November-December 1995
Issue No. 13
AUTO-FREE ZONE

Winter Movement in the Great White North!

Winter poses enormous problems of mobility for the disabled, the elderly, children and others who can not or do not or choose not to use motorized vehicles. Some, like several of our members and associates, continue to bicycle year round and some reflections on the trials and tribulations of winter cycling are presented below. Most, however, rely on OC Transpo, Para Transpo or other forms of public transit, or walk. As most of us know, the service on OC- Transpo outside of working hours is very poor and just crossing the city to visit friends and family let alone shopping, entertainment etc. frequently involves long cold waits at bus stops.

I frequently find myself walking long distances in the winter across snow and ice. I would like to make a few comments. The obvious is to stay warm by using many layers with the outside usually nylon (or gortex if you won the lottery recently). Head, hands and feet are the most important. I wear wool toques and a hood and a wrapped around scarf, depending on the severity of the weather. The hood comes on at about -10, or sooner if there is wind or blowing snow. The scarf is for extreme blowing snow or frost bite conditions i.e. below -20 and wind. I like coats that let you put your hands in your pockets. This creates a lot of extra warmth, and one always needs very warm gloves or mitts.

For low snow and not too cold weather I wear hiking shoes with optional extra socks; for colder or snowier trips real winter boots. For walking on ice or, as frequently happens in areas where the sidewalks were not cleared of snow, on hardpacked snow I wear hiking boots, with extra socks if necessary. The rigid ankle support of the hiking boots prevents falls even if you slide. There is a learning curve to this ability. One has to learn to go with the slide. If you try to fight it you will fall and probably not bounce. D.W.

Half the people ask, why do you wear so many layers of winter clothing? The other half ask, how can you go out when it is so cold out? The questions answer each other. Winter walking can be very pleasant, better then in the heat of summer, and is a chance for exercise, which can be hard to find time for otherwise. C.W.

	Cars cars everywhere
	What a stink!

	Packed together street by street,
	eliminating our feet

	We had nothing to like,
	Then we rediscovered 
	the bike

Jane Stratton-Zimmer, due to work commitments, has had to resign from the OC Transpo Advisory Committee. Her position as AFO representative on that committee is now vacant. Anyone interested in replacing her is encouraged to step forward, please contact one of the AFO contact persons.

Next meeting at the Cock Robin in the By-Ward market at 6:30 pm Tuesday December 19th. See AFO-Announce or contact one of us for more details.

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Thanks to the following for contributing articles (original or borrowed), graphics, ideas or their time: Linda Hoad, Cathy Woodgold, Pete, John Odlum, AFZ Graphic: Cathy Woodgold

Deadline for next issue: January 20, 1995.
Tentative Topic: Land Use Patterns
ISSN 1195-1958

Winter Walking Demonstration Project

Cathy Woodgold

The trial covered an area 8 blocks long and 2 long blocks wide, bounded by Metcalfe, Cartier, Gladstone and Lisgar. Improved snow and ice clearance on sidewalks, snowbank removal and maintenance of walkways through snow banks at intersections and bus stops were done. It was found that walking conditions were improved for two days after storms. After that, there was no significant difference as compared to normal maintenance. Even with the enhanced maintenance, the sidewalks were still very much in a winter condition, with packed snow, ice, etc. The side streets in the test area were harder to walk on than highly-travelled sidewalks in areas of normal maintenance.

Pools of water, slush at edges of intersections, and sloping sidewalks were mentioned as problems. In the control area, (an area of normal maintenance for comparison,) ridges of snow at intersections were 50% more frequent, and the height and width were greater on average. Snow banks over 25 cm high on the sidewalks occurred twice as often in the control area. A snow bank can be an impassable barrier for a disabled or elderly person, or someone pushing a baby in a stroller or pulling a grocery cart.

The enhanced maintenance cost $11,450, but it's estimated that during a more normal winter it would cost $35,000. Since it significantly improved walking conditions for one to two days after each storm, and there were about 10 significant snowfalls, it cost about $800 for each day of significantly improved conditions ... well below $1.00 per pedestrian. "The savings from decreased use of Para-Transpo and even a small number of falls could be significant". The consulting company Sypher:Mueller was hired to evaluate the project, and it was suggested that they be hired to do the same this winter for about $25,000. The Disability Issues Advisory Committee suggests relying on volunteers for the evaluation in order to allocate increased money for winter maintenance.

