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WFP Analysis: Six years later, ‘Yes’ side gets the last laugh (Mar2'24)
by Beth McKechnie 02 Mar '24

02 Mar '24

Caution! This message was sent from outside the University of Manitoba. Six years later, ‘Yes’ side gets the last laugh OPINION https://www.winnipegfreepress.com/local/2024/03/01/is-the-truth-in-the-end-… BACK in 2018, with Winnipeggers embroiled in a contentious plebiscite about whether to reopen Portage and Main to pedestrian traffic, one of the property owners connected to the concourse beneath the storied intersection suggested city council delay the vote. The roof membrane of the concourse was leaking and would have to be replaced. However, as the plebiscite campaign raged on, the property owners and city had done only very preliminary engineering work to estimate the size and cost of a fix. “It would seem to me to be very premature to vote on the intersection until we get all the engineering information on what expenditures need to be made to the concourse,” said Roseanne Hill Blaisdell, president and CEO of Harvard Developments, owner of 201 Portage Ave. History will show the plebiscite was not delayed and that — without all of the necessary information about the consequences of the concourse repairs — Winnipeggers voted convincingly to keep the intersection closed. Fast-forward five years. The missing information in the debate over Portage and Main was finally unearthed Friday when Winnipeg Mayor Scott Gillingham released an engineering report confirming it would cost $73 million to remove the existing pedestrian barricades and repair the roof of the underground concourse beneath the intersection. Gillingham said once he had the report in hand, he began to see just how pointless it was to repair the concourse. The $73-million investment would only buy the concourse — the city-owned circular walkway that connects the sub-grade retail and commercial levels of four properties at Portage and Main — another 40 years or so, when the entire process would have to be repeated. And because the membrane has to be accessed from street level, significant portions of the intersection would be closed for up to five years. The decommissioning of the concourse will be costly, as well, Gillingham said, with estimates running from $20 million to $50 million. However, that work will not have to be repeated in 40 years and will not require the intersection to be closed at street level, he added. Despite voting against reopening in 2018 and avoiding the issue completely in the 2022 election, Gillingham said he realizes the only sensible option is to close the concourse permanently, which almost automatically means reopening the intersection to pedestrians at street level. “I think it’s the practical decision,” Gillingham said in an interview on the Niigaan and the Lone Ranger podcast. “I think that if the average voter in Winnipeg had this information (back in 2018), that we’d looking at $73 million for this work, that we’d have to do it again in 30 to 40 years and five years of traffic chaos, I think more voters would have said, ‘Open it to pedestrian traffic.’” Rather than get involved in another plebiscite, Gillingham will join Coun. Sherri Rollins in tabling a motion on the floor of city council to close the concourse permanently and reopen the intersection to pedestrians by 2025. In other words, no followup plebiscite. Gillingham should be applauded for putting practical considerations ahead of philosophical ones. But it will still rankle many of the most strident supporters of reopening the intersection who predicted this exact scenario back in 2018. You may remember that former mayor Brian Bowman was actually elected in 2014 on a pledge to reopen the intersection. However, in the leadup to the 2018 civic election, North Kildonan city councillor Jeff Browaty and allies on council challenged the mayor to hold a plebiscite on the issue on the theory that voters in suburban neighbourhoods — where there is typically higher turnout during civic elections — would defeat the idea. Sensing the political mismatch that was developing, the ‘Yes’ campaign immediately went to work educating voters on the truth of the Portage and Main debate, which was afflicted by both a shortage of critical information (engineering estimates) and deliberate misinformation. Browaty, architect of the plebiscite and unofficial leader of the ‘No’ campaign, continued to argue that reopening the intersection would put vehicles and pedestrians at risk and cripple traffic flow. He made the arguments even though there were much busier and larger intersections in downtown that allowed pedestrians to cross at street level safely and efficiently. And Browaty dismissed concerns about the concourse repairs, suggesting that if existing barriers had to be removed as part of repairing the membrane, then it was an opportunity to build something “more aesthetically pleasing” in their place. When Browaty was reminded during the campaign that a full cost estimate had not been completed, he shrugged and started repeating talking points about pedestrian safety. What a lot of people suspected, and what we know now to be true, is that the 2018 plebiscite was a sham. It was a misinformed debate that took place with only partial information about cost implications, all designed to hoodwink voters. For a ‘Yes’ campaign that relied heavily on fact but ultimately fell prey to the forces of fiction, there may be some hard feelings about having to wait five years for the truth to come out. On the other hand, the ‘Yes’ folks do get to have the last say on the matter. They told you so. dan.lett(a)winnipegfreepress.com<mailto:dan.lett@winnipegfreepress.com>

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WFP: Portage & Main - Concourse businesses worried; disability groups cheering
by Beth McKechnie 02 Mar '24

