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WFP Analysis: Speed limits are supposed to be political (Jan4'25)
by Beth McKechnie 04 Jan '25

04 Jan '25

Caution! This message was sent from outside the University of Manitoba. Speed limits are supposed to be political MICHEL DURAND-WOOD https://www.winnipegfreepress.com/opinion/analysis/2025/01/04/speed-limits-… I WAS compelled to respond to a recent piece by Curtis Pankratz ( The politics of traffic safety in Winnipeg, Dec. 30). In it, he laments the politicization of speed limits in Winnipeg, while advocating for a science-based approach to traffic safety. I both agree and disagree. Pankratz argues that a significant turning point in this politicization was the dissolution of the Manitoba Highway Traffic Board in 2019. While I do enjoy the sweet irony contained in the argument that a politically appointed board is somehow apolitical, it completely dodges the point: setting speed limits is inherently a political act. Always. That’s because there is no universal “safe speed limit.” What constitutes a safe speed limit is entirely dependent on the context surrounding it. Safe traffic speeds on a four-lane divided highway aren’t the same as what is safe on a residential street, or in a busy downtown, or in a daycare’s parking lot. That much is obvious on its face. But who chooses what that context will be? Who chooses whether homes or businesses will be allowed on a street, whether there will be a bus stop here or there, whether there will be a school or a park, whether pedestrians will be allowed to cross here, whether a given space will be a place you come to or one simply to travel through? All of those decisions are made based on our goals as a city, our values as a community, which we establish through the democratic process. That’s a political act. In fact, that’s the very definition of politics. And it’s why speed limits are set by provincial law (and by city bylaw) by politicians, instead of by an automated process devised by technocrats in some anonymously bland administration office. Setting the speed limit in an area is the political expression of our objectives, our hopes and dreams, for that area. You can’t separate that from politics. That said, setting speed limits is the first step, and yes, it’s a political one, but it’s not the last. Because once we’ve decided, as a community, what we want for a certain area, whether there will be businesses, schools, homes, parks, whether there will be people walking, biking, waiting for transit, whether we want to prioritize low-carbon travel modes, economic activity, lower noise levels in an area, or any other number of factors we might collectively consider, only then do we turn to science to see what traffic speeds will allow us to meet those goals. And on this, the science is crystal clear. Study after study after study has shown that the maximum safe speed for traffic in most urban contexts is 30 km/h, from Tingwall & Haworth (1999), to Hannawald & Kauer (2004), to Rosen & Sander (2009), to Tefft (2011), to Richards (2010), and even the OECD in 2006. It’s why the World Health Organization officially recommends maximum traffic speeds of 30 km/h wherever “motorized traffic mixes with pedestrians and cyclists.” Whether our ultimate aim is climate action, or economic activity, or livability, or anything else that has us putting homes, businesses, bus stops, pedestrians, bikes or trees in an area, then scientific evidence dictates that traffic speeds must not exceed 30 km/h in that area. Likewise, if we want high traffic speeds in an area, as is our (political) prerogative as a community, then we can’t have homes, businesses, pedestrians, traffic lights or bus stops there. We can argue the politics of which place is for what, but not the science once we’ve decided. Which brings me to my final point, one of agreement with Mr. Pankratz: if posted speed limits are aspirational, then physical design is what matters. Science has shown that most drivers will drive at a speed that is consistent with the roadway’s design. Once we’ve debated the politics of our community’s goals, once we’ve followed the science to choose the appropriate speed limit to achieve those goals, then the real work begins to design and build our infrastructure so that every street’s design speed matches its posted speed limit. Yes, that’s a huge undertaking. But we didn’t get here overnight. Our streets as they are today are the result of decades of political choices dictating the design of our streets. But a city is a complex ecosystem, a human habitat, ever evolving with changing needs, changing technologies, changing demographics and changing scientific knowledge. Our streets must evolve because our goals for our city have evolved. The City of Winnipeg’s 2025 budget has allocated $169.3 million for road repairs. Nothing says we have to rebuild them as they are. In fact, we shouldn’t rebuild them as they are. We should instead be rebuilding each and every one of them to meet our currently identified community goals. And in a lot of places in Winnipeg, those goals point towards 30 km/h. Michel Durand-Wood lives in Elmwood and has been writing about municipal issues at DearWinnipeg.com since 2018.

