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WFP: Committee backs permanent bike lane for Wellington Crescent next year (Mar5'26)
by Beth McKechnie 05 Mar '26

05 Mar '26

Caution! This message was sent from outside the University of Manitoba. Committee backs permanent bike lane for Wellington Crescent next year https://www.winnipegfreepress.com/breakingnews/2026/03/04/councillors-back-… THE city is poised to scrap a long-awaited temporary bike lane pilot project on Wellington Crescent, which was expected this year, and speed up the construction of permanent bike lanes instead. On Wednesday, council’s public works committee voted to accelerate the plan to construct permanent bike lanes in 2027, pending a final council vote. The city had planned to spend $5.5 million to do so in 2029. Coun. Janice Lukes, chairwoman of public works, said the switch to pursue permanent protected bike lanes, with curbs to separate cyclists from vehicular traffic, is the best way to ensure lasting safety improvements. “This is going to be a fundamental change in the way traffic moves, pedestrian cycling and vehicular traffic in this section, and I want to rip the Band-Aid off once… It’s going to be a big change for everyone,” said Lukes (Waverley West). In addition to avoiding prolonged traffic disruption, the councillor said she wants to ensure city funding is promptly approved for the permanent bike lanes. “I want the funding to move to this year so that it gets confirmed… and that we can continue with this project (and build it in 2027). It makes me nervous to see the funding three years out,” said Lukes. The new proposal also directs city staff to explore whether a temporary alternative route near Wellington could be promoted for active transportation use this spring, potentially including traffic-calming measures and new signs. The vote followed a passionate lobby from dozens of Winnipeg cyclists at Wednesday’s meeting, who argued bike safety improvements are desperately needed now. “On Wellington Crescent, the time for action is now. No more delays, no more deaths please,” said Max Schreckenbach. Many delegates noted the temporary bike lane pilot project was originally expected in Summer 2025 before it was delayed to 2026. A city staff report had called for the temporary lanes to be built on Wellington Crescent, from Academy Road to Stradbrook Avenue, and reduce that area’s speed limit to 40 km/h from 50 km/h. Many cyclists have called for new safety measures since cyclist Rob Jenner was fatally struck by a hit-and-run driver on Wellington in June 2024. “The killing of Rob Jenner on Wellington Crescent makes cyclists think twice before taking that street now… The safety benefits of a temporary bike lane pilot project are clear,” said Chris Kraljevic. While the vehicle that hit Jenner was travelling at least 159 km/h in a spot where the posted speed limit is 50 km/h, many cyclists have stressed other near-crashes on the street could be avoided with a reduced speed. Kraljevic said he also fears permanent bike lanes won’t arrive in 2027, noting the temporary pilot project was previously delayed. “Does this committee want to allow for the possibility of even more serious and deadly collisions between now and God-knows-when in the name of preventing traffic disruption… or would you rather buck council’s trend of delay, delay, delay?” he asked. The city has said past delays were needed to allow for more study and public consultation. Meanwhile, Coun. Russ Wyatt lashed out against spending $5.5 million on the permanent bike lanes for Wellington Crescent. Wyatt said that amounts to letting that project jump the queue over other active transportation improvements, such as a Transcona Trail expansion in his area. The councillor said accelerating the Wellington plan would amount to paying too much attention to the demands of certain “bike extremists.” “If the bike lobby wants to once again take lanes away from cars by building a bike lane on Wellington Crescent, then they can do so by a local area improvement levy,” said Wyatt (Transcona). Such levies charge residents of a specific area a fee for local improvements, when they’re deemed to directly benefit from them. Lukes bluntly rejected that idea. “That’s not happening,” she said. City council is expected to cast the final vote on the matter on March 26. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Proposal to reduce default 50 km/h speed limit advances (Mar5'26)
by Beth McKechnie 05 Mar '26

