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WFP: Researchers: lights at crossing ‘long overdue’ (Oct22'26)
by Beth McKechnie 22 Oct '26

22 Oct '26

Caution! This message was sent from outside the University of Manitoba. Raise crosswalk consistency, police transparency concerns after man fatally hit in spring Researchers: lights at crossing ‘long overdue’ https://www.winnipegfreepress.com/breakingnews/2026/10/22/researchers-light… SIX months after a fatal collision at a crosswalk on Henderson Highway, two traffic safety researchers question why the intersection remains an outlier that is missing key flashing lights. The City of Winnipeg is being urged to install “backflashers” to better protect road users moving in all directions at the intersection where a 32-year-old father died in the spring. “It’s these little, mundane, non-sexy engineering problems that can cause everything right up to fatality,” said Curt Pankratz, an associate professor at the University of Winnipeg who studies traffic engineering and policymaking. On April 19, shortly before sunrise, Gabe Beardy was struck when he was crossing the six-lane thoroughfare at Neil Avenue. City police said a motorist travelling northbound towards the intersection around 5:20 a.m. hit a victim, who was identified by family as a kindhearted and adventurous father of four from Lake St. Martin First Nation in the Interlake. The Winnipeg Police Service has released few details — to his family and others — about the collision in East Kildonan. “We need answers. We want to know what happened and to prevent this from happening to somebody else,” said Brad Beardy, chief of Lake St. Martin, which he said hasn’t been the same since he lost his nephew. The chief said he wants to know whether the 32-year-old had pushed any buttons to trigger flashing lights and what improvements can be made in his memory. He expressed gratitude that researchers have taken it upon themselves to investigate because his family is still in the dark. Const. Claude Chancy said WPS is not releasing findings of an investigation because the incident was deemed to have been non-criminal in nature and no charges were laid. Pankratz recently paid a visit to the scene with independent researcher Chris Sweryda, who frequently collaborates with him and is running for city council. Both researchers told the Free Press they’ve witnessed and recorded more near-misses and screeching tires at the intersection compared to others nearby. The duo cited one glaring safety gap — the absence of back-facing amber flashing lights that turn on when one side of the Neil Avenue crosswalk is in use. When a pedestrian pushes a button to activate lights to stop oncoming southbound traffic at the crosswalk, northbound motorists on Henderson Highway do not get a similar warning that someone is approaching the divider and about to enter their path. The same goes for the opposite direction, as there are no backflashers on either side of this intersection on the thoroughfare. The purpose of backflashers is to “shrink the dilemma zone,” by giving motorists more of a heads-up about pedestrian activity, Pankratz said, noting they’ve been installed in all corners of the city over the last 30 years. “We call it ‘the dilemma zone,’ when the light flashes, it starts flashing, and you have to decide to stop or go.” The sociologist and Sweryda, a master’s of law student who is, in his words, obsessed with road safety gaps, have been collaborating to track and flag traffic engineering-related problems for nearly 15 years. In 2012, Sweryda first identified Henderson Highway and Neil Avenue as an outlier, and began raising concerns at city hall about the installation and upkeep of backflashers. His database, compiled with data provided by the city, show there are 185 crosswalks with flashing lights in Winnipeg. The April 19 collision happened at one of two that do not have back-facing lights to warn the opposite side of the road about approaching pedestrians, Sweryda said. “Long overdue is an understatement,” Pankratz said about the need for a thorough review of the crosswalk that he indicated is particularly problematic at night. In response to a request for comment about the status quo, the public works department indicated “rear-facing flashing beacons” are anticipated to be installed at the intersection before the end of the year. City communications manager David Driedger said in a statement that the beacons are usually installed when there’s a “major road reconstruction project.” Driedger said the city is “prioritizing” their installation at the crosswalk in question and reviewing crossings elsewhere to identify anywhere else they could be installed to improve safety. Sweryda’s records show there have been upgrades at the intersection on two occasions since 2019. For the researcher, this situation represents larger concerns about inconsistent crosswalk installation, shoddy reviews and police secrecy related to fatal traffic incidents. There’s inconsistent button placement on median poles at crosswalks covering divided streets, irregular flashing beacons and sporadic distribution of eye-level flashing lights, he said. Following a series of recent vehicle-pedestrian collisions, city police held a news conference on Monday to remind road users to take extra precautions at intersections. There have been at least eight incidents involving 12 pedestrians in Winnipeg over the last three weeks. One senior died last week. Multiple other individuals, including a child who was run over in a parking lot, have suffered serious injuries. “This isn’t just about who’s at fault,” Insp. Helen Peters told reporters Monday. “This is about keeping each other safe and doing everything we can as drivers, motor vehicles or pedestrians to help each other out and navigate our roads.” The Manitoba Public Insurance collision dashboard shows 45 pedestrians have been victims of incidents inside the Perimeter Highway between Jan. 1 and Sept. 22, when it was last updated. maggie.macintosh(a)freepress.mb.ca<mailto:maggie.macintosh@freepress.mb.ca>