Winter Cycling Demonstration Project

Cathy Woodgold

It was found that generally, riding conditions on the test routes were usually fair for the first three days following a storm, and good by the fourth day, while on the control routes conditions were still poor to fair on the fourth day.

Two to five cyclists per hour were observed on the major roads leading to the city core during peak commuting periods. Less than one cyclist per hour was observed on the other routes. E.M. Robinson, the Commissioner of Engineering and Works, says, "... because of the cost and the small number of winter cyclists observed during the demonstration project, the Department, at this time, does not intend to pursue the issue of winter cycling any further until such time as the number of winter cyclists warrant the service." (Which comes first, the chicken or the egg?)

Winter Cycling According to Pete

I am a commuter who cycles year round. I have been doing it for about twelve years. Winters here in Ottawa are relatively cold and snowy. Ottawa is the second coldest capital in the world. The following comments are the results of my experiences. I am not recommending them, only telling you what works for me. You may find it useful, or you may find the stupid things that I do are humorous.

I am not a real cyclist. I just ride a bicycle. I have done a century, but that was still commuting. There was a networking conference 110 miles away, so I took my bicycle. There and back. (does that make two centuries?) I usually do not ride a bicycle just for a ride. Lots of things I say may make real cyclists pull out their hair. I have three kids, and cannot *afford* to be a bike fanatic.

1. If it's good, don't ruin it; if it's junk you needn't worry.
2. I use a brute force algorithm of cycling: Peddle long enough, and you'll get there.

BICYCLE:
Although I have a better bicycle which I ride in nice weather, I buy my commuting bikes at garage sales for about $25.00. They're disposable. Once they start dissolving, I remove any salvageable parts, then throw the rest away.

RIDING:
In the winter, the road is narrower. There are snow banks on either side. Cars do not expect to see bicycles. There are less hours of daylight, and the its harder to maintain control of the bicycle. Be careful. I don't worry about what legal rights I have on the road, I simply worry about my life. I'd rather crash into a snow bank for sure rather than take a chance of crashing into a car. I haven't yet had a winter accident in 12 years. I've intentionally driven into many snow banks. Sometimes, during a storm, I get into places where I just can't ride. It is sometimes necessary to carry the bicycle across open fields. When this happens, I appreciate my boots.

It takes a lot more energy to pedal. Grease gets thick, and parts (the bicycle's and mine) don't seem to move as easily. My travelling time increases about 30% in nice weather, and can even double during a raging storm. The wind seems to be always worse in winter. It's not uncommon to have to pedal to go down hills.

Be careful on slushy days. Imagine an 8 inch snowfall followed by rain. This produces heavy slush. If a car rides quickly through deep slush, it may send a wave of the slush at you. This stuff is heavy. When it hits you, it really throws you off balance. It's roughly like getting a 10 lb. sack of rotten potatoes thrown at your back. This stuff could even knock over a pedestrian.

Freezing rain is the worst. Oddly enough, I find it easier to ride across a parking lot covered with wet smooth ice than it is to walk across it. The only problem is that sometimes the bicycle simply slides sideways out from under you. I practice unicycle riding, and that may help my balance. (Maybe not, but it's fun anyway) Beware of bridges that have metal grating. This stuff gets really slippery when snow covered. One time, I slid, hit an expansion joint, went over the handle bars, over the railing of the bridge. I don't know how, but one arm reached out and grabbed the railing. Kind of like being MacGyver.

STOPPING:
There are several ways of stopping. The first one is to use the brakes. This does not always work. Brakes can ice up: a bit of water gets between the cable and its sheathing when the warm afternoon sun shines on the bike. It freezes solid after. Or the salt causes brake cables to break, etc. I have had brakes work on one corner, but stop working by the time I get to the next. I have several other means of stopping.

The casual method: For a stop when you have plenty of time. Rest the ball of your foot on top of the front derailleur, and *gradually* work your heel between the tire and the frame. By varying the pressure, you can control your speed. Be sure that you don't let your foot get wedged in there! Faster method. Get your pedals in the 6-12 O'clock position. Stand up. The 6 O'clock foot remains on the pedal, while you place the other foot on the ground in front of the pedal. By varying your balance, you can apply more or less pressure to your foot. The pedal, wedged against the back of your calf, forces your foot down more, providing more friction.

