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WFP Editorial: The traffic disaster that failed to arrive (Dec11'25)
by Beth McKechnie 11 Dec '25

11 Dec '25

Caution! This message was sent from outside the University of Manitoba. EDITORIAL The traffic disaster that failed to arrive https://www.winnipegfreepress.com/opinion/editorials/2025/12/11/the-traffic… FOR pedestrians and motorists who have traversed Winnipeg’s most iconic intersection during the past six months, a quick upward glance would have confirmed what proponents of reopening the windy interchange to foot traffic have predicted all along: The sky has not fallen at Portage and Main. After years — perhaps decades — of doomsaying by those opposed to reintroducing aboveground pedestrian activity to the intersection, data collected since the June 27 reopening show the controversial change has actually had negligible impact on vehicular traffic flow. Adherents to the keep-it-closed school of thought had long argued that allowing foot traffic across Portage and Main would create varying degrees of gridlock-induced chaos and regrettable vehicle/pedestrian carnage. Instead, the transition back to a pedestrian-accessible intersection has been seamless and without any incidents of note. The study, undertaken by the City of Winnipeg, involved data collected from GPS-enabled vehicles travelling on four specified routes leading in and out of the Portage and Main interchange during peak traffic times in November. That information was then compared to data collected in November 2024, before pedestrian traffic was reintroduced. Morning travel on two of the routes was unchanged, while traffic on the other two experienced a delay of less than one minute. Afternoon travel time on three of the routes increased by less than two minutes, while the fourth actually experienced a one-minute decrease. The analysis did not account for nearby construction or other factors that might have affected traffic flow during the data-collection periods. Meanwhile, the analysis also showed that an average of 3,750 pedestrians have crossed Portage and Main daily since Sept. 1. Mayor Scott Gillingham summed it up this way: “Everybody heard the doomsday predictions about gridlock and accidents that would happen, and the data proves that those predictions were wrong. Ultimately, I don’t have a good answer as to why this was debated for so long.” He doesn’t have a good answer because there isn’t — and wasn’t — one. The recent wrangling over Portage and Main dates back more than a decade, to when then-mayoral candidate Brian Bowman made reopening the intersection one of his key campaign promises. After encountering resistance to his pledge, Bowman relented and said he would abide by the result of a plebiscite on the issue — which in 2018 ultimately showed a majority of Winnipeggers opposed reopening Portage and Main to pedestrians. A breakdown of that vote, however, showed the strongest opposition came from outlying suburban areas of the city, meaning most of the people who voted on the “no” side had likely never actually travelled through the intersection in question. But the politicization of the Portage and Main question by a few naysaying councillors kept the intersection closed, and it likely would have remained inaccessible to pedestrians had not the looming failure of the waterproof membrane protecting the underground concourse — the repair of which would have cost almost $60 million and created four to five years of traffic disruption — forced city council to reconsider the issue as a practical matter, rather than a political one. The newly reported numbers speak for themselves. The return of pedestrians has not affected traffic in any meaningful way. And the simple fact of the matter is that nothing catastrophic was going to happen at this intersection simply because pedestrians crossed the street there. Despite its local-icon stature, Portage and Main is no more complicated than thousands of other intersections in hundreds of other major cities that are traversed safely by millions of pedestrians every day. The wind will always blow at Portage and Main, but the sky was never going to fall.

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WFP: Free bus rides for all might be what’s needed to save Transit (Dec11'25)
by Beth McKechnie 11 Dec '25