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WFP OpEd: Can’t have our cake and eat it, too (Oct22'26)
by Beth McKechnie 22 Oct '26

22 Oct '26

Caution! This message was sent from outside the University of Manitoba. Can’t have our cake and eat it, too MEL MARGINET https://www.winnipegfreepress.com/opinion/analysis/2026/10/22/cant-have-our… LAST month, the City of Winnipeg said it would soon begin to study ways to improve pedestrian and cyclist safety along Osborne Street, which runs between two of the city’s densest neighbourhoods, where residents walk and bike for many of their daily activities. As someone who lives in South Osborne and who has frequented the shops and restaurants of the Village since my university days over 20 years ago, these changes can’t come soon enough. Imagine my frustration when I read that this study of the street between Broadway and the St. Vital Bridge will take place “over the next year” to find “quick” solutions. We’ve all been through the COVID-19 pandemic, during which cities around the world found rapid solutions to improve safety and encourage more walking, biking and transit. Entire manuals have been published on easy things our city could try, literally this weekend, to improve the safety of Osborne Street. Perhaps the reason this project is going to take a year can be found in this quote from David Patman, the city’s manager of transportation: “Osborne Street is currently serving multiple, competing functions … It exists in a dense, pedestrian- oriented development area that is close to rapid transit, which is at odds with the high flow of motor vehicles that travel daily along the corridor.” Mr. Patman has correctly identified Osborne Street as a “stroad.” A stroad is a dangerous, inefficient combination of a street and a road. Stroads try to be the best of both worlds, and they fail at both. Charles Marohn, author of Strong Towns, offers the best analogy — a stroad is like a futon, which is both a terrible couch and an uncomfortable bed. You try to save money on two functions, but neither is right. Streets are productive places where people interact with businesses and residences and where community wealth is created, whereas roads are high-speed routes between those productive places (think: railroad). Both streets and roads serve important functions. But problems arise when we mix the two. Stroads came into fashion after the Second World War, when cities across North America abandoned traditional incremental growth and started building entire car-dependent suburbs on the edges of cities and towns. Suddenly, those streets became congested with automobiles. Instead of rethinking this growth pattern, cities attempted to find ways to manage the traffic by degrading the streets. Streetcar lines were ripped out or paved over, wide sidewalks were shrunk to add lanes and traffic lights replaced stop signs to “improve the flow.” It’s obvious now that this was a mistake. I think about this often when sitting on a packed bus stuck in bumper-to-bumper traffic; or when waiting at Osborne and Beresford Avenue as cars fly through the lighted, flashing, beeping crosswalk; and especially when another resident is hit and injured or killed by a vehicle in our neighbourhood. If only those city planners of old could see us “thrive.” Here is the uncomfortable truth that we need to come to terms with on Osborne, and the many stroads throughout our city — we have to decide if we want a street or a road. We cannot have both. It’s a pretty obvious choice on Osborne. Osborne is, after all, a Street. It goes through the Osborne Village. It is a high street, not a highway. Back in 2023, the Osborne Village BIZ and the local councillor proposed making the intersection of River Avenue and Osborne a scramble crossing to calm traffic and make it safer for pedestrians. I will never forget listening to the council discussion. While there was an awareness that the neighbourhood wanted better walkability (it is prominent in the neighbourhood secondary plan), and despite all of the benefits clearly articulated by delegations, at the end of the day the decision came down to “all of the development” on the south side and the “need” to move those vehicles through the neighbourhood as quickly as possible at rush hour. That’s right, we plan around 10 hours a week of intense traffic (with Jets games and other events, let’s say 20) over the other 148 hours a week, even if it means going against the expressed wishes of businesses and people in the area. To which I ask — would you say traffic flows well during rush hour on Osborne? The stroad benefits no one. By trying to be both a great place to walk, live, play and shop — and a place that is fast to drive through — you end up with neither. Here is where we fail as a city again and again. No one likes congestion, and everyone wants their neighbourhoods to thrive. Indeed, we need thriving neighbourhoods to pay for the infrastructure and services we depend on. But, our city does not want to make the tough choices necessary. We cannot continue to serve “multiple, competing functions” and think we’re going to get anywhere. My fear is that this study, and $75,000, will result in a report of information we already know. We already know which intersections are a problem. We already know the possible solutions. The benefit of quick fixes is that you can test them, adjust them, and if they don’t work, scrap them and move on to something else. The report also won’t solve our analysis paralysis — a state in which we are stuck trying to find the perfect solution to make everyone happy. It does not exist. Either Osborne is a street, in which case we prioritize the people and businesses in the neighbourhood over the cars that travel through it, or Osborne is a road, in which case we remove the people and businesses so that cars can flow through unimpeded. Let’s hope the next city council, which will feature many new faces and voices, will also include some strong spines. We must make tough choices to get us off of this lumpy futon once and for all. Mel Marginet is part of the sustainable transportation team at Green Action Centre and the publisher at Great Plains Press, which publishes The City Project.

