From: Winnipeg Transit Master Plan <transitmasterplan(a)argylepr.com>
Date: Fri, Oct 16, 2020 at 11:42 AM
Hello / Bonjour
*Un message en français suivra.*
We are excited to announce that the third phase of public engagement for
the Winnipeg Transit Master Plan has begun.
In the fall of 2019, we asked for public input on a proposed new transit
system, which has been used to shape the draft Winnipeg Transit Master
In this third and final phase of engagement for the Winnipeg Transit Master
Plan, we are sharing plans for the future of rapid transit, including the
types of infrastructure that could be built and plans for downtown.
We are also sharing details about how we can make transit more accessible
for people of all ages and abilities. Winnipeggers made it clear that
accessibility for all users is a top priority, and the Winnipeg Transit
Master Plan proposes changes to better integrate Winnipeg Transit Plus with
the rest of the transit network. Improving accessibility for all will be a
key consideration in transit network planning and design.
Learn more and share your thoughts on the future of rapid transit and
accessible transit from October 9 to November 6 online at:
*Zoom Meetings *
Join us live on Zoom for a presentation and Q&A about the Winnipeg Transit
Master Plan. Use the links below to register for one of the sessions.
Topic: The Future of Rapid Transit
Format: Zoom meeting
Date: Saturday, October 24 (Register now
Time: 1 p.m. to 2:30 p.m.
Topic: The Future of Rapid Transit
Format: Zoom meeting
Date: Wednesday, October 28 (Register now
Time: 7 p.m. to 8:30 p.m.
*Help us get Winnipeggers involved*
We invite you to help get your fellow residents involved in this process by
sharing information about the Winnipeg Transit Master Plan with your
communities and encouraging them to share their input.
You can follow us on Twitter <https://twitter.com/cityofwinnipeg> and
Facebook <https://www.facebook.com/cityofwinnipeg/>, and stay up to date on
the Winnipeg Transit Master Plan project by signing up for updates at
Please visit winnipeg.ca/transitmasterplan
learn more. For inquiries or for those who require alternate formats or
interpretation to participate, please contact transitmasterplan(a)winnipeg.ca.
Winnipeg Transit Master Plan project team
Nous sommes heureux d’annoncer que la phase trois de participation du
public pour le Plan directeur du transport en commun de Winnipeg a commencé.
À l’automne 2019, nous avons demandé au public de nous donner son opinion
sur un nouveau système proposé de transport en commun; cette opinion a
servi à élaborer le projet de Plan directeur du transport en commun de
Dans cette troisième et dernière phase de participation du public pour le
Plan directeur du transport en commun de Winnipeg, nous communiquons les
plans pour l’avenir du transport en commun rapide, y compris les
infrastructures qui pourraient être construites et les plans relatifs au
Nous communiquons également de l’information sur la manière dont nous
pouvons rendre le transport en commun plus accessible aux personnes de tous
âges et de toutes capacités. Les Winnipégois ont clairement indiqué que
l’accessibilité pour tous les usagers est une priorité absolue, et le Plan
directeur du transport en commun de Winnipeg propose des changements visant
à mieux intégrer le service Winnipeg Transit Plus au reste du réseau de
transport en commun. L’amélioration de l’accessibilité pour tous sera un
facteur clé dans la planification et la conception du réseau de transport
Pour en savoir plus et donner votre opinion sur l’avenir du transport en
commun rapide et du transport accessible, consultez le site Web suivant
entre le 8 octobre et le 6 novembre : winnipeg.ca/plantransportencommun
*Réunions sur Zoom *
Joignez-nous en direct sur Zoom pour une présentation et une séance de
questions sur le Plan directeur du transport en commun de Winnipeg.
Utilisez les liens ci-dessous pour vous inscrire à l’une des séances.
Sujet : L’avenir du transport en commun rapide
Format : Réunion sur Zoom
Date : Samedi 24 octobre (S’inscrire
Heure : De 13 h à 14 h 30
Sujet : L’avenir du transport en commun rapide
Format : Réunion sur Zoom
Date : Mercredi 28 octobre (S’inscrire
Heure : De 19 h à 20 h 30
*Aidez-nous à faire participer les Winnipégois*
Nous vous invitons à aider vos concitoyens à participer à ce processus en
informant vos communautés au sujet du Plan directeur du transport en commun
de Winnipeg et en les encourageant à donner leur opinion.