02 Mar '24

Caution! This message was sent from outside the University of Manitoba. Concourse businesses worried; disability groups cheering Winds of change bring mixed reaction https://www.winnipegfreepress.com/breakingnews/2024/03/01/winds-of-change-b… DOWNTOWN senior Marilyn Brazeau is a frequent visitor to the underground concourse at Portage and Main. Brazeau, who lives a few blocks away, is a regular customer of some Winnipeg Square businesses and, after hearing Friday’s traffic-stopping news, expressed concerns about the owners and people who work below the famous intersection. Mayor Scott Gillingham announced earlier in the day that replacing the leaking membrane under the intersection — protecting the concourse below — would cost the city $73 million and take up to five years, creating major construction-related traffic disruptions. The city will instead close the concourse and remove the controversial concrete barriers at street level that have prevented pedestrians from crossing since 1979. Gillingham’s announcement comes more than five years after 65 per cent of voters in a civic plebiscite turned thumbs-down to reopening the intersection to pedestrians. The mayor said he’s working with Coun. Sherri Rollins to draft a motion that recommends the city remove the pedestrian barricades by summer 2025 to coincide with the launch of the new transit network. Brazeau acknowledged that safety is a concern for people who access the concourse via stairwells from the street. “It is kind of scary (in the concourse), to be honest with you but, I mean, it’s scary up here too, right?” she said, adding she’d like to hear more input from downtown residents and business owners and possibly another plebiscite, before the city takes action. “I think it’s really controversial,” she said. “I think that people should have a say, people should vote on it, because it’s going to cost money, it doesn’t matter which way we go.” John Young was 17 years old in 1979. At the time, he found the decision to close the intersection to people shocking. Now the executive director of the Independent Living Resource Centre, which supports people with disabilities in Winnipeg, he is well-versed in the difficulties downtown residents have navigating the corridor. “Just imagine this — you went from Portage Place, you want to get to here,” he said Friday morning, gesturing at the concourse entry adjacent to the Richardson Building. “But then you get to Scotiabank, and the elevator doesn’t work. You can’t keep going. You’ve got to go back home.” He said the city had reached out to the ILRC for input on the possible change. While he’d like to see the concourse stay open, taking down the barriers will make a big difference for many. “One hundred per cent, this would solve it for people with disabilities, it would solve it for older people, it would solve it for a lot of people who live downtown who just want to cross the street,” he said. If the city saves money by closing the concourse, Winnipeg Square eatery Caribbean Vibes owner Melani Bastians said the city should take the difference and invest it into social supports in the downtown core. “If there’s any extra money that’s being saved from this (change), in the downtown core, we should find a warehouse, build a massive kitchen and… we can make massive amounts of food for the hungry,” she said. Lasha Yaeger has managed the Winnipeg Square dessert shop Cookies By George for nearly 25 years and has followed the never-ending debate about the intersection nearly that long. She was thinking about the future of her business Friday. While some customers order ahead over the phone, most of her business comes from people walking up and buying treats on the go — many using the underground concourse to get to her — and she’s not sure business in the winter will keep up if people have to get to her by trudging through the snow. “As a business, it will affect me,” Yaeger said Friday. “I’m not going to get as many people walking up, especially in the wintertime. So I’m a little concerned.” Yaeger wonders how her business and others in the downtown core, still licking their wounds in the aftermath of COVID-19, will adapt again. “I have very mixed feelings on it,” she said. The underground concourse was quiet Friday morning, and many of the businesses inside were empty. Business owners in the area were skeptical about hopes from city council members that the change could help the revitalization of downtown. Mike Publicover, who owns the nearby Stonework’s Bistro, has been working downtown for more than 30 years. “Every mayor, every council, every time somebody has an idea to improve downtown, it hasn’t happened,” he said. malak.abas(a)freepress.mb.ca<mailto:malak.abas@freepress.mb.ca>

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WFP: Portage & Main - Most councillors behind mayor (Mar2'24)
by Beth McKechnie 02 Mar '24

02 Mar '24

Caution! This message was sent from outside the University of Manitoba. Most councillors behind mayor WINNIPEG Mayor Scott Gillingham said he thinks a motion to reopen Portage and Main to pedestrians by the summer of 2025 has the support of most of his fellow councillors. He was joined at his city hall press conference by councillors Cindy Gilroy (Daniel McIntyre), Janice Lukes (Waverley West), Sherri Rollins (Fort Rouge - East Fort Garry) and Vivian Santos (Point Douglas) who spoke in favour of it. “Once we start opening things up, we’re going to see a flurry of businesses,” said Gilroy. “When people are around, there is more safety. It builds a downtown where people want to come and live,” she said. Rollins said she and her colleagues have reached out to business organizations about the impact on retailers in the concourse. “We want to keep businesses in the downtown,” she said. “We care a lot about the empty spaces that we want to see filled above ground, too.” Santos said businesses and residents have been asking to open up the intersection and improve access to businesses and services at street level. Others also expressed support. “These types of decisions require leadership and I am glad to see the mayor has taken that approach,” said Evan Duncan (Charleswood-Tuxedo-Westwood). “Open the intersection to pedestrian traffic, close the lower level and let’s get on with life,” Duncan said in an email. Markus Chambers (St. Norbert-Seine River) said he, too, is in favour. So is St. James’ Shawn Dobson. “Opening Portage and Main might be the best financial decision we can make,” Dobson said. The cost of repairs to the concourse membrane, a reduction in pedestrian volume since the pandemic and a need to reinvigorate downtown are three reasons he cited for supporting reopening the intersection. Ross Eadie (Mynarski) said he will vote “yes” but has “concerns and conditions” he wants addressed. Eadie said $73 million would be better spent on replacing the Arlington Bridge. Matt Allard (St. Boniface) and Devi Sharma (Old Kildonan) both said they weren’t prepared to comment Friday. Some other expressed opposition for different reasons. Jeff Browaty (North Kildonan) said repairing the underground concourse is worth it and questions the cost involved in closing it for good. “The reality is we don’t know what the actual costs are to do the mothballing, to close the concourse entirely,” he told reporters after the mayor’s press conference. “We don’t know how long that’s going to take, what the level of construction is to fill it in, so to speak.” He said the $20 million to $50 million cost suggested by the mayor “is really from the back of a cocktail napkin.” The mayor was “putting too much emphasis” on the traffic interruptions if the $73-million repair goes ahead, said Browaty who supports spending to keep the underground concourse open. “I think there’s a lot of advantage to our downtown for people who work in that core for people to use the retail amenities in the underground concourses.” Holding another plebiscite on the matter is unwarranted, he said. “Winnipeggers have spoken. They don’t want it open.” Russ Wyatt (Transcona) said a plebiscite is necessary and Winnipeggers should decide on reopening Portage and Main. “Their voice is being completely ignored by city hall today and being undermined.” He said the city should be getting a second opinion. Brian Mayes (St. Vital) said he’s neither for nor against the reopening — it’s the timeline for making a decision that he called “very troubling.” “I am disturbed by the rush to get this decided,” he said Friday. “This is a pretty big issue.” Councillors Jason Schreyer and John Orlikow did not respond to a request for comment.