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CBC: Widening of Kenaston Blvd. among urban First Nations priorities discussed at Winnipeg mayoral election forum
by Beth McKechnie 21 Oct '26

21 Oct '26

Caution! This message was sent from outside the University of Manitoba. Candidates discussed a range of issues including roads, safety and addictions https://www.cbc.ca/news/canada/manitoba/urban-first-nations-election-priori… All 12 candidates running for mayor of Winnipeg took part in a two-hour civic election forum Tuesday night to share their promises, plans and ideas to address the priorities of First Nations people in the city. Candidates were given a chance to make a 90-second opening statement before facing questions from First Nations leaders. Issues included widening Kenaston Boulevard, interactions between First Nations people and police and security guards, as well as community crisis response models. Around 85 people attended the forum held in the basement of the Manitoba Museum. It was hosted by the Assembly of Manitoba Chiefs, Southern Chiefs’ Organization, Manitoba Keewatinowi Okimakanak and Treaty One Nations. Speaking on behalf of Treaty One Nations, Sagkeeng Anicinabe Chief E.J. Fontaine asked the slate of mayoral hopefuls about a proposal to widen Kenaston Boulevard near Naawi-Oodena, the site of the former Kapyong Barracks. It is being transformed into an urban reserve with homes, businesses and other proposed amenities. Incumbent mayoral candidate Scott Gillingham spoke of his support for the plan and said the budget and design have recently been updated. He said there’s three separate projects: the widening, underground sewer work and upgrades on the bridges near the Viscount Gort Hotel. “Which are critical, they only have a few years of life left in them,” Gillingham said of the bridges. “To accommodate the capacity and the growth of that exciting development at Naawi-Oodena, we need to accommodate that through widening that road.” Other candidates expressed support for the project, including Kevin Klein who said it’s not happening fast enough to keep pace with the work happening at Naawi-Oodena. “This is going to be an historic piece of land in Canada,” Klein said. “My fear is that we don’t start working on the road for another five years. All the construction is done, everything looks beautiful and then we start tearing up the road.” Michael Vogiatzakis said First Nations need to be involved in decisions, like the widening of Kenaston. “If I become mayor there will be an open-door conversation on how we’re going to work Route 90, how we’re going to work the project that you’re working on and how we’re going to do it together,” Vogiatzakis said. Noah Redden, who acknowledged he’s gone on record in opposition to the expansion of Kenaston, argued adding lanes won’t improve traffic. “That is a position I’ve held for a long time but in the interest of reconciliation I am willing to be a little more flexible on that. I would propose that we increase the amount of transit options to Naawi-Oodena.” He said rapid transit would better address traffic issues around the site to ensure “full economic output” of the area. Johnny Calderon said he wants to focus on downtown revitalization but acknowledged more lanes will likely be needed on Kenaston. Brad Gross reiterated his support for the widening. “Kenaston has to be increased for sure, there’s a lot of traffic that goes south that’s just getting tied up,” Gross said. “It’s like a parking lot.” Mazher Alam said the city is growing and traffic is a problem but would like to see bus rapid transit expanded before widening Kenaston. Tracey Drexler said she supports widening Kenaston. “True reconciliation must include economic reconciliation,” Drexler said. “When we talk about 'land back' in urban centres like Winnipeg it can’t just be a slogan, it must be a concrete municipal policy.” Don Woodstock said the Naawi-Oodena development “opened a can of worms that we need to address and address fast.” “How are we going to expand it without the heavy cost? And how are we going to integrate it with the First Nations communities and let them be a part of it?” The entire Kenaston project carries a price tag of $757 million, including the cost of widening the roadway, work on the bridges, sewer work, bike lanes and potential interest charges. Chris Clacio, who told the crowd he was inspired by urban Indigenous young people to run for public office, thinks the road needs to be widened but said there need to be more conversations about transit. Umar Hayat said growth would be stunted without adding more lanes to Kenaston. Joshua Pagdato said he “would never derail efforts and collaborations involving Indigenous reconciliation” but he thinks the money could be better spent on other priorities, like helping people in Winnipeg get on the right track. He also touted transit as an option to reduce congestion in the area. The civic election is Oct.28.

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WFP: Police urge caution amid pedestrian collision surge (Oct.20'26)
by Beth McKechnie 20 Oct '26