11 Dec '25

Caution! This message was sent from outside the University of Manitoba. Free bus rides for all might be what’s needed to save Transit DAN LETT https://www.winnipegfreepress.com/local/2025/12/10/free-bus-rides-for-all-m… WHEN one looks at the multitude of problems facing Winnipeg Transit — declining ridership, increasing costs and chronic concerns about safety — it becomes increasingly clear that new and even radical ideas need to be embraced. One such idea is eliminating fares. That might seem like a pipe dream until it’s acknowledged just how critically important public transit is for the future of all cities, including Winnipeg. Robust transit ridership not only helps reduce carbon emissions — desperately needed to slow climate change — but also reduces the wear and tear on municipal infrastructure, adding years to the lifespans of roads, bridges and other transportation assets. Transit is also a tool that creates socioeconomic opportunities for even the poorest of citizens, enabling them to move about the city. Unfortunately, following the worst years of the pandemic, ridership has dropped in just about every city, threatening the viability of public transit. Winnipeg is an excellent case in point. This week, a City of Winnipeg committee was told Transit would earn $8.5 million less than budgeted for the current year, as nearly five million fewer rides were taken. Transit finance manager Laurie Fisher told the committee “the erosion of fare revenue” is a problem that has no easy explanation and, thus, no current solution. The city is working to improve transit services with last summer’s launch of a redesigned network and improved schedules. Although city officials believe the new system will, ultimately, be better for most riders, there are concerns the transition — combined with ongoing concerns about safety — has discouraged some people from taking the bus. And that is making Winnipeg Transit less viable. It will cost roughly $264 million this year to operate the service. Fares and provincial grants contribute about $140 million, but the balance — about $124 million — has to be taken out of the city’s general revenues. Despite the lost revenue from fewer rides, Winnipeg Transit is expected to end the year with a small surplus, thanks to lower costs of fuel and carbon taxes. However, unless paid ridership increases substantially in the next few years, it will find itself trapped in a revenue death spiral. Fewer riders every year, against a backdrop of increasing costs. It may seem counterintuitive to address the problem by eliminating fares. However, the broader analysis suggests the benefits would far outweigh the overall costs. Increasingly, we’re seeing other cities, faced with the same dilemma as Winnipeg, taking that bold step. In 2023, Iowa City, Iowa, decided to eliminate bus fares for two years on a pilot basis. Ridership rose above pre-pandemic levels by nearly 20 per cent. The city’s residents put 2.9 million fewer vehicle kilometres on city streets, reducing carbon emissions by 778 metric tons. Of course, with close to 80,000 citizens, Iowa City might not make the best point of comparison with a city such as Winnipeg that is 10 times bigger. Thankfully, we are also starting to see larger jurisdictions launch similar initiatives. Luxembourg, the landlocked western European nation bordered by Belgium, Germany and France, has a population of about 680,000. It made buses, trams and second-class train tickets free in 2020 and has experienced around a 12 per cent increase in ridership over pre-pandemic levels and around an eight per cent drop in CO2 emissions. What about bigger jurisdictions? When he was a member of the state assembly, New York City mayor-elect Zohran Mamdani helped launch a one-year pilot project that provided a free bus line in each of the city’s five boroughs. Service was faster, ridership on the free lines increased by as much as 38 per cent and — perhaps more importantly — around 38 per cent fewer assaults were reported. After he is sworn in on Jan. 1, Mamdani has promised to expand his “fast and free” vision for bus service within the Metropolitan Transportation Authority, arguing that increased revenue from vehicular-congestion pricing will help him cover the cost of citywide free bus service. For advocates of free transit, there is a lot of excitement focused on Belgrade, a Serbian city of around 1.7 million that eliminated fares at the beginning of 2025. No results have been made public yet, but the net impacts on ridership, infrastructure, emissions and safety will be of enormous value in determining the viability of free public transit. Could Winnipeg jump on the free transit wave? It would take an enormous amount of support from the federal and provincial governments, as the city on its own would be unable to cover the nine figures of lost fare revenue. If a deal could be cobbled together, however, the benefits to the city could be limitless. Along with non-financial benefits such as lower CO2 emissions, there would be millions of fewer vehicle miles crossing city streets and bridges. Increased ridership could free the city from wasting billions of dollars on expanding over-burdened commuter routes. For residents, it would mean faster commutes and greater safety by reducing injuries from vehicle collisions. That, in turn, would also bring down the cost of automobile insurance. Unless something radical is done, Winnipeg will be faced with a transit system that is increasingly more expensive and less appealing to riders. This is most definitely one of those situations where the cost of doing nothing is ultimately much larger than the cost of doing something bold. dan.lett(a)winnipegfreepress.com<mailto:dan.lett@winnipegfreepress.com>

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WFP: Riding the bus ‘unbearable and stressful’ (Dec11'25)
by Beth McKechnie 11 Dec '25

