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WFP: Cycling advocates say city wasted time on safety (May7'25)
by Beth McKechnie 07 May '25

07 May '25

Caution! This message was sent from outside the University of Manitoba. Focus on unworkable bike path plan could have been better spent making roads safer, they say Cycling advocates say city wasted time on safety https://www.winnipegfreepress.com/breakingnews/2025/05/06/no-speed-limits-f… Plus: https://www.cbc.ca/news/canada/manitoba/winnipeg-cyclists-decry-delay-of-we… THE city will not set speed limits for bikes on active transportation paths, a decision cyclists say took valuable time away from real issues needed to make roads safer. More than a dozen cyclists gathered at city hall prior to a public works committee meeting Tuesday, displaying the white “ghost bike” that honours Rob Jenner, who was killed in a crash with a speeding vehicle on Wellington Crescent near Cockburn Street on June 6, 2024. During the meeting, members of the group urged the committee to urgently enact changes to make bike travel safer on Wellington. They argued key city staff should have been able to focus on that topic instead of researching options for an active transportation speed limit that officials ultimately deemed too difficult to enforce. “We would like to be here to talk about 30 km/h (speed limits) in residential areas … I do not want to be the next one killed on my way to work,” said Linda van de Laar. In December, city council ruled out calls to immediately reduce the speed limit to 30 km/h from 50 km/h on Wellington Crescent, from River Avenue to the western end of Academy Road. At the time, some councillors cautioned against elected officials imposing the change without having city traffic experts study it first. Council did direct staff to report on solutions to improve cyclist safety on the route that can be implemented this year. That report was originally due in April but was delayed until June. “It’s (now) one month before the anniversary of Rob Jenner’s death and there’s no sense (that) the urgency to fix a hole in our infrastructure as significant and deadly as Wellington Crescent is shared by our city leaders … We won’t see action until past the time of year when Rob needed it,” said Andrew Kohan. Coun. Janice Lukes, chairwoman of public works, said future changes must be thoroughly studied before the city proposes a plan to alter Wellington. “It is a very, very high volume regional road, so the public service wants to make sure it’s safe and they’re going to take their time … They’re taking their time to do a proper, comprehensive outreach and review,” said Lukes. The Waverley West councillor said she expects city staff may recommend converting a lane of Wellington Crescent into a bike path and lowering the speed limit. Lukes said the city has spent millions of dollars on safer active transportation routes in recent years. “Is it balanced right now from vehicular use to active transportation? I’d say absolutely not. But we’re evolving. We can’t do it overnight,” she said. The cycling advocates did support a city staff recommendation to rule out setting a speed limit along active transportation paths for electronic bikes, scooters and other similar devices. Public works cast a final vote to follow that advice on Tuesday afternoon. According to a city report, the municipal government lacks the authority to set separate speed limits on paths that form part of a road, highway or street under the Manitoba Highway Traffic Act, meaning speed limits could only be added on completely separated paths. The report suggests any such speed limits would be difficult to implement. “(That) would require significant new signage, be difficult to enforce, and likely have low compliance among higher speed users,” it notes. Councillors ordered the report after some residents complained a growing number of motorized bikes were rushing past pedestrians at unsafe speeds, creating a growing safety hazard, said Lukes. She agreed a bike speed limit isn’t a promising option to address that concern. “I think we can use our police service for better things that are more urgent,” said Lukes. The report notes most bikes aren’t even equipped with speedometers and don’t require registration, making tickets difficult to issue. Instead, city staff plan to create an educational program to teach all users how to safely share active transportation paths, with a focus on bicycles and electronic devices yielding to pedestrians. The city’s pedestrian and cycling strategy may also be updated to require new paths to have separate spaces for electronic devices/bicycles and pedestrians “when possible and feasible.” If the above measures don’t work, the report suggests the city could start making paths wider to better accommodate multiple modes of travel. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Community members to lead Jane’s Walks throughout the city (May2'25)
by Beth McKechnie 02 May '25

02 May '25

Caution! This message was sent from outside the University of Manitoba. A 21-gun salute for urban theorist Jane Jacobs Community members to lead Jane’s Walks throughout the city ● Friday-Sunday ● Various locations ● Free ● For more info see: wfp.to/janeswalk<http://wfp.to/janeswalk> AFTER her time meeting with the City of Winnipeg in the ’90s, the world’s most famous urban theorist Jane Jacobs was reportedly gifted a $10 watch with the city logo. “It’s so funny because it came in this fancy little box,” laughs Caitlin Broms-Jacobs, Jane’s granddaughter, an oboist living and working in Winnipeg. If this gift seems like a token of underappreciation, Winnipeg offers Jane something of a 21-gun salute this May. That’s the number of Jane’s Walks hosted in Winnipeg this year between Friday and Sunday during the annual festival of free, community led-walking tours inspired by Jacobs. Started by friends and colleagues of hers shortly after her death in 2006, the concept quickly spread to cities around the world — more than 500 of them to date, according to the fest’s Toronto- based steering committee. “It’s all very decentralized and self-organizing,” says Jim Jacobs, Jane’s son. He lives in Toronto’s Annex neighbourhood, where Caitlin grew up and Jane lived after emigrating to Canada from the United States in the late ’60s. “Its focus and value are not in promoting her thoughts or ideas… but to provide a soapbox,” he goes on. “People will say whatever they want to say and if the audience likes it, they’ll stay. And if they don’t, they’ll beat their feet!” This grassroots freedom is already in a certain Jacobian spirit. Jane Jacobs’ complex ideas evolved considerably after her 1961 classic The Death and Life of Great American Cities; the first book of many by a self-educated mother of three, which ultimately turned the urban-planning establishment on its head. (Although her son observes that establishment absorbed her ideas in ways that today sometimes amount to little more than window dressing — big shows of “community consultation,” for instance, that do little to shape planners’ schemes.) But certain throughlines tie this tapestry together. Jacobs championed vibrant, walkable neighbourhoods built on diversity, density and mixed-use development. She famously opposed top-down planning and urban renewal projects that she believed devastated communities. Instead, she emphasized local knowledge and organic interactions between everyday people in shaping successful urban life. If some of these ideas seem taken for granted today, it speaks to Jacobs’ towering influence — an influence resisted at first by an establishment more smitten with modernist visions that served “order and progress” at the expense of human-scale urbanism. Jane Jacobs became famous not just for her theories, but for her David-and-Goliath battles, waged with wit and grit, against powerful planners in New York and Toronto. It’s this plucky spirit from which local community organizer Michael Champagne and Jane’s Walk leader draws inspiration. “I know that too many people just drive down Selkirk Avenue or Main Street to get from one part of the city to the other,” says Champagne, who also organizes North End History, committed to social activist and heritage enterprises in the neighbourhood. He leads 100 Years of Main Street: Commerce and Community from 1 to 2 p.m. Saturday and Selkirk Avenue: Yesterday & Tomorrow from 1 to 2 p.m. Sunday. “These walks invite Winnipeggers to get out of their vehicles to see the vibrant local organizations, businesses and people that are here because, like Jane Jacobs, we believe our community problems can be answered when we’re together.” Other Jane’s Walks this year explore Old Saint Boniface, the Exchange District and the histories of its garment and grain industries, St Norbert’s forests and more. “These walks are a nice, hyper-localized opportunity for us to listen to and learn about the solutions that are working,” says Champagne. According to Broms-Jacobs, Jane left her tour of Winnipeg especially interested in the North End’s history and future — a locale that, for all the challenges it may face, has a strong neighbourhood identity encompassing a mosaic of social groups and uses. What would she make of present- day Winnipeg? “Jane observed from a political point of view that having a city’s government controlled by its suburbs is devastating to a city,” says Jim Jacobs. Notwithstanding, he has an optimistic vision of the city. “There are certain long-standing characteristics of Winnipeg that count in its favour, even if they’re under-exploited, like a lot of mixed use neighborhoods,” says Jim Jacobs. “And there are these older buildings, some of which provide lower rent and more flexibility, more flexibility for entrepreneurs, community groups and artists.” One of those artists is Broms-Jacobs, who performs with such organizations as the Manitoba Chamber Orchestra, the Winnipeg Symphony Orchestra and the Fierbois duo, often in the city’s older, more centrally located churches that now serve partially as music venues. “It’s an open-minded, artistic, sensitive town … new ideas can flourish because it’s not so crushingly expensive,” she says. “And in the (15 years) that I’ve been here, I’ve just noticed such an amazing increase in diversity in the way that Torontonians think of diversity — in the international sense.” To see the full list of Winnipeg’s 2025 Jane’s Walk and to register visit winnipegarts.ca/janes-walk. The events are all free. conrad.sweatman(a)winnipegfreepress.com<mailto:conrad.sweatman@winnipegfreepress.com>

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WFP: Online tool lets transit riders take incoming spine-and-feeder network for a spin (May1'25)
by Beth McKechnie 01 May '25

01 May '25

Caution! This message was sent from outside the University of Manitoba. Online tool lets transit riders take incoming spine-and-feeder network for a spin https://www.winnipegfreepress.com/breakingnews/2025/05/01/online-tool-lets-… Winnipeggers can start planning for a massive transformation that’s set to alter virtually every bus route. Winnipeg Transit will launch a new primary transit network on June 29. On Thursday, transit posted the upcoming schedules online, so users can try out virtual trips and sort out their best options in advance. Mayor Scott Gillingham said the information will help prepare riders for the biggest single-day change in Winnipeg Transit’s history. “With this new network, you’ll be able to get anywhere in Winnipeg more easily on routes that are more frequent, more reliable and more direct. It means faster commutes, shorter wait times and better customer service… This is big. This is bold change,” said Gillingham. [On Thursday, Winnipeg Transit posted the upcoming schedules online, so users can try out virtual trips and sort out their best options in advance.]<https://www.winnipegfreepress.com/wp-content/uploads/sites/2/2025/05/322346…> On Thursday, Winnipeg Transit posted the upcoming schedules online, so users can try out virtual trips and sort out their best options in advance. Riders can visit Winnipeg Transit<https://www.winnipeg.ca/services-programs/transportation-roads-parking/tran…> to preview stops, routes, and trip plans. The new primary network will use a spine-and-feeder concept, where direct spines along major corridors are supported by a network of feeder routes throughout the city. “It’s a big change for passengers and we know how people like change,” joked Coun. Janice Lukes, chairwoman of public works. “So, I think all the information we’re launching today, all the training that we’re offering, will help demystify this transformation.” Lukes (Waverley West) said some of the most frequent routes will have buses arrive so often that Winnipeggers can just show up at times without checking the schedule first. “It will make transit better, so much better that probably our next big issue will be overcrowding on the buses because that’s what we’re seeing with the Blue Line (now),” she said. Lukes said Winnipeg Transit’s Blue Line, which stretches from southwest Winnipeg to downtown, has operated in similar fashion to the new network since 2020, proving the concept works. To support the broader change, the councillor said “travel trainers” will help educate the public, including students and seniors groups, about the new system. Bus drivers will receive extra help when they sign up for specific routes in the next week or so, said Bjorn Radstrom, Winnipeg Transit’s manager of service development. “We want them to not just know the route they’re driving, but understand the entire network,” said Radstrom. Winnipeg Transit has had a shortage of drivers in recent years but heavy recruitment has recently paid off, with sufficient drivers now in place to carry out a full summer schedule, he said. “It’s looking better than it has in a very long time,” said Radstrom. Transit said bus routes are operating at six per cent below normal, but full service should be restored in the summer. Once the new network is implemented, a bus is expected to arrive every five to 15 minutes along each of the most frequent routes during peak periods, while connector route buses would come every 15 to 30 minutes, the city’s website says. Radstrom said the city hopes to release its fall schedule by July to allow more planning time for updated school routes. A transit advocate expects the new network will greatly improve service. “Frequent service helps so many people to be able to rely on the system because it reduces uncertainty and provides access to more buses more often, with shorter waits, faster transfers and increased reliability. There are sweeping benefits,” said Kyle Owens, president of Functional Transit Winnipeg. Owens said routes are all interconnected, so it makes sense to overhaul the system at once, while the early route notice will help users prepare for it. The new system will require more transfers on many routes, though these should be more reliable, while riders may have to adjust to community routes ending earlier in the evening, he said. “Fewer stops getting them across the city quickly is fantastic but (passengers) are going to need to anticipate when the feeder routes may end,” said Owens. The head of the union that represents transit drivers welcomed Thursday’s commitment to help prepare drivers for the new routes. In the meantime, he urged the public to be patient. “We are concerned about people being impatient with this change, taking out their frustrations on the others… riding the bus or our operators,” said Chris Scott, president of the Amalgamated Transit Union Local 1505. Transit will provide drivers with business cards that contain QR codes that they can give to passengers to look up information en route, he said. “That’s something small and convenient that an operator can grab at the garage to hand out to anybody that they can’t give the answer to,” he said. Scott said driver staffing levels have greatly improved due to the ongoing “hiring blitz,” though about 80 more operators would be needed to meet the full service level in the fall. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Speed reduction coming to bike routes (Apr30'25)
by Beth McKechnie 30 Apr '25

30 Apr '25

Caution! This message was sent from outside the University of Manitoba. SPEED REDUCTION COMING TO BIKE ROUTES AUTOMOBILE DRIVERS must soon slow down to ease travel for cyclists as the weather warms up. Reduced speed limits will take effect on sections of four seasonal bike routes, beginning Thursday. Speeds will drop to the following limits: ● 30 km/h on Lyndale Drive, between Cromwell and Gauvin streets; ● 30 km/h on Wellington Crescent, from Academy Road to Academy Road at Maryland Street; ● 30 km/h on Churchill Drive between Hay Street and Jubilee Avenue; ● 40 km/h on Kilkenny Drive between Burgess Avenue and Kings Drive, and on Kings Drive between Kilkenny and Patricia Avenue. The speed reductions will remain in effect at all hours through late October.