20 Oct '26

Caution! This message was sent from outside the University of Manitoba. Advise to ‘make eye contact with each other,’ take extra care as winter weather nears Police urge caution amid pedestrian collision surge https://www.winnipegfreepress.com/breakingnews/2026/10/19/make-eye-contact-… WINNIPEG police are urging motorists and pedestrians to exercise extra caution at intersections following a rash of collisions across the city, including one that claimed the life of a woman. “Having the right of way does not make you safe,” Insp. Helen Peters of the Winnipeg Police Service’s traffic division said during a news conference Monday morning. “This isn’t just about who’s at fault. This is about keeping each other safe and doing everything we can as drivers, motor vehicles or pedestrians to help each other out and navigate our roads.” Police said a woman in her 80s was struck by a vehicle that failed to stop at a stop sign while turning right onto eastbound Roblin Boulevard from Hunterspoint Road on Sept. 29. The woman was taken to hospital in stable condition but died Thursday from her injuries. The driver has been identified and Peters said charges are being considered as the investigation continues. “Sometimes it depends on the number of witnesses that can provide that statement, but also it sometimes depends on the victim themselves to be able to provide a statement to us,” she said, explaining that investigators sometimes wait for an injured person to recover enough to provide an account. “Sometimes we pause, hoping that we’ll be able to talk to that person involved and we’re just waiting. So to ensure that we made the correct charge, maybe there’s more charges that might need to be made. “If that opportunity doesn’t come, then we have to proceed with the information that we have.” In another collision Thursday, a 69-year-old man was charged with impaired driving after two people riding motorized mobility scooters were struck by a vehicle. Const. Stephen Spencer said the victims, both in their 60s, were at the intersection of St. Anne’s Road and Bonita Avenue at about 8:30 p.m. when a driver turning left onto Bonita struck them. Both were thrown from their scooters and taken to hospital in stable condition. The driver remained at the scene and is facing two impaired driving-related charges. The investigation remains ongoing. Several other recent collisions have resulted in charges against motorists. On Sept. 11, a child was struck by a vehicle cutting through a parking lot at a retail location on the 1600 block of Kenaston Boulevard. The child was rushed to hospital in unstable condition and later upgraded to stable. Police said the driver remained at the scene and was charged with several offences, including careless driving, disobeying rules of the road on a private property or parking lot and failing to exercise due care for a pedestrian. The driver was also issued a Manitoba Public Insurance serious offence notice. Another collision in the early morning hours of Oct. 5 sent a man in his 30s to hospital after he was struck by a vehicle turning south onto Arlington Street at Wellington Avenue. The pedestrian was sent to hospital in stable condition, while the driver, also in their 30s, was charged with driving imprudently. On Oct. 6, a woman in her 70s was hit trying to cross Elizabeth Road at the intersection of De Bourmont Avenue. A vehicle failed to stop at a four-way intersection. She was hospitalized and the investigation remains ongoing. Police are trying to determine if there is a common thread for the spate of crashes. “What is the reason for them? Where are they located? Crosswalks?” she said. “We see them in parking lots. We see pedestrians just on the side of the road getting ready to cross that have been impacted rather than already crossing the street.”’ Peters said police are urging motorists to be cautious approaching intersections and crosswalks, while also reminding pedestrians to be alert when facing oncoming vehicles. “The best ways to keep ourselves safe is actually to make eye contact with each other when we’re out there on the road,” she said. “As motorists, make eye contact with pedestrians, so you know that they see you coming and vice versa. Pedestrians, make eye contact with oncoming drivers.” Peters also said extra caution must be taken as winter driving conditions loom on the horizon. She also warned of potential challenges with the move to permanent daylight time for motorists and children while they’re walking to school while it’s still dark out. Peters encouraged pedestrians to wear bright or reflective clothing. “Black is a favourite colour of many, many people, but when you combine that with a low-lit environment, you’re going to blend into the landscape,” she said. scott.billeck(a)winnipegfreepress.com<mailto:scott.billeck@winnipegfreepress.com>

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CBC: Spate of pedestrian-vehicle collisions prompts warnings from Winnipeg police
by Beth McKechnie 19 Oct '26

19 Oct '26

Caution! This message was sent from outside the University of Manitoba. There have been 20 such incidents this year, including 7 since late September https://www.cbc.ca/news/canada/manitoba/pedestrian-collisions-winnipeg-9.73…

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WFP: Campaign promises for quick, on-budget transit fix are misleading (Oct16'26)
by Beth McKechnie 16 Oct '26