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WFP: The great debate returns - Mayor crosses street in decades-old controversy (Mar2'24)
by Beth McKechnie 02 Mar '24

02 Mar '24

Caution! This message was sent from outside the University of Manitoba. The great debate returns… with a $73-million price tag Mayor crosses street in decades-old controversy after report reveals repairs to membrane protecting concourse will cost $73M, disrupt traffic up to five years https://www.winnipegfreepress.com/breakingnews/2024/03/01/mayor-calls-to-re… PORTAGE and Main could reopen to pedestrians by summer 2025 after decades of debate and political wrangling over the fate of the iconic downtown intersection. On Friday, Winnipeg Mayor Scott Gillingham announced he’s now in favour of removing the concrete barricades at each corner preventing pedestrian crossing after a new report said it would cost $73 million to repair the leaking membrane under the concrete that protects the concourse below it. The repairs would involve major construction-caused traffic disruptions for up to five years at what is now Winnipeg’s sixth-busiest downtown intersection, the report said. A motion is being drafted to call for the pedestrian intersection to reopen by summer 2025 to coincide with the launch of the new Winnipeg Transit route network. The engineering report goes to the city’s property and development committee on Thursday. “The goal is to get this approved by the end of the month,” said Gillingham, who previously was opposed to reopening the intersection. He said learning the costs and inconvenience of keeping the concourse open changed his mind. “I think it’s time we put this question to bed once and for all and move onto more important issues like addressing homelessness, safety, housing and improving commuting options for people throughout our entire city.” The so-called “coldest and windiest corner in Canada” has been closed to pedestrian traffic since 1979 under an agreement the city signed with a developer who agreed to build two office towers, a hotel, a bank and an underground mall. The city agreed to force people who wanted to cross the street to do it underground, benefiting businesses in the mall. Permanently closing the city’s portion of the underground concourse could take up to five years and cost $20 to $50 million, Gillingham said. “It’s too soon to tell at this point, but there wouldn’t be access through the concourse once it’s decommissioned,” he said. Public works chairwoman Coun. Janice Lukes said Portage and Main has lower volumes of traffic than other downtown intersections and is the only one closed to pedestrians. Funding and research to ensure the intersection is safe for pedestrians would come through the city budget’s road safety plan, said Lukes (Waverley West). Former mayor Brian Bowman promised to reopen the intersection while in office, but after 65 per cent of voters registered their opposition in a non-binding 2018 plebiscite, he dropped it. Instead of a plebiscite, Gillingham and property and development chairwoman Coun. Sherri Rollins will draft a motion calling for Portage and Main to reopen to pedestrians and the mayor expects the majority on council will support it. “There’s a lot that has changed in the past six years,” said Gillingham, who maintained his opposition to taking down the pedestrian barriers during his 2022 mayoral campaign, pointing to the 2018 plebiscite and saying it would be “disrespectful” to the public to ignore the results. However, Winnipeggers were in the dark concerning how much it would cost and how long it would take to replace the membrane, he said Friday. Since the non-binding vote, a global pandemic has changed commuting and work patterns and a transit network design is helping to improve traffic flow, he said. “We have information today we did not have in 2018 and I did not have during the election in 2022,” the mayor said. Coun. Jeff Browaty, who was one of the loudest voices in opposition to opening the intersection in 2019, said civic officials still don’t have enough information and he doesn’t think there’s been adequate consultation with affected property owners. James Richardson & Sons issued a brief statement Friday saying that it is “in favour of improving and revitalizing Winnipeg’s downtown, including taking the step of opening the Portage and Main intersection to pedestrian traffic.” “We understand that the City (of Winnipeg) is considering closing the underground pathway as part of the re-opening of the intersection to aboveground pedestrian traffic, but without time to consider the details of such a plan, it is too early for us to comment further,” the statement said. A prominent tenant at Portage and Main applauded the push to remove the concrete barricades. “Not only do we care in terms of the downtown at large, but… as tenants that are going to be accessing that intersection every day,” said Winnipeg Chamber of Commerce president and CEO Loren Remillard. Four or five years of anticipated traffic disruptions would add to the challenges already facing downtown, Remillard said. “This isn’t just the responsible decision,” he said. “It is the only logical decision.” Federal Northern Affairs Minister Dan Vandal, a former city councillor, said he supports “100 per cent” closing the underground concourse and removing the barriers. “I wish we would have done it 15 years ago,” the St. Boniface MP said at an unrelated news conference in the city Friday. “COVID really did a number on the underground pedestrian walkway and infrastructure is expensive, and I think it’s the right move,” Vandal said. “I’ve long advocated for opening up Portage and Main when I was a (city) councillor… I think this is an example of a good idea will always rise to the top. And it’s quite clear that there were challenges with closing pedestrian traffic and maintaining the underground vitality.” Premier Wab Kinew, who opposed the reopening in the 2018 plebiscite, didn’t offer provincial help to repair the membrane to keep the concourse open. “Mayor Gillingham and I share a commitment to downtown redevelopment and, if he believes this is a cost-effective path forward, then our government won’t stand in the way,” he said in a prepared statement. — with files from Maggie Macintosh, Malak Abas and Katie May carol.sanders(a)freepress.mb.ca<mailto:carol.sanders@freepress.mb.ca> Closed intersection timeline December 1976: City council awards a contract to build an underground parking garage and pedestrian corridor at Portage and Main, and agrees to prohibit pedestrians from crossing the iconic intersection for 40 years. February 1979: A city committee votes to immediately ban pedestrian traffic at the intersection, although crossing from the south corner was permitted to continue until a connection was completed between the concourse and street. March 1979: A caravan of protesters — many using wheelchairs — make three circuits of the intersection to protest the closure. A Winnipeg police sergeant told them, “I must warn you that you are in violation of a traffic-control device.” Officers wrote down the names of about a dozen protesters and gave them to the Crown attorney’s office. August 2014: Mayoral candidate Brian Bowman holds a campaign news conference to announce he would open the intersection to pedestrians, with the goal of getting it done by 2019. “We’ll all be here when the Winnipeg Jets win the Stanley Cup,” he said. October 2018: Voters re-elect Bowman to a second term. Winnipeggers also vote overwhelmingly (65 per cent “no”) against reopening the intersection in a non-binding plebiscite. October 2022: Scott Gillingham is elected mayor. He said during the campaign that he was opposed to reopening the intersection. The second-place candidate, former mayor Glen Murray, previously supported reopening Portage and Main but said that month that “the people have spoken about it once already.” April 2023: The city releases a discussion paper outlining the issues surrounding the intersection, including a massive project to repair the membrane protecting the Winnipeg Square concourse and options to improve pedestrian access.