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WFP: Bike registry sees promising signs of success (Apr24'25)
by Beth McKechnie 24 Apr '25

24 Apr '25

Caution! This message was sent from outside the University of Manitoba. Bike registry sees promising signs of success https://www.winnipegfreepress.com/breakingnews/2025/04/23/registry-sees-pro… A FREE-TO-USE bicycle registry is being credited with helping the city steer more stolen bikes back to their rightful owners. In April 2024, the City of Winnipeg began urging cyclists to register their bikes through the 529 Garage app. Between April and December, residents registered 6,325 bicycles. Last year, 1,440 bikes were stolen, 681 were recovered and 105 were returned to their owners, including 64 returned by the city’s bicycle recovery officer. “I think the numbers are really promising. Looking specifically at returns made from our bike recovery officer, going from 22 in 2023 up to 64 in 2024, to me, that’s a really good step in the right direction,” said Terry Cormier, the city’s licensing co-ordinator. In 2023, 1,451 bikes were stolen, 572 were recovered and 22 bikes were returned by the officer. Between 2020 and 2022, 12 to 15 stolen bikes were returned by the recovery officer to their owners each year. In 2024, another 29 bikes were returned by Winnipeg Police Service and 12 were returned by fellow users of the 529 Garage app. The number of bikes returned to owners by police and the public wasn’t available for previous years on Wednesday. Mayor Scott Gillingham, who championed the new registration system, welcomed its early signs of success. “It makes it much more difficult for (someone) to resell a bike if they steal (it) and a lot easier for our police and others to reunite that stolen bike with the owner … These numbers show that this registry is working,” said Gillingham. In one case, police were called to a store to reclaim a bike brought in for repair and make arrests, after a staff member confirmed through 529 Garage it was stolen, the mayor said. Cormier said the fact thousands of Winnipeggers registered for the app is also promising, though all local bike owners should do so. “If somebody reports their bike on the app as stolen, an alert goes out to (owners of) all bicycles registered in that area … This really enables us … to track stolen bikes and return them,” he said. A cycling advocate said he has heard anecdotal success stories linked to the app. “I think it does seem to be making an improvement,” said Mark Cohoe, executive director of Bike Winnipeg. However, registration is just “one piece” of the response needed to address daunting levels of bike theft, he said. Cohoe said two of his bikes were stolen over the years, which he reported to police. Neither was returned. “We hear fear of theft is one of the things that prevents people from riding more,” he said. A total of 1,483 bikes were stolen in Winnipeg in 2020, followed by 1,572 in 2021, 1,674 in 2022, 1,451 in 2023 and 1,440 in 2024, according to Winnipeg Police Service data. Cohoe suspects the actual number is higher, suggesting many thefts go unreported. He’d like the city to require that new buildings include secure indoor bike parking areas, such as in multi-family and office structures, to help better prevent theft. Charles Feaver, chair of Bike Winnipeg’s bike theft prevention committee, said the app is reassuring some people. Feaver said it recently helped a cyclist whose expensive cargo bike was stolen get it back within a week. “It’s a bureaucratic chore that you’ve got to take a picture of your bike and figure out its serial number. But, if you do it, you have a chance of getting your bike back,” he said. “We’re (also) making people (aware) that half the bike thefts are normally from your own property … A lot of bikes are stolen unlocked from (inside) garages.” Gillingham said the city could consider requiring secure indoor bike parking in some buildings, though he believes demand for that feature is already leading it to be included more often. “Having secure bike storage … is something that’s really an attractive feature for building owners,” he said. The Winnipeg Police Service said no one was available to comment on bike theft Wednesday. When it began promoting 529 Garage, the city stopped accepting new registrations to its own online registry, which required a $7.35 fee. Serial numbers previously added to that registry will be checked to help reconnect owners with recovered bikes until May 1, 2026. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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FP Community Review: ‘Elmwood Guy’ to publish book on municipal finances
by Beth McKechnie 23 Apr '25

23 Apr '25

Caution! This message was sent from outside the University of Manitoba. ‘Elmwood Guy’ to publish book on municipal finances https://www.winnipegfreepress.com/our-communities/east/2025/04/23/have-blog… When Michel Durand-Wood started a blog on municipal financial issues, he didn’t know where it would take him — but what a journey it has been. On May 20, Great Plains Press will publish You’ll Pay For This!, Durand-Wood’s first book, which is also the first in The City Project, a series edited by Durand-Wood and his wife Emma Durand-Wood, which will tackle “the components that go into making a thriving city.” “I never did think it would get to this,” laughed Durand-Wood. “I’d been sort of interested in city finances, following the closure of the Kelvin Community Centre in my neighbourhood. Why were we closing stuff and why was stuff not getting fixed? You have money for everything, you don’t need to prioritize things. So why don’t we have enough money?” Chair of the Glenelm Neighbourhood Association, Durand-Wood has been involved in grassroots initiatives such as ReImagine Elmwood, which have had a direct positive impact on the neighbourhood he calls home. In 2018, in response to the failed referendum to open Portage and Main up to pedestrians, Durand-Wood launched the blog Dear-Winnipeg.com with the intent of debunking myths about municipal finance. “That was a wake-up call,” Durand-Wood, a father of three who blogs as the ‘Elmwood Guy’, said. “My goal was to educate my fellow Winnipeggers on the financial backdrop to all the policy decisions that we make in the city, be it transportation, or housing, or recreation.” Since then, Durand-Wood has written regularly on his blog, which has gained a broad readership not just locally, but also internationally. The blog has led to speaking engagements both in Winnipeg and beyond. (Interestingly, the city has since come around to opening Portage and Main to pedestrians.) “Now, probably 60 per cent who read the blog are from outside of Winnipeg,” Durand- Wood said. “That’s cool to see. We’re writing about Winnipeg, but it’s also writing about common struggles of the North American city.” You’ll Pay For This! will also be available in the U.S. and U.K. on June 24, proof that Winnipeg isn’t the only city grappling with institutional financial issues. The book, Durand-Wood explained, is intended to be an introduction to municipal finance for the layperson. “This, in broad terms, lays out the same topics I’ve been writing about, in a nice approachable book that you can get through on a Sunday afternoon and learn about how money flows through a city and what are the things we need to pay more attention to in order to have a city that can pay its expenses sustainably,” he said. “What are the things we need to understand, essentially, as the owners of the city? We’re not customers. We’re the owners, and we need to understand if our city is doing well or poorly, and if it’s the latter, how can we turn things around.” While Durand-Wood admits there is much to bemoan when it comes to the issues facing our city, he is ultimately hopeful. “We didn’t get here overnight, and we’re not going to get out of this overnight,” he said. “It’s going to take a lot of effort, both individually and collectively. We can change how we approach things. The agency rests with us. We can do something about it. We can’t wait for someone to rescue us. Nobody is coming. If something is going to happen, it’s going to have to be us. Everyone has a role to play. It all adds up and works together.” The local launch of You’ll Pay For This! will be at McNally Robinson Booksellers (40001200 Grant Ave.) on Saturday, May 31 at 7 p.m. Hosted by Patty Wiens, a.k.a. the Bicycle Mayor of Winnipeg, the event will feature games, a small talk from Durand-Wood, a Q& A period, and a book signing.

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Momentum Mag: Paris Proves the Power of Pedals: How Cycling Helped Cut Pollution in Half
by Beth McKechnie 17 Apr '25

17 Apr '25

Caution! This message was sent from outside the University of Manitoba. It didn’t happen overnight, but Paris is forever changed, and now local residents of the French capital are reaping the rewards. Top of list? Cleaner air. A lot cleaner. Full Article<https://momentummag.com/paris-proves-the-power-of-pedals-how-cycling-helped…>

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WFP: Cyclists upset as city backpedals on speed limit (Apr16'25)
by Beth McKechnie 16 Apr '25

16 Apr '25

Caution! This message was sent from outside the University of Manitoba. Cyclists upset as city backpedals on speed limit https://www.winnipegfreepress.com/breakingnews/2025/04/15/cyclists-put-off-… CYCLISTS say they’re frustrated an interim solution to protect them on the section of Wellington Crescent where a cyclist died last year has been delayed by two months. The civic public works committee on Monday voted to let the civil service have more time to determine an interim solution “to improve safety for cyclists, ahead of a more permanent WalkBike design study for separated cycling infrastructure… to allow for consideration for initial implementation in 2025.” Patty Wiens, who was given the title Bicycle Mayor of Winnipeg by BYCS, an Amsterdam organization made up of bike enthusiasts, and who is on the board of Bike Winnipeg, said cyclists are not happy. “We’re tired of waiting,” Wiens said on Tuesday. “June 6 is the one-year anniversary of Rob Jenner’s death and we feel this has been kicked down the road for some time. How much is a human life worth? What are we waiting for?” Wiens said the street needs protected bike lanes and a reduced speed limit. “It is a high-traffic corridor there,” she said. Wiens criticized public works chair Coun. Janice Lukes, who was the Winnipeg Trails co-ordinator before she was elected a decade ago. “People are dying,” she said. “(Lukes) is not an advocate. She is on the other side now.” Jenner, 61, was cycling on Wellington Crescent on June 6 when he was struck by a vehicle travelling 159 km/h per hour — more than three times the speed limit. Beckham Severight, 19, was sentenced last month to three years in custody and banned from driving for five years after pleading guilty to dangerous driving causing death and leaving the scene of a collision. In December, city council rejected a motion to reduce the year-round speed limit on Wellington Crescent, from River Avenue to Academy Road to 30 km/h from 50 km/h. Some councillors said they had misgivings about approving a speed limit change before consulting traffic experts. Instead, they asked for a report on how to make the street safer for cyclists. Lukes, who said she was taken aback by some of Wiens’ comments, continues to push for changes to make Wellington Crescent safer for cyclists. “If they think it’s so easy, put your name on the ballot,” she said. “This is a regional street, this isn’t just a residential street. They want to do it right, so if it takes another month to make it right, so be it.” Lukes said contrary to the belief of cycling advocates that the process is too slow, the opposite is true. “Never in my 10 years of advocating, as Winnipeg Trails co-ordinator, and 10 years being elected, have I ever seen such rapid action by the public service on such a major initiative as Wellington,” she said. “This is an incredibly fast turnaround.” “I say to advocates, change is coming. It will be in place in either June or July if council approves, and I fully expect a majority of council will approve.” Lukes said another study, whether to reduce the speed limit to 30 km/h or 40 km/h on residential streets throughout the city, is expected to be discussed at the same committee meeting in two months. “I believe speed changes on Wellington are being recommended in the report,” she said. kevin.rollason(a)freepress.mb.ca<mailto:kevin.rollason@freepress.mb.ca>