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WFP Analysis: Time to take losses of life seriously (Dec31'24)
by Beth McKechnie 31 Dec '24

31 Dec '24

Caution! This message was sent from outside the University of Manitoba. Time to take losses of life seriously LINDA VAN DE LAAR https://www.winnipegfreepress.com/opinion/analysis/2024/12/31/time-to-take-… WINTER is here and that means drivers slipping and sliding through intersections. While pedestrians clamber over windrows, users of mobility aids are forced to use the road, and space dedicated to active transportation becomes even less accessible. On Dec. 12, I appeared in front of city council hoping for an early Christmas miracle to keep those vulnerable road users safe from the increasing road violence perpetrated by inattentive and rushed drivers. I am a year-round bicycle commuter, cycling about five km each way to my job at St. Boniface Hospital. I also reluctantly choose to run most errands by foot. That Thursday, a motion in front of city council to implement an immediate speed limit reduction to 30 km/h from River Avenue, where the protected bike lane starts, to Academy Road, where the multi-use path starts, no longer included an actual speed limit reduction. It had been a long road for this weakened motion to reach the city council. During the preceding Executive Policy Committee meeting, more than 50 individuals relived the traumas related to the dangers and close calls they had experienced on this particular stretch of Winnipeg’s bicycle network. It did nothing to sway those in charge. Another traffic flow study was the only thing city council promised. I voiced opinions prevalent among those who pursue an active, vehicle-free lifestyle in a city dominated by cars — disappointment and outrage at the slow pace this city moves towards safe roads for all. It took until 2022 to fund a road safety unit. Up to November 2024, 14 pedestrians and two cyclists were killed by drivers on our roads. We can now add an 84-year-old man killed in Westwood to the tally. We are in a road safety crisis. The tragic death of Rob Jenner has left our community in mourning, highlighting the city’s neglect in promptly addressing road violence. It took six months for the city council to consider a weakened speed limit motion after Rob was killed by a reckless 19-year-old driving three times the limit. Winnipeg needs safe speeds, enforcement, and adequate infrastructure to protect all road users. We need a city that takes each life lost seriously. I asked city council to reconsider the original motion and reduce the speed limit on Wellington Crescent to 30 km/h for the full length. But I really wish city council would reduce speeds on all residential streets to 30 km/h and consider a speed limit reduction on major arteries such as Portage Avenue, St. Mary’s Road and St. Anne’s Road. All available evidence points towards 30 km/h being the only safe speed when pedestrians and cyclists are made to share roads with drivers in 5,000-pound vehicles. The City of Winnipeg is stalling on international guidelines from the World Health Organization and the United Nations while continuing to look for Winnipeg-made solutions. When a pedestrian or cyclist is hit at 30 km/h, their survival rate is 90 per cent. At 40, it plummets to 60 per cent. That’s not an abstract number, those are people. Those are lives. It is also no secret that reduced speeds lead to lower collision rates, reductions in noise and air pollution and an increase in walkability and livability. As an added bonus, it is the fiscally responsible thing to do as lower speeds reduce wear and tear on our already overburdened road network. We do not need more studies. The data is already available on the city’s own website! We don’t need another report to tell everyone what we already know. The city has set itself goals in the Transportation Masterplan 2050 and Our Winnipeg 2045 and it is crawling to those goals at a snail’s pace. The city put up green bike route signs in 1999, 25 years ago, and has done little to improve cycling on those routes since. The city knows 30 km/h is the only safe speed for residential streets, that is why 30 km/h school zones exist, but we leave children unprotected on our roads outside of school hours. On my walks and rides, I often feel that driver convenience and status quo is more important to the City of Winnipeg than protecting lives. I want streets where children can walk and bike to school without fear. I want connected, safe bike routes. I want neighbourhoods where drivers don’t terrorize and endanger us. So here we are in 2024, anxiously awaiting the Reduced-Speed Neighbourhood Pilot to tell us what we already know. We need to move beyond collecting data and start implementing change. The city cannot rely on yard signs; it must take decisive action. As we approach 2025, my New Year’s wish for Winnipeg is for safer streets across the city — an environment where every user can feel secure. Linda van de Laar is a registered nurse in Winnipeg.