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CBC: 'A lot has changed,' Gillingham says as he pushes to reopen Portage and Main by summer 2025
by Beth McKechnie 01 Mar '24

01 Mar '24

Caution! This message was sent from outside the University of Manitoba. Mayor says fixing intersection to save walkway below would cause 'traffic chaos' and cost $73M https://www.cbc.ca/news/canada/manitoba/portage-main-reopening-gillingham-1… Winnipeg Mayor Scott Gillingham made it official Friday morning and announced his desire to reopen Portage and Main to pedestrians by summer 2025. A new report from the city's acting urban planning manager says fixing the leaky membrane at Portage Avenue and Main Street in order to protect the city-owned underground pedestrian crossing would create traffic delays for four or five years and cost at least $73 million. Gillingham said Friday at a news conference he cannot support years of traffic disruptions and will not support the plans, outlined in the new report, to fix the leaky membrane at the city's sixth-busiest intersection. "Repairing the membrane would require completely tearing up Portage and Main in sections and create traffic chaos downtown for four to five years," Gillingham said. "We need to pursue a more practical alternative. It's time to reopen Portage and Main to pedestrian traffic." Gillingham's plan, which must be supported by council, would permanently close the circular underground walkway. Reopening the intersection in summer 2025 would coincide with the implementation of Winnipeg Transit's new route network, which will include a transit hub at Portage and Main. Portage and Main has been closed to pedestrians since 1979. An agreement with neighbouring property owners to keep it closed expired in 2019. James Richardson & Sons, which owns the Richardson office tower at the northeast corner of the intersection, said it supports pedestrian crossings at the intersection. "James Richardson & Sons Ltd. is in favour of improving and revitalizing Winnipeg's downtown, including taking the step of opening the Portage and Main intersection to pedestrian traffic," spokesperson Barb Perreaux said in an emailed statement. "We understand that the city is considering closing the underground pathway as part of the reopening of the intersection to above-ground pedestrian traffic, but without time to consider the details of such a plan, it is too early for us to comment further." The Manitoba Métis Federation, which owns the former Bank of Montreal building on the southeast corner of Portage and Main, supports reopening the intersection. President David Chartrand said above-grade crossings will increase the vibrancy of downtown Winnipeg and enable foot traffic to the Métis heritage centre under construction at the Bank of Montreal. That centre is slated to open in 2026, he said. CBC News has reached out to Harvard and Artis, the owners of the office towers at the northwest and southwest corners of Portage and Main. Former mayor Glen Murray sought to reopen the intersection and held a contest to redesign it. That plan was shelved by his successor, Sam Katz, who said he wished to honour a 40-year deal with adjacent property owners to keep the intersection closed. * Refresh coming to Fairmont Winnipeg after hotel acquired by James Richardson & Sons<https://www.cbc.ca/news/canada/manitoba/fairmont-winnipeg-hotel-purchase-ri…> * 'Would have been a step backwards': Winnipeggers vote to keep Portage and Main closed<https://www.cbc.ca/news/canada/manitoba/winnipeggers-vote-portage-main-1.48…> Brian Bowman, Katz's successor, initially promised to reopen the intersection to pedestrians but shied away after a majority of Winnipeggers who voted in a non-binding plebiscite in 2018 indicated they opposed the idea. Gillingham did not support reopening in 2018. "There's a lot that has changed in the past six years. We have information today we didn't have then," Gillingham said. "We didn't know then that replacing the membrane would disrupt traffic for four to five years. We didn't know that it would cost $73 million. We didn't know that we were going to have a global pandemic that would permanently change commuting and work patterns. "We didn't have the transit network design, which will actually help to improve traffic flow at the intersection, and I think if voters did have that information in 2018, I think they probably would have made a different choice. I know I would have. Gillingham said he is not asking the province for money to help with decommissioning the underground concourse. City councillors Sherri Rollins (Fort Rouge-East Fort Garry), Janice Lukes (Waverley West), Cindy Gilroy (Daniel McIntyre) and Vivian Santos (Point Douglas) stood alongside Gillingham at the news conference. Rollins, Gilroy and Santos represent every Winnipeg ward adjacent to downtown, while Rollins also chairs council's property committee and Lukes chairs council's public works committee. Gillingham said he expects some city councillors to oppose his decision. Transcona Coun. Russ Wyatt is one of them. He questioned why a city planner wrote the report and not a city engineer. "It raises alarms and concerns that we would rush to judgment that we would overturn a plebiscite decision made by the citizens of Winnipeg not to open that intersection," Wyatt said in an interview. e later jumped up to the podium where Gillingham spoke at the news conference and addressed people who were there. City hall staff responsible for audiovisual equipment turned his microphone off. Kate Fenske, executive director of the Downtown Winnipeg Business Improvement Zone, said reopening Portage and Main to pedestrians will improve the vibrancy and safety of downtown. Adam Dooley, who was the co-chair of the "vote open" campaign during the 2018 plebiscite, said the city was aware keeping the underground concourse would come with significant costs. The decision should never have been put to a vote, said Dooley, the public relations manager at communications firm UpHouse.