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WFP: City installing traffic-calming measures on River Heights street to slow rush-hour shortcut seekers (Apr8'25)
by Beth McKechnie 08 Apr '25

08 Apr '25

Caution! This message was sent from outside the University of Manitoba. City installing traffic-calming measures on River Heights street to slow rush-hour shortcut seekers https://www.winnipegfreepress.com/breakingnews/2025/04/08/city-installing-t… Several traffic-calming changes are headed to Cambridge Street following complaints that rush-hour drivers use the route as a shortcut. City staff will add new speed humps, traffic-calming curbs and turn restrictions to help reduce the speed of travel and the number of vehicles using the River Heights residential street. A long-term traffic management plan will be developed after those changes have been in place for about a year. Coun. Janice Lukes, chairwoman of public works, said she supports the upcoming changes. “I’ve parked on Cambridge, going to visit someone, and I was overwhelmed at the volume and speed (of traffic). (There are) many streets that we need to deal with that have this scenario,” said Lukes (Waverley West). “The key goal is to calm traffic down, slow the traffic down by changing the built environment.” This year, initial changes will add: permanent speed humps on Cambridge and Oxford streets between Academy Road and Corydon Avenue; temporary speed humps on Wilton Street; road narrowing with traffic-calming curbs at multiple points along Cambridge between Corydon and Grant avenues; a right-turn restriction for weekday-morning rush-hour heading northbound at Waverley Street/Mathers Avenue; and temporary speed humps in the back lane of Ebby Avenue. The councillor said the changes aim to avoid creating new traffic woes nearby, as many drivers in River Heights try to avoid congested main arteries such as Route 90. “When we put traffic calming on one street, traffic is like water — it will flow to the next street…. This is why it really took a while to really do an analysis on it to see how we could calm traffic with the least amount of neighbourhood impact,” said Lukes. The work will cost about $100,000, unless changes are made following public feedback. The changes will be funded within the department’s existing budget. The city plans to inform residents about the traffic-calming measures through postcards and an online survey. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: City employee charged with hit-and-run infractions (Apr8'25)
by Beth McKechnie 08 Apr '25

08 Apr '25

Caution! This message was sent from outside the University of Manitoba. City employee charged with hit-and-run infractions ‘Like a slap on the wrist,’ victim says https://www.winnipegfreepress.com/breakingnews/2025/04/07/man-faces-traffic… A CITY of Winnipeg employee is facing three Highway Traffic Act charges in connection to an early morning hit-and-run that left a 25-year-old pedestrian with serious injuries. The vehicle involved in the March 15 collision at Osborne Street and Mulvey Avenue East was a Ford Transit panel van registered to the city, the Winnipeg Police Service said Monday. “It did take some time to conclusively identify the vehicle,” police spokeswoman Const. Dani McKinnon said. The collision happened at about 12:30 a.m., while the victim, Margaret (Macey) Cobiness, was trying to cross Mulvey in front of a stopped westbound van. After she was hit and knocked to the ground, the van’s driver turned and drove north on Osborne, without stopping at the scene, police said. The city employee faces charges of careless driving causing a life-threatening injury, failing to yield the right of way to a pedestrian and failing to stop and provide particulars to an injured person. Cobiness, who suffered fractures to her pelvis, hip, collarbone and ribs as well as scrapes and bruises, had hoped for more serious charges. “I wasn’t too happy with the charges. It’s more like a slap on the wrist for him,” she told the Free Press. The City of Winnipeg wouldn’t provide details about the employee or his employment status following his arrest. “We are not able to comment further on this as it is a police and human resources matter,” city spokesman David Driedger wrote in an email. Cobiness was walking to a bar in Osborne Village to play pool when she was struck. She said she made eye contact with the van’s driver before stepping off the curb. After being run over, the driver backed up and drove over her a second time, she said. A suspect turned himself in at the police department’s downtown headquarters April 2, about two weeks after police issued a public appeal to help locate the vehicle involved and identify the alleged driver. “My understanding is that once the driver of that vehicle was established, they were co-operative,” Mc-Kinnon said. In the March 17 appeal, police encouraged the driver of a large white cargo-style van to call investigators in the traffic division. Cobiness said investigators informed her of the arrest, but didn’t know the suspect was a city worker. “The police said he turned himself in and he told the police he thought he hit a curb,” she said. The man was released on a court appearance notice, which police said was mandated by the provincial Highway Traffic Act. McKinnon said the charges that were laid are common for a hit-and-run. There was no evidence to substantiate any other charges or offences, she added. “There didn’t appear to be criminal negligence or malice attached to it. Once this goes to court, it will be established if the driver was aware (of the collision) or not,” McKinnon said. Cobiness, a mother of two, originally from Buffalo Point First Nation in southeastern Manitoba, spent about two weeks in hospital, where she underwent surgery for her injuries. She continues to recover physically and emotionally. Cobiness said she is using a wheelchair and walker, struggles to sleep at night and is still in pain. “I’m learning to walk again. I probably will never walk again properly. I’m not confident that it will be the same after,” she said. The city employee’s name was not released by police because the charges have not yet been formally laid. Police did not release his age. The information was held back for anonymity purposes, according to Mc-Kinnon. It was unclear if the City of Winnipeg van was equipped with GPS. McKinnon said surveillance video was part of the investigation. “It’s always common practice to involve solicitation of video, whether it’s private or public or city camera systems, as well as talk to a number of witnesses, to confirm and get more concrete information, which led to a licence plate and a registration leading to this vehicle,” she said. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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WFP Analysis: We can do better than ‘Just Slow Down’
by Beth McKechnie 05 Apr '25

05 Apr '25

Caution! This message was sent from outside the University of Manitoba. We can do better than ‘Just Slow Down’ JEFFREY HODGINS https://www.winnipegfreepress.com/opinion/analysis/2025/04/05/we-can-do-bet… THE Free Press story Speed hit 213 km/h, police say, published March 27, brought to mind an experience of my own. In 2017, I was hit head-on by a vehicle exceeding the speed limit on the same road, in the same area. The driver was suffering from a medical issue, and had accidentally locked his foot onto the gas pedal. I had minor injuries, but my 2004 Santa Fe and the front foyer of the Marigold restaurant didn’t make it; I never found out what happened to the driver. I was glad to see the driver of this most recent collision arrested, but what stood out to me is this: in an early online version of this article, the Winnipeg Police Service reminded us that collisions are not accidents: “If it is predictable, it is preventable.” Yes, occurrences of speeding, as well as collisions on many Winnipeg roads, are rather predictable. In fact, with how St. Mary’s Road was specifically engineered, they’re practically a yearly guarantee. A 17-year-old was killed in 2022 (‘ A terrible thing’: Teen dead after St. Mary’s Road crash, Oct. 19, 2022) a few streets over from the “notorious curve” where speeding caused another collision. What has changed since then? The twisted metal, broken glass and shattered plastic were swept away… and then? Forgotten. No lessons learned, no change to the road’s design, nothing. A child died and we so quickly forgot. The WPS stated in the aftermath of the March 26 collision, “The overall strategy of the Winnipeg Police Service continues to focus on making city streets safe for drivers, pedestrians and cyclists alike. We all have a part to play in maintaining road safety and our message is simple: Just Slow Down.” But is it as simple as that? Sure, there would be a slight change if we even lowered the speed limit from 60 km/h to 50 km/h; it’s better than nothing. But would this actually rectify the issue? Drivers could still feel comfortable driving to over twice or even three times the limit. The design of St. Mary’s Road, along with many other Winnipeg streets built in the post-streetcar era, prioritizes speed at the cost of safety to those inside or outside of a vehicle. These roads were built for vehicles to travel fast, not necessarily safely. Therein lies the issue with the “Just Slow Down” campaign. While well intentioned, it falls short by focusing solely on individual behaviour rather than the systemic issues that permit these collisions. You can tell a driver to slow down, but ultimately driving is a subconscious activity. Driving would be exhausting if every single operation of the vehicle required your full attention (this is why distracted driving is so common). I can guarantee there is no driver who obsessively checks their speedometer every few seconds to ensure they are driving at or under the limit. People will drive at the engineered “comfort” of the road. What we need are engineered roads that force drivers to be attentive — narrow or curved streets with visual/ physical cues to the driver to signal to them that it would be dangerous to themselves or their vehicle to go above the designed road speed. We need a team of traffic engineers to review crash data to see how improvements could be made to lower collisions and improve safety before more lives are taken or injuries occur. We need our city leaders to demand a true goal to put an end to traffic fatalities in our communities. These are commonplace in many other cities, but not Winnipeg. If we continue to build roads that encourage high speeds, we should not be surprised when drivers take advantage of them, predictably putting lives at risk. Jeffrey Hodgins is a lifelong Winnipeg resident, passionate about public safety and his community’s health.

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CBC What on Earth: How getting rid of mandatory parking minimums is helping the climate
by Beth McKechnie 03 Apr '25

03 Apr '25

Caution! This message was sent from outside the University of Manitoba. How getting rid of mandatory parking minimums is helping the climate https://www.cbc.ca/news/science/what-on-earth-parking-minimums-1.7500760 Last October, I was sitting on a streetcar, stopped at a light on Queen Street East in Toronto, when something caught my eye. It was a city notice about a proposed 60-storey condominium with 701 residences that would have parking for 701 bicycles — and just nine cars. I was surprised over just how few spaces there were for cars. Nine? For more than 700 units? I told my colleague Emily Chung, who wasn’t surprised at all. She explained that, until recently, the City of Toronto had mandatory parking minimums, where buildings were required to have a certain number of parking spaces depending on their size. It turns out that more and more cities in North America are removing these minimums<https://newsletters.cbc.ca/c/16HHa0vOOLSDg3mJW0PyXwlMXpl6i>. And the good news is that it’s great for the climate and the environment. Let’s talk about parking when it comes to condominiums and apartment buildings rather than above-ground parking for malls and homes, since big cities are continually building up rather than out. A 2022 study<https://newsletters.cbc.ca/c/16HHa0L0TVyuKtmxREHcslA9dcaKF> for the City of Vancouver estimated that a decrease of 10 underground parking spaces could reduce CO2 emissions between 50 tonnes to as high as 8,500 tonnes. They also noted that the minimum impact of constructing one parking space is almost equal to one year of the operation of a car, and the maximum impact is close to the operation of a car for close to 19 years. That’s a lot of CO2 emissions. “For each level of parking you remove, you can reduce the [greenhouse gas emissions] of a building by about 15 per cent,” said Shoshanna Saxe, an associate professor at the University of Toronto's department of civil and mineral engineering and Canada Research Chair in Sustainable Infrastructure. “The simplest, easiest thing you can do to make your building more sustainable is not have a whole bunch of underground parking.” Another study<https://newsletters.cbc.ca/c/16HHa10cZ5emeTmlNiyPXaOvsZ0p2>, by the Canada Mortgage and Housing Corporation that was released in 2024, noted that the environmental impacts of constructing underground parking spaces are far-reaching, including the displacement of soil that is taken elsewhere and potentially passing on dangerous microorganisms. And removing the soil also means a larger carbon footprint as these trucks may need to drive hundreds of kilometres to dispose of it. And let’s not forget that once the ground is dug up, trapped CO2 is also released into the atmosphere. Now, while cities across Canada and the U.S. are moving away from these parking minimums, they’re not doing so for the climate or the environment, Saxe noted. It’s the cost. A 2024 study<https://newsletters.cbc.ca/c/16HHa1fp4eUdJjm9IWqts02RILQ3p> by the Altus Group, which provides asset and fund information for commercial real estate, found that building underground parking in Vancouver ranges anywhere from $160 to $250 per square foot. For comparison, surface parking would cost between $12 to $25 per square foot. In Toronto, underground parking ranges $175 to $300 per square foot, while surface parking ranges from $15 to $30. Reducing parking minimums means housing becomes more affordable. “Before Toronto rolled back mandatory minimum parking requirements, you were seeing … lots of buildings where they had way more parking than anybody wanted,” Saxe said. “People just wouldn't claim them, and they have to be absorbed, in general, by the costs in the building.” The CMHC study also noted that there is less need for parking minimums, as our lifestyles have changed. More people are turning to ride shares, they noted. And after the COVID pandemic, more people are working from home, even if it’s only part of the time. Of course, getting rid of parking means there needs to be a robust transit system in place, something that some cities, like Toronto, are aiming to improve by building new transit lines. Bike lanes are another important factor, she noted. Finally, Saxe said that we need to stop making driving such an attractive method of getting around. “People behave within the system that we build for them. And so if we say this is a place you get to by parking, we signal it with providing a lot of parking,” she said. “Then we're incentivizing people to drive, which leads to more air pollution of all kinds.” Saxe said she is happy to see more cities move away from mandatory parking minimums. “I think that in many ways, while it was driven by cost, getting rid of mandatory minimums is one of the best sustainability policies that's been passed in many cities around North America in the last 10 years,” she said. — Nicole Mortillaro

