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WFP: Councillor calls for permanent bike lanes on Wellington stretch (Feb26'26)
by Beth McKechnie 26 Feb '26

26 Feb '26

Caution! This message was sent from outside the University of Manitoba. Councillor calls for permanent bike lanes on Wellington stretch Not worth proceeding with temporary pilot project when city can ‘do it right the first time’: Lukes https://www.winnipegfreepress.com/breakingnews/2026/02/25/councillor-calls-… THE chair of Winnipeg’s public works committee wants the city to scrap plans for temporary bike lanes on part of Wellington Crescent and immediately proceed with a permanent protected route. Coun. Janice Lukes wants permanent lanes to be installed in 2027 if her proposal is approved, although some proponents worry there will be more delays if plans change for a road they consider unsafe. “I know this is frustrating and it’s challenging, but we’ve got the money — move it up and let’s just do it right the first time,” Lukes told reporters. The city on Wednesday published a staff report and design for temporary lanes on a one-kilometre section between Academy Road and Stradbrook Avenue, after getting public input on a proposed $436,000 pilot project. The initial proposal was for temporary lanes to be installed this spring, followed by a preliminary design for permanent lanes. The city budgeted nearly $5.5 million for permanent lanes in 2029. City hall’s public works committee was expected to vote on the proposal March 4. Lukes, the councillor for Waverley West, plans to move a motion to ask staff to instead immediately proceed with the design and construction of permanent protected lanes. She said the plan for temporary lanes would only marginally improve safety, while significantly disrupting traffic and adding to “visual clutter.” The lanes would be marked by plastic poly-posts, which Lukes described as “useless.” Permanent protected lanes with curbs would improve safety, maintain smooth traffic flow and provide better value for taxpayers, she said. Implementing the interim bike lanes would reduce evening and weekend on street parking by about 29 stalls, the report said. The plan would introduce turning restrictions, and create a new loading zone on Cockburn Street. Lukes said the design for permanent bike lanes would address those concerns. The city can build into the existing boulevard to create space for delivery vehicles, she noted. Members of Winnipeg’s cycling community escalated calls for permanent protected lanes after Rob Jenner, 61, was fatally struck by a hit-and-run driver while riding his bike to work in June 2024. The city said there were at least 10 collisions between vehicles and pedestrians or cyclists from 2012 to 2022. Local resident Joe Curnow, a member of a group referred to as Neighbours for a Safe Wellington Crescent in the staff report’s section on community input, said the pilot project has been delayed multiple times. Curnow welcomed the initial proposal because it called for temporary lanes to be installed this year. She expects additional delays if the plan is abandoned. “Pedestrians and cyclists and all the folks in the neighbourhood are saying we need something right now that makes us safer right now, not three years from now, not two years from now,” Curnow said. The staff report recommends lowering Wellington’s speed limit, between Academy and Stradbrook, from 50 km/h to 40 km/h, if temporary bike lanes are installed. Lukes doesn’t think the speed limit will require a change if permanent protected lanes are installed. Mayor Scott Gillingham is open to the discussion about whether to proceed now with permanent lanes. “There may not be value in going to something temporary, only to rip it out a year later to go to something permanent,” he said. Gillingham predicted “something will happen this year,” in response to concerns about further delays. Patricia Carter, who lives in the area, wants the city to consider how changes to Wellington could affect the wider area. “I know some people would be concerned. You have to look at the bigger picture,” she said. Bike Winnipeg was waiting for more information about Lukes’ proposal, including timelines, before speaking “yea or nay” in favour of it, executive director Mark Cohoe said. The organization prefers permanent protected lanes. “At the same time, we want to make sure we’re getting a well-thought-out design, and that it’s really considering all users,” Cohoe said, noting the number of existing pedestrian crossings is limited. In a recent online survey, 74 per cent of 2,648 respondents told the city they want permanent bike lanes, while 83 per cent said they think the section of Wellington is unsafe for cyclists. Only 309 respondents had a direct connection to Wellington. The city said 48 per cent of Wellington residents who took part in the survey think the interim plan would be negative, and 46 per cent think it would be positive. About 12,000 vehicles travel on the stretch of Wellington each weekday, a traffic study found. About 20 per cent of those drivers travelled 55 km/h or faster. The study predicted about 15 to 20 per cent of drivers who use Wellington would choose other routes if temporary bike lanes were installed. Some rush-hour commutes could increase by up to one minute if turning restrictions are imposed at Academy and Wellington. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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WFP: Most riding bus to downtown unhappy with system overhaul (Feb26'26)
by Beth McKechnie 26 Feb '26