11 Dec '25

Caution! This message was sent from outside the University of Manitoba. Riding the bus ‘unbearable and stressful’ Transit system’s frustrating flaws amplified by cold, says committed customer shopping for car https://www.winnipegfreepress.com/breakingnews/2025/12/10/taking-the-bus-ju… BUS rider Juan Fernandez has had enough of Winnipeg Transit’s new spine-and-feeder network after just five months and the onset of wintry weather. Fernandez, a Transit customer since he moved to the city three years ago, said he’s going to buy a car because his work commute times are double what they used to be, when buses are on time. “I’m looking at (a car) today because I’m done with the transit system,” he told the Free Press Wednesday. “Winnipeg had a very reliable transit system and now it doesn’t. Now, it’s just unbearable and stressful.” The return of freezing temperatures and snow hasn’t helped. While it hasn’t officially started yet, this is the first winter since the new network was introduced June 29. Fernandez said the switch means he spends more time waiting for buses in the cold. The mild start to the season was manageable, but last week’s -30 C wind chills were unbearable, he said. Many passengers complained about the decision to replace the decades-old hub-and-spoke model because it significantly altered their routes or travel times. Some riders now have to take one or more additional buses. The network change eliminated one of two buses Fernandez could take from a stop near his home to downtown, where he transfers to a different bus to complete his trip to work in the morning. He now has to take an extra bus to get to or from the downtown transfer and his commute has doubled to about 70 minutes each way. His travel times to the gym, stores and other destinations are longer. “I don’t want to go anywhere now because it’s taking too long,” Fernandez said. “I feel very angry. I feel we’re just being pranked.” He said buses on the F6 route are often so packed at peak times that people waiting at stops cannot board and have to wait for the next service. Fernandez said the scenario happened to him one night at Isabel Street and William Avenue in the inner city, where he ended up being chased by a man, who appeared to be a drug user, while he waited for the next bus. After the system overhaul was revealed in June, Mayra Manishigaki had to rethink her routes. Basic trips — going to the supermarket, for example — suddenly went from travel on a single bus to what she describes as “almost impossible.” Five months later, the self-described lover of public transit was bundled up in winter gear, waiting for her bus in Osborne Village. She said the cold was making a difficult change worse. “It’s just terrible. You have to plan ahead and usually in the winter, there are more late buses,” she said. “It’s kind of a bummer.” Many of the stops Manishigaki uses during the day don’t offer weather protection from bus shacks. Helping riders stay warm while getting used to the changes would go a long way, she said. “I just wish you could feel a little bit better, more comfortable,” she said. “Having a shack would mean a lot, especially during winter.” Transit is making some changes, based on complaints or requests, when its winter schedule begins Sunday. Fernandez, who reported concerns to 311, doesn’t think his experience will improve. Late-night service is expanding to most on-request zones, some schedules are being rewritten and trips are being added to some busier routes. “I really hope it makes a significant difference, but there are many different issues that people have,” said Coun. Janice Lukes, chair of the city’s public works committee, which oversees Winnipeg Transit. “For certain people, this is going to be fantastic. For certain people, it’s not yet what they want.” Lukes (Waverley West) said Transit has never undergone such a fundamental change. She encouraged riders to continue to submit feedback because it will help to improve the network. More changes are expected in the spring. “We know there are issues because no change is perfect, but we are working to resolve it,” she said. “The spine-and-feeder system is a much better system to make changes and adjustments to.” Transfers are an integral part of the new system and that’s not going to change, she added. Lukes, a Transit user, said she has received positive feedback from riders alongside the negative and she expects good results in the long-term. She said bus shelters will be added next year based on customer feedback and an analysis by staff. Transit had shelters at 705 of 3,825 stops as of Wednesday, compared with 880 at 5,170 stops at the end of 2024, spokesman Brandon Logan said. The total number of stops was cut when the new network launched. Logan said Transit is assessing the condition of 150 shelters that were removed from cancelled stops to find out which ones can be installed at an in-service stop as soon as possible. Chris Scott, president of Amalgamated Transit Union Local 1505, which represents the city’s bus drivers, said members are happy with the new master plan because it is designed to help them remain on time and take breaks, barring delays caused by construction or weather. It appears most of the frustration among riders has been directed at department heads or council members, rather than front-line Transit staff, he said. “Understandably, humans as a species are averse to change but we are very adaptable and I think that will be the case here as time progresses,” Scott said. “Provided that the elected officials and department heads continue to respond to the issues that the riding public face, I think this system can grow to be far better than what the old system ended up being.” The Downtown Winnipeg Business Improvement Zone recently launched an online survey to find out how the network is affecting people who live, work or visit the area. “We’ve heard anecdotally that changes to the Winnipeg Transit network have increased commute times and are making it more challenging for people to get to and move through downtown,” spokeswoman Olivia Billson said. “We hope to gain further insights and ideas where improvements could be made to the system in the future.” Survey results will be shared with the city, she said. — with files from Malak Abas chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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People are waking up to the fact that new vehicles are the Great Canadian Money Suck
by feaver＠mts.net 09 Dec '25