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WFP: City seeks public input on addressing icy sidewalks (Feb29'24)
by Beth McKechnie 29 Feb '24

29 Feb '24

Caution! This message was sent from outside the University of Manitoba. City seeks public input on addressing icy sidewalks https://www.winnipegfreepress.com/breakingnews/2024/02/28/city-seeks-public… WHILE city crews are proactively seeking out slippery sidewalks to sand, they’re also asking Winnipeggers to point out trouble spots, after a recent freeze-thaw cycle created treacherous conditions. A City of Winnipeg post on X (formerly Twitter) asks residents to report the streets, sidewalks and paths that need sanding the most. “We’ve got thousands of kilometres of sidewalk and pathway. We do have city staff actively out trying to address public areas by putting out sand … but the more we can work together as a community to help, the better we will be,” said Coun. Janice Lukes, chairwoman of public works. “So, we’re encouraging residents to help, to call in these trouble spots.” For sidewalks, Lukes (Waverley West) said public reports help target sanding where it’s needed most. “When (the temperature is) back and forth like this, for sure we get more calls, because every day the conditions are different. And it is frustrating because people have strollers, they want to walk, it’s slippery. This last spell (of winter weather) was a real bad one … but if we’re notified of the troubled areas, we’ll get out there,” said Lukes. The councillor noted repeated freeze-thaw cycles have made some routes more treacherous this winter, but stressed the city has invested more to keep sidewalks and active transportation paths clear. That included spending $3 million to buy 15 sidewalk snow-clearing machines, which arrived in time for this winter. The recent weather patterns made sidewalks especially tough to navigate on Monday, when Rachel Unger fell on a slick patch of ice covered by a layer of snow. “I think it was an issue of weather just because it melted so much and just got really, really cold. It was snow-covered ice, so I didn’t even see that it was there. … It all happened very fast,” said Unger, who uses they/ them pronouns. The fall caused a torn knee ligament, so they may require surgery. Unger suspects sanding might have prevented the injury altogether and hopes the city will take additional proactive measures to sand sidewalks, such as by adding set timelines to complete the treatment. “This winter has just been so wild and very unpredictable from anyone’s standpoint. This is not typical … (but) it would be nice to have a more standardized approach, knowing that it’s not going to prevent all injuries. If we could prevent some (injuries) that would be amazing,” they said. Lukes said requiring all sidewalks to be sanded within a set amount of time would prove challenging and may not be the most effective use of tax dollars, since sidewalk conditions can vary on a block-by-block basis. “You can literally go down two blocks and see (both) frozen ice and dry sidewalk … I really don’t think sanding every sidewalk in the city (would) be a very efficient use of our resources,” she said. The timing of sidewalk sanding is currently based on visual inspections and weather conditions, spokeswoman Julie Horbal Dooley said in an email. “Sanding/ice control isn’t a matter of one-and-done completeness; often, when conditions are suitable, we will sand the entire Priority 1 (major route) and Priority 2 (collector street) sidewalks after a full network plow. Outside of plowing operations, we will sand if and where conditions require it — not on a city-wide or priority-(based) basis,” wrote Horbal Dooley. Coun. Matt Allard, who has repeatedly called for enhancements to sidewalk snow clearing, said he’s not sure more sanding is the answer. Allard (St. Boniface) said his call to have all sidewalks cleared at the same priority level as major route roads, which was recently rejected by city council, would be more effective in keeping sidewalks passable. “(It would) mean comparable conditions for someone who’s driving a car on a (major route) and someone who’s walking on a sidewalk. It would, in my opinion, involve a situation where a slippery sidewalk is the exception and not the rule when you’re looking at the freeze-thaw conditions,” he said. City policy dictates that roads on Priority 1 major routes be cleared to bare pavement, with plowing completed within 36 hours after a snow event ends. Crews are expected to plow downtown sidewalks to a paved surface when “conditions allow,” while sidewalks along major routes and collector streets are cleared to a compacted snow surface, both within 36 hours after a storm ends. Residential sidewalks are to be maintained to a compacted snow surface, with plowing completed within five working days after work starts. Allard said more frequent sanding may be less effective than changing snow-plowing timelines and standards, since sand can be frozen over during freeze-thaw cycles. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Calls to curb cars on Cambridge (Feb29'24)
by Beth McKechnie 29 Feb '24