26 Feb '26

Caution! This message was sent from outside the University of Manitoba. Eight of 10 dissatisfied with Transit changes: survey Most riding bus to downtown unhappy with system overhaul https://www.winnipegfreepress.com/breakingnews/2026/02/25/eight-of-10-peopl… TEFERE Kahsay has few options: downsize, move his store to another location or close the business. He rang through a couple of customers at an otherwise-empty Graham Convenience Store. One man, perhaps ironically, asked for a bus ticket. The city took buses off Graham Avenue during last year’s Winnipeg Transit overhaul. Kahsay’s store at the corner of Graham and Vaughan Street, busy from Monday to Friday, suddenly looked like Sunday morning all week long. “I’m dying,” said Kahsay. The people using transit to get downtown don’t like it, either. More than eight in 10 of them are unhappy with the new system, a Probe Research survey commissioned by the Downtown Winnipeg BIZ found. The survey — which compiled data from 1,395 bus users over six weeks — says commute times downtown have increased by an average 22 minutes. One-third of respondents said their trip downtown takes at least an hour — 10 times more riders with an hour-plus bus commute than under the old system. Seventy per cent said they visit downtown less now, and half said when they do, they often seek other ways to reach the city’s core, such as booking an Uber. “The level of dissatisfaction — that is dire,” said Coun. Sherri Rollins. “Winnipeggers are… voting with their feet. They’re not taking transit anymore. We’re losing revenue.” Survey findings show the length of time to get downtown, the number of transfers required and the location of new bus stops are top complaints for commuters. It’s the case for Maruna Litvinova: what was once a one-bus trip from the Corydon area to Red River College Polytechnic has become a two-bus endeavour with a 20-minute wait in between. “When it’s (minus) 34 C, it’s not OK,” Litvinova said with a laugh. The Downtown Winnipeg BIZ released its survey findings Wednesday. Simultaneously, the City of Winnipeg announced its spring transit schedule, which includes more buses on the road and later bus services, beginning April 12. Winnipeg Transit will propose route changes to city council next week that affect downtown routes; changes would take effect in June. Extending the D19-Corydon line — so buses will end their routes on Vaughan Street between Graham and St. Mary avenues, instead of further north across Portage Avenue at Webb Place — is on the agenda. The proposed change was suggested by a Graham Avenue business owner, said Kate Fenske, chief executive of the Downtown Winnipeg BIZ. The D16 Academy-Notre Dame line may be split into two. A revised D16 and new D18 would reach downtown via different routes, from Polo Park and RRC Polytech’s Notre Dame campus, respectively. “It’s not about looking (at), ‘How do we go backwards,’ but ‘How do we move forward?’” Fenske said. “We’re hoping that the city is making changes as quickly as they can, because it is having an impact on downtown businesses and people that want to get here.” The BIZ has had “productive conversations” with Winnipeg Transit and city officials regarding the new network, Fenske added. Manitobans took the Probe survey between Dec. 2 and Jan. 15. It was a self-selecting survey, meaning people could enter via social media and the BIZ’s website, among other channels. The data may skew towards people with negative views of the transit system, Mayor Scott Gillingham said. “Nonetheless, we value the feedback,” he said, pointing to the proposed network changes. He called last year’s overhaul the “right decision,” but said he’s not pleased with how it’s been rolled out. “We’re having to make a lot of adjustments, but we will make the adjustments,” Gillingham said. “We’ll keep… retooling the transit system until we get it right.” Winnipeg Transit will use survey feedback, ridership and “pass-up” data — when a bus is too crowded and bypasses stops — as it tweaks its network, said Adam Budowski, senior transit planner for the city. Winnipeg Transit can now use GPS data; its system faltered over a period of months ending earlier this year, wreaking havoc on bus schedules. Rollins (Fort Rouge–East Fort Garry) said she’d like more publicly available data showing Transit’s performance, strategies to reduce transfer and commute times, a plan for greater reliability and an equity assessment focused on vulnerable people taking the bus. People with disabilities were most likely, in the Probe survey, to believe nearly every aspect of the transit system is worse. And approximately three-quarters of riders aged 55 and older expressed dissatisfaction. “Transit in Canada is still typically for people who need it as an alternative to driving,” said Aaron Moore, a University of Winnipeg political science professor. “The most important aspect, to me, of a transit system is to provide services for those people — the people who need it the most.” Older Manitobans may be less comfortable using digital applications to plan bus routes; distributing paper copies of new routes might be worthwhile, Moore suggested. The city will launch weekly information sessions, starting mid-March, covering topics such as using the network and on-request buses. gabrielle.piche(a)winnipegfreepress.com<mailto:gabrielle.piche@winnipegfreepress.com>