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WFP: Business case for Chief Peguis Trail extension ordered (Mar29'25)
by Beth McKechnie 29 Mar '25

29 Mar '25

Caution! This message was sent from outside the University of Manitoba. BUSINESS CASE FOR CHIEF PEGUIS TRAIL EXTENSION ORDERED https://www.winnipegfreepress.com/local/2025/03/28/around-city-hall-9 A MAJOR road project that could cost more than $900 million is moving forward for further study. On Thursday night, city council voted to order an independent value for money assessment of the Chief Peguis Trail Extension and consider alternative delivery methods for the project. A report is due back in December. Extending the trail from Main Street to Brookside Boulevard would cost $755 million, plus $147 million in interest, if the city funds it solely through debt. In 2019, it was expected to cost $449 million, plus $38 million in interest (if funded by debt). Mayor Scott Gillingham has argued the project is worth its hefty tab, since it would better connect trade routes. Coun. Cindy Gilroy (Daniel McIntyre) joined councillors John Orlikow (River Heights-Fort Garry) and Matt Allard (St. Boniface) to oppose moving the project forward, arguing the city has more pressing infrastructure priorities. “It’s not a need when we have crumbling infrastructure, like the Louise Bridge that could be closing any day now,” said Gilroy.

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WFP: Driver pleads guilty in hit and run that killed mother of three (Mar22'25)
by Beth McKechnie 22 Mar '25

22 Mar '25

Caution! This message was sent from outside the University of Manitoba. Driver pleads guilty in hit and run that killed mother of three https://www.winnipegfreepress.com/breakingnews/2025/03/21/driver-pleads-gui… A WINNIPEG man has admitted responsibility for a fatal hit-and-run collision that killed a 43-year-old Sudanese immigrant. Kelvin Mark Lavallee, 26, pleaded guilty Friday to one charge each of dangerous driving causing death, driving over .08, and leaving the scene of an accident. Lavallee was behind the wheel of a red Audi A4 the evening of Sept. 26, 2023, when he blew through a red light at the intersection of Fermor Avenue and St. Mary’s Road and struck and killed pedestrian Akuch Machuor Kulang. Lavallee did not stop or slow down as he approached the intersection and, after hitting the woman, continued driving for another 3.7 km before pulling into an Esso gas station at Beaverhill Boulevard, Crown attorney Nick Reeves told court. Police arrested Lavallee as he was gassing up his vehicle. While in custody, Lavallee “provided a statement to police admitting to drinking before driving and failing to stop after the collision that killed Ms. Machuor,” Reeves said. Lavallee remains free on bail and will return to court for sentencing Sept. 22, on what was to be the first day of his trial. “It is unlikely (the Crown and defence) will have a joint recommendation,” defence lawyer Zach Kinahan told King’s Bench Justice Sheldon Lanchbery. Court heard an off-duty police officer was driving behind Lavallee minutes before the crash and saw him tailing other vehicles and weaving in and out of traffic. Another motorist stopped at a red light reported seeing Lavallee on his cellphone. “While I am thankful for the legal system providing closure, it is important to recognize that no amount of punishment can fully heal the pain of losing someone so dear,” said Rev. Abraham Monybuny Chuol of Emmanuel Sudanese Mission. Chuol and Machuor met as teenagers living in a Kenyan refugee camp after being displaced during a civil war in Sudan. She arrived in Canada as a refugee in the early 2000s and the two friends reunited. “The memory of Akuch will always be cherished by those who knew and loved her. Let us also remember that she was not just a victim, but a mother and daughter to someone,” Chuol said. At the time she was killed, the single mother of three had just started a new job as a health-care aide. — with a file from Scott Billeck

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WFP: Bill targets driver passing distances for bikes, plows (Mar18'25)
by Beth McKechnie 18 Mar '25

18 Mar '25

Caution! This message was sent from outside the University of Manitoba. Bill targets driver passing distances for bikes, plows https://www.winnipegfreepress.com/breakingnews/2025/03/17/bill-seeks-to-man… A NEW government bill aims to make roads safer by spelling out how much room drivers must give cyclists and snowplows on Manitoba roads. The proposed amendment to the Highway Traffic Act, introduced earlier this month but not made available to MLAs and the public until Monday, says drivers must keep a distance of at least one metre when passing a bicycle or power-assisted bicycle. “The cyclist community has been pretty helpful on this issue for a long time — that they don’t always feel like motorists do pass at a safe distance, so we’re wanting to clarify that,” Transportation Minister Lisa Naylor told reporters Monday. “We’re going to need time to make sure motorists are educated,” she said. The Highway Traffic Act does not specify how close cyclists should ride at the right edge of the roadway or the clearance to be given a cyclist when travelling alongside or passing them. The Manitoba Driver’s Handbook says “drivers should pass a cyclist only when it’s safe to do so” and that “cycling advocacy groups suggest providing at least one metre of clearance.” The bill is a good start but doesn’t go far enough, said Bike Winnipeg executive director Mark Cohoe. “We would really hope that we would mirror best practices in different jurisdictions … not just a straight, acrossthe- board one-metre passing distance, but really link that passing distance to speed,” Cohoe said Monday. At highway speeds, bikes should be given a wider berth, as in B.C., Cohoe said, where, at 50 km/h or more, motorists are to stay 1.5 metres away, he said. Speed is taken into consideration in the Manitoba Driver’s Handbook: “Extra caution must be exercised and additional space may be required when passing cyclists” on highways. Naylor’s bill also requires a driver follow at least 30 metres behind a snowplow or other winter vehicle and 100 metres if the speed limit is more than 80 km/h. It does not say bikes should be given more room on the highway. “I think that’s something that’s missing here,” said Cohoe, who expects Bike Winnipeg to speak up if the bill proceeds to the committee stage, which is required before becoming law. Bill 38 also prohibits passing a winter maintenance vehicle “unless additional precautions are taken,” putting the onus on a motorist to proceed with caution when meeting a plow in an intersection or travelling in the opposite direction. “It’s important to give a wide berth to snowplow equipment,” Naylor said after question period Monday. The bill also authorizes operators of tow truck or other assistance vehicle to put down traffic control devices. carol.sanders(a)freepress.mb.ca<mailto:carol.sanders@freepress.mb.ca>

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WFP Analysis: The cost of road expansion — permanent tax increases (Mar15'25)
by Beth McKechnie 15 Mar '25

15 Mar '25

Caution! This message was sent from outside the University of Manitoba. The cost of road expansion — permanent tax increases MICHEL DURAND-WOOD https://www.winnipegfreepress.com/opinion/analysis/2025/03/15/the-cost-of-r… THE city recently released an economic impact analysis on the extension of Chief Peguis Trail, a project slated to cost over $900 million including interest. We’re told it’s needed in order to unlock land for new development, to accommodate the city’s growth and to generate new revenue for the city. But here’s the thing: the analysis calculates that for this project, and all the development it will enable, to just break even on its infrastructure investment, the city needs to levy above-inflation tax increases every year going forward. In other words, the rest of the city will be subsidizing this development forever. It’s often hard to grasp the significance of the city spending dollar amounts in the millions, or even billions, to our own lives. So let me spell it out for you: extending Chief Peguis Trail will force your taxes to go up by more than inflation every year for the rest of eternity. Why would we ever agree to that? If we decide not to increase our taxes by that rate, then it’ll just show up as a sewer rate increase, or a garbage fee increase, or some other fee increase down the line. Sound familiar? And if we choose not to increase our taxes or our fees, then there won’t be enough money to fund the services we currently enjoy, or maintain the infrastructure we already own. So we’ll have to make cuts to library hours, close pools and rec centres, abandon bridges and leave potholes unfilled. This isn’t theoretical, the money is real. And we’re the ones who pay. And yet, this is how we’ve grown our city for nearly 80 years. Extend a road, build out a whole new development to a finished state with no possibility of change, then start again. That it costs more than it returns is the grand bargain we’ve accepted in exchange for the ability to keep our own neighbourhoods from changing. But as we’re seeing, that grand bargain has a compounding financial cost. At the end of 2023, the city’s net financial position was negative $1.2 billion. That’s how much we’ve already spent subsidizing current developments that we’ll need to make up in future budget years, either with above-inflation tax increases, fee increases, service cuts or neglecting existing infrastructure. Our 2024 and 2025 budgets project that to worsen to $1.8 billion by the end of this year. Assuming the province or the feds will help us is forgetting that there’s only one taxpayer. The money is coming from us no matter what. It’s also forgetting that Winnipeg isn’t the only city that has grown this way. There isn’t enough money to go around, and it’s not even close. But there’s a big messy gap between being against an insolvent development pattern that costs more to service than it returns in economic benefits, and being for the things that will help improve our collective fate. From a financial perspective, given that 88 per cent of our infrastructure is just the roads and pipes, our biggest gains will come from making more efficient use of those that are already built. But making better use of those pipes means every neighbourhood in the city will have to accept the possibility of having two, three or four homes where there used to only be one. After all, Canadians use half as much water per person as they did in the 1970s, and many of our older neighbourhoods have half the population today as in the 1970s, meaning some of those pipes are carrying as little as 25 per cent of their capacity compared to 50 years ago. Making better use of our existing road capacity means having more trips taken on foot, on bike and on transit, moving more people in the same amount of space, while leaving more room for commercial traffic. That will only happen by reallocating some of the space to those other modes with wider sidewalks, bike or transit-only lanes and reducing vehicle speeds in some areas. After all, we won’t get more people opting for walking, biking and transit if those choices aren’t safe, convenient and reliable. After eight decades of having our neighbourhoods not change, it is certainly reasonable to expect that to continue. But that has a cost. Choosing to continue with the same approach means we have to accept more above-inflation tax increases, fee increases, service cuts and neglect of our infrastructure. Forever. Ultimately, what we “want” and what we’re willing and able to pay for may not be the same thing. Yes, transitioning to a city that allows a fourplex next door, reduces vehicle speeds and prioritizes active transportation over more road infrastructure is going to be an uncomfortable, awkward and messy process. But looking at the city’s finances, the alternative is certainly much, much worse. Tell your councillor. Michel Durand-Wood writes about municipal issues at DearWinnipeg. com, and is the author of the upcoming book, You’ll Pay for This.

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Our City, Our Podcast - Chris from Active Transportation
by Beth McKechnie 14 Mar '25

14 Mar '25

Caution! This message was sent from outside the University of Manitoba. https://podcast.winnipeg.ca/12

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CBC: Pedestrians now have 5-second head start at nearly 100 downtown Winnipeg intersections
by Beth McKechnie 12 Mar '25

12 Mar '25

Caution! This message was sent from outside the University of Manitoba. City found drop in 'near miss events' after it started testing out system at some intersections https://www.cbc.ca/news/canada/manitoba/pedestrians-head-start-downtown-win…

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WFP: Pedestrians get head start downtown (Mar11'25)
by Beth McKechnie 11 Mar '25

11 Mar '25

Caution! This message was sent from outside the University of Manitoba. PEDESTRIANS will soon get a five-second head start at many downtown intersections. Workers have begun installing leading pedestrian intervals at nearly 100 downtown intersections, the city said in a news release Monday. The change will give pedestrians a five-second head start to cross a street before drivers travelling the same way get a green light. Council’s public works committee instructed staff last month to make the change citywide at all eligible signalized intersections within the year.