Really fast! Start with the fast method, but then dismount while sliding the bicycle in front of you. You will end up sliding on your two feet, holding onto the bike in front for balance. If it gets *really* critical, throw the bike ahead of you, and sit down and roll. Do not do this on dry pavement. Your feet need to be able to slide. In some conditions, running into a snow bank on the side will stop you quickly, easily, and safely. If you're going too fast, you might want to dive off of the bicycle over the side. Only do this when the snow bank is soft. Make sure that there isn't a car hidden under that soft snow. Don't jump into fire hydrants either.

ETC.
Freezing locks. I recommend carrying a BIC lighter. Very often the lock will get wet, and freeze solid. Usually the heat from my hands applied for a minute or so (a real minute or so, not what seems like a minute) will melt it, but sometimes it just needs more than that.

EATING POPSICLES:
Something I like doing in the winter is to buy a Popsicle before I leave, and put it in my pocket. It won't melt! I take it out and start eating it just as I arrive at the University. Its fun to watch peoples' expressions when they see me, riding in the snow, eating a Popsicle.

Some Thoughts on Winter Cycling

by Cathy Woodgold

Our society accepts as normal having vehicles on the streets even in the worst winter storms. There's no reason those vehicles can't be human-powered.

If someone objects that bicycle brakes don't work when the tires are covered with slush, point out that this is a minor technical problem, easily solved by using a bicycle with the kind of brakes that work by moving the pedals backwards. I don't see any reason why those kinds of brakes wouldn't work in any weather.

One's tires can still skid on slush or ice. So can the tires of any vehicle, whether it's a heavy, polluting one or a sleek, human-powered one. Users of any vehicle should travel at a speed appropriate to the weather. When conditions are icy, slower speeds are appropriate. A safe speed for a motorized vehicle is also safe for a human-powered vehicle.

But bicycles have only two wheels. They fall down, especially on ice.

Some people don't mind a few falls, especially on soft snow and while wearing soft, thick winter clothing. Others may wish to consider using a human-powered vehicle with more than two wheels. An adult tricycle, which looks just like an ordinary bicycle but with two large wheels at the back, would provide good stability on ice. For those willing to revert to childhood a bit, perhaps "training-wheel"-type devices could be attached to an adult bicycle to provide winter safety from falls. For those concerned about style and appearance, a recumbent tricycle looks just as nifty as a recumbent bicycle.

It is cold out there. But it's going to be cold anyway, whether you walk or wait at a bus stop ... unless you decide to spend a quarter of your income on a death machine. Anyway, the action of cycling would provide quite a bit of warmth. And it's just a matter of finding the right number of layers of clothing, especially on the face and hands.

Deer, sometimes mistaken for cyclists?
City of Ottawa Snow Standards

Cathy Woodgold

Roads are divided into four categories, based mainly on the number of vehicles per day. No attempt is made to categorize sidewalks based on the number of pedestrians. Instead, sidewalk maintenance standards are based on the frequency of vehicles on the abutting road, whether it is a bus route, and whether there is parking on the street. The relevance of these criteria for determining sidewalk maintenance standards doesn't seem to have been well thought-out.

According to the Standard, salt is used on roads, but never on sidewalks. Sand is used on both. Windrows (banks of snow created by snow-ploughing operations) which block sidewalks are to be removed within 48 hours after completion of a plough run. Given that these windrows are significant barriers to baby strollers, grocery carts, disabled people and seniors, the 48 hours seems awfully long, especially when contrasted to two of the four classes of roads, which "are to be maintained as bare as possible through the continued use of all assigned workers". If windrows across roads are not left in place for 48 hours, why are windrows across sidewalks, and windrows isolating sidewalks from pedestrian crosswalks at intersections, allowed to remain so long? Cost information is as follows:

(1) Average cost to maintain a city street:
Road:		Summer: $4164 per LANE km
 		Winter: $4009 
		total   $8193
Sidewalk:	Summer: $2192 per km of 	
		sidewalk
		Winter: $3930
		total   $6122 

"We now have clear scientific evidence that air pollution is deadly. There is no known medical treatment that can alleviate the impairment of pulmonary function due to air pollution; the only solution is prevention." the American Lung Association, 1994 from the Gas Guzzler Campaign Newsletter Sept./Oct/ 1995

Oct 29 Ottawa Citizen - Traffic deaths in the U.S. rose last year for the second year in a row, a sure sign a 20-year trend toward greater safety has reversed, the U.S. National Safety Council said. The council said the number of highway deaths is likely to rise in the coming years because of increasing traffic and because Congress plans to raise speed limits, limit the need for motorcycle helmets and ease truck regulations.