09 Dec '25

Caution! This message was sent from outside the University of Manitoba. <https://www.theglobeandmail.com/authors/rob-carrick/> [Rob Carrick]<https://www.theglobeandmail.com/authors/rob-carrick/> Rob Carrick<https://www.theglobeandmail.com/authors/rob-carrick/>Personal Finance Columnist Special to The Globe and Mail Published 10 hours agoUpdated 4 hours ago Open this photo in gallery:<https://www.theglobeandmail.com/resizer/v2/B5LSGINOJVB4RD7MRSJ3BTB644.JPG?a…> [cid:image002.jpg@01DC691F.50427EB0]<https://www.theglobeandmail.com/resizer/v2/B5LSGINOJVB4RD7MRSJ3BTB644.JPG?a…> High payments for new vehicles can kill cash flow.Justin Tang/The Canadian Press 450 Comments<https://www.theglobeandmail.com/investing/personal-finance/article-new-vehi…> The triangle of sadness in personal finance is houses, groceries and vehicles. Nothing in the outlook for 2026 suggests major relief is coming on any of those fronts, which leaves you to take action yourself. After five years of oppressive inflation, you've likely pared down your grocery spending as much as possible. Selling your home to cut living costs is no real option, either; it's a last resort and opens up a new set of problems. This leaves us with new vehicles, the Great Canadian Money Suck. The average new vehicle selling price was almost $45,000 at mid-year, and the average monthly loan payment was around $850, according to J.D. Power. Canadians have been amazingly open to carrying this load, but there are signs that is changing. Looking back over his 16 years as a bankruptcy trustee, Scott Terrio recalls how normal it was to point out to clients that high payments for a new vehicle were killing their cash flow. With monthly payments over $1,000, auto loans are increasingly like car mortgages<https://www.theglobeandmail.com/investing/personal-finance/article-car-auto…> "The difference now is that I have spoken to at least five or six people who have actively said to me, before I suggested it, that they'd like to give their car back," said Mr. Terrio, the manager of consumer insolvency at Hoyes Michalos & Associates. "And that's never happened." You can see the burden of vehicle payments in the latest numbers from credit reporting agency Equifax. In the third quarter of this year, the number of borrowers who missed three or more payments on their auto loans increased 10.8 per cent, to a total of 1.9 per cent of borrowers. Mr. Terrio lays out the savings of getting rid of a car as follows: A monthly payment of, let's say, $700, plus $300 for insurance and another $300 for gas. "That's $1,300 per month - what other lever in your budget can you pull with that extent of savings?" he said. "Nothing. It's so glaring." Let me preface the coming rant on vehicle spending by saying that I have owned 16 cars and one SUV in the past 47 years. I have economized and overspent on vehicles, mostly new ones because I appreciate the improvements in performance, fuel consumption, safety and comfort. In my early 30s, having just bought a home, I sold a fairly expensive two-seat sports car to clear some space in our household spending. One vehicle-buying rule I always followed was to limit loan terms to five years rather than give in to six- and seven-year terms that would shrink monthly payments. Another rule was to put a $400 ceiling on monthly payments, which I'll now inflate to $500 to reflect higher vehicle prices. More stories below advertisement The unspoken consensus that it's fine to pay hundreds of dollars more per month for a vehicle was partly built on clever marketing by the auto industry, which got us hooked on higher-cost SUVs over cars. To ease the shock of higher costs, dealers and lenders commonly offer loan terms of up to seven or eight years and present financing deals by showing weekly or biweekly payments instead of monthly ones. Another explanation for our acceptance of high vehicle payments is that we're more than ever using cars and SUVs to manifest our best selves. Driving a fully loaded SUV says we're active people with busy lives who appreciate finer things. Mr. Terrio sees vehicles as a classic example of the conflict between needs and wants. "People will say to me, 'But I need my car,' and I say back to them, 'You need a car - you don't need that car.'" Rob Carrick: Four questions to help you navigate the personal finance challenges ahead<https://www.theglobeandmail.com/investing/personal-finance/article-personal…> Rob Carrick: Eight lessons learned in 27 years of covering personal finance and investing<https://www.theglobeandmail.com/investing/personal-finance/article-rob-carr…> The types of vehicles his clients drive is worth noting. Expensive German brands are common. Also, some Teslas and fully loaded pickup trucks owned by young men. Mr. Terrio noted how common it is for renters to own vehicles like these - he's heard a theory that people are buying luxury vehicles as consolation for being shut out of the housing market. The reason why we may be at a breaking point for the acceptance of high vehicle costs is the layering of generational levels of inflation on top of economic disruptions caused by the pandemic and then the trade war with the United States. If you're under maximum financial stress and see your car or SUV payments as part of the problem, Mr. Terrio says you can notify the lender or dealer that you're walking away from your loan. Any shortfall between the sale proceeds for your vehicle and the amount owing can be added to the debts that are part of your insolvency. Mr. Terrio believes Canada is "over-vehicled," which is to say we spend too much on cars and SUVs relative to income. "I'm not anti-car," he said. "I'm anti-broke."

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WFP: Transit loses millions in ridership revenue (Dec9'25)
by Beth McKechnie 09 Dec '25

