [including] 92% Vacations . . . 91% of New Homes . . . 65% New Cars (FAST FACTS Marketing to Women – Source)


Prepared by Anders Swanson, Dea van Lierop, and Sara Kirk
Velo Canada Bikes 2018

AGM 2018

Vélo Canada Bikes 2018 Annual General Meeting Agenda

Sunday, September 9, 2018, 14:00 – 16:00 EST

Conference call: using ClickMeeting with dial-in option.

ClickMeeting location: https://canadabikes.clickmeeting.com/canada-bikes-agm-2018

Please try to connect up to 15 minutes prior to meeting start so that we can sort out any connection problems prior to meeting start.
Canada dial-in number:

Calgary +1 (587) 774-1365 see other numbers

When prompted, provide this pin code: PIN 916586#


FCM Council approves motion asking Federal Government to act on active transportation

In June 2018, at the FCM annual conference in Halifax, FCM council approved this important motion. The decision was nearly unanimous and it is not hard to see why.

Cities and towns across Canada asked the federal government to:

· Improve transportation statistics collected by the federal government to assist municipalities more accurately measure mode share and report on progress on local AT strategies;

· Develop and publish AT policy and infrastructure design guidelines for adoption at the provincial/territorial and municipal level;

· Coordinate the roles and responsibilities of relevant federal departments and agencies; and

· Ensure continued long-term federal investment in AT infrastructure.

The full text can be found below.

What can you do? Send a link to the motion to your MP and ask them what the Government of Canada is doing about it.

Federation of Canadian Municipalities board of directors 2019

Motion Adopted by Federation of Canadian Municipalities. June 2018

WHEREAS, Active Transportation is any form of human-powered transport, especially walking and cycling;

WHEREAS, According to the Public Health Agency of Canada, physical activity has been shown to reduce the risk of over 25 chronic conditions, including coronary heart disease, stroke, hypertension, breast cancer, colon cancer, Type 2 diabetes and osteoporosis;

WHEREAS, About one quarter of Canada’s GHG emissions come from the transportation sector, Canada has the second highest rate of vehicle-kilometres travelled per person amongst OECD (Organization for Economic Cooperation and Development) member countries, Canada has committed to reduce GHG emissions by 30% below 2005 levels by 2030, and, according to Canada’s December 2017 submission to the United Nations, additional efforts will be required to reach that target;

WHEREAS, Municipalities recognize the social, health, environmental and economic benefits that result when more people walk and cycle;

WHEREAS, Municipalities are integrating pedestrian and cycling infrastructure into long-term transportation and land-use planning, for instance through Complete Streets policies;

WHEREAS, Municipalities, municipal transit authorities and the Canadian Urban Transit Association (CUTA) recognize the important linkages between public transit and pedestrian and cycling infrastructure as part of integrated transportation networks;

WHEREAS, Municipalities recognize that making it easier and safer for people to walk and bike achieves important social inclusion benefits, especially for low-income Canadians, children, parents, seniors and persons with disabilities;

WHEREAS, Responding to calls from FCM, the federal government’s Investing in Canada Plan supports municipal investments in Active Transportation (AT) infrastructure, and greater federal leadership on AT policy will help maximize the benefits of joint federal-municipal investments in the near-term;

WHEREAS, Recognizing that municipal governments are best placed to develop local and regional AT strategies, the federal government has jurisdiction over complementary and enabling policy areas including transportation policy, transportation statistics, health policy and the environment, which can support and scale-up existing municipal efforts; now therefore be it

RESOLVED, That the Federation of Canadian Municipalities (FCM) call on the Government of Canada to develop and implement a National Active Transportation (AT) Policy that would, at minimum:

· Improve transportation statistics collected by the federal government to assist municipalities more accurately measure mode share and report on progress on local AT strategies;

· Develop and publish AT policy and infrastructure design guidelines for adoption at the provincial/territorial and municipal level;

· Coordinate the roles and responsibilities of relevant federal departments and agencies; and

· Ensure continued long-term federal investment in AT infrastructure.