September 19 Ottawa Citizen - An Ottawa cyclist died after being hit from behind by a car on the weekend. Richard Allan Marion, 31, died from injuries he suffered when his bicycle was rear-ended as he rode east on Gladstone Avenue, near LeBreton Street at about 2:20 a.m. Sunday. The car fled the accident scene without stopping but Ottawa-Carleton police arrested a driver about 10 minutes later.

A 13-year-old cyclist was in serious condition at the Ottawa general Hospital after he was struck by a vehicle on Elmridge Drive in Gloucester at about 6:30 p.m. Ottawa-Carleton police said the youth's injuries were life-threatening. Several roads were closed while police continued their investigations. No charges have been laid. Most enjoyable thing about bicycle commuting?: I love being able to accomplish two things at one time - getting to work and exercising. That's really the main reason I do it. I never enjoyed jogging or working out, but now I get my exercise on my way to and from work! (Kevin Reilly in Cyclegram July/August 1995, Bicycle Coalition of the Delaware Valley P.O. Box 8194 Philadelphia PA 19101 U.S.A.)

BTC Becomes Tory Roadkill Renowned Ontario auto critic and transit defender the Better Transportation Coalition (BTC) shut down its College office late last month, a victim of the Harris government's spending cutbacks.

BTC has been against the ropes of financial uncertainty for months while awaiting delivery of a grant cheque from the ministry of transportation but the province has now officially cancelled the grants altogether.

While the coalition will continue to exist as an umbrella for local transportation groups across the province, former BTC full time staffers Gord Perks and Tom Samuelson have been forced to close up shop and hit the pavement. BTC has helped local ratepayer groups organize campaigns to block road widenings in suburban parts of Metro. (Glenn Cooly in NOW Magazine October 12-18 1995 Toronto ON)

Editors: Note AFO is a member of the BTC and was a major format for networking with other transit groups in Ontario.

From the City of Ottawa's Task Force on the Atmosphere (Department of Engineering and Works 111 Sussex, Ottawa, ON K1N 5A1, contact person Paul McCann 244-5300 ext. 3363)

The City of Ottawa is committed to:
Reducing resident's energy bills; Improving local air quality and reducing its impact on your health; Bolstering Ottawa's local economy; and Helping to work against global climate change by reducing carbon dioxide emissions by 20% by the year 2005 (with respect to 1990 levels).

Editors: AFO clearly supports these goals. We reproduce them here so that AFO members can continue to remind relevant politicians of these goals when policy decisions are made.

Tidbits from the RMOC Transportation Committee. I got these by following these commands on the Ottawa Freenet.

	type: GO RMOC
	choose:  5) Regional Committees
		4) Transportation Committee

Oct 4 1995 Committee meeting while discussing 
Photo-Radar recognized "the failure to obey 
traffic signals and red light running as problems" 
(although not specifically as threats to 
pedestrians and cyclists, D.W.).

From the RMOC TEAP Minutes (Oct. 19, 
1995).

In reference to the Laurier E. and Nicholas S. 
intersection, in particular the right hand turn 
merge lanes (cut-offs). a one day survey was 
done.
1) Pedestrians interviewed overwhelmingly agree 
(90 %) that the cut-off represents a safety 
problem that requires correction.
2) The cause of the problem is generally seen to 
be the many vehicle operators who do not yield 
to pedestrians and who thereby ignore the 
Highway Traffic Act pedestrian signs, and 
pedestrian pavement markings, all of which 
combine to ineffectually 'instruct' vehicle 
operators to yield to pedestrians.
.....
4) The initial modification proposed by survey 
respondents is a STOP -- sign or signal-- which 
is positioned as to ensure that drivers and not 
pedestrians suffer any consequences that arise 
from an active intervention to deal with drivers 
as the problem source.
....

Also from the region (RMOC) was the presentation of four transportation plans for the future transportation needs. The following are some selected excerpts relating to the Total Cost of Travel in Ottawa Carleton.

Auto costs for the urban peak period in 1993 reached just over $1.8 billion ($925 million). Note the number in brackets refers to not including the cost of personal time which is a measure of lost productivity while in transit. Transit costs for the same time were about $379 million ($60 million). During this time period, the auto mode was subsidized to the tune of just over $175 million ($181 million) - or 10% (20%). Transit subsidies for the same period amounted to around $42 million ($33 million) or 11% (55%).