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WFP: City to look at residential speed limit of 40 km/h (Feb26'26)
by Beth McKechnie 26 Feb '26

26 Feb '26

Caution! This message was sent from outside the University of Manitoba. City to look at residential speed limit of 40 km/h Slowing down a growing trend in North America, urban studies expert says https://www.winnipegfreepress.com/breakingnews/2026/02/25/city-report-recom… WINNIPEG drivers may have to ease up on the gas pedal when they head down residential streets and minor collector roads. The City of Winnipeg is looking at making the default speed limit 40 km/h, from the current 50 km/h. A report to be presented to the public works committee next week suggests the change could improve safety for pedestrians, cyclists and others. Committee chair Coun. Janice Lukes says she supports the recommendation, but stressed amendments to the provincial Highway Traffic Act are required before it could take effect. “I’m hopeful that the province approves the default,” Lukes said Wednesday. “The difference in time is seconds to get somewhere when you’re going 40 or 50 km/h, but it makes a big difference. It creates a better quality of life for neighbourhoods.” Lukes, who represents the Waverley West ward, said she fields calls daily from constituents who are concerned about traffic speed. Winnipeg’s population density is growing, and more people are exploring transportation alternatives, including walking and cycling, she said. A pilot project launched in March 2023 reviewed how reducing speed limits in four neighbourhoods would affect driving behaviour, safety and quality of life. Winnipeg’s default speed limit is currently 50 km/h, except on roads where a posted sign indicates otherwise. Lowering the default level would allow the city to reduce speeds without having to install new road signs at an enormous cost, the report says. The public service expects implementing the speed reduction would cost about $525,000, including $275,000 to update signs, $150,000 to develop signage plans and $100,000 for a public educational campaign. The city had considered lowering default speed limits, including in an administrative report from 2012 which also recommended a 40 km/h standard. Council decided against it at that time. Jino Distasio, an expert in urban studies, said municipalities across North America are taking similar steps to reduce residential speeds. “I think, reasonably speaking, you wouldn’t see much of a change,” he said. “If you average out your time on residential streets… you’re really not travelling at top speeds for very long.” This was reinforced by data collected in the public service report, which found the average speed on residential streets is 36 km/h, and 44 km/h on collector streets. “It tells us that the speed limit is set too high. Drivers are moderating their own speed based on the environment and not the speed limit,” the report says. “This works well for most drivers, but for drivers that have a higher risk tolerance or are driving irresponsibly it gives them too much leeway to create a dangerous situation before speeding can be legally enforced.” Distasio said even small speed reductions reduce braking distances and the impact when collisions do occur. A reduction in speed could be particularly effective on collector streets. Those often provide access to businesses, schools and other community destinations, and are areas where collisions are statistically more likely to occur, he said. The public service analyzed five years of collision data in Winnipeg and found nine per cent of crashes involving fatal or major injuries occurred on collector streets. During that time, seven people were killed and 59 others were injured, the report says. The report also included data collected in Probe Research surveys, which found growing support for speed reductions. A poll from 2021 found 44 per cent of respondents were in favour of reducing speed limits. When the same question was asked in a survey just over two years later, support had grown to 57 per cent of respondents, the report says. The move will still generate opposition from some, Distasio said, noting “people are averse to change.” Todd Dube, co-founder of the anti- photo radar group Wise Up Winnipeg, counts himself among those who oppose a lower speed limit. He believes the city’s efforts to implement one are not an attempt to improve safety, but rather to generate revenue through traffic enforcement. “The whole thing is an empty attempt to change the speed limit for the obvious reason, and that’s revenue. There can be no question about that,” he said. Dube pointed out the previous attempt to reduce speed limits failed because of opposition from council members and some city staff. Even if city hall green-lights the proposal, he feels it’s unlikely the provincial government will approve a default change, he said. In a statement, Transportation Minister Lisa Naylor said the province is aware of the city report. She acknowledged any change to default speed limit restrictions would require legislative amendments, but said the city does have the ability to immediately lower limits wherever it sees fit, with the appropriate signage. “We remain open to discussions with municipal partners and will consider the evidence, public safety impacts and stakeholder input before making any decisions,” Naylor said. “Our priority is keeping Manitobans safe while ensuring that any changes are practical and well-informed.” Mayor Scott Gillingham said it’s too early to comment on the recommendation. “I’m not going to prejudge the debate. This will be a big debate if the province does permit the City of Winnipeg to change the speed limit,” he said. “It would be time for a robust discussion with the public.” The public works committee will review the report on March 4. If approved, the city will formally request legislative changes. tyler.searle(a)freepress.mb.ca<mailto:tyler.searle@freepress.mb.ca>