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WFP analysis: The politics of traffic safety in Winnipeg (Dec30'24)
by Beth McKechnie 30 Dec '24

30 Dec '24

Caution! This message was sent from outside the University of Manitoba. The politics of traffic safety in Winnipeg CURT PANKRATZ CITIES are complex networks of human interaction and whether by walking, cycling, taking the bus, or driving, thousands of people move around Winnipeg every day. The role of science in ensuring safety is crucial. But in Winnipeg, science has been displaced over the years by political wrangling and lobby group pressure. A significant turning point was the dissolving of the Manitoba Highway Traffic Board on March 1, 2019. The board had jurisdiction over traffic safety and was designed to prevent its politicization. In order to change speed limits, for example, municipalities were required to apply to the board and public hearings would ensue. The board had the power to deny requests that, based on scientific evidence, compromised public safety. Since the board’s elimination, there have been more than 40 arbitrary speed limit reductions scattered throughout Winnipeg, many of which had earlier been denied by the board. The political pressure has come from all sides, including lobby groups and organizations like Norwood Grove BIZ, which succeeded in getting a previously denied reduction in hopes of putting restaurant patios on Marion. There is also fiscal pressure and the additional enforcement revenue that came from this change has been enormous. Speed limits have been the focus of politicization because they seem so simple. But scientifically, reducing speed limits does not necessarily lead to greater safety. In fact, it can make things worse. When a speed limit is too divergent from a road’s design speed, vehicle speeds vary greatly. Some people drive reasonably based on their surroundings and others follow the posted limit. This makes it more difficult for other road users to judge the speed of oncoming traffic and thereby affects cyclists and vehicles attempting to turn onto the street. Speed variation also leads to lane changing and following too closely, each of which lead to far more injury crashes than speeding does. Most importantly, when a speed limit is too low, drivers must focus attention on their speedometer. In traffic safety, we want driving indications to be things outside the car and speedometers should never be the main cue in urban settings. Now, add a false sense of security by pedestrians and cyclists and things get dangerous. Slower impact speeds are less deadly, but that does not mean that lowering a posted speed limit will attain that, as Winnipeg city engineers acknowledged in a 2013 study when they recommended that Winnipeg not reduce residential speed limits. The recent example of the proposed speed limit reduction on Wellington illustrates how intense this has become. At the EPC meeting on Dec. 4, 53 lobbyists spoke in favour of the speed limit reduction. It was a parade of science-free emotional appeals, the politicization of Rob Jenner’s tragic death and a few insults. There were a few incompatible comparisons to other places with no scientific foundation (most notably, Winnipeg does not have freeways to remove commuters from local roads as they do in Amsterdam as well as other Canadian cities). The most frequently cited evidence was “near misses” — something way too subjective and unverifiable to base public safety decisions on. It is a common recourse for those lacking real evidence. EPC voted against the speed limit reduction, and instead approved a motion to prioritize the building of protected cycling infrastructure on the street (which, incidentally, would be the science- based recommendation for Wellington). On Dec. 12, City Council met to consider that recommendation. Only four public speakers are allowed for each motion — two in favour and two opposed. One lobby group took all four of the spots so that there could be no presentations that might conflict with their narrative. All four speakers ridiculed city councillors for not reducing the speed limit, even accusing them of not caring about children’s safety and lacking integrity. This seemed to be more about achieving complete and total victory than finding an evidence-based solution. Such usurpation would not have been possible at Traffic Board hearings. Also problematic were the ways in which certain councillors approached the issue. At EPC, one councillor tried to bargain, saying that if 30 km/h wouldn’t be passed, maybe they can compromise on 40 km/h. That is not how traffic safety works. You don’t just pick a number because it is halfway between what you want and what is currently in effect. Another councillor was concerned about their track record as one who gets motions passed. These things have no place in safety policymaking. Another councillor raised a critical point — it is also unfair when a more privileged ward gets priority over other wards that may have a greater need for safety improvements. Wards should not be battling each other for changes that should be determined by science. If we do not build science back into the process, Winnipeg will continue to develop into a patchwork of politically motivated traffic zones rather than a complete, evidence-based urban system. That’s not going to do much to improve safety and it’s certainly not going to make things more civil. Curtis Pankratz, is an associate professor in the Department of Sociology at the University of Winnipeg.