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Community Toolkit for the Primary Transit Network and its feeder routes
by Beth McKechnie 07 Mar '25

07 Mar '25

Caution! This message was sent from outside the University of Manitoba. Primary Transit Network [City of Winnipeg | Ville de Winnipeg]<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> Winnipeg Transit Master Plan<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> Plan directeur du transport en commun de Winnipeg<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> En français Community Toolkit for the Primary Transit Network and its feeder routes Help us spread the word! We are reaching out with an important update about the next step in the Winnipeg Transit Master Plan. Our new transit network the Primary Transit Network and its feeder routes launches June 29, 2025. Schedules for the new network will go online in late April. New signs will soon appear at a bus stop near you. In the meantime, we have created a community toolkit of resources<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> to help get the word out. It includes a poster, fact sheet, text for newsletters and social media resources. If you are involved in a group or school community of transit users, we encourage you to share these resources as you are able. We will add to this toolkit as more information and resources become available. We have also updated our Primary Transit Network page<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…>. It will be the main source for information in the leadup to this launch. Thank you again to everyone who contributed to the Winnipeg Transit Master Plan. And thank you to everyone who shared their thoughts as we finalized the new network in 2024. We look forward to bringing you bus service that is more frequent, direct, connected, and easy to use. Regards, The Primary Transit Network project team ________________________________ Share on X<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> | Share on Facebook<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> Boîte à outils communautaire pour le réseau de transport en commun principal et ses lignes secondaires Aidez-nous à répandre l’information! Nous souhaitons vous donner une mise à jour importante sur la prochaine étape du Plan directeur du transport en commun de Winnipeg. Notre nouveau réseau de transport en commun, le réseau de transport en commun principal et ses lignes secondaires, sera lancé le 29 juin 2025. Les horaires associés au nouveau réseau seront publiés en ligne fin avril. De nouveaux panneaux seront bientôt installés à un arrêt d’autobus près de chez vous. Entre-temps, nous avons créé une boîte à outils communautaire<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> contenant des ressources qui vous aideront à faire passer le mot. Elle contient une affiche, une fiche d’information, du contenu pour les bulletins et des ressources associées aux médias sociaux. Si vous faites partie d’un groupe ou d’une communauté scolaire d’usagers du transport en commun, nous vous encourageons à faire votre possible pour diffuser ces ressources. Nous ajouterons d’autres renseignements et ressources à cette boîte à outils dès qu’ils seront disponibles. Nous avons aussi mis à jour notre page sur le réseau de transport en commun principal<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…>. Il s’agira de la source de renseignements principale pendant la période précédant le lancement. Merci encore une fois à toutes les personnes qui ont contribué au Plan directeur du transport en commun de Winnipeg. Et merci à toutes les personnes qui se sont exprimées pendant que nous finalisions le nouveau réseau en 2024. Nous avons hâte de vous proposer un service d’autobus plus fréquent, direct, relié et convivial. Merci, L’équipe de projet du réseau de transport en commun principal Partager sur X<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> | Partager sur Facebook<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> Connect with us: Suivez-nous : [Twitter]<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…>[Facebook]<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…>[YouTube]<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…>[LinkedIn]<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…>[Instagram]<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> Related Winnipeg Transit Master Plan<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> Winnipeg Transit<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> winnipeg.ca<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> Information reliée Plan directeur du transport en commun de Winnipeg<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> Winnipeg Transit<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…> winnipeg.ca<https://communications.winnipeg.ca/ext/click/go/ca8b374c639b6c0f66363fd2c16…>

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WFP: Driver gets jail time for killing cyclist in hit-and-run (Mar6'25)
by Beth McKechnie 06 Mar '25

06 Mar '25

Caution! This message was sent from outside the University of Manitoba. Driver gets jail time for killing cyclist in hit-and-run https://www.winnipegfreepress.com/breakingnews/2025/03/05/driver-gets-jail-… A 19-year-old Winnipeg man who was driving more than three times the speed limit when he struck and killed a cyclist on Wellington Crescent has been sentenced to three years in custody and prohibited from driving for five years. Beckham Severight previously pleaded guilty to dangerous driving causing death and leaving the scene of a collision for the June 6 crash that killed 61-year-old Rob Jenner. “The sentence must be denunciatory,” provincial court Judge Cynthia Devine said Wednesday. “Causing the loss of a life is the ultimate crime.” Jenner’s death sent shock waves through the city’s cycling community, many members of whom were in court Wednesday for Severight’s sentencing. “Every cyclist in Winnipeg has felt endangered, frightened, distrustful and terrorized at some point over the past eight months,” Devine said Severight asked his roommate, Lyle Barker-Young, on the morning of the collision whether he could take his leased 2013 BMW sedan for a drive. Severight had only a learner’s permit. Barker-Young, 18, had a valid licence and accompanied Severight but did not qualify as a supervising driver. According to an agreed statement of facts previously provided to court, Severight was driving eastbound on Wellington in the curb lane shortly before 7 a.m. when he “rapidly accelerated his speed” as he rounded a curve near the intersection with Hugo Street. Jenner was ahead, cycling in the same lane. Severight saw Jenner and tried to avoid hitting him but lost control of the car and went into a skid before crashing into the back of Jenner’s bike, sending him crashing onto the car’s hood. Witnesses said Jenner was thrown at least 10 feet into the air before he came to rest just off the roadway. A collision reconstructionist determined Severight had been driving at least 159 km/h immediately before the crash. The posted speed limit at the location is 50 km/h. Barker-Young told Severight not to stop and he drove away before stopping a short time later so Barker-Young could drive. “(Severight’s) buddy kept telling him to flee; his conscience kept telling him to stop,” Devine said. “The bad advice from his 18-year-old friend won the day and he drove away.” Jenner was taken to hospital and was pronounced dead 30 minutes later. Witnesses called police with a description of Severight’s vehicle and the two men were arrested later that morning in a common area of their apartment building. Prosecutors had recommended Severight be sentenced to four years in prison, while defence lawyer Mike Cook urged Devine to sentence Severight to 18 months in jail followed by 18 months of supervised probation, arguing he was a caring young man who had overcome personal challenges in his youth and was deeply remorseful for his actions. Devine said she was satisfied Severight’s experience as an Indigenous man — including a family history of residential school involvement, years spent in foster care and personal tragedy — served to reduce his moral blameworthiness for the crash. More than 30 people provided support letters to court describing Severight as a humble, generous and hard-working man driven to help others. “People who know him were universally shocked to learn of the fatal accident because it was totally out of character for him,” Devine said. Devine credited Severight for time already served, reducing his remaining sentence to just over 22 months, meaning he will serve the remainder of his sentence in a provincial jail, not federal prison. Devine ordered that Severight serve an additional 12 months of supervised probation upon his release from custody. Severight said at a sentencing hearing last month that he was “ashamed” of himself. “I will never forgive myself,” he said. “I have spent countless hours and sleepless nights thinking about the harm I have caused.” Outside court, Wendy Van Loon, Jenner’s partner, said she had hoped Severight would have received a longer sentence as a message to other young drivers tempted to engage in reckless behaviour. “I wouldn’t say I’m pleased, but I understand (the judge’s decision),” she said. Cook said Severight was relieved to have sentencing behind him. “He told me before court he would accept the court’s decision, whatever it was,” Cook said outside court. Barker-Young is charged with leaving the scene of a collision and remains before the court. dean.pritchard(a)freepress.mb.ca<mailto:dean.pritchard@freepress.mb.ca>

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WFP: Portage and Main reopening on track, on budget: staff (Mar5'25)
by Beth McKechnie 05 Mar '25

05 Mar '25

Caution! This message was sent from outside the University of Manitoba. Portage and Main reopening on track, on budget: staff https://www.winnipegfreepress.com/breakingnews/2025/03/04/portage-and-main-… THE reopening of Portage and Main to pedestrians remains on schedule and within the current budget, city staff told Winnipeg’s public works committee Tuesday. The city expects to reopen the intersection to foot traffic by July 1 to coincide with the launch of an overhauled Winnipeg Transit network. Boarding has gone up at all four corners of Portage Avenue and Main Street while work continues on street, curb and sidewalk construction, and utilities. A staircase at the southeast corner, leading to an underground concourse, is being closed off. Lane closures remain in effect. The intersection has been closed to foot traffic since 1979. Council approved the reopening in an 11-3 vote in March 2024, after a staff report found it would cost $73 million and cause up to five years of construction-related traffic disruption to replace a waterproof membrane that protects a pedestrian concourse beneath the intersection. The project’s cost increased to $21 million in November, a month before construction officially began. Crews finished removing the intersection’s concrete barricades in mid-February. The city is looking at options to close the concourse, but has not yet set a date to do so. Meanwhile, at Tuesday’s meeting, the public works committee approved a proposal to conduct an independent “value for money” assessment of extending Chief Peguis Trail in north Winnipeg. The assessment requires council approval before the city can issue a request for proposals. A staff report said the extension from Main Street to Brookside Boulevard would cost $755 million, plus $147 million in interest, if the city funds it solely through debt. The city could explore traditional construction, a public- private partnership and other options to extend Chief Peguis, the report said. fpcity(a)freepress.mb.ca<mailto:fpcity@freepress.mb.ca>

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WFP: Pedestrian scramble pilot project proposed (Feb27'25)
by Beth McKechnie 27 Feb '25

27 Feb '25

Caution! This message was sent from outside the University of Manitoba. Pedestrian scramble pilot project proposed https://www.winnipegfreepress.com/breakingnews/2025/02/26/pedestrian-scramb… CBC coverage: https://www.cbc.ca/news/canada/manitoba/winnipeg-king-bannatyne-pedestrian-… THE city’s public service is seeking approval to test a pedestrian scramble in Winnipeg’s Exchange District. If approved by council’s public works committee in early March, the pilot project would introduce Winnipeg’s first pedestrian scramble, simultaneously allowing foot traffic at King Street and Bannatyne Avenue in all four directions. Two options were developed for the pilot, including the recommended $1,000 low-cost option that wouldn’t allow for diagonal crossing at the intersection. The high-cost option, which would permit diagonal crossings, is estimated to cost $360,000 as it would require infrastructure changes. A report to the committee said the recommendation for the low-cost option will allow the public works department time to better understand the benefits and trade-offs before making a decision on the high-cost option. “This is a relatively small investment to do a small trial pilot in one intersection,” said Mayor Scott Gillingham. “So I’m certainly open to proceeding with that and let’s see how that goes to test it out.” Pedestrian scrambles are said to improve safety by eliminating conflicts between pedestrians and vehicles trying to turn. There are two main types of pedestrian scrambles. Type 1 only allows pedestrians to cross during the scramble phase. Type 2 allows pedestrians to cross during the scramble phases and while motorists travel in the same direction. Type 2 is similar to most signalized intersections, with an added third phase that would halt all vehicle traffic to allow for pedestrian crossings in all directions. The report states a Type 1 scramble was not “considered feasible” at any intersection because of the extensive delays it would cause for people on foot, which would be “expected to negatively impact compliance and safety.” “I think we should do it,” said Coun. Janice Lukes, chairwoman of public works. “It’s a pilot project … it’s $1,000 worth of signage. The scramble will not be a diagonal scramble for a thousand dollars. It will be intersection to intersection. The timing will allow pedestrians to go from one intersection through the other intersection … King to Bannatyne and across.” Lukes said the more costly option may not be worth the price. “If we are going to look at the diagonal scramble, then we need to do major infrastructure upgrades to that intersection because we have to have accessibility, we have to have lights … and that would require the report to be sent back to the department to find out what it would cost and then where it would fit in our level of priorities. I don’t think, personally, it would fit high in the level of priorities. But we’ll find out from the department.” King and Bannatyne was one of four intersections found most promising after screenings. The others included Albert Street and McDermot Avenue, Arthur Street and McDermot and Princess Street and Bannatyne. Osborne Street and River Avenue was considered in 2024 but was not recommended then, and when reviewed again recently was left off the short list. Considerations for each intersection included high-pedestrian and low vehicle volumes, smaller intersections and active land use. Other factors included construction feasibility and cost, collision history and road user delays for pedestrians, cyclists, transit, trucks and other motorists. “This intersection is adjacent to Old Market Square and considered a relatively high pedestrian activity area in the Exchange District with placemaking opportunities,” the report said regarding King and Bannatyne. “It was the only intersection assessed that showed a Type 2 scramble would reduce pedestrian delay while creating acceptable increases in motorist delay. “The other locations assessed shows pedestrian delay would worsen or stay about the same, which indicates a pedestrian scramble would not have much benefit over existing conditions.” The Type 2 pilot project would shorten pedestrian delays by nine seconds east and west and one second north and south while increasing motorist delays for westbound traffic by seven seconds and northbound traffic by 17 seconds. A Type 1 scramble would see an added 30-second delay for pedestrian traffic going east and west, and 28 seconds going north and south. Motorist delays would be the same as Type 2. If public works signs off on the project, city staff will report back to the committee in April 2026. — with files from Joyanne Pursaga scott.billeck(a)freepress.mb.ca<mailto:scott.billeck@freepress.mb.ca>