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Winnipeg public service recommends lowering default speed limit to 40 km/h from 50 km/h
by Patman, David 25 Feb '26

25 Feb '26

Caution! This message was sent from outside the University of Manitoba. Winnipeg public service recommends lowering default speed limit to 40 km/h from 50 km/h CBC News * Posted: Feb 25, 2026 11:30 AM CST The City of Winnipeg's public service is recommending lowering the default speed limit in the city from 50 km/h to 40 km/h. The recommendation applies to local streets and minor collector roads, a report on the agenda for the upcoming March 4 public works committee meeting says. A pilot project that started in March 2023 reduced speed limits in four neighbourhoods to see how that change would affect driving behaviour, safety and quality of life, says the report in the agenda for March 4. The first step in changing the speed limit would be for council to ask the province to give the city the authority to make the change through a bylaw, the agenda says. That would be done through an amendment to Manitoba's Highway Traffic Act, it says. Lower speed limits could improve safety, especially for pedestrians and cyclists, and make neighbourhoods feel calmer and quieter, the report says. The public service also recommends it report back in a year with an update on the recommendation for council to ask the province for permission to make the change, and what progress has been made on the implementation plan, the meeting agenda says.

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Free Press: Councillor calls for permanent bike lanes on Wellington stretch
by Patman, David 25 Feb '26

25 Feb '26

Caution! This message was sent from outside the University of Manitoba. Councillor calls for permanent bike lanes on Wellington stretch By: Chris Kitching Posted: 11:00 AM CST Wednesday, Feb. 25, 2026 The chair of Winnipeg's public works committee wants to scrap plans for temporary bike lanes on a one-kilometre stretch of Wellington Crescent and immediately proceed with a permanent protected route. Coun. Janice Lukes (Waverley West) said a city staff report released Wednesday reinforces why it's time to install permanent lanes instead of a temporary approach, which would only marginally improve safety, significantly disrupt traffic and add to visual clutter. The permanent lanes - between Stradbrook Avenue and Academy Road - would improve safety for cyclists and pedestrians, maintain smooth traffic flow, improve the streetscape in a way that respects the character of Wellington Crescent, and provide long-term value for taxpayers, Lukes said in a news release. She said she will move a motion at a March 4 committee meeting to ask staff to immediately proceed with the design and construction of permanent protected bike lanes, rather than a temporary design. Funding was already identified in the 2029 budget year. Lukes said the motion, if approved, would bring the funds forward and allow the city to build permanent bike lanes sooner. Members of Winnipeg's cycling community called for permanent lanes after Rob Jenner, 61, was fatally struck by a hit-and-run driver while cycling to work in June 2024. Lukes said the city's pedestrian and cycling strategy identified Wellington Crescent bike lanes as a top priority. In a recent online survey conducted by the city, 74 per cent of respondents said they want a permanent design, while 83 per cent said they think the section of Wellington is unsafe for cyclists. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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$2.5 Million Cut from Road Safety
by Beth McKechnie 24 Feb '26