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WFP: Chill on wheels (Dec21'24)
by Beth McKechnie 21 Dec '24

21 Dec '24

Caution! This message was sent from outside the University of Manitoba. CHILL ON WHEELS For hardy cyclists, boosts to mind and body override plights of Old Man Winter, poor bike routes https://www.winnipegfreepress.com/arts-and-life/2024/12/20/chill-on-wheels MOST Friday and Saturday evenings in the dark months of winter, the distinctive whir of tire treads can be heard crossing the pavement and ice outside the Centennial Concert Hall, home of the Winnipeg Symphony Orchestra. As the downtown Exchange District buzzes with concertgoers shuffling on icy sidewalks and shielding themselves against the bracing Manitoba cold, Daniel Perry, a double bassist, arrives on his custom-built Osto fat bike. He wears only thin merino-wool base layers, snow pants and a light shell. Ice crystals form on the fabric buff he wears over his face to protect his skin. Perry moved to Winnipeg from Indianapolis, Ind., in 2014. “I had a really shitty Canadian Tire bike I got off Kijiji when I first moved here,” Perry recalls. “I didn’t get very far before I gave up, and I didn’t ride again for a few months.” Cycling in Winnipeg can be challenging. Winnipeg is traditionally a car city — not to mention the fact it is frequently dubbed the coldest city in Canada and is known for its icy winds. In Winnipeg, about 0.5 per cent of the population commutes by bike. This is on par with cities like Toronto and Ottawa but behind Montreal, where 1.2 per cent of the population cycles. Winter cyclists face a myriad of challenges beyond cold toes: unplowed bike lanes make for treacherous riding, road salt corrodes bike chains and snow compacted by car tires makes for an especially slippery commute. Despite these challenges, cyclists in Winnipeg persist, though their numbers dwindle substantially in the winter months. Chris Baker, the active-transportation co-ordinator for the City of Winnipeg, says the city’s bike network is still in its “teenage years.” It’s come a long way since its infancy, but there’s still a lot of work to do. “Winnipeg has only had a bike policy or a plan since 2015,” he adds. That same year, Perry decided to invest in a decent pair of wheels. For him, cycling in the winter was the antidote to seasonal blues and the anxiety of driving, as well as a way to keep in shape — both mentally and physically. ●●● In 2014, Perry had been excited to land a spot in the Winnipeg Symphony Orchestra. It was a prestigious gig: there are only 41 bass spots available across the seven orchestras in Canada that pay above $40,000 per year, and openings are rare. But when he arrived alone on Winnipeg’s distant doorstep, so far from family and friends, Perry felt displaced, anxious and adrift. I know how Daniel felt. I, too, moved from the U.S. to join the WSO. When I arrived 15 years ago, I too struggled to adjust to Winnipeg being my new home. Being part of the city’s professional symphony orchestra, as Perry puts it, felt like being in a “bubble that’s disconnected from the community.” With erratic work schedules and intense daily practice, newcomers to the symphony often settle into an insular, indoor existence, entrenched in the social circle and culture of the orchestra. In Perry’s small friend group, that culture involved many evenings each week of socializing and heavy drinking, not uncommon among symphony musicians. After a year stuck indoors, suffering from asthma and allergies caused by dust and pet dander in friends’ homes, Perry committed to changing his habits. He vowed to stop drinking for a few months, start getting outdoors and begin exercising. Perry traded in his used Canadian Tire bicycle for a new road bike, better suited to longer rides and city streets. He began pulling up the Google Maps bike feature and exploring Winnipeg. Suddenly, he found himself seeing things he’d never noticed while driving. Before long, he was hooked on biking. Within a couple of years, he’d given up his car altogether and relied on his bike as his primary mode of transportation, including riding to work. As a fellow orchestra member, I always felt I could be forgiven for driving to work. My cello — my most precious possession — is, like all stringed instruments, susceptible to extreme cold and heat. It’s also next to impossible to transport by bicycle. Perry faces an even bigger barrier to commuting by cycle in a wintry, windy city — he plays the double bass, one of the largest instruments in the orchestra, alongside the harp and piano. Basses are cumbersome and heavy, nearly two metres tall and extremely delicate. Like all string instruments, they are pricey and can cost as much as buying a car. Perry’s solution: use his second bass to practise at home and avoid transporting his primary bass to and from the concert hall. ●●● Perry’s relationship with Winnipeg has evolved in tandem with its biking infrastructure. There are now more than 400 kilometres of bike lanes, greenways and multi-use paths. “(I discovered) how (routes) are connected to the riverside paths, they go through neighbourhoods and next to green spaces, and (I) actually got to see that side of the city,” Perry says, speaking both scenically and geographically. “I was like, ‘Oh — this is a beautiful place!’” These days, Perry is a local fixture along Winnipeg’s bike lanes. He has also become deeply entrenched in the city’s cycling community. As local cyclist Leslie Parisien puts it, “You can’t throw a rock around here without finding someone that knows Daniel.” He volunteers with organizations like The Wrench, which uses reclaimed parts to refurbish bikes and offers classes, workshops and community programming with the stated aims of “educating youth, empowering volunteers and providing people with affordable, sustainable active-transportation options.” Perry’s infectious enthusiasm for biking has rubbed off on his colleagues at the WSO. “I do try to celebrate