The total costs of travel for all periods over the course of the year amounted to over $3.9 billion ($2.0 billion). Of this, some $3.1 billion ($1.8 billion) was attributable to auto, $521 million ($143 million) to transit, and the balance pedestrian and cycle modes.

Combined subsidy levels for pedestrians and cyclists in the Region were quite low, totalling about $14.8 million ($11.9 million), or a little more than 5% (22%) of the total annual cost of travel by these modes.

Editors: These excerpts give a flavour of the mind-set of the people making the report. Parking was only partially covered. For example no consideration of the capital costs of providing parking were included, such as the 10- 20% of the cost of a typical suburban home. No consideration of the costs of providing storm sewers to drain the water off the roads and parking lots. Some consideration was given to pollution and accident costs but we can not test their accuracy. Also no consideration was given to social costs such as crime and community break up caused by through traffic roads. The expression of subsidies in percentages implies that it's reasonable to spend large amounts subsidizing expensive inefficient auto transportation for the rich and much smaller amounts for low-cost, efficient transportation for the poor, disabled, environmentally responsible etc.

Air Pollution Link to Rise in Deaths Confirmed

This new confirmation raises the pressure on the Environmental Protection Agency to tighten air pollution standards.

"We've known through the centuries that air pollution can kill - take the deadly London fogs, for example," says Jonathan M. Samet, chairman of the department of epidemiology at Johns Hopkins University's of Hygiene & Public Health in Baltimore. "Whats caused controversy recently is that effects are being observed at air pollution levels we once would have considered safe, levels that are below the natural standards." ....

The original studies found that death rate increases approximately 1% for every 10- mg-per cubic metre increase in particulate matter.

Douglas W. Dockery, an associate professor of environmental epidemiology at Harvard University who coauthored several of the original studies, tell C&EN: " We still don't know exactly what the mechanism is behind the increased deaths. But particles related to combustion processes - not agricultural dust, not construction dust - appear to be involved. It may be either the primary emissions or the acidic aerosol particles that form from sulfur dioxide and nitrogen oxides." (Pamela Zurer Chemical and Engineering News August 7 1995 an American Chemical Society publication)

Editors: Note that vehicles and their production are major sources of primary combustion and create both sulfur dioxide and nitrogen oxides. Also they are the most efficient ground level source and are very efficient a spreading them around. Also no mention is made of tire dust? The article states that the American Lung Association is pressing the EPA to lower it's air pollution limits while not mentioned is the Republican's in Congress attempts to raise limits.

Also from C&EN June 12 1995 quoting Adrian J. Wilkes managing director of Environmental Policy Consultants:

"The environmental industry will provide one of the biggest ever opportunities for enterprises and technical innovation that the industrial world has yet seen. It will create profits, trade surpluses, employment, and technological advantage, as well as environmental protection, and it will be one of the key industries of the 21st century..."

From the State of Alaska Homepage Development of Seed Stocks of Native Species. Stoney Wright from the UAF Plant Materials Center will investigate native vegetation species suitable for planting on highway rightsofway. Seeds from these native species will be collected and made suitable for commercial production. These seeds will be used in construction revegetation work.

It is Not My Car

Proposal for a Transit Supportive Treasury Board Parking Policy presented to the OC Transpo Commission by the Transit Advocacy Project September 1995 by Linda Hoad an AFO member

The Transit Advocacy Project (TAP) is a special project of Transport 2000 Canada, funded by an Urban Issues Program Grant from the Samuel and Saidye Bronfman Family Foundation. TAP's primary goals are: (1) to increase public awareness of the economic, environmental and community benefits of using public transportation, and (2) to make public transit more attractive, accessible and affordable for all segments of the population.

The availability of cheap and free parking is a factor in the declining use of public transit. In this Region, there are a considerable number of parking spaces owned or leased by the Federal Government; at Tunney's Pasture alone there are 2,881 spaces. The Treasury Board Parking Policy governs the use and management of Crown-owned or leased parking facilities. Although the Policy includes the statement: "Provision of parking will be related to the availability of public transit ...," our analysis indicates that there is considerable scope to amend the Treasury Board Parking Policy in order to make it more transit friendly.

TAP Recommendation
1. Direct the Chair and the General Manager to request a meeting with the President of the Treasury Board in order to discuss revisions to the Treasury Board Parking Policy:
1.1 The policy should recognize the significant public investment represented by the transitway and the high quality transit service provided at transitway stops by including these stops in the definition of core area. (see Definitions below)
1.2 The parking charges for peripheral areas should be adjusted so that the minimum charge is equal to the most expensive bus pass.