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WFP: Peguis extension pricey but worth it: mayor (Feb27'25)
by Beth McKechnie 27 Feb '25

27 Feb '25

Caution! This message was sent from outside the University of Manitoba. Benefits for trade, investment outweigh $755-M cost, city says Peguis extension pricey but worth it: mayor https://www.winnipegfreepress.com/breakingnews/2025/02/26/mayor-says-skyroc… THE cost to extend Chief Peguis Trail in north Winnipeg has risen by hundreds of millions of dollars but city officials predict its benefits would still outweigh its price. Extending the trail from Main Street to Brookside Boulevard would cost $755 million, plus $147 million in interest, if the city funds it solely through debt, a new city report notes. In 2019, the project was expected to cost $449 million, plus $38 million in interest (if funded by debt). Mayor Scott Gillingham said the project is worth its hefty tab, since it would better connect trade routes. “Right now, we as a community are facing the threat of tariffs … We need to be investor-ready so that we can pivot and open up the City of Winnipeg’s economy and the provincial economy to new markets,” said Gillingham. Chief Peguis Trail currently runs from Lagimodiere Boulevard to Main Street. The mayor said the city would need help from the provincial and federal governments to pay for the extension to Brookside Boulevard. He said he’s confident that funding will be provided. “This is an important project for all three levels of government … federal and provincial governments have keen interest in this,” said Gillingham. The mayor credited much of the price hike to construction inflation, while he stressed completing the project would result in a substantial boost to the economy over time. A financial analysis predicts the project would allow the city to develop 1,200 net acres of residential land and 600 net acres of employment land. Over 75 years, the project should create thousands of jobs and trigger a $1.83-billion revenue boost, after expenses are accounted for, according to the report. “It will unlock much-needed residential development, up to 15,000 homes, and needed employment lands,” said Gillingham. The report notes that the financial forecast assumes property tax rates will continue to grow by 3.5 per cent each year, while lower tax hikes would produce far less revenue. “Between 1991 and 2024, the compound annual growth rate in property taxes for the average homeowner has been 1.9 per cent — at this rate, the development would run a significant deficit for the entire analysis period,” writes Brad Neirinck, the city’s manager of engineering. The project is expected to start paying off much sooner if provincial and federal governments help fund it. City staff describe the trail extension as a “major transportation project” that is key to enabling development and supporting Winnipeg’s population growth. “(Chief Peguis Trail) is intended to provide a continuous east-west link between the east and west section of the Perimeter Highway via CentrePort Canada Way, thereby improving access to industrial parks in the vicinity of the airport and further (developing) the strategic road network,” writes Neirinck. He suggests Winnipeggers would also benefit from reduced vehicle travel times, new active transportation facilities and decreased greenhouse gas emissions (due to reduced fuel consumption), if the project is built. Coun. Janice Lukes, chairwoman of public works, said the city’s top infrastructure priority is completing a multibillion- dollar upgrade of the north end sewage treatment plant. However, Lukes echoed the mayor’s view that Chief Peguis Trail remains a key priority. “It’s a lot of money. And it’ll probably be more money by the time it gets around to being built. … But now with what’s going on in the world, with potential tariffs … Canada needs to think (about) how we move goods internally,” said Lukes. If threatened tariffs become a reality and deliver a substantial blow to the economy, Lukes said that could trigger stimulus spending that helps pay for the project. However, some councillors aren’t convinced the extension is worth its price. Coun. Matt Allard (St. Boniface) said a new road project that could cost more than $900 million is tough to justify while the city struggles with a multibillion- dollar infrastructure deficit. Allard said tax-increment financing grants that trigger the construction of new city buildings would likely create a much bigger return on investment than major road projects. “I do acknowledge there is some economic benefit (to the trail extension) but it also comes with a liability of having to maintain the road,” said Allard. If city council approves, staff will complete an independent “value for money” assessment of the project. The city could explore traditional construction, a public-private partnership and other options to build the extension, the report notes. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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Bike-bus
by feaver＠mts.net 24 Feb '25

24 Feb '25

Caution! This message was sent from outside the University of Manitoba. https://www.theguardian.com/environment/2025/feb/20/cycling-to-school-almos…

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WFP: Pedestrians to get five-second jump on traffic downtown (Feb15'25)
by Beth McKechnie 15 Feb '25

15 Feb '25

Caution! This message was sent from outside the University of Manitoba. Pedestrians to get five-second jump on traffic downtown https://www.winnipegfreepress.com/breakingnews/2025/02/14/signal-change-wil… Winnipeg pedestrians will soon get a head start to cross many intersections more safely. Beginning in early March, city officials will start installing leading pedestrian intervals at about 80 per cent of signalized intersections in the downtown, a city staff report notes. “The head start allows pedestrians to be more visible in the intersection before the signal turns green for vehicles,” wrote David Patman, the city’s manager of transportation planning. Leading pedestrian intervals provide a four- to six-second head start for pedestrians to begin crossing an intersection before the signal turns green for vehicles travelling the same direction, Patman wrote. The downtown changes will signal pedestrians to cross five seconds before vehicles. On Friday, council’s public works committee welcomed the signal changes and expanded them. The committee instructed staff to implement the change citywide at all eligible signalized intersections within the year. A progress report is due back in six months. “It gives (foot traffic) a head start in crossing the intersection, versus pedestrians starting and cars just taking off… I strongly support anything we can do to support the vulnerable road user, which is the pedestrians,” said Coun. Janice Lukes, chairwoman of public works. “Most of the death and carnage… (from collisions happens) at intersections.” Lukes (Waverley West) noted the change resulted in a 13 per cent reduction in collisions in other cities. The traffic signals branch will revise timing throughout downtown to support the reopening of pedestrian crossings at Portage Avenue and Main Street later this year, so the changes happen simultaneously. The public works department can do the work at no added capital cost, the report noted. “It’s a very cost-effective way to increase safety for the vulnerable road user…. If we can even do 50 per cent of (the installations) within a year … That’s fantastic,” said Lukes. The staff report notes some intersections aren’t suited to the change and selection will consider potential traffic delays, pedestrian crash risk and pedestrian volumes. “Not every intersection of downtown is being done. Where there’s… already delay or there’s congestion, we’re not including them,” Patman told the public works committee. Head start signals also won’t be added at intersections that already restrict vehicles from turning during the pedestrian crossing phase, the report said. The city previously installed head start signals at approximately 30 intersections, including at Bannatyne Avenue and Main Street, Broadway and Main Street, Main Street and Market Avenue, Main Street and McDermot Avenue, Osborne Street and Stradbrook Avenue and Osborne Street and River Road. Early results of video surveillance at those intersections (among those with sufficient data) found an average 35 per cent reduction of “near miss” incidents. Between 2012 and 2018, an average of 33 per cent of all road-related fatalities and 10 per cent of all major injury collisions in Winnipeg involved a pedestrian, with most taking place at intersections, according to the report. And from 2015 to 2022, about 275 pedestrians were involved in road-related crashes downtown, including 13 that resulted in major injuries and eight in fatalities. Staff expect the signal change to be completed at the selected downtown intersections in May. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Bus line to launch route from Winnipeg to Flin Flon / Kasper announces Winnipeg to Thompson service (Feb11'25)
by Beth McKechnie 11 Feb '25

11 Feb '25

Caution! This message was sent from outside the University of Manitoba. Bus line to launch route from Winnipeg to Flin Flon https://www.winnipegfreepress.com/business/2025/02/11/bus-line-to-launch-ro… SEVERAL northern Manitoba communities will have another option for bus travel to Winnipeg come spring. NCN Thompson Bus Lines announced Monday it will launch a regular route from Winnipeg to Flin Flon through Dauphin and The Pas beginning April 1. The company also announced its investment in The Pas via a bus terminal building it has purchased and is redeveloping in the town — its third facility in the province, including Thompson and Winnipeg. NCN Thompson is investing more than $1.5 million to upgrade the building and expand its fleet this year, according to Siddharth Varma, co-owner and chief operating officer. The company has aspired to offer passenger bus service up the western side of the province since it started in 2018, but the COVID-19 pandemic delayed those plans, he said. The expansion will add regular Monday to Friday daytime passenger service that will connect Flin Flon, The Pas, Swan River, Dauphin, Portage la Prairie and Winnipeg. Freight pickups and drop-offs will also be available along the entire route, along with final mile deliveries. “We believe community members need something reliable, long-lasting and feasible, so we are here to facilitate that,” Varma said. NCN Thompson has not finalized the ticket pricing yet, but they “will be very affordable and competitive in nature,” he added. The expansion will create jobs in northern Manitoba. Seven new staff based in The Pas — four bus drivers, two bus depot staff and a mechanic — have already been hired. The announcement of NCN Thompson’s Winnipeg to Flin Flon route comes two-and-a-half months after Kasper Bus Lines, an Ontario-based company, launched a regular route from Winnipeg to The Pas through Dauphin. Transportation between northern Manitoba and southern Manitoba is vital, according to Andre Murphy, mayor of The Pas. Some community members don’t have their own vehicles, so they use the bus for medical travel and to connect with their family and friends. “Adding NCN is just going to expand that service level and fill that need that much further,” Murphy said. “We’re very happy with NCN. We’re very happy Kasper Bus Lines has joined us and this is a critical service that’s needed in northern Manitoba.” Kasper Wabinski, president of Kasper Bus Lines, doesn’t anticipate NCN Thompson’s new route impacting his business. “People know what we’re known for: safe and reliable transportation. I’m going to continue to offer a dependable, safe service,” Wabinski said. Varma founded NCN Thompson Bus Lines with James Pelk in 2018 to service Manitoba communities along Highways 6 and 280 after Greyhound ended its Manitoba routes. The company’s registered business name is Thompson Bus and Freight. NCN Thompson is partnered with Nisichawayasihk Cree Nation (NCN), a First Nation in Nelson House, about 80 kilometres west of Thompson. The company has been accused in the past by customers and former staff of running its buses with little heat in the middle of winter. Varma said Monday that while the company has had “some hiccups” in previous years, he and his colleagues are serious about the safety, security and comfort of NCN Thompson passengers. The company runs its buses 365 days a year, making close to 700 trips between Winnipeg and Thompson annually that transport more than 33,000 people, he said. “Yes, a couple of times we had issues and there have been negative social media posts in the past, but we are giving a lot of serious effort and investment toward making sure the buses are safe and secure and they have operational heat,” he said. By the end of February, NCN Thompson will have added five buses to its fleet, Varma added. Each bus carries around 50 passengers. Two of the buses are 2020 models and three are brand new 2025 models. Details about the new routes will be available on the company’s website soon, Varma said. Kasper announces Winnipeg to Thompson service HOURS after NCN Thompson Bus Lines publicized its Winnipeg to Flin Flon route, Kasper Bus Lines announced Monday on its Facebook page that it will offer a Winnipeg to Thompson route starting in the next month. The service will run Sunday to Friday and cost $100-$130 per ticket, according to Kasper Wabinski, who owns the Ontario-based company. The 30-passenger buses will include bathrooms, Starlink internet access and USB chargers. Kasper Bus Lines joins NCN Thompson and Greywolf Bus, which launched Dec. 26, 2024, in offering service from Winnipeg to Thompson. “Thompson was always part of the expansion plan,” Wabinski said, adding that he wants his company to service all of Manitoba. “I think it’s an appropriate day to make the announcement.” Kasper Bus Lines operates within Manitoba and northwestern Ontario. It has 42 employees and will add at least eight more in the coming months, according to Wabinski, who also heads the Coast to Coast Bus Coalition. aaron.epp(a)freepress.mb.ca<mailto:aaron.epp@freepress.mb.ca>