that since I started, we’ll have winter days where there are between five and 10 people riding to work in the middle of winter,” Perry says. “For me, that’s where I have power … even if that’s in the smallest of ways, it’s a change, and that’s what I can do.” The municipal government also appears to be taking notice of the growing cycling community: Baker notes the City of Winnipeg has committed to increasing its active-transportation budget. (The 2025 city capital budget for the pedestrian and cycling program is $2.2 million, and is forecast to rise to $5.4 million in 2026). Still, some cyclists feel current efforts aren’t enough. According to Manitoba Public Insurance, every year an average of four cyclists in Winnipeg are killed in collisions with cars, with an additional 78 injured. Edmonton, by comparison, has an annual budget of $33.3 million for cycling infrastructure and plans to expand its bike network through 2026. On average, there was only one cyclist fatality per year there from 2012-22. Few studies have been done on the impact of infrastructure design on cyclists’ safety. Those that have been done have indicated that when dedicated, bike-only infrastructure exists, the risk of crashes and injuries is significantly reduced, in addition to providing sustainable transportation options and benefits to public health. Perry and others believe well-maintained, dedicated bike lanes are essential to prevent fatalities like one in June when longtime cyclist Rob Jenner was killed on Wellington Crescent while riding to work. Patty Wiens is one of those working to ensure city officials make cycling safe. “We have to hold them to task,” Wiens, known as the “Bike Mayor of Winnipeg,” says. (Bike Mayor is a title bestowed on 141 people in dozens of countries by the Bicycle Citizen Network, an Amsterdam-based organization providing support to community-led cycling initiatives and Bike Mayors across the globe). When Weins meets with Mayor Scott Gillingham — she calls him the “Car Mayor” — she pushes for three changes to make roads safer for cyclists: reduce residential speed limits to 30 km/h, eliminate right turns for cars at red lights and remove all slip lanes. Weins, who rides an e-bike, finds her sense of community enriched by cycling activism: “We’re too isolated. I think that is why the bike community has become so crucial. We find these people who feel the way we do. We bond together, and then we’re outside together. I’ve added probably 200 new friends to my life that I can honestly say are friends.” ●●● While Winnipeg’s punishing winters and fragmented bike routes scare off many cyclists, Perry remains undeterred. And his relationship to the WSO has changed for the better as well. With a deeper connection to the community, he says, “now for me, this is more of a job than an identity.” Finding a healthier work-life balance has allowed Perry to explore the world of competitive winter marathon bike races. As he gradually increased his distance, he started to eye the 268-kilometre Toscobia Winter Ultra in Wisconsin. “It sounded kind of ridiculous, but also attainable enough that I wanted to go for it.” He thought, “If this is an actual event, and people do this all the time, why can’t I be one of those people?” Now, Perry is not only one of those people, but he is incredibly successful. He finished first in the 2023 Tuscobia Ultra, in which he also won a spot to compete in Alaska’s fabled Iditarod Trail Invitational — a behemoth fatbike ultra-marathon that takes place every February, covering more than 560 km. Perry, one of only a few rookies on the trail this year, rode to a fourth-place finish. Though Perry and I have sat in close quarters on the orchestra stage for 10 years, I visited his home for only the second time about a month after that race. I found him sitting cross-legged on his sleek grey sofa, sipping a cup of black coffee. Bella, a small, elderly rescue he was dog-sitting, was curled up like a croissant at the opposite end of the couch. Sporting a mullet and trimmed beard, he was “still processing” the Iditarod experience and seemed philosophical. “I’m not just obsessed with bikes,” he says. “I use it as a tool or an avenue for other things.” Perry spends a lot of time on his bike in reflection, he says, doing what he calls his “inner work.” And without his bike, Perry knows his connection to his community in Winnipeg wouldn’t be as rich. Beyond the physical benefits of cycling year-round, biking has also propelled Perry’s personal development and community activism. Cycling is no longer simply a mode of transportation. ●●● There are many sub-zero evenings when Perry arrives at the concert hall, rosy-cheeked and refreshed from his commute. He’s already started mentally and physically preparing for his performance on his ride to work. “I like to take time to think about my breathing and my posture and my muscle engagement while I’m riding… this helps me warm up and think about using my entire body to play bass,” he says. He wheels his bike backstage, past colleagues already in their evening dress. Perry and the other bassists he inspired to ride to work leave their bikes in a large instrument-storage room. Fat bikes parked between instrument cases and storage lockers spark conversations about recent rides, road conditions and weather. Layers of sweaty clothing are peeled off and hung on handlebars to dry, as orchestra members change into tuxedos, dresses and other formal wear. As the ice melts and drips from his bike tires, Perry sits on stage, just one cog in the wheel of the orchestra, anticipating his ride home after the concert amid the snow falling gently outside. Perry is thankful for the relationship he has cultivated with cycling. “I needed something that I did on my own terms, that I could have as a passion away from music,” he says. “My world is so much bigger now.” Emma Quackenbush is a writer and cellist who has performed with the Winnipeg Symphony Orchestra for 15 years.