16 Oct '26

Caution! This message was sent from outside the University of Manitoba. Campaign promises for quick, on-budget transit fix are misleading OPINION - Tom Brodbeck https://www.winnipegfreepress.com/local/2026/10/15/better-wait-for-the-next… WINNIPEG’S transit system needs fixing. But voters should be skeptical of municipal election candidates who promise to restore old routes, put hundreds of bus stops back where they used to be and somehow make everything better without spending substantially more money. That’s not a transit plan. It’s wishful thinking. Winnipeg’s transit network underwent a massive overhaul last year, fundamentally changing how people get around the city. The new system has some real advantages, depending on where you live and where you need to go. It also has some serious shortcomings, including reduced service and less convenient connections for many riders. Transit has made some adjustments in response to public feedback, but there’s still plenty of room for improvement. For many Winnipeggers, getting to work, school or an appointment has become more difficult than it used to be. Those frustrations are legitimate. But the solution isn’t necessarily to turn back the clock. The new system was designed around a spine-and-feeder model. Instead of trying to provide a direct bus route from every neighbourhood to every destination, it uses primary routes to move large numbers of passengers along major corridors, with feeder routes connecting neighbourhoods to that network. The primary routes include rapid transit lines, frequent express lines, frequent lines and direct lines. They’re designed to run along relatively straight corridors, with fewer stops and more frequent service. The idea is straightforward: fewer stops and less circuitous routes allow buses to move faster, improve reliability and reduce waiting times. Feeder routes, meanwhile, include community and connector buses, as well as on-request service. They bring passengers to the primary network, ideally without getting bogged down in congested areas that can make buses late. There’s a reasonable logic to this approach. A transit system that spends less time meandering through neighbourhoods and stopping every few blocks can move more people more efficiently. And frequent service on major corridors can make transit more useful for passengers who need to travel longer distances. But that doesn’t mean the system is working well for everyone. Some passengers have lost convenient one-seat rides. Others face longer walks to bus stops, additional transfers or less frequent service in their neighbourhoods. A system can look more efficient on a map while becoming less convenient for the people who depend on it. Those are real problems that need to be addressed. Transit planners should be listening to riders and making sensible changes where the network isn’t meeting their needs. But candidates promising to restore the old system need to explain what that would actually mean. Reintroducing hundreds of former stops and routes wouldn’t simply involve putting a few lines back on a map. It would require buses, drivers, operating money and a plan for how those routes would fit into the existing network. Recreating the old system could also undermine some of the benefits the new one was designed to deliver, including faster travel times and more frequent service on primary corridors. In other words, restoring the old network wholesale could leave the city paying for two competing approaches to transit while sacrificing some of the advantages of both. And there’s another inconvenient reality that gets lost in the election rhetoric: the overhaul wasn’t accompanied by new money. The city essentially took its existing budget and reorganized the service. That helps explain why some of the promised improvements have been difficult to deliver. You can rearrange routes, consolidate stops and change the way buses connect, but you can’t manufacture additional service hours out of thin air. If Winnipeg wants more buses running more frequently, better neighbourhood connections, shorter waits and fewer inconvenient transfers, it will need to put more resources into the system. That means investing in additional drivers and buses, expanding service hours and improving the connections between feeder routes and primary lines. It also means identifying where service reductions have created unacceptable hardships and providing the resources to correct them. Some improvements might be possible through better scheduling, route adjustments and more effective use of existing resources. Transit should continually evaluate its performance and make changes where they can improve service without creating new problems elsewhere. But there are limits to what can be accomplished by rearranging the deck chairs. The provincial government also has a role to play. Public transit is an essential service that supports employment, education, economic development and access to health care. If Winnipeg is expected to deliver a substantially better system, the province should be prepared to help pay for it. A properly funded transit network could provide more frequent service on major corridors while restoring or expanding neighbourhood connections where they are needed. It could make transfers less onerous, reduce long waits and improve the reliability of the entire system. It could also make transit a more attractive alternative to driving, which is essential if the city wants to reduce congestion and accommodate future growth. None of that is impossible. But it won’t happen simply because a mayoral or council candidate promises to bring back the good old days. Any candidate who claims to be able to substantially fix Winnipeg Transit with the existing budget, while restoring old routes and hundreds of stops, either doesn’t understand the system or is deliberately misleading voters. tom.brodbeck(a)winnipegfreepress.com<mailto:tom.brodbeck@winnipegfreepress.com>

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WFP Editorial: Law will curb e-scooter enthusiasts (Oct15'26)
by Beth McKechnie 15 Oct '26

15 Oct '26

Caution! This message was sent from outside the University of Manitoba. EDITORIAL Law will curb e-scooter enthusiasts https://www.winnipegfreepress.com/opinion/editorials/2026/10/15/law-will-cu… FOR people concerned about safety on Manitoba’s sidewalks and roadways, the province’s announcement that new rules will be introduced next year regarding the use of e-scooters and other personal electric vehicles (PEVs) was no doubt met with an enthusiastic “It’s about time.” As their popularity and their presence among pedestrians on sidewalks and/or motor vehicles on the road has increased steadily, so have reports of close calls or, even worse, collisions involving e-scooters or other PEVs — including electric skateboards, hoverboards and unicycles — being operated imprudently and at unsafe speeds. Traffic laws urgently need to be updated to govern the use of these conveyances, which up until now have remained in a regulatory grey area that has allowed PEVs to operate largely without guidelines and outside conventional avenues of traffic-safety enforcement. Accordingly, updates regarding PEV use will be included in the Highway Traffic Act in 2027. The new legislation will govern such areas as mandatory helmet use, age restrictions, where PEVs can lawfully operate and the maximum speed at which they can travel (25 km/h). The aim of the new law, according to the province’s website, is “to help keep Manitobans safe when sharing roads, paths, and other public spaces.” A laudable goal, indeed. And the restrictions proposed within the legislation seem to sensibly address concerns about PEV use on sidewalks, cycling paths and roadways. But the impending rollout of the regulations inevitably prompts a fairly direct question: “OK, so now what?” In other words, who’s going to enforce these new restrictions, and how? The practical elements of the proposed legislation are straightforward: PEV users must be at least 16 years of age and must wear a properly fitted helmet; PEV use is restricted to roads with speed limits of 50 km/h or less as well as bicycle lanes, pathways and cycling facilities (subject to local rules), and PEVs cannot be used on sidewalks except where signage specifically permits their use. The enforcement portion of the equation, however, seems significantly less clear: according to the government website, “Police and other peace officers can stop PEV riders, enforce the rules, and inspect PEVs and safety equipment to ensure they meet legal requirements.” There’s no mention of what the penalties will be for violating the new law, and given the limited availability of law-enforcement personnel to deal with other non-emergency situations in Winnipeg and other jurisdictions, it’s difficult to envision a scenario in which policing PEV use becomes a high-priority consideration. There are, of course, many PEV users who will welcome and obey the new legislation as enacted, because they understand how the addition of these practical and eco-friendly options for active transportation must be accompanied by regulations that allow them to safely co-exist with other users of pathways and roadways. Unfortunately, as in all other segments of society, there are those in the PEV-using community who have chosen — and will no doubt continue to choose — to operate in a manner that puts themselves and others at risk. Expecting them to self-police is, quite frankly, pointless. There’s little reason to expect the introduction of helmet requirements and speed limits will prompt a change in behaviour of those who habitually careen helmetlessly along sidewalks at whatever top speed their e-scooter can achieve, weaving in and out of pedestrian traffic with an apparent disregard for the calamity they risk creating, E-scooters seem to be everywhere these days, in greater numbers with each passing warm-weather month. It will be up to the province and law-enforcement agencies to use the coming winter respite from e-scooter chaos to figure out how to turn the new legislation’s admirable intentions into a realistically enforceable set of road-safety rules.