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WFP: City waits to clear snow from sidewalks, then does it fast (Feb11'25)
by Beth McKechnie 11 Feb '25

11 Feb '25

Caution! This message was sent from outside the University of Manitoba. City waits to clear snow from sidewalks, then does it fast Report finds only Sudbury allows more white stuff to fall before plows come out https://www.winnipegfreepress.com/breakingnews/2025/02/10/city-waits-to-cle… WINNIPEG gets more snow than other Prairie cities, gets the least snowpack melt, has the fewest days when salt can melt snow — and takes longer than most cities to begin clearing sidewalks. A new city report shows that four of the eight cities that responded to a query from Winnipeg about their sidewalk snow clearing begin plowing as soon as the snow begins to fall. While Winnipeg waits until five centimetres of snow has accumulated before it begins plowing operations, the report found Edmonton, Steinbach, Quebec City and St. John’s begin plowing at the beginning of a snowfall. The report, being presented to the civic public works committee on Friday, found Winnipeg is behind three other cities: Calgary starts its plow as soon as the snow stops falling; Saskatoon starts when there are two centimetres on the ground; and Ottawa calls out the plows when 2.5 centimetres has accumulated. Only Sudbury, which waits until eight centimetres of snow has fallen, takes longer to start clearing sidewalks. Coun. Janice Lukes, the committee’s chairwoman, said while sidewalk plows aren’t deployed immediately, when they are they can cover the city faster because there are more of them — and she believes they are doing a good job. “Honestly, and I’m almost afraid to say this, I think I’ve had one complaint this year on the sidewalks and bike paths,” Lukes said. “Maybe it is because we have more machines and we’ve put more labour into it. We got 15 (more sidewalk-clearing) machines last year — this is the first year we’re really using them. We are out there sooner. We used to wait a lot longer before we went out.” Winnipeg also has more kilometres of snow to clear than most cities, Lukes said. The report states Winnipeg has 3,466 kilometres of sidewalks and paths, less than Edmonton’s 4,400 kilometres, but far more than Sudbury’s 538. City council made some sidewalk snow-clearing changes last year. While the starting amount for operations to begin had already been reduced from eight centimetres of snow to five centimetres, it was also changed to have a deadline of finishing all residential sidewalks within 36 hours. Disability advocates admit this year the city is doing a good job, but there are still problems. Melissa Graham, executive director of the Manitoba League of Persons with Disabilities, said the S(NO)W Plow campaign on Facebook it established with other organizations representing people with disabilities and seniors has received nine complaints this winter compared to 14 last winter. “There are still a lot of people who don’t get out because they feel it is unsafe. The plowing has been good when there has been a dump of snow, but what about the in-between? The snow comes down and it adds up. This impacts people,” Graham said. David Kron, executive director of the Cerebral Palsy Association of Manitoba, said he agrees the city has done a better job clearing sidewalks so far this year. “I’ve got to give them kudos. I think they’re doing a better job, but there is always room for improvement. It looks better. I think our (snow clearing) policy has been well established — as long as they follow it, ” Kron said. “I know this is a winter city and I’m willing to work with them.” kevin.rollason(a)freepress.mb.ca<mailto:kevin.rollason@freepress.mb.ca>

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WFP Weekly: Rebuilt bridge enhances transportation options (Feb5'25)
by Beth McKechnie 05 Feb '25

05 Feb '25

Caution! This message was sent from outside the University of Manitoba. Rebuilt bridge enhances transportation options https://www.winnipegfreepress.com/our-communities/correspondents/2025/02/05… As someone who likes to ride a bicycle to get around in St. Vital and Winnipeg, I’d like to take a moment to say thank you to the City of Winnipeg for the quality of the newly renovated St Vital Bridge. With the completion of the freshly rebuilt span connecting St. Vital to Fort Rouge, the experience of people who walk and cycle and roll has been dramatically improved. The bridge has been completely modernized, with wide, high-quality sidewalks and cycling paths on either side, in addition to excellent and comprehensive connecting pathways and facilities on both sides. What was once a dangerous choke point that shoved walkers and cyclists up against each other on a narrow sidewalk has become a wide and accommodating deck. It feels welcoming and safe. No longer will people walking and cycling need to get into awkward conflict, with one or both being pinned to the side to pass each other. Those riding on both sides can now get on and off the bridge from convenient, direct pathways that link both back to the on-street cycling network and into the off-street pathway system. This is the latest major infrastructure upgrade in St. Vital to consider the needs of those young and old that travel the community by bicycle and on-foot. The nearby St. Anne’s Road and Fermor Avenue intersection is now a much-improved shared-use space that makes reasonable accommodation for all modes of transport in a busy location. It is heartening to see that the city is heading in the right direction, after many years of delays in trying to create more freedom and practicality of choice for the public. Thank you to the many leaders, activists, and officials who contributed to delivering this encouraging progress. It’s my fervent hope that this momentum continues in the years to come so that my children and generations to come have safe, empowering, and enjoyable streets and outdoors in Winnipeg. Ryan Palmquist is managing director of Save Our Seine and a community correspondent for St. Vital.

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Winnipeg Free Press: Driver fined for speeding 123 km/h near school
by Patman, David 05 Feb '25

05 Feb '25

Caution! This message was sent from outside the University of Manitoba. This is absolutely ridiculous given what happened on Wellington so recently. Driver fined for speeding 123 km/h near school - Winnipeg Free Press<https://www.winnipegfreepress.com/breakingnews/2025/02/04/driver-fined-for-….> Driver fined for speeding 123 km/h near school Posted: 3:37 PM CST Tuesday, Feb. 4, 2025 A motorist has been fined more than $1,000 for driving 123 km/h in a residential zone in Waverley West near a school that was hosting an event on Friday evening. The Pembina Trails School Division alerted families on Tuesday about a police stop that took place shortly after 8:30 p.m. on Jan. 31. "Officers stopped a motorist driving 123 km/h in a 50 km/h zone on North Town Road near Bison Drive, by one of our schools that had an event underway. Buses were in operation, and young pedestrians were present," the school division wrote in a post on X (formerly Twitter). The intersection of Frontier Trail, which turns into North Town Road, and Bison Drive is under 10 minutes by foot from both Bison Run School and Pembina Trails Collegiate. The former, a kindergarten-to-Grade 8 school, celebrated its second birthday last week. The Winnipeg Police Service confirmed the driver was issued a $1,006 fine and a serious offence notice. The individual will have to attend a hearing in front of Manitoba Public Insurance that could result in a lengthy licence suspension. Police had no further details on Tuesday. "Excessive speed puts everyone at risk. It reduces reaction time, increases stopping distance, and makes collisions more severe," WPS wrote in a statement on social media urging motorists to slow down. fpcity(a)freepress.mb.ca [City of Winnipeg logo]<https://winnipeg.ca/> David Patman (he/him) Manager Transportation Public Works City of Winnipeg Telephone: 204-986-5895 Mobile: 204-806-6471 Email: dpatman(a)winnipeg.ca<mailto:dpatman@winnipeg.ca> Website: winnipeg.ca<https://winnipeg.ca/> Address: 101-1155 Pacific Ave., Winnipeg, MB R3E3P1 Connect with us: [Facebook]<https://www.facebook.com/cityofwinnipeg> [X (Twitter)] <https://twitter.com/cityofwinnipeg> [YouTube] <https://youtube.com/thecityofwinnipeg> [LinkedIn] <https://linkedin.com/company/city-of-winnipeg> [Instagram] <https://www.instagram.com/thecityofwinnipeg/> Confidentiality Notice: The information contained in this message is intended solely for the person or entity to which it is addressed and may contain confidential and/or privileged information. Any use, dissemination, distribution, copying or disclosure of this message and attachments, in whole or in part, by anyone other than the intended recipient is strictly prohibited. If you have received this message in error, please notify the sender and permanently delete the complete message and any attachments. Thank you.

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CBC: Winnipeg Transit puts wheels in motion to replace most of its bus routes this summer (Jan30'25)
by Beth McKechnie 30 Jan '25

30 Jan '25

Caution! This message was sent from outside the University of Manitoba. New routes coming to most of the city on June 29, when spine-and-feeder system replaces hub-and-spoke model https://www.cbc.ca/news/canada/manitoba/winnipeg-transit-network-overhaul-1…

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WFP: Go with the floe: Ice Cycles back on river trail (Jan25'25)
by Beth McKechnie 25 Jan '25

25 Jan '25

Caution! This message was sent from outside the University of Manitoba. Go with the floe: Ice Cycles back on river trail https://www.winnipegfreepress.com/arts-and-life/life/2025/01/24/go-with-the… AN ICE bike rental company hopes to slide to success after mild weather cancelled its 2024 season. Ice Cycles has set up shop under the footbridge at The Forks and will be open for business starting today. The company rents four different models of ice bikes — vehicles with the body of a bicycle or tricycle, minus the front wheel and mounted on a blade similar to the kind used in skates or on a short ski. There are two models for individual riders, a tandem model and a “minivan” model that can accommodate up to two adults and three children. Due to their stability and ease of use, ice bikes are an accessible winter activity for people of all ages, according to co-owner Sinan Leylek. “This is a great way to open up Winnipeg’s famous river trail to people who say, ‘I don’t know how to (skate),’” he said. Ice Cycles is Canada’s first ice bike company. It’s a division of Spark Rentals Inc., an event equipment rental business Leylek started in 2015. The company provides audio-visual equipment, lighting, dance floors and staging equipment for weddings, socials, corporate events and film productions. Leylek discovered ice bikes while travelling in northwestern China in 2014. He decided to bring them to North America in 2021, after Spark’s business suffered due to COVID-19 lockdowns. Ice Cycles opened for business in January 2022. Leylek was disappointed last year’s warm weather meant Ice Cycles couldn’t operate in Winnipeg. The company is also an international wholesaler, though, and Leylek sold a fleet of the bikes to the City of Edmonton. He’s also sold ice bikes to customers in the Yukon, Ontario, Michigan and Vermont. “(We want to) validate the markets in Winnipeg and show you how much fun it is, how successful it can be, and then find other municipalities or rental operators that want to bring it into their own cities,” Leylek said. Ice Cycles kicked off its 2025 season Jan. 11 at the Assiniboine Park duck pond with free rentals as part of the park’s three-day We are Winter celebration. More than 500 people rode the bikes that weekend, according to Lewis Keller, Ice Cycles manager. “People were excited that it was back,” Keller said. “It just really proved that people love something to do (outside), even if it is the winter. We are ‘Winterpeg’ — the snow’s never stopping anyone from going out and having fun.” The bikes were a welcome addition to We are Winter, said Laura Cabak, Assiniboine Park Conservancy communications director. “For people who might not have skates, this was another fun activity we could offer,” she said. Ice Cycles will be open this weekend: today and Sunday from 10:30 a.m. to 7:00 p.m. A Captain America impersonator will be on hand for two hours Sunday starting at 2:30 p.m. to take pictures with customers. Walk-ups are welcome, but advanced reservations can be made online at sparkrentals.ca. “I’m hopeful for (good) weather to kind of keep the trail open until mid-March,” Leylek said. The Forks officially opened the Nestaweya River Trail on Dec. 31. The trail is currently four kilometres long and will be extended to its full six km length as soon as today, according to Zach Peters, spokesperson for The Forks. Weather conditions last year meant the trail did not open until late January, with only a small section of it open for nine days. In 2023, approximately 220,000 people used the trail, which was open for 72 days — only three days shy of the longest season (2019). aaron.epp(a)freepress.mb.ca<mailto:aaron.epp@freepress.mb.ca>

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WFP: Demolishing Arlington Bridge a step closer (Jan25'25)
by Beth McKechnie 25 Jan '25

