AT-Network April 2022

at-network@lists.umanitoba.ca

2 participants
15 discussions

by Beth McKechnie

WFP: SUNDAY BIKE ROUTES START NEXT MONTH Motorists will soon be slowing down on 15 city streets starting next month for the summer and fall. The city announced Friday that during the first three weeks of May it will be putting signage up reminding motorists to slow down to 30 km/h 24 hours per day, seven days a week, on the streets until Oct. 31. The streets include Wellington Crescent, from the Maryland Bridge to Academy Road, Lyndale Drive from Cromwell to Gauvin streets, and Scotia Street from Armstrong to Anderson avenues. CBC: https://www.cbc.ca/news/canada/manitoba/winnipeg-open-streets-bike-route-1.… CoW press release: https://winnipeg.ca/cao/media/news/nr_2022/nr_20220429.stm#4

1 year, 12 months

WFP Analysis: EVs not a ‘silver bullet’ solution (Apr25'22)

by Beth McKechnie

EVs not a ‘silver bullet’ solution https://www.winnipegfreepress.com/opinion/analysis/evs-not-a-silver-bullet-… AS governments across the world struggle to meet quickly approaching climate change targets, electric vehicles have begun to find their way into the spotlight. The “Build Back Better” plan in the U.S. and Canada’s 2022 federal budget both focus efforts to decarbonize the transportation sector on incentivizing “zero emission vehicles” (ZEVs). Transportation is Canada’s second largest source of GHG emissions, responsible for 25 per cent of the country’s total. In cities such as Winnipeg, vehicle tailpipes are the source of half of all emissions. It is also clear, however, that electric vehicles are not an “easy button” solution to climate change. A 2,000-kilogram machine transporting an 80-kilogram human cargo for almost every trip made outside of the home is not a sustainable solution, regardless of the machine’s power plant. There are many studies that try to quantify ZEVs’ emissions, and the consistent conclusion is that no car is truly a zero-emission vehicle. For a more complete picture, the current focus on tailpipe emissions must be broadened to include the carbon footprint of all facets of a vehicle’s life cycle. When factoring in the manufacturing emissions created during raw-materials extraction, production and shipping, as well as emissions from the electrical grid during its use, it has been found that an electric vehicle has about half the overall carbon footprint of a gasoline vehicle. This is an important reduction that will only improve over time, but threatening to counteract these gains is the fact that every 20 years there are 50 per cent more vehicles on Canadian roads. They are also getting larger, which increases manufacturing emissions, battery sizes and energy use. Over the last two decades, the share of trucks and SUVs has grown from 30 per cent to 80 per cent. In our ever-shortening climate-crisis timeline, market absorption also creates a challenge for ZEVs. A new study done at Polytechnique Montréal found that to meet that city’s 2030 emissions reduction targets, more than 60 per cent of vehicles on the road will need to be ZEVs. Many projections show that even with federal incentives, by 2030 only 11 per cent of vehicles will be electric, with 60 per cent likely not being reached until 2050. Extensive vehicle electrification is important, but it will only get us part way to our transportation emissions targets. A complete solution will require serious investment in strategies that fundamentally reduce the amount we drive. Key to this will be investing heavily in alternate forms of transportation, including public transit, to provide convenient mobility alternatives. The focus has been on electrification, but for that to be an effective climate policy, priority should be given to investments that increase ridership. Electrification of public transit creates headlines, but the environmental benefits of public transit are actually realized when more people get out of their cars and onto a bus. If we made public transit sufficiently attractive to reduce emissions from private vehicles by only two per cent, it would have the same environmental impact as electrifying every transit vehicle in Canada. More effective policy would fast-track rapid transit construction, significantly increase service frequency and reliability, and provide strong connectivity to make transit effective for everyday use. Most Canadian cities developed around a pervasive streetcar system that was its primary mode of motorized transportation. We can take inspiration from our past and re-establish a public transit system that is no longer an afterthought, but instead is a well-integrated and desirable mobility option for everyone. Creating an effective system of alternative mobility, including public transit, walking or biking, is more complex than simply buying more buses or building bike lanes. Land-use policies must carefully dovetail with transportation planning to realize success. We can again learn from our past, when streetcar neighbourhoods were built with higher densities and grid pattern streets that provided walkable access to shops and public transit. When new neighbourhoods were built, the street grids and transit routes were simply extended, instead of the disconnected subdivisions and commercial power centres we build today that make cars the only viable transportation option. On average, Canadians drive 25 per cent farther each day than they did 20 years ago. By limiting suburban sprawl on the periphery of the city and implementing policies that promote infill development, such as higher allowable densities and reduced parking requirements, more compact and walkable neighbourhoods will result. This will allow more people to live closer to their daily services and amenities, making walking, busing and biking more viable options. Zoning and land-use policies can also emphasize the development of “complete streets” that reallocate vehicle space to alternate transportation such as bike lanes, priority transit lanes and wider sidewalks. These streets can be higher density with walkable access to employment, commerce and recreation. Electric vehicles are an important part of our climate change policy, but they are not a silver bullet. They must dovetail with effective government policies and budgets that promote greater use of public transportation and alternative modes of travel. Our challenge is great, and the time is now to make impactful changes for our future. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