05 Mar '26

Caution! This message was sent from outside the University of Manitoba. Proposal to reduce default 50 km/h speed limit advances If council approves, province will be asked to change law https://www.winnipegfreepress.com/breakingnews/2026/03/04/proposal-to-reduc… A PROPOSAL in which Winnipeg drivers would be forced to slow down on residential streets is rolling forward. On Wednesday, council’s public works committee voted to ask the provincial government to change the Highway Traffic Act, pending a final council vote. The change would give the city the power to alter the 50 km/h default speed limit for Winnipeg that applies to all areas, except where signs post a different speed limit. Following that, city staff recommend that council reduce the default speed limit to 40 km/h for residential streets and “minor collector” streets. Coun. Janice Lukes said she’d support the reduced speed limit in residential areas, which she expects would only create a minor delay for drivers. “It takes… seconds more to go 40 versus 50. This is only in residential neighbourhoods, not the (major) collectors,” said Lukes (Waverley West). While many road safety activists have called for a 30 km/h speed limit on residential roads for years, Lukes said she doesn’t think that move would have enough council support to get approved. While city data shows most severe collisions take place on major corridors, a lower speed limit would improve quality of life in neighbourhoods, she said. “I have calls literally… every other day on speed issues… People want vehicles to slow down,” said Lukes. Several supporters championed a reduced speed limit Wednesday as a way to make streets feel safer and more welcoming to pedestrians. “People are unhappy with the speed that people are driving through our neighbourhoods. So, the first step to solving that problem is to slow the speed limit down,” said Ian Walker, chairman of Safe Speeds Winnipeg. The group has long lobbied for a 30 km/h speed limit on residential streets. Walker said that speed of travel would greatly reduce the risk of serious injuries and death in crashes. He said lower speed limits would also make it easier for people to walk or cycle. “It’s an essential part of getting us to a point where we have choices for people… One of the big reasons that people drive in cars is because we haven’t accommodated other road users,” said Walker. However, opponents of the lower speed limit argued it would lengthen commutes without improving safety. “Blanket (speed) reductions create resentment without results… Shaving 10 kilometres an hour off every local trip has (impacts). That added travel time doesn’t save lives. It just wastes time and raises blood pressure,” said Coun. Jeff Browaty (North Kildonan). Browaty said most severe vehicle collisions take place on high-volume arterial roads, so few could be avoided by this speed reduction. “Our quiet residential neighbourhoods… and minor collector streets simply do not produce the same level of tragedy. Lowering limits on these streets is like putting a Band-Aid on a paper cut while ignoring a broken leg,” he said. Lukes noted city council likely won’t vote on an actual speed limit reduction for another year or more, since there’s no set deadline for the province to respond to such a request. “That’s a debate that won’t happen until we hear from the province. And I encourage anyone who’s advocating for any speed limit change to speak to their MLAs,” she said. The city has the power to reduce speed limits through posted signs. However, lowering the default speed would allow city-wide changes without spending millions of dollars on signs, a city report notes. Implementing a default speed limit change is expected to cost $525,000, including new signs and advertising. Meanwhile, the committee approved a new round of changes meant to enhance Winnipeg Transit routes, after many complaints followed the introduction of a new primary transit network in June 2025. This June, Transit will extend the D19-Corydon line so buses will end the route on Vaughan Street between Graham and St. Mary avenues, instead of further north across Portage Avenue at Webb Place. The D16 Academy-Notre Dame will be split into two routes, a revised D16 and new D18, which would reach downtown from Polo Park and RRC Polytech’s Notre Dame campus, respectively. The new network, which changed virtually every bus route in the city, triggered a few common complaints from riders, including that many passengers now require more transfers and much more time to reach their destinations. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP (Tom Brodbeck): Transit system overhaul a disaster (Mar4'26)
by Beth McKechnie 04 Mar '26