29 Feb '24

Caution! This message was sent from outside the University of Manitoba. Calls to curb cars on Cambridge Residents complain about traffic volume https://www.winnipegfreepress.com/breakingnews/2024/02/28/calls-to-curb-car… A RIVER Heights neighbourhood where residents are fed up with rush-hour drivers treating their streets as shortcuts could get relief in the form of traffic-calming measures. At its March 5 meeting, city hall’s public works committee is set to ask staff to explore interim measures for Cambridge Street north of Corydon Avenue, and the possibility of a longterm traffic management plan with a wider look at the community. “The objective is to try to make the streets calmer and safer for everybody,” said Coun. John Orlikow (River Heights-Fort Garry). He said cut-through traffic has been an issue and Cambridge Street is among the residential streets where it is excessive. If his motion is approved, city staff will be given four months to report back on possible measures. The motion says cut-through traffic is increasing as the south end of Winnipeg densifies and grows. A short-term plan would seek input from River Heights residents and consider possible ramifications for streets adjacent to Cambridge, said Orlikow. He said the city would look at how recent construction work on corridors such as Stafford and Harrow streets has affected nearby residential streets. Last year, Cambridge residents told the Free Press drivers were using the street as a shortcut during the construction projects. About 3,900 vehicles per day use Cambridge between Corydon and Grosvenor avenues, the city said. Lower totals were recorded between Grosvenor and Kingsway (3,400) and Kingsway and Academy Road (2,400). Daily totals are as high as 6,500 between Corydon and Grant avenues, where Cambridge is wider and designed to accommodate more traffic. Tim Fennell, a founding member of a residents group, Calm Cambridge, that has lobbied city hall for traffic calming measures, welcomed the potential for interim solutions. “I believe there is some political will to make this happen,” he said. “We need support from all the different members of council.” The group proposed five interim calming measures in its pitch to city hall. It suggested extending the red light interval for north-south traffic at Cambridge and Corydon, installing temporary speed bumps between Corydon and Academy and temporarily reducing the speed limit to 30 km/h on that stretch. The group has asked the city to consider extending left-turn restrictions, from Grant and Corydon to northbound Cambridge, to include the afternoon rush hour. It also suggested blocking existing slip lanes at Grosvenor and Cambridge, and using the intersection as a normal four-way stop. Fennell said there is some risk of traffic being redirected onto adjacent streets by any new measures on Cambridge, but he believes drivers would choose corridor streets rather than other residential streets. He began lobbying for calming measures out of concern for the safety of Cambridge residents and road users, given the volume of traffic and high speeds of some vehicles. He said Cambridge is narrower between Corydon and Academy, and not designed to handle as much traffic as it does. Some sections do not have sidewalks. Fennell said he obtained Manitoba Public Insurance data that showed 179 reports of collisions on Cambridge and 80 on neighbouring Oxford Street from 2014 to 2022. The highest annual total for Cambridge was 31 in 2019. Wayne Manishen, a Winnipeg doctor, wants the city to consider traffic control measures at Cambridge and Taylor Avenue, an intersection he uses regularly. “I call it the ‘Cambridge carnage and chaos corner,’” said Manishen, who provided photos of a collision that happened last summer and a congested intersection during the afternoon rush. In 2018, council rejected a request for a temporary traffic light during construction of the nearby Waverley Street underpass. Manishen believes another option could be turning restrictions for some directions of travel during certain hours. “You don’t necessarily need lights, but you need something,” he said. “The status quo is still a dangerous option.” A long-term community study would take many months to complete. Last year, public works chair Coun. Janice Lukes told the Free Press a community plan would be more effective than individual changes. A community study in Lord Roberts began in 2018 and closed in 2023, with ongoing monitoring. It proposed about two dozen solutions, including reduced speed limits on some streets, new sidewalks, parking restrictions and cyclist crossing improvements. Meanwhile, the public works committee will also consider a recommendation to include traffic-calming measures, where feasible, in road renewal projects in locations that have higher volumes of “vulnerable” road users, starting next year. A staff report cites school and playground zones, and neighbourhood greenways as examples. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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WFP: Council ponders price hike for residential parking pass (Feb28'24)
by Beth McKechnie 28 Feb '24