24 Feb '26

Caution! This message was sent from outside the University of Manitoba. Please share widely... ---------- Forwarded message --------- From: Mel Marginet <mel(a)greenactioncentre.ca<mailto:mel@greenactioncentre.ca>> Date: Tue, Feb 24, 2026 at 9:13 AM Subject: [Tluc] Fwd: $2.5 Million Cut from Road Safety Greetings everyone - forwarding the message below from Anna Weier regarding the cut to the road safety budget that passed EPC last week. If you can take the time to send these emails it would be great. Note that the city passed a special addition to the budget earlier this year of $5 million to begin expropriating land for Chief Peguis and Kenaston; if we are now $5 million short, it should not be splash pads and road safety that get the cut! Mel Marginet | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 300-286 Smith Street, Winnipeg, Manitoba, R3C 1K4 | Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *Note: I work two days a week at Green Action Centre and it may take a few days to respond to you. We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. [https://mail.google.com/mail/images/cleardot.gif] Green Action Centre is your green living hub Support our work by becoming a member<http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org<http://canadahelps.org/> [https://ci3.googleusercontent.com/mail-sig/AIorK4xnHIzg-oNAxItLMxFnB1HS5HGb…]<http://gomb.ca> ---------- Forwarded message --------- From: Anna Weier <weier.anna(a)gmail.com<mailto:weier.anna@gmail.com>> Date: Mon, Feb 23, 2026 at 5:38 PM Subject: Fwd: $2.5 Million Cut from Road Safety To: Anna Weier <weier.anna(a)gmail.com<mailto:weier.anna@gmail.com>> Hello to all y’all interested in road safety in Winnipeg, Last week was a busy week in city hall, and we have some work to do. $2.5 Million Cut from Road Safety At Wednesday’s Executive Policy Committee Meeting there was a unanimous vote to cut $2.5 million from the road safety budget! This, after Janice Lukes bemoaned the lack of funding to implement vision zero in Winnipeg at her Active Transportation Town Hall on April 26th, 2025. This cannot stand! The city needs to make road safety a priority, especially for vulnerable road users. We want you to email your elected officials about this and then let us know when you have sent your email! The EPC meeting was just days after another pedestrian was killed on Friday, February 13th. That will make 9 deaths of pedestrians or cyclists that we know of in the last year in Winnipeg. We do not know all of their names, but the ones that we do know are Kurt Paupanekis, Kerry Bonner, Egor Poppov, Omotayo Samuel-Pepple, John Kopchuk and Rosalie Tennison. Their deaths were entirely preventable, but city hall is still refusing to take protective action. Tell Your Councillor: This is unacceptable. We are asking folks to write a letter to your councillor, Janice Lukes and Mayor Gillingham to let them know that road safety is important to you and you want that reflected in the amount of money that is spent on road safety. It is really effective when people write their own letters. We encourage you to speak to the following items, if you need somewhere to start: * What city ward do you live in? Find out here<https://www.winnipeg.ca/city-governance/wards-elections/council-wards-map> * Why is road safety important to you? How would you be impacted positively with an increased budget or negatively with a decreased budget? * Do you ride bike and/or walk in Winnipeg? How often? In what neighbourhoods? * Would you like to see more money spent on road safety? * What would road safety look like to you? Council Member emails can be found here: Council member contact information | City of Winnipeg<https://www.winnipeg.ca/city-governance/mayor-council/council-members/conta…> Please respond to this email when you have sent your email. We would love to keep track of how many emails are going out. Thanks and safe travels, Anna