2 years

CBC: Pedal-powered plastic shredder helps Winnipeg's ArtsJunktion get creative for Earth Week

by Beth McKechnie

Great story: https://www.cbc.ca/news/canada/manitoba/pedal-powered-plastic-recycling-win…

2 years

WFP Editorial: More work needed to make city bike-friendly (Apr18'22)

by Beth McKechnie

Winnipeg’s active transportation network needs all the help it can get. As such, a proposal to continue the city’s "open streets" program through this summer, and beyond, is a welcome development. The plan — renamed the "enhanced summer bike route program" after the city realized encouraging pedestrians to mingle with vehicles on roadways was in contravention of the Highway Traffic Act — has been tweaked for 2022 and is awaiting council approval. Changes include dropping weekday speed limits to 30 km/h and limiting wholesale street closures to weekends and holidays on many routes. Residents along Wellington Avenue who opposed the street’s closure last year will be pleased to see the thoroughfare has been excluded from the program for the upcoming season. City planners concurred that a protected bike lane through the neighbourhood would be more useful. The seasonal transportation mode shift along residential roads has been celebrated (and enjoyed) by many, and the program is a rare example of the city prioritizing cyclists over drivers. At least some of the time. Safe cycling routes are the first step to encouraging more people to hop on a bike — and Winnipeg needs a lot more people to hop on bikes if it wants to meet the objectives outlined in the city’s OurWinnipeg 2045 planning document. The aspirational plan pushes for a sustainable transportation system that relies less on personal vehicles and more on low-carbon public and active transportation. Within the document, cycling is promoted as a cost-effective way to reduce greenhouse gas emissions and improve community health. Unfortunately, it’s a choice that, at the moment, presents more barriers than benefits locally. The summer bike routes are great for recreational users, since they allow cyclists to enjoy scenic areas of the city without having to duck and dodge vehicle traffic. However, many of the 14 routes proposed are mere islands of safety. Few connect directly with established bike paths and, unless you live in the neighbourhood, most require traversing busy main roads to gain access. Churchill Drive, for example, offers pleasant views of the Red River, but visiting cyclists have to deal with bridges, train tracks, under- and over-passes before they can catch a glimpse. Cycling advocates have long called on officials to create a connected network of bike lanes that allows people to move through all areas of the city safely and with ease. Yet for many Winnipeggers, cycling still isn’t a viable way to get to work, go grocery shopping or pick the kids up from school. The system is too fractured, and most commutes, depending on where you live, require riders to mix with cars or pedestrians for at least part of the journey. Progress has been made in recent years, with protected paths cropping up throughout the city, but Winnipeg has a long way to go before it can claim to be bicycle-friendly — or even bicycle-tolerant. Recreational biking can be a gateway to commuter cycling. The enhanced summer bike route program was born out of the pandemic, but has proven it has permanent appeal. Based on uptake (many routes saw hundreds of cyclists daily), it also has the potential to get more people thinking about their bikes as an everyday mode of transportation. It’s clear Winnipeggers want to cycle. It’s up to the city to create a clear path forward.

2 years

Why ‘Vision Zero’ Hit a Wall

by Beth McKechnie

An excellent read if you haven't come across it yet: https://www.bloomberg.com/news/features/2022-04-11/-vision-zero-at-a-crossr… 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/> *Green Action Centre is located on the ancestral lands of the Anishinaabeg, Ininew, Anishininiwag, Dakota, and Dene Peoples, and the homeland of* *the Métis Nation. We acknowledge that our water is sourced from Shoal Lake 40 First Nation and that our hydro is sourced from numerous First Nations here in Manitoba**. * 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>