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CBC: Age, speed limits for e-scooters and other personal electric vehicles hitting Manitoba roads next year (Oct11'26)
by Beth McKechnie 12 Oct '26

12 Oct '26

Caution! This message was sent from outside the University of Manitoba. Devices to be banned from sidewalks, roads with speed limits above 50 km/h https://www.cbc.ca/news/canada/manitoba/manitoba-personal-electric-vehicle-… People who ride personal electric vehicles, like e-scooters and electric skateboards, will soon have to abide by new age and speed limits for the devices, as new rules are expected to hit roads across the province next year. Those vehicles, along with e-unicycles, hoverboards and self balancing scooters, will be subject to new regulations under Manitoba's Highway Traffic Act <https://web2.gov.mb.ca/bills/43-3/b043e.php> starting in 2027, according to the province's website<https://www.manitoba.ca/mti/roadinfo/personal_electric_vehicles.html>. Riders must be at least 16 years old and anyone using the devices, including passengers, are required to wear properly fitting helmets, the province says. Personal electric vehicles can't go faster than 25 km/h under the incoming speed limit. They won't be allowed on sidewalks and can only be used on pathways, bicycle lanes and roads with posted speed limits of 50 km/h or lower, the province said. Depending on local rules, they may be allowed at some cycling facilities. However, e-bikes — which are not affected by the new rules — are allowed to ride on roads with speed limits higher than 50 km/h, a provincial frequently-asked questions document <https://www.manitoba.ca/mti/roadinfo/pdf/faqs_personal_electric_vehicles.pdf> says. The government says personal electric vehicle users should adhere to the same basic rules as other road users, including following traffic signs and signals, not riding while impaired by alcohol or drugs, and using required lights and reflectors when riding at night. Police and other peace officers can stop riders who aren't following the new rules, the province said. CBC News has reached out to the Winnipeg Police Service for comment. Transportation Minister Lisa Naylor said in a statement on Saturday that more Manitobans are using personal electric vehicles and the government is "bringing in clearer rules to help protect kids and everyone sharing our roads." The minister said the province is particularly concerned about the number of young people that have been injured while using these devices. For example, a teenaged e-scooter rider was critically injured in a collision<https://www.cbc.ca/news/canada/manitoba/scooter-ebike-crash-teen-witness-9.…> on Waverley Street in Winnipeg last month. "This legislation is about preventing injuries, protecting kids and making our roads and communities safer for everyone," Naylor said. Earlier this year, the southern Manitoba city of Morden introduced its own personal electric vehicle bylaws, which require riders to wear helmets and stay off sidewalks, among other rules. Mayor Nancy Penner says more people are wearing helmets and sticking to one rider per device. She said just a handful of tickets have been issued to riders since the bylaws — which are largely being used as an "educational tool" — came into effect in the spring. Morden's bylaws don't include an age restriction or speed limit, but Penner says that will change once the provincial rules hit the road. She believes other communities will be supportive of the government's move too. "I think a lot of municipalities are finally saying thank you to the provincial government for finally stepping forward with some concrete guidelines," Penner said. Winnipeg e-scooter advocate Rob Kristjansson says he has a "range of feelings" about Manitoba's incoming rules. While he thinks the changes will be mostly good, he questions some of the details. "We all have to share the roadway and that they're now officially recognized as a legitimate thing on the road, that's a great thing," said Kristjansson, who moderates the E-Scooter Winnipeg Facebook group. He says he's not inherently against speed limits, but he's not sure why 25 km/h was chosen as the maximum. He says he typically rides at 32 km/h, which is the speed limit for e-bikes. He also believes 16 years-old is an "arbitrary" age limit. Kristjansson also says some e-scooter users are worried about being banned from using sidewalks, because Winnipeg's infrastructure is "still quite patchy" and there may be few safe options for them to use in some parts of the city. "It's not so much rules, but infrastructure that I think will really save the day," he said. Winnipeg father Eric Wilson says he's been riding an e-scooter for about three years. He mostly uses it for grocery runs and riding on trails alongside his 13-year-old son. He believes the incoming rules are "overbearing" and worries they could push people off their vehicles altogether, turning them into e-waste and making them "practically useless." "I feel like everybody that's riding an e-scooter is getting punished for the worst people that are out there," Wilson said. He said he doesn't feel safe riding with his son on a 50 km/h road and they typically opt for the sidewalk. Sharing the sidewalk shouldn't be an issue if riders are aware of their surroundings and respectful of other users. "I teach my son when I ride that we slow down when we go close to people and let ourselves be known," he said, adding he and his son both have bells on their e-scooters. "Just like a bicycle would, you're supposed to let people know that you're around and that you're not going to hurt them." Wilson said his son just got a new e-scooter in August. Now he's not sure if he should hold on to the scooter or sell it, since his son will be under the age limit for a few more years.