28 Feb '24

Caution! This message was sent from outside the University of Manitoba. Council ponders price hike for residential parking pass https://www.winnipegfreepress.com/breakingnews/2024/02/27/council-pondering… WINNIPEGGERS who require permits to park on their home street may soon pay much more to do so. Annual residential parking permits are required to park in time-limited areas. They cost $25 each, with each household able to apply for up to three. A new tiered approach would raise that fee to $50 for a first permit per household, $75 for a second and $200 for a third. Pending approval in the city’s 20242027 budget, the new fees would take effect in 2024, and would increase with inflation each year after. Coun. Jeff Browaty, the head of council’s finance committee, said the substantial hikes are meant to deter street parking and encourage greater use of driveways, garages and other alternatives. “This wasn’t really done as a big revenue generator. What we’re really trying to do is discourage long-term on-street parking, wherever possible,” said Browaty. When asked why the fees will increase so much at once, the North Kildonan councillor said he thinks the cost remains relatively low. “Car ownership, like it or not, is not an inexpensive proposition. … Even on a very small car, $50 is basically the cost of a simple tank of gas,” said Browaty, who added the permit fee has also been frozen since 2006. Other councillors agreed the change is warranted. “It opens up the street. It allows other people to park and have turnover. … These are public streets, they’re not public parking lots,” said Coun. Janice Lukes, chairwoman of public works. However, one councillor fears many inner-city residents, who more often lack garages and other parking alternatives, would face an unfair burden if the new rates are approved. “Now, not only are you charging for the parking pass, you’re going to have to have a massive increase for them. It’s just very unfair for residents who are living in the inner city,” said Coun. Cindy Gilroy. The Daniel McIntyre councillor said she already receives complaints about the $25 annual passes and hopes to convince fellow council members to reject the increases. “I don’t think this is a popular move. I think they should look at other ways to generate revenue,” said Gilroy. There are currently about 3,200 active residential parking permits for Winnipeg vehicles, including 86 permits issued for a third vehicle in one household, according to the Winnipeg Parking Authority. If council approves the changes, the higher fees will likely be imposed sometime this summer, said Lisa Patterson, the manager of parking and facilities for the WPA. “We’re really trying to encourage people to not use the city street as car storage. … Try to use the spaces on your property first,” said Patterson. She said such fees are already higher in other Canadian cities and more revenue is needed to cover the program’s cost. While annual operating costs for the permitting program were not provided, Patterson said fee revenues fall short of paying for staff, software and other expenses, though that figure includes an unspecified dividend to be transferred to general city revenues. Overall, the parking authority is expected to transfer about $7.8 million to general city coffers this year. Patterson suggested the higher fees could also entice more Winnipeggers to consider alternate forms of transportation to personal vehicles. “There’s a cost to car ownership and if there’s a way to encourage people to utilize a different method of transportation, that’s something we’re trying to do,” she said. Coun. Sherri Rollins supports the changes as a move away from “subsidizing” vehicle use. “Generally speaking, when you own things like vehicles or bicycles, you have a place where you are going to keep them. When that place is (in) the public realm … then the public sphere acts like a subsidy,” said Rollins (Fort Rouge-East Fort Garry). “I will get arguments, as soon as you publish this, that $50 is too low (for the first car per home), that we should not at all be subsidizing vehicles.” Rollins said she believes the proposed fees — which would affect residents of multiple streets in her ward — are fair. “I’m concerned about affordability on a lot of fronts, including housing. … I’m not concerned about it here, not at these price points. Not at the first car. I still think the third car (permit price) is still too low,” she said. City council will cast a final budget vote on March 20. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca>

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WFP: Vehicle hits three people in crosswalk (Feb23'24)
by Beth McKechnie 23 Feb '24

23 Feb '24

Caution! This message was sent from outside the University of Manitoba. Child and two adults taken to hospital, driver flees scene Vehicle hits three people in crosswalk https://www.winnipegfreepress.com/breakingnews/2024/02/22/two-adults-child-… A CHILD and two adults were hit by a vehicle Thursday morning in a River Heights pedestrian crosswalk close to an elementary school and two daycare centres. The student at J.B Mitchell School, a crossing guard and another adult were taken to hospital, police said. The collision happened at about 8:50 a.m. in the warning light-equipped crosswalk at the intersection of Grant Avenue and Lanark Street. “Winnipeg Fire and Paramedic Service members were on scene when police arrived and the pedestrians were transported to hospital in stable condition for precautionary measures,” Winnipeg Police Service spokesperson Const. Dani McKinnon said. “The driver, who was not on scene when police arrived, has been identified and is co-operating with police.” McKinnon said the investigation into the incident is ongoing, but no charges have been laid. Police told the Free Press at one point Thursday the incident was a hit-and-run but later said that has yet to be determined. No evidence of the incident remained near the scene by late morning. When school let out around 3:30 p.m., two crossing guards were stationed at the intersection wearing fluorescent safety vests and activating the crosswalk lights — which were fully operational — before ushering children and adults across the street. When the roadway was clear, a steady stream of motorists cruised past. A Winnipeg School Division spokesperson referred to the crossing location as “very busy.” Multiple parents who were parked near the school waiting to pick up their children said school officials had notified them about the incident via email earlier in the day. “I have a daughter who is in the same class as that little (child who was struck),” said one mother, who did not provide her name. “The school brought in some extra people for the kids to talk to.” One neighbour who lives near the crosswalk but did not witness the collision said it is frequently used by parents who park on Lanark south of Grant before walking their kids to the school located at the corner of Lanark and John Brebeuf Place. As far as the man is aware, the lights have always functioned normally and vehicles typically stop as expected, he said. “It doesn’t seem like a trouble spot, but if I had kids, I’d just be careful; you’ve got to be careful at every corner,” he said. While Lanark is designated as a school zone to the north and south of the intersection, motorists travelling eastbound or westbound on Grant are not required to slow their speeds below the 50 kilometre per hour limit. At least one home on Lanark has a yard sign that urges drivers to “please slow down.” Collisions between drivers and pedestrians are not uncommon on city streets. City council approved the Road Safety Strategic Action Plan in 2022, a year in which drivers killed 11 pedestrians in Winnipeg. The document outlined several infrastructure improvements and safety recommendations, including the creation of a road safety committee, a road safety branch within the public works department and three new full-time safety-focused staff positions. One of those positions was filled early this year, a city spokesperson said Thursday. The 2023 city budget allocated $282,000 in funding for the project. In just over a year, Winnipeg police have issued news releases about 10 incidents in which pedestrians were seriously injured or killed by motorists. Of those, four occurred in the last two months. Most recently, a 23-year-old woman died after being struck by a 58-year-old driver on the 1400 block of Pembina Highway the night of Jan. 26. Investigators learned the woman had run in front of the vehicle, which was travelling southbound on Pembina near Clarence and Boston avenues. The driver stopped and remained on scene. On the morning of Jan. 13, an 18-year-old man was struck and killed near Notre Dame Avenue and Cecil Street. Investigators again determined the victim had run in front of the involved vehicle, which was heading southbound on Notre Dame. Police said the driver stopped his vehicle, called police and provided emergency medical care to the victim until an ambulance arrived. The week prior, a 48-year-old man was killed after being run over by a motorist attempting to pull into a car wash. The man had been lying near the entrance, police said. Finally, a woman died after a driver struck her near Kildonan Place mall on Jan. 5. Police said the victim had been involved in an earlier collision with another vehicle, got out of her car to exchange information with the other motorist and was hit by a passing truck. The driver remained on scene. Thursday’s collision is not the first time a child accompanied by an adult was hit by a vehicle at a city crosswalk. Rezene Habtegergish, 4, and her mother were hit by a vehicle at a crosswalk on Isabel Street at Alexander Avenue the morning of March 18, 2019. Rezene later died. Surafiel Musse Tesfamariam, 8, was struck and killed at a crosswalk on St. Anne’s Road, between Bank and Varennes avenues, the morning of Feb. 13, 2018. He was crossing the road with his mother. Signs were later put up on Varennes with the honorary name Surafiel Way. tyler.searle(a)freepress.mb.ca<mailto:tyler.searle@freepress.mb.ca>