2 years

WFP Analysis: Time to get people back on the bus (Apr1'1'22)

by Beth McKechnie

Time to get people back on the bus https://www.winnipegfreepress.com/opinion/analysis/time-to-get-people-back-… AS reported in the Free Press (“Advertising campaign aims to attract riders back to Transit,” March 22), Winnipeg Transit has started advertising to bring riders back. Renewing interest in public transit is an important first step, both locally and nationally. However, much more must be done to truly resurrect transit across Canada. As part of a study funded by the Social Sciences and Humanities Research Council (SSHRC) and Infrastructure Canada, we investigated impacts of the COVID-19 pandemic on public transit and active transportation in Canadian municipalities. Prior to COVID-19, as seen in the 2011 and 2016 census results, Winnipeg had been doing rather well in terms of transit ridership. But then the pandemic arrived in March 2020, causing a near-total collapse in monthly transit ridership and fare revenues both locally and across Canada. The number of transit passenger trips fell from 161 million in February 2020 to 26 million in April, after the onset of the pandemic. Monthly ridership has since been inching upward, but only to about half of pre-pandemic levels. We identified several reasons for the collapse. First, there were the shifts to remote work or telecommuting, and to online education, especially in post-secondary education. These shifts account for a fair amount of the decline in demand. Second, social-distancing requirements had the effect of reducing transit capacity, i.e. number of seats available. Third, and perhaps most problematic, people were afraid to enter enclosed spaces, including buses and train cars. Countering the fear will require measures to increase safety, as well as promotional campaigns to rebuild public confidence. Public transit has important implications for Canada, in terms of improving environmental performance and social equity. Thus, there is an urgent need to rethink and redirect public policies related to public transit, particularly at the federal level. The government of Canada has invested heavily in shifting transit to zero-emission buses (ZEB), to the tune of $2.75 billion over five years. The purpose behind this large investment is achieving substantial reductions in emissions. While Canada could reach its 5,000 ZEB target by 2025, for the money to be well spent, people need to be riding these buses. The federal government has also announced some funding to help municipalities cover transit losses. However, these funds are more limited ($750 million in total), and have more strings attached. Modal shift remains the main mechanism for emission reductions by transit — in other words, getting folks out of cars and onto buses. Compared to a similar number of people operating private vehicles, a conventional diesel bus can reduce emissions by approximately 50 per cent. A ZEB can reduce emissions 100 per cent, but is more than twice as expensive to purchase. Thus, for a given capital budget, a transit agency can achieve the same reductions by buying either one ZEB or two conventional buses. The conventional option also better addresses social equity, since lower-income people depend more on the availability of public transit. Further, on a fuel cost per passenger/kilometre basis, diesel buses are about half as sensitive to fuel price increases as private vehicles. We recommend that public transit be exempted from the federal carbon tax. While municipalities have received some collected fuel taxes back from the government of Canada, all still must pay carbon tax. Winnipeg Transit is now paying close to $2.5 million annually. Transit agencies can either absorb the added cost or pass it on to riders. Carbon tax on transit makes little sense if the goal is to increase ridership. Turning to active transportation, cycling has seen a surge of interest and activity, primarily driven by recreational pursuits, rather than commuting to work or school. But overall, active transportation has been slowly but steadily declining in Canada, led by less walking. One emerging trend is multi-modal trips combining transit and cycling. This is something Winnipeg Transit has embraced, with bike racks on buses and lockers at transit stations. This combination addresses the distance limitation associated with cycling, and active transportation in general. Of course, it also depends on the availability of effective transit infrastructure and service. The pandemic hit public transit hard. It has also had negative ripple effects on lower-income communities and active transportation. Restoring public transit ridership should be a clear policy priority. Practical policy changes at all levels are needed to make it happen. *Paul D. Larson is a professor of supply chain management and Robert Parsons is a sessional instructor at the I.H. Asper School of Business, University of Manitoba. Larson was applicant and principal investigator and Parsons was co-applicant for the recent Knowledge Synthesis Grant investigation entitled “Public Transit and Active Transportation: Activity, Structural and Energy Efficiency Effects on Mobility and the Environment.”*

2 years

WFP: Marion Street makeover project proposal ‘big jump forward’ (Apr9'22)