Vous pouvez nous suivre sur Twitter <https://twitter.com/cityofwinnipeg> et
Facebook <https://www.facebook.com/cityofwinnipeg/>, et vous tenir au
courant du projet de Plan directeur du transport en commun de Winnipeg en
vous inscrivant aux mises à jour à l’adresse transitmasterplan(a)winnipeg.ca.
Veuillez consulter le site winnipeg.ca/plantransportencommun
pour en savoir plus. Si vous avez des questions, ou si vous avez besoin de
médias substituts ou de services d’interprétation pour participer, veuillez
écrire à transitmasterplan(a)winnipeg.ca.
L’équipe du projet de Plan directeur du transport en commun de Winnipeg
Using AI to count pedestrians and bicyclists<http://www.trb.org/main/blurbs/181329.aspx>
Automatic Traffic Monitoring and Management for Pedestrian and Cyclist Safety Using Deep Learning and Artificial Intelligence<https://transweb.sjsu.edu/sites/default/files/1808-Pourhomayoun-Automatic-T…>, released by the Mineta Transportation Institute at San Jose State University
Terry Zdan, BA MEDes
1520 215 Garry Street
Policy, Programs and Regulation
Winnipeg MB R3C 3P3
C 204 227 3724
[Google (Android 10)]
"...Resilience is the ability to prepare and plan for, absorb, recover from, and more successfully adapt to adverse events..."
þ Think green, read on screen | Soyez écolo, lisez à l'écran
*PROVINCE TO SPEND $7 MILLION ON TRAILS*
THE province, in partnership with Trails Manitoba, is spending $7 million
to create, maintain and enhance active transportation trails across the
province, including in Winnipeg.
There are more than 1,700 kilometres of active transportation trails in the
province. The government has created three funds that will be managed by
Trails Manitoba and held in trust by the Winnipeg Foundation.
The $1-million Trails Manitoba Operating Endowment Fund will serve as
ongoing operating funding for Trails Manitoba.
The $4-million Manitoba Trails Improvement Endowment Fund will support
grants to create trails or improve existing ones.
The third fund, a $2-million Manitoba Trails Strategic Fund, supports
capital projects that advance trail development in Winnipeg and will be
distributed as matching grants.
CBC coverage: 'Get outside' - Manitoba trail system gets $7M enhancement
*News release*: PROVINCE INVESTS $7 MILLION FOR CREATION, MAINTENANCE AND
ENHANCEMENT OF MANITOBA TRAILS
The Pedestrian and Bicyclist Road Safety Audit Guide and Prompt List
as an update to the *Pedestrian Road Safety Audit Guidelines and Prompt
Lists *(2007) and *Bicycle Road Safety Audit Guidelines and Prompt
However, as pedestrian- and bicycle-focused RSAs are oftentimes conducted
simultaneously, this new guide provides the content in one concise
document. The document provides information on how to conduct an RSA and
effectively assess the safety of pedestrians and cyclists. These Guidelines
provide an overview of the Road Safety Audit process, as well as an
overview of basic safety principles and potential hazards affecting
pedestrians and cyclists. Prompt lists are provided to assist RSA team
members in considering general issues when performing a PBRSA.
Pedestrian Safety Program Manager
Federal Highway Administration
1200 New Jersey Ave, SE
Washington, DC 20590
Web page: safety.fhwa.dot.gov/ped_bike
Ralph Buehler and John Pucher. 2021. "The Growing Gap in Pedestrian and
Cyclist Fatality Fates between the United States and the United Kingdom,
Germany, Denmark, and the Netherlands, 1990–2018," *Transport Reviews*,
Vol. 41, Issue 1, January 2021. (Published online on Oct. 7, 2021)
Using official national data for each country, this article calculates
trends in walking and cycling fatalities per capita and per km in the USA,
the UK, Germany, the Netherlands, and Denmark. From 1990 to 2018,
pedestrian fatalities per capita fell by 23% in the USA vs. 66%–80% in the
other countries; cyclist fatalities per capita fell by 22% in the USA vs.
55%–68% in the other countries. In 2018, pedestrian fatality rates per km
in the USA were 5–10 times higher than in the other four countries; cyclist
fatality rates per km in the USA were 4–7 times higher. *The gap in walking
and cycling fatality rates between the USA and the other countries
increased over the entire 28-year period, but especially from 2010 to 2018.
Over that 8-year period, per-capita fatality rates in the USA rose by 19%
for pedestrians and 11% for cyclists; per-km fatality rates rose by 17% for
pedestrians and 33% for cyclists. By comparison, fatality rates either fell
or remained stable in the four European countries.* We reviewed the
relevant literature to identify factors that might help explain the much
lower walking and cycling fatality rates in Europe compared to the USA.