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WFP Analysis: Slower speeds for safety on residential streets (Dec20'24)
by Beth McKechnie 20 Dec '24

20 Dec '24

Caution! This message was sent from outside the University of Manitoba. Slower speeds for safety on residential streets HILLARY ROSENTRETER https://www.winnipegfreepress.com/opinion/analysis/2024/12/20/slower-speeds… JUST days ago, I heard another one of those familiar sounds — crunch. It’s the sound two-ton hunks of metal and plastic make when they collide. I looked over from a snow-packed multi-use path lined with footprints and bike tire tracks to see people clamouring out of their vehicles to inspect the damage. Although this sound is not unique to the winter months, unfavourable weather conditions do highlight just how dangerous our roads and sidewalks can be. On Dec. 12, I spoke before city council on this very topic. After passing through multiple committees at City Hall, seeing record turnout for such an issue with over 50 delegations in an executive policy committee meeting in support, and shapeshifting to the wills of various councillors multiple times in the process, a motion addressing the hidden dangers of the beautiful Wellington Crescent was on the agenda. Much to the dismay of many, the motion titled “Item No. 4 of the Report of the Standing Policy Committee on Public Works dated Nov. 29 — Speed Limit Reduction on Wellington Crescent,” did not contain any provisions for a speed limit reduction. To help you understand why I stood at City Hall’s podium that day — aside from standing on the shoulders of those who came before me — I need to take you back in time, six months ago, to June 6, the day Rob Jenner was killed on Wellington Crescent. Already before lunch that day, our online Winnipeg Cycling Community’s main message thread was ablaze over news about a cyclist being hit by a driver along Wellington Crescent earlier in the morning, and taken to hospital in critical condition. We were anxious and devastated. To be honest, we were also angry. We were desperate for more information. Our group has many residents of the wards of Coun. John Orlikow (River Heights), Coun. Sherri Rollins (Fort Rouge-East Fort Garry) and Coun. Cindy Gilroy’s (Daniel McIntyre). They use Wellington Crescent for their daily commutes because it’s their only choice, being right at their doorstep. They know better than anyone that this beautiful right-of-way hides darks secrets among the cracks in its narrow sidewalks, with unmarked pedestrian crosswalks the width of four lanes and the frequent speeders along the Crescent. They would be the first to tell you that Jenner’s death was an inevitability. Even though Jenner was among the most cautious cyclists, he is not with us today. Jenner’s death was entirely preventable. And to be clear, I did not speak to city council because of a reckless driver. I can promise you nearly every single person who walks or rolls along Wellington Crescent has a harrowing story about a few near death experiences. I am here because one death is one too many, and change needs to happen. Since moving back to Winnipeg in 2021, I have avoided Wellington Crescent after having a white-knuckle experience on my very first time using the route, almost exactly where Rob was hit. And yes, the driver in Jenner’s case was reckless. (In case you were not aware, the vehicle that hit Jenner was travelling at nearly 160 kilometres per hour down Wellington Crescent.) Wellington Crescent encourages high speeds. It is incredibly wide and winding, and hints at drivers that they can travel at highways speeds along what is, first and foremost, as residential as a street can be. Wellington’s design is built to kill and we need to make sure Jenner’s death is the last on the street. And in an ideal world the last death at the hands of a driver, but we have already had more deaths since then. Much of June 6 was agony, to be honest. We could all see ourselves and our loved ones in Jenner. When the photos of the crime scene were added to media articles, my stomach sank. The lead shot was Jenner’s bike on the boulevard. I know my way around a bicycle, so I immediately noticed that not only was the rear wheel severely mangled but the rim had been completely obliterated. I need to emphasize here that it takes an incredible amount of force to do that. It was so clear to me that the cyclist had been hit from behind. It tore me up. I had a terrible feeling about their chances of survival. Being hit by a driver from behind is basically a worst-case scenario. I know because I speak from experience. I was heading home along Waterfront Drive near Higgins below the Disraeli Bridge. I was so fortunate that the driver and I were slowing down as we approached a red light. Being hit from behind is scary because you have no way of anticipating it, especially on roads without dedicated, separated and well-maintained infrastructure. One moment you’re rolling along, the next your body and the pavement become one. Had the driver and I not been going at similar speeds I would probably be dead today. My partner and mom got a message saying: “I’ve been hit. But I’m OK.” It took me a few minutes to type up the message through tears and although bike riding is the most joyful experience on the planet for me, I will always carry a twinge of anxiety about whether my life will be cut short too. Not a single person in our group knew Jenner personally. But we were all grieving. There had been a life involuntarily taken too soon by entirely preventable causes. Like Nardia Bedward, Tammy Bateman, Doris Porter, and too many others. My ask to city council was to amend the motion to include provisions for a 30km/h speed limit along the Crescent. Coun. Brian Mayes (St. Vital) rattled on about all the calls he receives from people in his ward about lowering their street’s speed limit to 30km/h and, like some other councillors, used this as an excuse to “not treat Wellington Crescent like a special case.” The irony of this type of argument is not lost on me. I am completely in favour of consistency in our 30km/h speed limits, believing they should be year round and apply to all residential streets in the city. Consistency is safer and more practical for everyone. Unfortunately, city council did not amend the motion to include reducing the limit to 30km/h, but we heard from multiple councillors to hold tight until the city’s report on their 30km/h pilot streets would be released some time in 2025. Maybe with a study completed on a pilot, city council will finally take action on life and death matters. Hillary Rosentreter is an advocate for safe streets.