by Beth McKechnie

Marion Street makeover project proposal ‘big jump forward’ https://www.winnipegfreepress.com/local/input-sought-on-marion-street-makeo… AFTER being T-boned twice, Kristen Marino believes Marion Street needs a major makeover. “In my opinion, (Marion) is extremely poorly planned,” said the Transcona resident who drives on Marion each day. “I think infrastructure hasn’t kept up with the amount of traffic that uses it every day.” The 40-year-old bank employee said she was T-boned twice near the Lagimodiere Boulevard intersection: once in 2020, and again in 2021. Both times, Marino had been driving home to Transcona, travelling eastbound on Marion in the inside lane, when a truck collided with her vehicle while exiting the Maple Leaf Consumer Foods parking lot. “There’s just so much congestion in that intersection and cars trying to turn in and out. Someone is going to get killed one day,” Marino said. The City of Winnipeg is asking the public for input on how to improve Marion Street and a series of area intersections. The second phase of the Moving on Marion Street project, which aims to address weak spots in the corridor’s vehicle, cycling, and pedestrian infrastructure, is underway. The project’s scope includes sections of Marion Street from St. Mary’s Road to Lagimodere Boulevard and Lagimodiere from Marion to Dugald Road. There are also proposed changes to the Panet-Dawson intersection, and Youville Road between Marion and Goulet. In one iteration of the plan, the easternmost approach of the Maple Leaf Consumer Foods parking lot would be closed. Marino said she’s seen numerous near-accidents at the entrance and describes it as a “dangerous” spot. The project proposes changes to bike infrastructure along the Marion-Goulet couplet near the Norwood Bridge — an area where Marino said she has witnessed narrow misses between pedestrians and cyclists opting to use the sidewalk instead of the road. Mark Cohoe, executive director of Bike Winnipeg, said adding bike lanes that stem from the south end of the bridge would create “important connections” in the city’s cycling network. “Coming off the Norwood bridge, right now it’s just dead ends,” Cohoe said. “This would be a big jump forward.” He added Moving on Marion Street’s proposed improvements to bike routes complement Our Winnipeg 2045, the city’s 25-year development plan. “When you think about the price of gas going up the way it is, and what we’re hearing on climate and the need to drive down our emissions by 2030, this is something that helps us along the way,” Cohoe said. The project was born out of the failed $566-million Marion-Archibald underpass and road-widening project, Coun. Matt Allard (St. Boniface) said. The first phase of Moving on Marion Street kicked off in 2019. The project’s final design phase is expected to wrap later this year. “We rebooted the Marion Street design study to look at bettering the road for all road users, and we wanted an affordable option,” Allard said. “It’s a matter of finding the money in a future budget to get it funded.” The design plan for Lagimodiere from Marion to Dugald highlights property along the west side of the route that would need to be absorbed to make way for a new vehicle lane — a property that currently contains homes. “I’m not convinced yet that those are going to be required as part of the project,” Allard said. “I raised my concerns with the public service and expect to be talking about that some more.” The public consultation for the west segment of the project area will take place April 19, from 6:30 p.m. to 8:30 p.m. The city is taking feedback for the east segment the following day (also 6:30-8:30 p.m.). Registrations can be made through the Engage Winnipeg website. An online project survey is available through Engage Winnipeg until April 28. fpcity(a)freepress.mb.ca

2 years

CBC: Winnipeg's open streets program could return for 3rd year, with significant change (Apr7'22)

by Beth McKechnie

https://www.cbc.ca/news/canada/manitoba/open-streets-winnipeg-2022-changes-…

2 years

WFP: Bike route proposal speeds ahead (Apr8'22)

by Beth McKechnie

BIKE ROUTE PROPOSAL SPEEDS AHEAD A new proposal to create enhanced summer bike routes this year, which would reduce speed limits from 50 km/h to 30 km/h on the selected streets, is pedalling forward. Council’s public works committee voted in favour of the 2022 version of “open streets” on Wednesday, which aims to create easier access for cyclists. If council gives the program final approval, it will be the latest version of “open streets,” which began in 2020 to offer more room for pedestrians and cyclists on select roads. In 2021, the city learned that inviting pedestrians to use the routes broke traffic laws, so it began promoting them solely to cyclists instead. The public works committee is calling to create additional enhanced bike routes on Ruby Street (from Wolseley Avenue to Portage Avenue) and Banning Street (from Portage Avenue to Notre Dame Avenue). It also directed city staff to install a bike lane with poly-posts along Wellington Avenue while the program is underway.

2 years

WFP: Crosswalk lights back in spotlight (Apr8'22)

by Beth McKechnie

CROSSWALK LIGHTS BACK IN SPOTLIGHT A second attempt to ensure eye-level flashers are installed at all lighted pedestrian crosswalks has been raised at city hall, accompanied by a call to fund many additional traffic-safety enhancements. On Wednesday, council’s public works committee approved a motion to seek $7.9 million from the local and regional street renewal reserve to cover all projects the city believes are needed to improve safety but has yet to find a way to fund. At crosswalks, that would ensure 158 lower mounted safety lights are installed as soon as possible, at a cost of about $1.6 million. Coun. Matt Allard first called for the street renewal reserve, which is funded by annual tax hikes, as one option to pay for the flashing lights alone last month. That followed a recent Free Press series that noted the city has been lobbied to add more of the lights, which a traffic-safety activist believes are more visible to drivers close to the crosswalks than currently installed overhead lights. But the matter was referred back to the public works committee over concerns it lacked a clear funding source. While using the street-renewal funds for a new purpose would require a two-thirds council vote, Allard believes road-safety projects should be considered part of street renewal. “I don’t have an actual determination suggesting… that the road-renewal reserve can’t be used to fix our roads (for safety). Signals and intersection upgrades, these are all in my opinion, part of roads,” he said. The investment would require a council vote.

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AT-Network April 2022