09 Dec '25

Caution! This message was sent from outside the University of Manitoba. Transit loses millions in ridership revenue New network, safety concerns cited as ridership declines; surplus still forecast https://www.winnipegfreepress.com/breakingnews/2025/12/08/transit-loses-mil… WINNIPEG Transit expects to earn $8.5 million less in fares than its budget predicted this year as fewer people have been taking the bus. During a public works meeting on Monday, committee members were told the number of riders fell to 89 per cent of 2019 levels as of Nov. 30, this year. That’s down from 95 per cent of 2019 (pre-pandemic levels) throughout 2024. Annual ridership reached 48,770,208 in 2019, the city’s website says. “The issue that we continue to struggle with is the erosion of fare revenue and this year’s forecast is to be under budget by $8.5 million… We did not anticipate the extent to which we have realized lower ridership numbers,” Laurie Fisher, Winnipeg Transit’s finance manager, told the committee. Fisher said riders who refuse to pay also affect revenue. Due to savings in fuel and carbon tax costs, Transit still expects to end the year with a $400,000 surplus. The service doesn’t have clear data to determine the exact reasons why ridership declined. However, a Transit official believes the bumpy start to a new primary transit network implemented on June 29 is partly to blame. “After the launch of the new network, we were expecting that we would have a bit of a decline in ridership, because… it’s going to take people a while to learn the new network. Some people are just going to not take transit anymore and there’s going to be a bit of a lag until people who have better service (due to the changes)… start taking the bus,” said Bjorn Radstrom, Transit’s manager of service development. The new primary transit network triggered many complaints from riders, with some reporting longer travel times, inconvenient stops and added transfers. Transfers are a key feature of the new spine-and-feeder system, which uses community feeder routes to connect to more central ones and aims to make many buses more reliable. Radstrom noted the decline in ridership began late last year, months before the new network was implemented. He said similar reductions have been experienced by other transit systems, though the reasons are not clear. “We’re all a little bit confused as to why this is happening,” he said. The chairwoman of council’s public works committee said she suspects reduced ridership may be linked to repeated security issues. “I’d have to say people are not maybe taking transit as much because they’re concerned about their safety,” said Coun. Janice Lukes (Waverley West). Crime has been a persistent concern for Transit for several years. In September, the Winnipeg Police Service announced a “targeted safety strategy” in and around buses. Police noted 325 violent crimes were reported at Winnipeg Transit locations in 2024 alone, including on buses and near bus shelters. Lukes stressed the city and Transit have taken several steps to reduce public transportation risks, including adding community safety officers who patrol buses and bus stops. Amalgamated Transit Union Local 1505 president Chris Scott called the loss in revenue “a bit of a surprise and a bit of a concern.” Scott suggested changes made by the Transit overhaul, namely the reduction in late night service, could be a major factor in ridership decline. Safety issues could also be a factor. “The two of them combined should put the city on notice that something is going to have to be done, and going to have to be done soon,” he said. Ridership has slowly gone up since the pandemic, Scott said, but the drop in revenue has him concerned about a potential “death spiral,” where a reduction in ridership could result in cuts in service from the city, then spark further reductions in ridership. “I do hope that this is just a hiccup in our increase in ridership.” Harleen Deol, a University of Winnipeg student, said she bought a car around three months after the Transit routes changed in June. Overnight, the trip from her home in Amber Trails to the U of W nearly doubled, to an hour or more from 35 minutes, and she had to walk over half an hour to get home some days because her bus did not run at night. “I can guarantee that if the bus routes had not changed, I would have never got the car,” she said Monday. Taylor Reisdorf said he used to catch the bus twice a day or more. Now, he uses the bus about one day a week. He also bought a car in response to the Transit overhaul after his commute from River Heights to his downtown office became 40 minutes or longer, in comparison to his original 15- to 20-minute commute. “I no longer rely on the transit system… I’ve lost faith in their ability to run the system properly,” he said. As the temperature continues to drop, he said he worries about Transit users who may be waiting outside more often and for longer periods, without additional shelters at stops to help them stay warm. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> malak.abas(a)freepress.mb.ca<mailto:malak.abas@freepress.mb.ca>

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WFP: WRENCH’s Cycle of Giving provides bikes to children in need (Dec8'25)
by Beth McKechnie 08 Dec '25