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The Beaverton: “Why is Toronto traffic so terrible?” wonders man in car
by Beth McKechnie 15 Dec '24

15 Dec '24

Caution! This message was sent from outside the University of Manitoba. Sorry, couldn't resist sharing this timely article as well: https://thebeaverton.com/2024/12/why-is-toronto-traffic-so-terrible-wonders…

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The Beaverton: Ontario passes bill allowing bike paths that lead to walls with tunnels painted on them
by Beth McKechnie 15 Dec '24

15 Dec '24

Caution! This message was sent from outside the University of Manitoba. https://thebeaverton.com/2024/12/ontario-passes-bill-allowing-bike-paths-th…

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WFP: Arlington Bridge & Omand Park pedestrian bridge replacements a go (Dec14'24)
by Beth McKechnie 14 Dec '24

14 Dec '24

Caution! This message was sent from outside the University of Manitoba. ARLINGTON BRIDGE REPLACEMENT A GO A $166-MILLION proposal to replace the Arlington Bridge at its current location is moving forward, though funding has not yet been approved to actually build the structure. On Thursday, city council approved the initial design plan for the bridge, which suddenly closed on Nov. 21, 2023, due to structural concerns. Since the city’s preliminary 2025 budget doesn’t include money to build the bridge, funding for the project will be debated during a January public works meeting, said Coun. Janice Lukes. The deteriorating bridge initially opened to traffic in 1912. PEDESTRIAN BRIDGE REPLACEMENT GREENLIT A revamped Omand Park pedestrian bridge is one step closer. City council has approved a plan to design a replacement for the bridge with construction “no later than 2029.” A city report deems the path over Omand’s Creek to be in poor condition and at risk of closure. A new bridge would be about 2.8 metres higher than the existing one to avoid flooding. The new bridge could cost between $3 million and $5 million.

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WFP: Wellington Crescent speed limit reduction rejected (Dec14'24)
by Beth McKechnie 14 Dec '24

14 Dec '24

Caution! This message was sent from outside the University of Manitoba. WELLINGTON CRESCENT SPEED LIMIT REDUCTION REJECTED WELLINGTON Crescent won’t be subject to a year-round speed-limit reduction. On Thursday, city council cast a final vote against slashing the speed limit to 30 km/h from 50 km/h on Wellington, from River Avenue to the western end of Academy Road. While dozens of delegates spoke out in support of the reduced speed to improve safety, some councillors expressed concerns about having elected officials impose the change without seeking feedback from traffic experts. Council also ordered a staff report on steps that could make Wellington safer for cyclists next year.