04 Mar '26

Caution! This message was sent from outside the University of Manitoba. Transit system overhaul a disaster OPINION https://www.winnipegfreepress.com/local/2026/03/03/survey-results-crystal-c… WHEN more than eight in 10 of your core customers say you’ve made things worse, it’s not a minor hiccup, it’s a collapse in confidence. That’s exactly where Winnipeg Transit finds itself after its sweeping network overhaul launched last year. The redesign was billed as a bold modernization — a smarter, more efficient system built around frequent primary routes and timed connections. Instead, it has produced a level of dissatisfaction among downtown riders that is as striking as it is alarming. A recent Probe Research survey of downtown bus users, commissioned by the Downtown Winnipeg BIZ, found that more than 80 per cent are unhappy with the new system. Commute times to downtown have increased by an average of 22 minutes. One-third of respondents now say it takes at least an hour to reach the city’s core — 10 times more riders facing hour-long trips than under the previous network. An hour to get downtown? In Winnipeg? This is not Toronto. It’s not Chicago. It’s not even Calgary. Winnipeg is a mid-sized prairie city. The idea that a third of surveyed riders now spend an hour on a bus just to reach downtown should set off alarm bells at city hall. Instead, we’re told the overhaul was the right decision, even if the rollout hasn’t been perfect. The mayor has acknowledged Transit didn’t get it right and has promised to keep tweaking the system until it works properly. That’s an extraordinary admission. But you don’t “tweak” your way out of an 80 per cent dissatisfaction rate. You don’t fine-tune your way past a 22-minute average increase in commute times. The complaints are consistent: longer travel times, more transfers and inconvenient connections. The new system relies heavily on transfers between primary and feeder routes. In theory, this creates efficiency. In practice, it works only if buses are frequent, connections are tight and reliability is near flawless. Otherwise, a missed transfer can turn a reasonable commute into a marathon. Seventy per cent of surveyed riders say they visit downtown less often because of the changes. Half say they sometimes choose other ways to get there, including ride-hailing services. That should terrify transit planners. Public transportation depends on ridership. If people who have options start abandoning the system, fare revenue drops and political support erodes. What remains is a shrinking base of riders who rely on transit because they have no alternative — seniors, students, lower-income workers and individuals with disabilities. And survey results suggest those riders are among the most dissatisfied. Older users report particularly high levels of frustration. Riders with disabilities are even more likely to say nearly every aspect of the system is worse. That is not a side issue. It goes to the heart of transit’s purpose. In a city like Winnipeg, public transportation is not primarily a lifestyle choice. It is a necessity for many. If the people who depend on it most are the least satisfied, something has gone profoundly wrong. Yes, the survey was self-selecting. Critics will argue that unhappy riders are more likely to respond. That’s true. But you don’t reach 80 per cent dissatisfaction through statistical flukes alone. And you certainly don’t manufacture a 22-minute jump in average commute times out of thin air. These are lived experiences. What makes this all the more mind-boggling is that none of the core complaints were unforeseeable. Transit experts have long known that forced transfers can deter ridership if not executed carefully. Longer door-to-door travel times are poison to public transportation systems. Reliability is everything. Yet here we are, months after implementation, with a third of downtown riders now facing hour-long trips and the city scrambling to make adjustments. The mayor’s pledge to keep retooling until it’s right is welcome. But it raises a difficult question: how did this get rolled out in its current form in the first place? Major network overhauls require rigorous modelling, pilot testing and contingency planning. They demand careful attention to how winter weather, traffic delays and missed connections compound over an entire journey. If the result is a widespread perception that the system is slower and more cumbersome, then either the modelling was overly optimistic or the implementation fell short. There are proposed fixes on the table — additional buses, extended service hours and route adjustments aimed at improving downtown access. Those may help at the margins. But the scale of dissatisfaction suggests more than marginal change is needed. Transit can’t afford to normalize hour-long downtown commutes. It can’t shrug at a 70 per cent drop in downtown visitation among surveyed riders. It can’t accept that vulnerable populations feel the system has deteriorated. Until commute times fall, transfers become seamless and reliability improves dramatically, the city will not be able to spin this as a successful modernization. The numbers tell a different story. And right now, that story is one of a transit overhaul that missed the mark — badly. tom.brodbeck(a)freepress.mb.ca<mailto:tom.brodbeck@freepress.mb.ca>

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WFP: Lower speed limits mean nothing if not enforced (Feb28'26)
by Beth McKechnie 28 Feb '26