08 Dec '25

Caution! This message was sent from outside the University of Manitoba. WRENCH’s Cycle of Giving provides bikes to children in need Hundreds of bicycles brought back to life https://www.winnipegfreepress.com/breakingnews/2025/12/08/hundreds-of-bicyc… THE same thing that motivated Gerry Hagglund to participate in a bike-building marathon 14 years ago brought him back to the event on Sunday. “It just seemed like the right thing to do,” he said. Hagglund was one of more than 100 volunteers who participated in the WRENCH’s 15th annual Cycle of Giving, which sees the organization take bicycles bound for the landfill, restore them and give them to children in need. More than 350 bicycles were brought back to life during the 24-hour event, which started Saturday at noon. A retired dental supply company executive and avid cyclist, Hagglund arrived at the event at 6 a.m. on Sunday. Five hours later, he’d already repaired 10 bikes. “It’s kind of nice to see something like that get all fixed up and go off to a new person who will really enjoy it,” the 68-year-old said. “I can remember when our son got his first bike. It’s an amazing sight to see.” There were 16 repair stations set up at Lord Roberts Community Centre for the event, plus one corner where participants made sure each bicycle was equipped with reflectors. At the quality control station, two senior mechanics double-checked everyone’s work and gave each bike a test drive. “One of the joys of Cycle of Giving is watching large adults ride tiny bicycles — and usually pull it off pretty well,” Geoff Heath said, cracking a smile. Heath was one of the first employees at the WRENCH, which stands for Winnipeg Repair Education and Cycling Hub, when it was started in 2010. While he’s since moved on to other work, he still volunteers at the charitable non-profit. Taking a short break from his work at the quality control station on Sunday, the 42-year-old recalled pulling all-nighters during the first few Cycle of Giving events. “At some point, around 3 a.m., you really don’t want to fix bikes anymore,” he said. “It’s a marathon. To those that do it, kudos.” It’s a worthwhile cause, he added. “(For) so many kids in the city who might not have access to a bike, at the holiday season they’re getting a pair of wheels,” he said. “That’s pretty amazing.” After making it through quality control, every bike went to the washing station to undergo cleaning. Maren Tyc and Lauren Purves were set up there Sunday morning. It was the lifelong best friends’ first time participating in the event. “Maybe in future years we’ll be at the level to work at one of the mechanic stations,” Tyc said. “I’d be really excited about that.” Tyc and Purves decided to get involved after doing a cycling trip in Norway this past summer. The 26-year-olds rode more than 1,000 km on a tandem bicycle from Oslo to Tromsø, where Purves is studying urban planning. Both were impressed by the event. “There’s a lot of energy in the room… and so much generosity,” Tyc said. “It’s just really cool to see this many people come together for one cause.” The WRENCH aims to make the event accessible to participants of all abilities and skill sets, Heath said. At a final station, volunteers were creating homemade holiday cards that will be distributed with each bike. According to its website, the WRENCH offers community bike programming aimed at educating youth, empowering volunteers and providing people with affordable, sustainable active transportation options. It’s headquartered on Logan Avenue. Cycle of Giving is important because it gives the organization an opportunity to fix and distribute a large number of bikes in a short amount of time, said Anders Annell, bike shop co-ordinator. The WRENCH will distribute the bikes to about a dozen community partners who will give them to children who are nine years old and younger, he said. Staff and volunteers go to great lengths to make sure children receive something that works well and is clean, he added. “Any bike can be awesome if it’s free, but a bike that looks great and works great is even better — and it’s safer,” Annell said. Bruce W.J. Miller, executive director at the Manitoba Aboriginal Sports and Recreation Council, said he feels fortunate his organization will be receiving some of the bikes repaired during Cycle of Giving. “We’re very thankful for the generosity of the WRENCH program,” Miller said. “As you can imagine, a bike can mean a world of difference to a young person.” aaron.epp(a)freepress.mb.ca<mailto:aaron.epp@freepress.mb.ca>

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WFP: Data shows opening Portage and Main to pedestrians has minimal impact on rush-hour travel times (Dec8'25)
by Beth McKechnie 08 Dec '25

08 Dec '25

Caution! This message was sent from outside the University of Manitoba. Data shows opening Portage and Main to pedestrians has minimal impact on rush-hour travel times ‘Doomsday predictions’ proven ‘wrong’ https://www.winnipegfreepress.com/breakingnews/2025/12/08/doomsday-predicti… FOUR months after the intersection of Portage and Main opened to pedestrian crossings, traffic data shows there has been almost no impact to commuting motorists. It’s news that comes as little surprise to proponents of taking down the barricades that once held foot traffic at bay — and one that some hope will end a contentious debate that has raged in the Manitoba capital for decades. “Before the intersection was open to pedestrians, everybody heard the doomsday predictions about gridlock and accidents that would happen, and the data proves that those predictions were wrong,” Mayor Scott Gillingham said Friday. “Ultimately, I don’t have good answer as to why this was debated for so long.” The City of Winnipeg undertook a study to analyze travel-times for motorists crossing Portage Avenue and Main Street. It involved data collected from GPS-enabled vehicles travelling on four key routes leading into and from the intersection during peak traffic hours in November. That data was then compared to data collected from November of last year, before pedestrian traffic was introduced. Morning travel on two of the routes was unchanged year over year, while travel time for the others increased by less than a minute. In the afternoon, travel time on three of the routes increased by less than two minutes, and the remaining route saw a one-minute decrease. “Generally speaking, there has been minimal impact to travel times,” city spokesperson Julie Dooley said in an email. “These changes are all considered relatively negligible when looking at impacts to daily commutes.” Meanwhile, the data found the intersection has been crossed by tens of thousands of pedestrians, with foot traffic averaging 3,570 people per day. Dooley noted the analysis did not account for nearby construction, or other issues that could cause congestion. “I’m not surprised. It’s a modern intersection and we are employing modern techniques to manage traffic flow,” said University of Winnipeg urban geography professor Jino Distasio. “My hope is that, in the end, the average Winnipegger just sees the opening of Portage and Main as nothing more than a routine cleanup of an intersection that could have always allowed pedestrians to cross.” Despite its reputation as Winnipeg’s most iconic intersection, Distasio said Portage and Main is fundamentally no different from crossings in other major urban centres. “On any given day now, if you asked a tourist, ‘Is there anything distinctive about this intersection?’ Most would look at you and say, ‘What?’” he said. “I think today, we’ve just moved on. The issue is closed and the intersection is open.” Arguments over whether at-grade crossings should be permitted at Portage and Main have ebbed and flowed since it closed to foot traffic in 1979 and pedestrians were redirected to an underground concourse. Reopening the intersection was a key plank in former mayor Brian Bowman’s 2014 election campaign, but he encountered resistance from some on city council. The debate reached a fever pitch with the results of a 2018 plebiscite, in which the majority of respondents voted against reopening. Opponents cited concerns that pedestrian crossings may cause traffic congestion and compromise safety. It is unclear whether the reopening has resulted in an increase in collisions; Manitoba Public Insurance could not immediately provide such data on Friday. Winnipeg Police Service spokesperson Const. Claude Chancy said pedestrian crossings have not caused issues for officers. Coun. Janice Lukes, who at first opposed opening the intersection to pedestrians, later reversed course and was among the first people to cross during a grand-opening ceremony in June. She travels the route by car almost daily, and has noticed no difference to her commute in the months since, she said. “At the time, I didn’t support it. But, you know what, society changes, things change, life changes, people change,” she said. “I think back then, there was a lot of political drama about it. This current mayor said, ‘Look, it’s an intersection. We want to get it done, let’s do it.’ And we did, and I’m fine with it.” Adam Dooley was a key member of the citizen-led Vote Open campaign during the plebiscite. He said the decision became unnecessarily politically charged, and should have instead focused on improving accessibility downtown. “It was a feud between a couple of city councillors and the mayor of the day, and I hope that we can all learn that that kind of behaviour just poisons politics and leads to bad decision-making,” he said. “It’s very nice that it’s working out the way it is; it’s frustrating that it took us this long to get here.” Coun. Jeff Browaty, who also once opposed opening the intersection, agreed that doing so has not had a dramatic effect on travel times. He said the change coincided with other traffic improvements surrounding the intersection, including the addition of a new turning lane and an overhaul of the Winnipeg Transit network. “I think these are all real factors,” he said. “I think this does end the debate, and we will have to monitor things. I do believe there is still a segment of the population that is still anti-car… the vast majority of trips Winnipeggers take are by vehicle, and I think we do need to continue to recognize that fact.” tyler.searle(a)freepress.mb.ca<mailto:tyler.searle@freepress.mb.ca>