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WFP Analysis: Commuters, meet Marchetti (Feb20'24)
by Beth McKechnie 20 Feb '24

20 Feb '24

Caution! This message was sent from outside the University of Manitoba. Commuters, meet Marchetti https://www.winnipegfreepress.com/opinion/analysis/2024/02/20/commuters-mee… IF you’re ever hosting a dinner party and you get the feeling that urban planning theory might be just the right topic to spark some lively conversation, casually bring up Marchetti’s Constant. It might make you the hit of the party. It’s a simple but powerful idea that has defined the shape and size of cities for thousands of years and is a key determinant of the sprawling metropolises we live in today. In 1994, Italian physicist Cesare Marchetti published a research paper titled Anthropological Invariants in Travel Behaviour. The study looked at how people of all cultures have moved around their cities from ancient times to the present day and recognized a consistent human behaviour, now known as Marchetti’s Constant. His research identified that when taking the average across a population, the maximum time people will comfortably dedicate to urban commuting is one hour per day — half an hour in each direction. Marchetti found that the half-hour commute has remained consistent throughout time, and the size of the cities we live in has been defined by how far we can commute in that time, using the transportation technologies of the day. He looked at Ancient Rome and found that even as it became the largest city on Earth with more than a million people, it never grew past four kilometres in diameter. With an average human walking speed of four kilometers per hour, a person could do a pedestrian commute from the periphery to the city centre in half an hour. Despite incredibly high densities and no natural boundaries to stop outward expansion, the size of the city remained defined only by how far people could comfortably walk. Cities across the world, from China, to Mesoamerica, to Europe, roughly maintained this size well into the Industrial Revolution. With the invention of bicycles and the development of streetcars in the late 1800s, the speed of urban mobility increased, and the size of cities followed, but the half-hour commute time remained constant. Commuters on bikes or riding streetcars could travel about six kilometres in half an hour, and the streetcar cities that developed across North America during this time followed by growing to this dimension. The pre-automobile city of Winnipeg with 400 streetcars serving 100 million riders per year, was about five kilometres from downtown to the periphery, about a half-hour commute. Today, the size of cities is defined largely by vehicles and the road networks they travel on, but Marchetti’s Constant remains. Comparing major Canadian cities, average commute times are remarkably consistent despite vast population differences, with the three largest cities averaging about 30 minutes and smaller cities ranging between 23 and 27 minutes. This consistency can be attributed to larger transportation networks in more populous cities. Calgary as an example, covers twice the area of Winnipeg, yet its commute times are only about a minute longer because it has a much larger road network. Intuitively, this would seem to indicate that cities should be striving to build larger roads to reduce travel times, but this is where the lessons of Marchetti’s Constant become important. Cities don’t build their transportation networks to create 30-minute commutes, they naturally expand to the 30-minute limit that their transportation systems will accommodate. We often expect that expanding a road network works like replacing a small pipe with a larger one, creating more room for water to flow smoothly through. When it comes to roads, however, it’s more like installing a larger pipe that naturally draws more water into itself until it’s filled again. When a road is made larger, people can drive faster, and commute times are reduced. Because of Marchetti’s Constant, people will naturally begin to live farther away, until that magic half hour commute time limit is once again reached. This brings more cars travelling longer distances to the enlarged road, resulting in traffic congestion that increases commute times beyond half an hour. Residents will again lobby for larger roads in response, and the cycle will begin again. The result is that cities are not only saddled with the prohibitive cost of constructing larger roads, but they must also pay to service and maintain more infrastructure in an ever-expanding urban area. Continually stretched civic budgets, with reduced services and crumbling infrastructure, are the result of cities being caught in this unsustainable growth cycle. All of Winnipeg’s long-term strategic plans and guidelines encourage higher density and inward growth to make our city more livable, affordable, economically viable, and environmentally sustainable. Experience demonstrates that when we build bigger roads, we are not only making it impossible to achieve these strategic goals, but we are also not solving the problem of traffic congestion. Bigger roads invariably lead to physically larger cities and more vehicle traffic. An alternative strategy to increasing road capacity is to address congestion by incentivizing ways for people to live closer to where they are commuting to. These inward growth patterns can reduce driving distances and in turn, the number of cars on the road. With higher densities and shorter commuting distances, alternative mobility options like walking, biking and public transit become more viable. Targeted investments to make these different transportation modes more attractive can reduce vehicle use and further alleviate traffic congestion. From ancient Rome to North American streetcar suburbs, and the sprawling cities of today, Marchetti’s Constant has demonstrated for thousands of years that transportation systems are fundamental in shaping cities, and they can either be used to expand urban sprawl, or they can naturally push growth and development inward in a more sustainable way. Brent Bellamy is creative director at Number Ten Architectural Group.

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