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WFP OpEd: Right turns on red — it’s time for a change (Feb23'26)
by Beth McKechnie 23 Feb '26

23 Feb '26

Caution! This message was sent from outside the University of Manitoba. Right turns on red — it’s time for a change https://www.winnipegfreepress.com/opinion/analysis/2026/02/23/right-turns-o… By Brent Bellamy OVER the past two years in Winnipeg, 25 pedestrians or cyclists have been killed in vehicle collisions. More than one per month. On average, every second day in our city, a pedestrian or cyclist is struck and injured seriously enough to be reported to police. Every third day, one of those victims is sent to hospital. Like most cities in Canada and the United States, Winnipeg has prioritized vehicles in its urban design since the last horse and buggy left the streets. In recent years, however, that has begun to change, with the city taking important steps to improve safety for vulnerable road users like pedestrians and cyclists. These efforts include adding traffic-calming measures such as bike lanes, speed humps and narrowed intersections. Traffic lights with leading pedestrian intervals, which allow pedestrians to begin crossing five seconds before vehicles, have significantly improved safety downtown. Despite this progress, those troubling collision statistics demonstrate how important it is to continue looking for solutions to make our city’s streets safer. Further action could include converting one-way streets back to two-way, lowering residential speed limits and accelerating the construction of protected infrastructure. Many cities have also begun re-examining right turns on red (RTOR), a vehicle-prioritizing rule that exists in only two countries in the world. You can probably guess which ones. The policy originated in the United States during the 1970s Middle East oil embargo and was promoted as a fuel-saving measure to reduce idling at stop lights. Canadian cities soon followed suit, with only Montreal, New York City and, as of last year, Washington, D.C., prohibiting the practice. Since its widespread implementation, RTOR has been a target of road safety advocates, criticized for prioritizing vehicle movement at intersections, where most collisions occur and where cyclists and pedestrians are most vulnerable. When drivers approach an intersection intending to turn right on a red light, their attention is often directed to the left, searching for an opening in traffic to accelerate into, rather than carefully scanning for people crossing in front of them. This action also encourages drivers to make rolling stops or to stop as close as possible to the cross street, instead of stopping before the sidewalk. If you are a frequent pedestrian, you likely know the experience of trying to cross the street and finding a vehicle in the curb lane blocking the crosswalk in front of you as the driver looks for space in traffic to make the right turn into. Findings from numerous studies conducted in different cities over many years support the safety concerns raised by advocates and intuitively felt by pedestrians. A recent large-scale study from San Jose State University analyzed California road data from 2011 to 2022 and found that ROTR movements were linked to 39,000 collisions and 134 pedestrian or cyclist fatalities during that time. The researchers also found that the increasing size of vehicles played a significant role in doubling the pedestrian fatality rate in right-turn collisions over those years. Canadian studies reinforce these findings. A Toronto Public Health report found that right turns on red accounted for 13 per cent of all vehicle-pedestrian collisions in the city between 2008 and 2012. Similarly, after municipalities in Quebec outside of Montreal approved the practice in 2003, a Transport Québec study found it contributed to five deaths and more than 600 injuries in the first six years. Collision statistics are essential for informing policy, but the perception of safety is often overlooked as a powerful factor shaping how people use streets and public spaces. Regardless of what the data shows, if people don’t feel safe walking, they are less likely to do so, making communities less walkable, less livable and less vibrant. This is where even low-risk conflicts caused by RTOR movements, such as cars blocking crosswalks in front of pedestrians, become impactful. That uncertainty heightens the sense of vulnerability and creates a subtle but real deterrent to walking. Eliminating right turns on red lights helps reassert a clear hierarchy: when the light is red for drivers, pedestrian space is fully protected. That clarity improves predictability, reduces hesitation and strengthens the perception of safety. A recent study of 50 intersections in San Francisco found that eliminating RTOR reduced vehicles blocking crosswalks by 70 per cent and cut close calls by 80 per cent. A 2019 pilot project in Washington, D.C., which led to the recent citywide ban of ROTR, resulted in a 92 per cent reduction in drivers failing to yield to pedestrians. A 2025 study by the Canadian Automobile Association went beyond collision data to examine “near-miss” interactions at 20 intersections across Canada, including Winnipeg, using 360-degree cameras and AI analytics. It found that about nine per cent of pedestrians at busy intersections experienced conflicts with vehicles, more than half involving right-turning cars while the pedestrian had the right of way. Although most incidents were low to medium risk, they play a critical role in shaping the pedestrian experience and perception of safety. Winnipeg has made important strides to improve safety for pedestrians and cyclists, but collision data show that much more must be done to protect the city’s most vulnerable road users. Right turns on red, a seemingly minor traffic rule, has consistently been linked to collisions, near misses and a diminished sense of safety for pedestrians and cyclists. Eliminating the practice in higher-pedestrian, established neighbourhoods could reduce actual risk while restoring predictability and confidence, encouraging more walking and biking and making streets more livable and vibrant. By pairing thoughtful infrastructure improvements with policies that prioritize people over vehicles, Winnipeg can continue moving toward streets that are safer, more accessible and truly welcoming for everyone. Brent Bellamy is creative director at Number Ten Architectural Group.