Possible explanatory factors include better walking and cycling
infrastructure; lower urban speed limits; fewer vehicle km travelled;
smaller and less powerful personal motor vehicles; and better traffic
training, testing, and enforcement of traffic regulations. We recommend
that the USA consider implementing an integrated package of mutually
reinforcing safety measures such as those that have been successfully
implemented in the Netherlands, Denmark, and Germany to reduce pedestrian
and cyclist fatality rates.
Snow-cleared streets lure winter bike riders
Report shows demand for cycling routes in winter cold
THERE is demand for accessible, snow-cleared winter cycling routes in
Winnipeg, according to a report to be presented to the public works
committee next week at city hall.
The city conducted cycling counts on 10 streets recently upgraded to
Priority 1 snow-clearing (maintained to bare pavement) between Jan. 31 and
Feb. 13. A total of 1,633 cyclists were logged across all sites, equivalent
to approximately 115 daily. According to the data, the majority rode on
weekdays, and during slightly warmer weather.
This is the first time specific data of this nature has been tracked in
Winnipeg, according to Coun. Matt Allard (St. Boniface).
In June 2018, the city approved some upgrades to active transportation
pathway snow-clearing, and began designing a winter cycling network.
According to the report, improved winter maintenance is intended to ensure
key routes are cleared quickly after snowfall to provide “uninterrupted and
effective connections” between neighbourhoods, Winnipeg Transit facilities,
“I want to stress that the lion’s share of the budget for this enhanced
snow clearing is to clear the roads that lead to our active transportation
facilities,” Allard explained in an interview Thursday.
A November 2019 motion called for some monitoring of those cleared routes
to determine how much demand there is for winter riding in the city.
Across the 10 sites, the highest-trafficked route was Warsaw Avenue, which
logged an average of 24 cyclists daily. One route, Clifton Street, recorded
no cyclist activity.
Mark Cohoe, executive director of Bike Winnipeg, attributed the low traffic
on Clifton Street to its lack of connectivity to main cycle paths, and
noted all 10 of the city’s tested routes are located in generally
As it stands now, much of Winnipeg’s active transportation network is made
up of existing roadways, Allard said, meaning enhanced snow-clearing
benefits cyclists, pedestrians and motorists alike.
“If you create a facility that people can use, people then start using it —
and that’s exactly what we want when it comes to active transportation,
when we’re building new facilities because every trip that someone takes on
a bicycle or walking is another trip that they’re not taking using another
mode,” Allard said.
The city noted it was unable to provide figures for latent demand — which
would indicate how many potential winter cyclists would ride if
infrastructure and snow-clearing were improved — because the data
collection processes are currently in early stages. More robust data sets
are expected in the future.
Cohoe indicated, in his experience, latent demand for winter cycling is
substantial — so long as the paths and roads are cleared, and proper
infrastructure is in place for accessibility. A 2018 poll conducted by Bike
Winnipeg and CAA found a majority of respondents think the city’s
snow-clearing on roads and pathways is neutral or poor.
“The very basic one is: get that winter maintenance in place,” Cohoe said.
“It’s also having protected facilities — it’s even more important through
winter to have that type of facility to make those connections.”
— with files from Joyanne Pursaga
*Oct 15th, 12-1pm EST*
*Register at **https://
The webinar will cover the results and lessons learned of this summer's
e-scooter pilot in Ottawa as well as highlight e-scooter operations
elsewhere in Canada. A short Q/A will follow the presentations.
*Presenter: Kathleen Wilker, City of Ottawa.*
Kathleen Wilker leads the City of Ottawa's Transportation Demand Management
Program. Her work centres on developing and implementing policies and
programs enabling residents to enjoy using Ottawa's walking, cycling and
transit networks more often. She has been instrumental in collaborating
with colleagues, councillors, external stakeholders, e-scooter providers
and residents to bring e-scooters to Ottawa this summer.
*Presenter: Chris Schafer, Bird Canada.*
Chris Schafer is Vice President, Government Affairs at Bird Canada. Prior
to joining Bird Canada, Chris was a Senior Director at another
micromobility start-up after almost five years at Uber Canada as their
Senior Public Policy Manager in Canada. Previously, Chris did stints in
media, at think tanks and as a regulatory lawyer with Gowlings in Ottawa.
Collective response is the best strategy
REMEMBER when we thought schools taking an extra week off at spring break
would give us time for the COVID-19 pandemic to pass? It seems laughable in
hindsight, but it was not a unique reaction. For decades, we have been
racing toward a climate crisis with a similar “It couldn’t happen here”
This pandemic could well be a dress rehearsal for the main show, climate
change — a far more catastrophic global emergency, with no hope of a
vaccine to save us.