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WFP: Mayor sees solution to housing at curling club site (Dec4'25)
by Beth McKechnie 04 Dec '25

04 Dec '25

Caution! This message was sent from outside the University of Manitoba. [This article is a bit outside the boundaries of the AT Network's purpose but I thought many of you would be equally interested.] City report says provincial board lacks authority to impose parking condition on development permit Mayor sees solution to housing at curling club site https://www.winnipegfreepress.com/breakingnews/2025/12/03/city-proposes-roc… MAYOR Scott Gillingham says the city has a solution to advance the controversial housing project slated for the Granite Curling Club parking lot, although the club alleges the city doesn’t have the power to put it in place. “I believe there’s a win-win situation here to get the housing built that we need… and also to address the parking matter in a new lease,” said Gillingham. In February, city council approved an 11 storey, 110-unit residential building for the city-owned land. Half of the suites would have affordable rent for 99 years. But the Granite Curling Club appealed the decision to the Manitoba Municipal Board, arguing the location would eliminate 45 of its 80 parking stalls, rendering the operation no longer viable. In November, the municipal board directed the city and club to develop an “adequate” parking plan “to the satisfaction of the Granite Curling Club” and city, which the mayor opposed, arguing that would give the club veto power over the project. Since provincial legislation prohibits city council from passing a zoning bylaw that doesn’t conform to the municipal board’s recommendations, many considered the directive binding. However, in a new report released Wednesday, city staff conclude the parking plan condition is “not in respect of the proposed bylaw” and the provincial board has “no authority” to impose a condition on a development permit. That means city council is not legally bound to follow it, the report states. The staff report recommends council instead approve its original motion to allow the project. “We have the public service recommendation here, in consultation with the city’s legal team, that this is the way we should proceed and I’ll be supporting that,” said Gillingham. The mayor noted he is also calling on city staff to negotiate a new long-term lease with the board of the curling club, which includes an expanded leased area and dedicated on-site parking options. “I believe there’s parking space available in the area. This problem can be solved,” said Gillingham. The city has long deemed the proposed housing at 22 Granite Way as key to creating much-needed affordable homes near transit and other services. On Wednesday, a member of the Granite club’s board said he remains convinced the city would violate provincial legislation if it doesn’t follow the entire municipal board recommendation. “Although the city was unhappy with the decision, it doesn’t give the city the right to ignore the provisions of the city charter and the municipal board’s recommendation,” said Christian Pierce, the board’s secretary. “(This) is in clear contravention of the city charter provisions.” Pierce said the club doesn’t oppose the housing development itself but must have sufficient parking to ensure it can continue operations. He said the board is considering “all options” to oppose the city’s decision, which could include a legal challenge. “We’re just absolutely baffled that (the city is) taking the position that they don’t have to follow legislation,” said Pierce. When asked if the provincial government will take any action to ensure the city follows the board’s directions, Manitoba Municipal Relations Minister Glen Simard did not directly answer. While he urged the city and curling club to “continue to work on compromises,” he also noted repeatedly that his government respects the authority of its municipal counterparts. “We’ll continue to look forward to having legislation in place so these types of incidents don’t happen in the future… The city has decisions to make. We respect them as a local and mature order of government to make those decisions,” said Simard. The provincial government is reviewing legislation that controls the municipal board’s powers. Winnipeg City Council’s executive policy committee will vote Tuesday on the plan to move the project forward. — with files from Carol Sanders joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Transit heeds ‘direct feedback,’ adds late-night hours to most on-request zones (Dec2'25)
by Beth McKechnie 02 Dec '25