Rationale
The policy does not seem to recognize the high frequency high quality service provided by the transitway to several concentrations of government offices; e.g. Tunney's Pasture, Confederation Heights. For many residents, peak-hour service to transitway stops is more frequent than every 30 minutes. Recently (or soon to be) provided park and ride services make the transitway accessible to more commuters than ever before. The price charged for parking by Treasury Board is not transit supportive and does not recognize the true value of transit, especially at "peripheral" sites on the transitway. The starting price for parking should be set at the price of a bus pass. Indoor parking should be more than the price of a pass.

This is a good time to request the proposed changes:
1. The opening of the South East Transitway and the consequent improvement in service to Confederation Heights in particular. OC Transpo has already designed a comprehensive communications strategy which could be used to convince Treasury Board.

2. The President of the Treasury Board is a former mayor of Toronto and will understand the value of transit and the need to increase ridership.

3. The Federal Government has made a commitment to a Climate Change Action Plan. Transit is clearly the most environmentally acceptable motorized transportation choice. Availability and cost of parking have a direct impact on transit use. A more transit supportive parking policy can help the Federal government achieve the objectives of the Climate Change Action Plan.

4. The proposed changes will increase revenue while achieving an important environmental objective.

Definitions
The definitions contained in the policy of interest to OC Transpo and the application of these definitions to Ottawa are as follows: "Core areas are those portions of designated urban areas with a population of more than 100,000: - that most residents can reach using regularly- scheduled public transit; - where curb-side parking is generally restricted; and - where commercial parking is available within one-half kilometre of the federal installation"

Core 1 (Centre) >From the Macdonald-Cartier Bridge, along the Ottawa River to the shoreline of the Rideau River; following the shoreline of the Rideau River to King Edward Avenue; South along King Edward Avenue to Laurier Avenue East; East along Laurier Avenue to the Canal; Southeast along the Canal to the Queensway; West along the Queensway to Bronson Avenue; North along Bronson to Wellington; North from Wellington to the centre of the Portage Bridge; East from the centre of the Portage Bridge, along the Ottawa River to the centre of the Alexandra Bridge.

Core 2 (West) >From Bronson and Somerset; South along Bronson to Carling; West along Carling to Preston; South along Preston to Prince of Wales Drive; South along Prince of Wales Drive and looping West and North around the Sir John Carling Building to Carling; East along Carling to Preston; North along Preston to Somerset; East along Somerset to Bronson."

Peripheral Areas are those portions of an urban area that are outside the core, where the nearest entry to the installation is within 500 metres of a regularly-scheduled public transit stop. In designated peripheral areas, where an installation's nearest entry is more than 500 metres from a public transit service stop, the installation is considered outside the peripheral area and no charges for parking are levied.

Parking charges for peripheral areas are determined as a percentage of the monthly pass; i.e. 100% for interior parking, 75% for exterior parking.

Cycling Home Through Cooling Green Space (edited version published in the Ottawa Citizen Aug. 29, 1995)

On these beautiful summer days, the sweltering heat is magnified by the absorption and re-radiation by the asphalt; the hard-to- breathe air is worsened by the temperature and stench of car fumes.

When I ride my bike home from downtown at night, I experience a dramatic climate change. From the swelter of cars and asphalt, I travel through the field starting at Maitland and Woodward through to Iris Ave. As I enter the path through that field, the air temperature drops dramatically; there is a natural freshness and breathability.

Experts tell us that allergies are on the rise, but please don't blame the plants. There are a lot less of them around now than ever before. I think you all know the real reason that lung disorders are becoming more prevalent.

It would be great to see some of the paved areas restored to a natural state and people could sure help by driving less. Especially when they have to close their windows and click on the air conditioning because the heat from cars are too overwhelming.

So when the debate heats up about utilizing green space, remember that these areas are our city's air conditioning. Many people are buying bottled water because they don't like what's available through the tap. How much will you pay for a bottle of fresh air?

John Odlum is an AFO member. This letter prompted a reply from Sheila Copps the federal environment minister.

CARS ARE RUINING MY LIFE AND OUR BIOSPHERE! 

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Name 								Name
_______________________________________________	
	_______________________________________________	
Address            	 					Address
Tel: (h)___________________(w)______________________ (e-mail) __________________

AUTO-FREE OTTAWA, Box 57006, 797 Somerset St. W., Ottawa River Bioregion, Ontario  K1R 1A1
	(613) 237-1549

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