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WFP: Manitoba e-scooter legislation changes set to impose speed limit, age restrictions, sidewalk ban (Oct11'26)
by Beth McKechnie 12 Oct '26

12 Oct '26

Caution! This message was sent from outside the University of Manitoba. Manitoba e-scooter legislation changes set to impose speed limit, age restrictions, sidewalk ban https://www.winnipegfreepress.com/breakingnews/2026/10/11/manitoba-e-scoote… People riding e-scooters and other personal electric vehicles in Manitoba will have to strap on a helmet, stay off sidewalks and follow new age limits once new provincial rules for the devices take effect next year. The vehicles, which also include electric skateboards, hoverboards and unicycles, will fall under The Highway Traffic Act starting in 2027, according to the province’s <https://www.manitoba.ca/mti/roadinfo/personal_electric_vehicles.html> website<https://www.manitoba.ca/mti/roadinfo/personal_electric_vehicles.html>. E-bikes are excluded from the new rules, according to the province’s frequently-asked-questions page. All riders must be at least 16 years old and wear properly fitting helmets — that goes for passengers, too, the province said. The proposed new legislation sets a speed limit of 25 km/h and would prohibit personal electric vehicles from sidewalks unless signs specifically allow sidewalk use. Riders would be using shared paths or roads with speed limits of 50 km/hr or less. They won’t be allowed to operate the vehicles under the influence of alcohol or drugs and they must use hand signals and obey traffic signs. Police and peace officers are responsible for enforcing the rules, the province said. The province’s site does not outline penalties. Winnipeg police said no one was available to speak about the new standards on Sunday. Coun. Janice Lukes, the chair of Winnipeg city council’s public works committee, questions how the regulations will be enforced when police resources are scarce. “It’s a double-edged sword because they (e-sc00ters) are really good, but people don’t adhere to rules,” Lukes said. Transportation Minister Lisa Naylor said the new rules aim to clarify how to use e-scooters and address concerns about youth injuries while riding. Manitoba joins other provinces, such as British Columbia and Ontario, that have already enacted similar standards. “This legislation is about preventing injuries, protecting kids and making our roads and communities safer for everyone,” she said in an emailed statement Sunday. E-scooter injuries have steadily climbed across Canada. National numbers show that hospitalizations have surged by nearly 40 per cent from April 2025 to March 2026. The Canadian Institute for Health Information said 837 hospitalizations were reported, up from 601 in the previous 12 months. Hospitalizations of kids aged 15 and under almost tripled from 54 to 150. Ten children died while riding e-scooters or e-bikes in 2025, according to a Canadian Pediatric Society study. Last month, a Winnipeg teenager on an e-scooter suffered life-threatening injuries after an SUV struck him. Manitoba physicians are concerned about the “sharp increase” in injuries related to e-scooters and have previously called for provincial standards, a Doctors Manitoba spokesperson said. ”While we have not yet had the opportunity to consult physicians on the specific safety rules the provincial government has proposed, there is clearly a need for regulations to help avoid injuries related to e-scooter use, as we already have in place for other vehicles,” the spokesperson said in an email. In June, the City of Morden became the first Manitoba municipality to pass regulations on personal electric vehicles. It bans them from sidewalks, requires helmets and mandates a headlight and rear light or reflector at night. Violators can be fined $50. Morden Mayor Nancy Penner said she was pleased the province took action on the vehicles, particularly setting an age limit. More parents are buying e-scooters for their children without teaching the rules of the road, making age restrictions more urgent, she said. “As a driver, I would be devastated if I came into a collision with a youth on a e-scooter, and as a parent, I want to make sure my kids are safe, and I don’t want my 10-year-old in jeopardy on a road without proper training. she said. Robert Chartier, a Winnipeg massage therapist, rode his e-scooter Sunday along the East Kildonan’s Northeast Pioneers Greenway path. He’s commuted to work with his e-scooter for roughly one year, always wearing a helmet. He said he welcomes the speed limit and age restrictions. He’s seen children weaving through traffic on e-scooters and zipping along sidewalks. “It’s honestly very dangerous. I’m surprised it took so long to get regulations put in place,” he said. E-scooter advocate Rob Kristjansson said he will adapt to the new standards and is happy the province formally recognizes the vehicles. But, clarification is needed on where the e-scooters can go when the speed limit on a road is more than 50 km/hr. “An e-scooter should be able to go to the same places as people who walk or (are) riding bikes, and it shouldn’t be a massive diversion because you’re on an e-scooter or any kind of personal electric vehicle,” Kristjansson said. matthew.frank(a)winnipegfreepress.com<mailto:matthew.frank@winnipegfreepress.com>