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Changing Lanes | February 25th
by Mel Marginet 11 Feb '26

11 Feb '26

Caution! This message was sent from outside the University of Manitoba. On February 25th, Green Action Centre will welcome Todd Litman of the Victoria Transportation Policy Institute for Changing Lanes. Changing Lanes: Better Value From Winnipeg Transportation Investments North American cities are trapped in a wasteful cycle: more driving, reduced travel options and pressure to build and maintain ever-more costly infrastructure. Cities need better solutions to traffic problems. Roadway expansions are expensive, and typically provide only temporary relief until added traffic fills the new capacity. There are “win-win” solutions that reduce congestion while also advancing other community goals including affordability, pollution reduction, trade diversification, equity, public health and safety. Applying these solutions requires a shift to accessibility-based planning that recognizes the many benefits provided by multimodal planning and compact neighbourhoods. In this keynote address, Todd Litman will share important insights from his latest work: Smart Congestion Relief, Affordability as a Transportation Planning Goal and The Mobility-Productivity Paradox. His research provides practical guidance for making infrastructure investments more cost-effective, improving affordability and fairness, and creating more inclusive, livable communities. BOOK YOUR TICKET<https://www.zeffy.com/en-CA/ticketing/changing-lanes> THANK YOU TO OUR SPONSORS: Councillor Emma Durand-Wood Landmark Planning and Design Peg City Car Co-op Councillor Brian Mayes Mel Marginet | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 300-286 Smith Street, Winnipeg, Manitoba, R3C 1K4 | Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *Note: I work two days a week at Green Action Centre and it may take a few days to respond to you. We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. [https://mail.google.com/mail/images/cleardot.gif] Green Action Centre is your green living hub Support our work by becoming a member<http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org<http://canadahelps.org/> [https://ci3.googleusercontent.com/mail-sig/AIorK4xnHIzg-oNAxItLMxFnB1HS5HGb…]<http://gomb.ca>

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WFP: City of Winnipeg looks at delaying projects to tackle province’s wish list
by Patman, David 11 Feb '26