28 Feb '26

Caution! This message was sent from outside the University of Manitoba. Lower speed limits mean nothing if not enforced https://www.winnipegfreepress.com/local/2026/02/27/reducing-residential-spe… RESIDENTIAL streets are meant to be places where people live, not environments where motor vehicle speed is the dominant consideration. Yet in Winnipeg, a default speed limit of 50 km/h has turned many neighbourhood roads into corridors where vehicles routinely travel at 55 or 60 km/h, despite the presence of children, pedestrians, cyclists and dog walkers. That disconnect between how streets are used and how fast we allow cars to move through them is why the city’s proposal to lower the default residential speed limit to 40 km/h is such an obvious and overdue step. Winnipeg’s public service is recommending council reduce the default speed limit from 50 to 40 km/h on residential streets and minor collector roads. A report going to the public works committee next week says the change would improve safety for pedestrians, cyclists and other vulnerable road users. It would not apply to major routes, but to the neighbourhood streets where people cross the road daily, where kids play and where mistakes at high speeds have serious consequences. This should not be controversial. The problem with a 50 km/h limit is not just that it’s too fast. It’s that it’s rarely treated as a true limit at all. With little enforcement, drivers assume — often correctly — they can exceed it without consequence. As a result, 50 km/h quickly becomes 55 or 60 in real-world driving. At those speeds, the margin for error shrinks dramatically. A moment’s distraction, a pedestrian stepping off the curb or a cyclist navigating around a parked car can turn into a life-altering event. Slower speeds reduce stopping distances, give drivers more time to react and significantly lower the risk of severe injury. This isn’t about opinion; it’s about basic physics. Lowering the default limit to 40 km/h helps reset expectations. Even if some drivers continue to push the limit, the overall operating speed on residential streets comes down. That change alone can make neighbourhoods feel calmer, safer and more livable. Waverley West city councillor Janice Lukes, chair of the public works committee, supports the recommendation, though she notes amendments to the provincial Highway Traffic Act are required before it could take effect. “The difference in time is seconds to get somewhere when you’re going 40 or 50 km/h, but it makes a big difference,” said Lukes. “It creates a better quality of life for neighbourhoods.” She’s right. The idea that reducing residential speeds by 10 km/h would meaningfully inconvenience drivers doesn’t hold up. What it would do is improve safety and make neighbourhood streets feel less intimidating for people on foot or on bikes. The recommendation also reflects how Winnipeg is changing. Population density is increasing, and more people are choosing to walk or cycle for short trips. Residential streets are increasingly shared spaces, but our speed limits remain rooted in an era when moving vehicles quickly was the primary goal. However, there’s a crucial caveat city council must not ignore: changing the number on a sign will not, by itself, change driver behaviour. Winnipeg already has proof of that. In March 2023, the city launched pilot projects in four neighbourhoods to study the effects of reduced speed limits of 30 km/h and 40 km/h. The impact on actual driving speeds was minimal. The reason was simple — enforcement was almost non-existent. Drivers quickly realized the new limits came with little risk of tickets or penalties. With no sustained enforcement and few visible consequences, most people continued driving as they always had. The pilots didn’t fail because lower speeds don’t work; they failed because the city didn’t make them matter. That lesson is critical. If council lowers the default residential speed to 40 km/h — and it should — it must also commit to enforcing it. That means a visible enforcement strategy and street designs that discourage speeding in the first place. Without those measures, the change risks being largely symbolic. The report recommends the public service return in a year with updates on provincial approval and an implementation plan. It estimates the cost of signage changes and a public information campaign at about $525,000. That may be enough to inform drivers of the new limit, but it won’t be enough to ensure compliance. Mayor Scott Gillingham has said he won’t prejudge the issue, noting it would prompt a “robust discussion” if the province grants permission. That discussion is warranted, but it should begin with a clear acknowledgment: the current default needs to be changed. A 50 km/h limit on residential streets is a policy choice, not an inevitability. And in neighbourhoods increasingly used by pedestrians and cyclists, it is a choice that no longer makes sense. Lowering the default speed to 40 km/h won’t solve every safety issue on its own. Without enforcement, it would have little impact. But it is a sensible, evidence- based step toward streets that better reflect how people actually live. tom.brodbeck(a)freepress.mb.ca<mailto:tom.brodbeck@freepress.mb.ca>

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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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