02 Dec '25

Caution! This message was sent from outside the University of Manitoba. Transit heeds ‘direct feedback,’ adds late-night hours to most on-request zones https://www.winnipegfreepress.com/breakingnews/2025/12/02/transit-heeds-dir… WINNIPEG Transit will soon add late night service to most of its on-request zones, allowing riders to hail buses until 2 a.m. most days. The city made the announcement in a news release Monday, saying the changes are a “direct result” of feedback that riders have submitted since June’s launch of the new spine-and-feeder bus network. “Winnipeggers have been clear about what’s working and what needs improvement,” Mayor Scott Gillingham said in the release. “Winnipeg Transit is using that feedback, along with what they see on buses and at transit stops every day, to keep improving the new network.” The city cut more than 1,000 bus stops when it overhauled the transit system, but expanded the on-request bus service that allows riders to request a bus pickup online, via an app or by calling 311. There are now 12 zones around the city where riders can request a bus to take them from where they are to a bus stop on the primary network. Ten of those zones will benefit from the changes, with zones 104 (St. Boniface Industrial Park) and zone 110 (St. Boniface) the only two unaffected, All zones that currently operate after 7 p.m. will extend service until about 2 a.m. on weekdays and Saturdays. On Sundays and holidays, those zones will operate until about 12:45 a.m., the release said. The boundaries for zone 103 (North West) will also expand so passengers can take on-request rides to Garden City Shopping Centre and Walmart. “We’ve also rewritten schedules for buses that were regularly late and added capacity to routes that were regularly full,” the news release said. Other changes include a full rewrite of schedules for buses D12, D13, D16 and F8. In total, those routes will see 49 service hours added on weekdays. New trips will also be added to six school-serving routes that are experiencing capacity issues, the release said. Routes 557, 649 and 678 will see new trips added before and after school hours. Routes 442, 694 and 885 will see an extra trip added before school hours. A list detailing those schedule changes, and more, is available on the Winnipeg Transit website. The changes will take effect Sunday to coincide with the launch of Transit’s winter schedule. tyler.searle(a)freepress.mb.ca<mailto:tyler.searle@freepress.mb.ca>

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WFP: Que. coroner calls for better pedestrian safety after death of girl (Dec1'25)
by Beth McKechnie 01 Dec '25

01 Dec '25

Caution! This message was sent from outside the University of Manitoba. Que. coroner calls for better pedestrian safety after death of girl MONTREAL — A Quebec coroner is recommending strengthened measures to protect pedestrian safety after the hit-and-run death of a seven-year-old Ukrainian refugee in 2022. Coroner Éric Lépine said in a recent report that the girl’s death was accidental, caused by the driver’s failure to stop fully at an intersection as well as the blinding morning sun. “My analysis of the facts leads me to conclude that the driver never saw (the victim) and that (the victim) never saw the vehicle,” Lépine wrote. “The collision resulted from a lack of vigilance on the part of the driver, due to an incomplete stop of his vehicle combined with poor visibility caused by glare from the sun.” However, he called on the city and province to take steps to improve safety at intersections, including adding sun glare as a criteria to consider when deciding which measures to put in place. Seven-year-old Mariia Legenkovska was walking to school with her brother and sister on Dec. 13, 2022, when a Jeep Grand Cherokee fatally struck her. The driver drove away without stopping but turned himself in to police later that day. He pleaded guilty in 2024 to failing to stop after an accident, and was later sentenced to a year of house arrest. Mariia and her family moved to Montreal in 2022 to escape the Russian invasion of their country. Her father, Andrii Legenkovska, was fighting for Ukraine’s territorial defence forces when she was killed, and he travelled to Montreal from the front lines to bury his daughter. Lépine’s Nov. 12 report redacts the victim’s name but notes that her death affected all of Quebec and prompted calls to better protect children in city streets. The report notes that the driver slowed down and looked both ways at the intersection where the girl was struck, but did not stop. The driver did not see the girl, but felt a bump under his tires, it states. He turned himself in to police a few hours later. The coroner noted that physical modifications such as bollards, speed bumps and curb extensions are the best way to improve pedestrian safety at intersections, and advised the city to continue adding them wherever possible. — The Canadian Press

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