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WFP OpEd: Other cities build rapid transit, while we wait (Oct9'26)
by Beth McKechnie 09 Oct '26

09 Oct '26

Caution! This message was sent from outside the University of Manitoba. Other cities build rapid transit, while we wait KEN KLASSEN https://www.winnipegfreepress.com/opinion/analysis/2026/10/09/other-cities-… WINNIPEG’S civic election campaign has produced no shortage of promises to improve transit safety and fix problems with the new network. Those issues are real and urgent. But they should not distract from a larger failure — while other Canadian urban regions secure billions in federal support to transform their transit systems, Winnipeg is falling further behind. The Winnipeg Transit Master Plan, approved in 2021, sets the right vision — frequent, reliable service anchored by an expanded bus rapid transit (BRT) network. Yet not a single additional BRT corridor has been approved for construction. The modest network proposed in the plan is not projected to be completed until 2045 or beyond. Despite that, city council voted this summer to delay updating the master plan by two years. The full BRT network was estimated at $588 million to $1.1 billion in 2020 — or roughly $720 million to $1.34 billion today, after accounting for construction inflation. That is substantial, but modest compared with what other cities are spending. Calgary, Edmonton, Hamilton, Ottawa and Quebec City have rapid transit projects under way or recently completed, totalling about $26 billion and backed by $7.3 billion in federal commitments. Vancouver, Toronto and Montreal are spending billions more with federal support. Other cities build. Winnipeg waits. Since the mayor and council were elected in October 2022, Winnipeg has had one of the weakest records among major Canadian cities for advancing rapid transit and securing federal cost-sharing. That record deserves scrutiny in this campaign. Timing is critical. The federal Canada Public Transit Fund will provide $25 billion over 10 years beginning in 2026-27. Based on population and ridership, Manitoba should target at least $900 million of that, chiefly for Winnipeg Transit. The $51-billion Build Communities Strong fund offers further funding opportunities for transit improvements. But federal money rewards cities with up-to-date transit plans and projects ready to advance. Applicants must submit a 10-year regional transit investment program for review. Delaying the Transit Master Plan update weakens Winnipeg’s hand precisely as national competition for those infrastructure dollars intensifies. For years, city hall has said Winnipeg cannot solve its infrastructure deficits without more senior-government help. Now that record transit funding is on the table, the city has put off the planning required to maximize it. You cannot plead for funding and then hesitate when it is offered. While other Canadian cities recognize they cannot pave their way out of congestion simply by expanding roads, Winnipeg’s leadership wants to take an opposite path. The city continues to chase senior-government funding for the Chief Peguis Trail extension and Route 90 widening — over $1 billion combined, with highly contested economic benefits — while only $5.8 million has been budgeted for preliminary design of the next phase of rapid transit. Roads matter. But Winnipeg already struggles to maintain the infrastructure it has. New road capacity tends to invite more driving through induced demand and with it more congestion, maintenance costs, taxes and pollution. Transportation produces nearly half of Winnipeg’s greenhouse gas emissions and swapping gasoline and diesel vehicles for electric ones will not fix congestion or the high cost of building and maintaining more roads for car-dependent suburban and exurban development. Expanding transit service, especially rapid transit, is not a luxury for a growing city. It connects people to jobs, schools, health care and essential services. For many newcomers, students, seniors and lower-income households, it is the only practical alternative to the high cost of owning and operating a car. Good transit also supports downtown renewal, affordable housing and the province’s new Path to Net Zero climate strategy. Few cities have a more compelling economic case for bus rapid transit than Winnipeg. We are home to New Flyer Industries, North America’s leading transit bus manufacturer. Investing in BRT keeps capital circulating locally, supports advanced manufacturing jobs and showcases Winnipeg-built zero-emission buses, powered by clean Manitoba electricity. Current transit safety and service problems must be fixed. But Winnipeg also needs leaders who will refuse to let the city’s rapid transit network fall even further behind the cities across Canada we compete with. This election, voters should ask every candidate a simple question: Will you make funding and building rapid transit a priority or keep Winnipeggers waiting? Ken Klassen is a Winnipeg engineering technologist and consultant specializing in sustainable homes, buildings, communities and energy policy.

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