11 Feb '26

Caution! This message was sent from outside the University of Manitoba. City of Winnipeg looks at delaying projects to tackle province’s wish list By: Kevin Rollason Posted: 6:17 PM CST Tuesday, Feb. 10, 2026 The installation of new spray pads and improvements to road safety could be shelved for a year so the City of Winnipeg can pay for projects the provincial government wants instead. In a report to be considered by the executive policy committee next week, the administration recommends council amend its 2025 capital budget, which was approved more than a year ago, to put $5 million toward the Assiniboine Park Conservancy animal health centre and $520,000 for renovations to the St. Boniface Museum. In addition, the city would reallocate unspent funds from other projects to pay for the Waverley West fire station after the province gave the city $508,000 less than expected for its construction. The administration says council should cancel this year’s $2.5-million spray pad program and $2.5 million road safety improvement program, to pay for the animal health centre. To pay for the fire hall, it suggests using unspent funds earmarked for the St. Boniface industrial area and Windsor Park station consolidation, as well as the Waverley West modular station and site development project. “Obviously it’s frustrating,” said Coun. Jeff Browaty, chairman of the civic finance committee, on Tuesday. “Council passed the budget on Jan. 29, 2025, and then we didn’t hear from the province until December of 2025 and they had different priorities for us. “You lose spending power… we lose construction season on things like road safety and spray pads when it takes them a year or two to sign off on our strategic infrastructure basket of priorities.” Browaty said he doesn’t understand why the province has made the two projects a priority. “If something happens, like there is a new massive important priority for the city and the province, I can accept making those changes, but in my opinion the Assiniboine Park Conservancy animal health centre and the St. Boniface Museum renovation are maybe a little questionable,” he said. The finance chair said road safety, spray pads and the fire hall are just as important. A spokesman for Glen Simard, the municipal relations minister, said in a statement the province is committed to working with the city on shared priorities, noting it gave Winnipeg $94 million for strategic projects, as well as $6.9 million it can allocate for any project it wants The spokesman said the province will continue to meet with the mayor and city council “to benefit Winnipeggers with better service and amenities.” The city had been planning to build new spray pads this year at Beryl Watts Park and the Tyndall Park Community Centre, but under the recommendation, they would be delayed until 2027. Construction of other spray pads in future years, including at Chalmers Community Centre, Bord-Aire Community Centre and the Norberry-Glenlea Community Centre, would be moved back a year; while the spray pad planned for the Riverview Community Centre in 2029 would be cancelled and considered as part of next year’s multi-year budget process. A city spokesman said road safety projects can include new pedestrian crossings, traffic signals, rail crossing improvements and adding left turn signals at intersections. kevin.rollason(a)freepress.mb.ca<mailto:kevin.rollason@freepress.mb.ca>

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WFP Community Weekly: Call to restore 50/50 transit funding (Feb11'26)
by Beth McKechnie 11 Feb '26

11 Feb '26

Caution! This message was sent from outside the University of Manitoba. Call to restore 50/50 transit funding Adam Johnston, who owns a home in the Talbot-Grey section of Elmwood and has lived in various parts of Elmwood and East Kildonan his entire life, has launched a campaign to restore shared provincial funding for transit. Back in November, talking to other transit users and advocates, Johnston learned that many others shared his concern over a “lack of consistent funding” for transit. The Province of Manitoba formerly had an agreement with municipalities whereby the province would fund 50 per cent of transit operations[1.1]. This agreement was ended in 2017 by the previous provincial government. A survey from 2018 [2.1]showed that around 80 per cent of Winnipeggers wanted it restored. The current provincial government has not yet restored the transit funding agreement. Johnston believes inflationary pressures, rising fare costs, and Winnipeg Transit’s 2025 switch to a new network has revealed the inadequacy of funding for bus service and the insufficiency of transit service. Rising fares are a particular concern for Johnston, who argues they can lead to more fare disputes — which undermine safety. While some of Winnipeg Transit’s new routes, such as the Frequent Express Regent-Grant (FX3) line, have been more convenient and frequent for Johnston, other changes have resulted in worse service. As an example, he notes that the D17 (Direct Talbot - Selkirk) ends earlier on weekends than the route it replaced 44 (Grey). “It’s not the system, it’s the service levels – and that comes down to funding,” Johnston said. For Johnston, provincial funding is a matter of equity and planning for growth. He notes that women, those with lower incomes, and Indigenous peoples are overrepresented as transit riders. He also notes that those living in older communities, such as Elmwood, are more likely to take transit. As Winnipeg has over 800,000 residents and could reach a million in the not-too-distant future, it’s important to realize that not everyone will be driving cars for every trip and an effective, well-funded mass transit system is necessary to support growth. Johnston said this ties into various provincial policy concerns, including climate. “Half the city’s carbon emissions come from transportation and most of those come from private automobiles. When you support public transit, it’s a climate justice and transportation justice issue… you’re addressing two challenges with one stone” Johnston said. To learn more about the campaign to restore 50-50 provincial funding for transit you can visit 5050transitwpg.wordpress.com Dylon Martin is a community correspondent for Elmwood.

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