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WFP: After 45 years, opening Portage and Main intersection to pedestrians begins in earnest (Dec11'24)
by Beth McKechnie 11 Dec '24

11 Dec '24

Caution! This message was sent from outside the University of Manitoba. Rest in pieces: barriers fall After 45 years, opening Portage and Main intersection to pedestrians begins in earnest https://www.winnipegfreepress.com/breakingnews/2024/12/10/beginning-of-the-… IT has been 45 years since the concrete barriers preventing pedestrians from crossing the street at Portage and Main were installed, forcing people into the concourse under the storied intersection. Construction crews began working Tuesday to reopen the crosswalks at “Canada’s windiest corner,” the beginning of the end of the ferocious, decades-long debate that has burned at the centre of the city for nearly a half-century. “It’s all coming down!” a worker exclaimed over the din as backhoes and skid-steers clawed at the much-maligned barricades along Portage Avenue as afternoon traffic slowly made its way past the blocked eastbound lane between Main and Fort streets. The closure was part of a deal the city struck with a developer to build the concourse connecting all four corners under the street. The decision to reopen the intersection — voted down by a margin of nearly two-to-one in a non-binding 2018 civic election referendum — came suddenly last spring when a report revealed it would cost approximately $73 million to repair the leaking membrane protecting the retail concourse under the street. Citing that cost and the need to make changes because of a planned Winnipeg Transit route overhaul, city council budgeted $13 million last spring to effect changes at street level enabling foot traffic again. In November that cost ballooned to $21.3 million after the city received only one construction bid on the project, which is expected to be completed by July 1 to align with the transit system changes. A worker who used a grinder to remove a “Portage and Main” marker fastened to a barricade at one corner sent orange sparks into the snowy air, marking the beginning of a new era for the downtown. Laz Merasur will be happy to use the crossing instead of the underground concourse, which he said is inaccessible at times. The circus limits its hours from 7 a.m. to 12:30 a.m. daily. “It’ll just be a lot better for seeing people downtown, and just make it a lot more accessible for everybody,” said Merasur, who frequents the downtown core. “They make us go underground but you can’t even get through it sometimes.” Design architect and Free Press columnist Brent Bellamy already has his outfit picked out for the intersection’s Canada Day opening ceremony. The longtime advocate of taking down the barriers will triumphantly navigate the crossing sporting a navy-blue T-shirt emblazoned with a photo of the infamous 2018 plebiscite map showing the urban support and suburban opposition. “It’s a funny thing, because we’ve kind of been pushed into it with the cost of the roof membrane really being the driver of the decision and not some sort of greater aspirational goals of creating a better city,” Bellamy said Tuesday. “But you know what? I’ll take a win wherever it comes. I think in a few years, we’re gonna wonder why we worried about it for so long, and why it was such a big deal and it’ll just be a part of our city again.” Bellamy said while Winnipeg doesn’t have mountains or oceans to enjoy, the gritty city has special places — including Portage and Main — and should work to develop and protect the landmarks it has. “I know it is an intersection, but it could be much more, and maybe one day it actually will be in a place that tourists come to, and a place that really interprets our history,” he said. That sounded good to Merasur. “We have all these really big intersections everywhere, like New York, but ours is one you have to go underground… which never made sense to me,” he said. Long-term lane closures at Portage and Main appeared last week, including the closure of the southbound curb lane on Main between Portage and Pioneer avenues and the closure of the eastbound curb lane on Portage Avenue between Fort and Main. A permanent no-right-turn restriction from northbound Main onto east Portage has been implemented. Pre-construction traffic signals and underground work at the intersection concluded last week and sewer repairs and demolition of the existing barricades began earlier this week, the city said. Winnipeggers are being encouraged to consider alternate routes, as traffic will be restricted at the intersection over the next six months. Kara Boychuk, who works in the office tower at 201 Portage, wasn’t initially supportive of the idea due to the cost, but has since come around. “I figured the city spends our tax dollars on worse things,” she said. nicole.buffie(a)freepress.mb.ca<mailto:nicole.buffie@freepress.mb.ca>

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