The coronavirus has demonstrated that our world is a fragile ecosystem, and
when we push it too hard, it breaks. It has proven that a global problem is
everyone’s problem. Old tropes, such as the suggestion the climate crisis
is the sole responsibility of major polluters like India, China or the
United States, no longer fly.
Like tackling a pandemic, the solution to climate change can only be
realized through collective response. Global warming has been created
through the cumulative effect of billions of small actions, and the only
response is an equal number of small solutions.
Canadian cities and provinces will be on the front lines of this effort. To
provide context, if Manitoba were a country, it would sit within the top 15
highest per-capita emitters in the world. Manitoba’s emissions have
increased by more than eight per cent since 2005 — the third highest growth
rate among provinces.
What’s driving much of the increase in Manitoba’s emissions is driving. The
number of cars on Manitoba’s roads has grown by almost 50 per cent since
2005, and despite higher fuel efficiency, emissions from vehicles in the
province have almost doubled since 1990.
The story is much the same for the city of Winnipeg, where vehicles are
responsible for half of all emissions, by far the largest contributor. More
than 10,000 vehicles are added to Winnipeg’s roads every year, and with the
city’s low density and sprawling growth, we are also driving farther.
Winnipeggers drive a combined 5 1/2 billion kilometres per year, equating
to every person over the age of 16 driving alone in a car 26 kilometers
every single day. Compounding this, Winnipeg is the only major city in
Canada to have lower public-transit ridership today than it did 20 years
The City of Winnipeg has a comprehensive Climate Action Plan that targets a
20 per cent reduction in emissions by 2030 (relative to 2011 levels). It
targets a 17 per cent reduction in transportation-related emissions,
achieved in part by increasing public-transit use and tripling the number
of people who walk and bike.
So, how do we change 60 years of urban planning centred around traffic
management, and begin to promote more sustainable transportation options?
Coun. Matt Allard recently introduced two innovative ideas that could be
part of a larger transformation.
His first proposal introduces an ‘induced demand analysis’ for all new
transportation projects. Induced demand is a concept that can best be
described as “you get what you build for.” When cities build more roads,
people drive more cars. A groundbreaking study from 2011 titled “The
Fundamental Law of Road Congestion” demonstrated that there is a one-to-one
correlation between a city’s road capacity and the number of kilometres
The phenomenon has many contributing factors. Increased road
capacity initially reduces commute times, causing people to alter their
driving patterns, either route, frequency, or time of travel, to take
advantage of the higher capacity network. Greater convenience results in
fewer people using public transportation and promotes more trips by car.
It also inspires driving farther distances, which keeps cars on the road
for longer times and stimulates urban sprawl, which further promotes an
automobile-centred lifestyle as longer distances make alternate
transportation options ineffective. These factors all work together to
increase the number of cars on the road, which invariably grows to meet the
road capacity, no matter how much was built. This leads to demand for even
more roads, creating an unwinnable cycle.
Allard’s proposal may allow us to understand how our road-building choices
will be affected by induced demand, helping us to make smarter choices,
reducing road construction spending, traffic congestion, the amount we
collectively drive and, in turn, greenhouse gas emissions.
The second motion introduced by Allard is to make the “open streets,” which
were so popular during the early months of the COVID-19 pandemic, a
permanent fixture in the city. His proposal is to close 15 streets to
vehicles for six months per year. This move would represent a
transformational shift in our traditional priorities by taking vehicle
space and creating places for people.
Open streets such as Wellington Crescent and Wolseley Avenue saw high
levels of use, regularly accommodating up to two hundred cyclists and
almost as many pedestrians every hour. It changed how we experience our
city. If the motion passes, open streets could provide the backbone for a
new, connected, active-transportation network that fundamentally transforms
how we move around.
It would be a progressive and bold move for Winnipeg, one that might
inspire us to think differently about our city and encourage investment in
more sustainable transportation options such as walking, biking and transit.
We have learned from the pandemic that change takes a collective effort. As
we emerge from the crisis, we have an opportunity to channel this
unprecedented global collaboration to focus on the even greater challenge
moving toward us.
These types of local, progressive ideas, implemented in cities across the
world, can create a powerful cumulative effect that moves us toward
flattening the global-warming curve, so our children and grandchildren
inherit a future from us.
*Brent Bellamy is creative director at Number Ten Architectural Group.*