25 Jan '25

Caution! This message was sent from outside the University of Manitoba. Demolishing Arlington Bridge a step closer https://www.winnipegfreepress.com/breakingnews/2025/01/24/demolishing-arlin… The City of Winnipeg is on track to take on another $20 million in debt to begin the long-awaited replacement of the closed Arlington Bridge. Council’s executive policy committee approved a $22-million plan to demolish the bridge, which is between Logan and Dufferin avenues, and start designing its replacement, on Friday. The plan would also draw $2 million from Winnipeg’s share of federal gas tax revenues this year, pending final council approval of the 2025 budget. Mayor Scott Gillingham confirmed the plan is to eventually replace the bridge. “That’s what we’re moving toward. There’s funds here now to … demolish the decommissioned bridge because we are paying money every year just for maintenance to keep that decommissioned bridge up. There’s also funds there to do design work as a next step to moving forward to building the bridge,” said Gillingham. The Arlington Bridge, which opened in 1912, closed suddenly on Nov. 21, 2023, due to structural concerns, raising questions about its future. In November, the city released a proposal to replace the bridge at its current location. It would cost $166 million, plus up to $27 million more in interest, and require six years to build. Coun. Jeff Browaty, council’s finance chairman, said the bridge is a critical link between communities and must be demolished to protect the rail lines below it. “It’s going to have to come down. We know that. I’ve spoken to engineers … and they’ve suggested if we don’t do it now, it’s going to be more expensive to take it apart later. I think this is a smart investment to deal with it now,” said Browaty. Council’s public works committee had approved a motion that would earmark $30 million of future years’ funding for the bridge, along with a “first charge” to allow $20 million to be spent this year. Gillingham said officials worked to refine early cost estimates after that vote, leading the new total to drop by $8 million. The mayor’s inner circle also approved a call to let Downtown Community Safety Partnership move into the shuttered community connections space at Millennium Library for a two-month pilot project from April 1, 2025 to May 31, 2025. Then there is Millennium for All, an advocacy organization that has fought against reductions in funding for the downtown library. That group wants community connections restored to its previous form and is skeptical of the new proposal. One representative of Millennium for All said the proposal would bring a “police-oriented” presence to the library, which is not what advocates want. Let’s dispense with some of the misconceptions critics could use to derail this worthy idea. DCSP is not a “police-oriented” presence. Its outreach workers are not trained in law enforcement, they are trained to navigate social services and intervene with addictions and mental- health crises. They wear a uniform of sorts, but look a lot more like couriers than police officers. And for the record, the library is absolutely the right place to provide this kind of support. Millennium remains one of the last truly open, public spaces in the downtown. All kinds of people who need help connecting with public services already use the library, which has computers, printers and a host of staff to help people apply for identification, government support, housing and health care. For many newcomers, the library is their first stop in building a new life in Canada. Finally, thanks to the fact that the safety partnership is already widely supported by government and other entities, the proposal to move into space in the Millennium Library comes at no additional cost to the city. It’s win (for the city, which is tight for money), win (for DCSP, which needs a storefront presence), and win for the people downtown who need help navigating public services. Who would try to derail a win-win-win proposition like this? One can only hope that it’s no one. dan.lett(a)freepress.mb.ca<mailto:dan.lett@freepress.mb.ca>

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Active Transportation & Road Safety Town Hall | March 15th
by Beth McKechnie 21 Jan '25

21 Jan '25

Caution! This message was sent from outside the University of Manitoba. Councillor Janice Lukes is hosting a public session on active transportation and road safety. You’re invited to join Councillor Lukes, the Public Works committee – Councillors Sharma, Chambers and Eadie, and members of the public service to discuss upcoming Active Transportation and Road Safety projects. See an at a glance AT Funding<https://janicelukes.ca/wp-content/uploads/2025/01/AT-Funding-2025.pdf> A presentation from the public service will be delivered, followed by a robust discussion. Saturday, March 15th Presentation Theatre – RBC Convention Centre 9:00 doors open 9:30 – 10:30 presentation 10:30 – noon, robust discussion Refreshments will be served No need to RSVP – the room holds up to 300 people https://janicelukes.ca/event/active-transportation-road-safety-town-hall/

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FW: Sustainable Safety versus Vision Zero - Free Webinar for CARSP and ITE Canada Members / $50 for non-Members
by Michelle Porter 17 Jan '25

17 Jan '25

An upcoming webinar that you might be interested in. Michelle Michelle M. Porter, PhD, Professor | Faculty of Kinesiology and Recreation Management | Director, Centre on Aging | 338 Isbister Building | University of Manitoba | Winnipeg, MB CANADA | R3T 2N2 | (204) 474-8795 michelle.porter(a)umanitoba.ca<mailto:michelle.porter@umanitoba.ca> | Centre on Aging | University of Manitoba (umanitoba.ca)<https://umanitoba.ca/centre-on-aging/> | https://bsky.app/profile/um-coa-porter.bsky.social | linkedin.com/in/michelle-porter-639890150<https://www.linkedin.com/in/michelle-porter-639890150> From: CARSP/ACPSER <brenda.suggett(a)carsp.ca> Sent: January 16, 2025 1:43 PM To: Michelle Porter <michelle.porter(a)umanitoba.ca> Subject: Sustainable Safety versus Vision Zero - Free Webinar for CARSP and ITE Canada Members / $50 for non-Members Canadian Association of Road Safety Professionals L'Association canadienne des professionnels de la sécurité routière [https://gallery.mailchimp.com/abd86bfa37a97091490314c26/images/9f1c3699-299…] <https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…>[https://mcusercontent.com/abd86bfa37a97091490314c26/images/5a2f8614-39c9-d5…]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…><https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Free Webinar for CARSP & ITE Canada members! Feb 27, 2025, 12pm-1:00pm ET This webinar explores Sustainable Safety and Vision Zero, examining their philosophies, best practices, and practical applications. Through a comparative analysis, participants will gain insights into how these frameworks complement one another and the challenges inherent in integrating them. The session includes case studies from Canada, the United States, and the Netherlands, showcasing diverse contexts shaped by varying local needs, cultural factors, and community scales. These examples will illustrate how to adapt these frameworks effectively to specific road conditions, traffic behaviours, and societal norms. The webinar will balance presentation and interaction, with tools like Menti polls and a dedicated Q&A segment to foster engagement and practical takeaways SIGN UP QUICKLY - SPACE IS LIMITED! [https://mcusercontent.com/abd86bfa37a97091490314c26/_compresseds/348f9196-d… Luten Anna is a communication specialist based on North America. Originally hailing from the Netherlands, Anna was the first Bicycle Mayor of Amsterdam and is focussed on urban cycling safety and advocacy to foster sustainable transportation in North America. Anna brings a diverse experience which has seen her collaborate in various industries from fashion and e-commerce to bicycle manufacturers, startups and urban mobility organisations. Anna is an excellent storyteller with a flair for developing implementable strategies, working adeptly from strategy creation through to execution. With her expertise in mobility, she is passionate about improving urban environments for the betterment of communities and cities. [https://mcusercontent.com/abd86bfa37a97091490314c26/_compresseds/0570aead-d… Donaldson Narayan is a transportation planner with seven years of planning and engineering experience in Canada and the Netherlands. He is passionate about rebuilding streets and networks to allow people to move safely and efficiently using all modes of transport. He specializes in the design of intersections including physical design and traffic signal control, with a particular focus on active transportation modes and public transit. Prior to working at Mobycon, he worked as a traffic signal program developer in the Netherlands and in Ontario. He also has experience designing streets through his previous work as a transportation planner for the Toronto Transit Commission. His combination of Canadian and Dutch experience makes him well-suited for adapting European strategies for a North-American context. Registration is open until Feb 26th. Space is limited, so sign up soon to reserve your spot! Register Now!<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Questions? * Webinar Content Questions: Anna Luten a.luten(a)mobycon.com<mailto:a.luten@mobycon.com?subject=CARSP%20Webinar%20Question> * Technical Difficulties (either during registering or during the webinar): homa.naeini(a)carsp.ca<mailto:homa.naeini@carsp.ca?subject=Webinar%20Question> * about CARSP - Brenda.Suggett(a)carsp.ca<mailto:Brenda.Suggett@carsp.ca?subject=Questions%20about%20CARSP%20> [Twitter]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Twitter<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [LinkedIn]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> LinkedIn<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [YouTube]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> YouTube<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [Facebook]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Facebook<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Copyright © 2025 CARSP-ACPSER, All rights reserved. You are receiving this email as you have chosen to be on the CARSP email distribution list. Our mailing address is: CARSP-ACPSER 2846 Arrowsmith Court Stevensville, ON L0S 1S0 Canada Add us to your address book<https://carsp.us7.list-manage.com/vcard?u=abd86bfa37a97091490314c26&id=b56b…> unsubscribe from this list<https://carsp.us7.list-manage.com/unsubscribe?u=abd86bfa37a97091490314c26&i…> update subscription preferences<https://carsp.us7.list-manage.com/profile?u=abd86bfa37a97091490314c26&id=b5…> [Email Marketing Powered by Mailchimp]<https://login.mailchimp.com/signup/email-referral/?aid=abd86bfa37a970914903…> ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏ ͏

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WFP: Committee votes to set aside cash for Arlington Bridge (Jan17'25)
by Beth McKechnie 17 Jan '25

17 Jan '25

Caution! This message was sent from outside the University of Manitoba. Committee votes to set aside cash for Arlington Bridge https://www.winnipegfreepress.com/breakingnews/2025/01/16/city-committee-vo… THE City of Winnipeg could soon earmark $30 million to complete the first steps toward replacing the Arlington Bridge. On Thursday, council’s public works committee approved a plan to devote future money to fund the demolition of the bridge, which is closed, and complete design work for its replacement. The motion called to authorize $20 million of capital funding in 2026 and to allow the funds to be accessed this year as a “first charge” from that future budget. The proposal also calls to add $10 million to the 2027 capital budget forecast for the project, pending city council and future budget approvals. “It’s a critical link to allow transit to go north and south. … I’m a big trades corridor supporter, and this will allow trucking and more vehicles. … There’s a huge component of active transportation, both north and south of the Arlington Bridge and people will be using it,” said Coun. Janice Lukes, chairwoman of public works, prior to the vote. The Waverley West councillor expects the city would take on debt to fund the work, if council approves the proposal. Lukes said the borrowing is justified, deeming the bridge replacement a “generational project.” “I’ve heard a lot of feedback on the importance of the Arlington Bridge,” she said. The preliminary 2025 budget did not earmark money for the bridge replacement. Coun. Ross Eadie (Mynarski) raised the motion for the funding, arguing the city must get work started to replace the “critical” transportation link. “The motion will be to keep the project moving forward, with continuous design and planning. If we just didn’t fund anything right now, it would lie dead and there would be no work done because there’s just no authority to spend money,” Eadie said. In November, the city released a proposal to replace the bridge at its current location. It would cost $166 million, plus up to $27 million more in interest, and require six years to build. However, the city had just $149 million left to borrow within its council-imposed debt strategy when that estimate was released. Eadie hopes to secure at least some of the funding from the other levels of governments. The Arlington Bridge, which opened in 1912, closed suddenly on Nov. 21, 2023, due to structural concerns. The latest price estimate to replace the bridge plummeted from a 2019 proposal, which was expected to cost $319 million and offer a much wider, three lane structure with two protected one-way bike lanes and two sidewalks. The new cheaper plan would produce a narrower, two-lane bridge with two shared, multi-use active-transportation paths. Council will cast a final vote on the budget on Jan. 29. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: City hall feels heat, will bury snow plan (Jan17'25)
by Beth McKechnie 17 Jan '25

17 Jan '25

Caution! This message was sent from outside the University of Manitoba. Proposal would have delayed clearing efforts City hall feels heat, will bury snow plan https://www.winnipegfreepress.com/breakingnews/2025/01/16/city-to-cancel-co… A PILOT project to increase the amount of snow needed to trigger residential street clearing appears set to be dumped from the city’s budget, after public backlash piled up. City council will be asked to delete the project from the 2025 financial blueprint, which was proposed to raise the threshold to plow residential streets from 10 cm to 15 cm, starting in October. That change would have affected snow clearing throughout next winter. Council’s public works committee voted unanimously in favour of a motion to scrap the pilot project on Thursday. Mayor Scott Gillingham said he will support the motion, noting residents expressed concerns the threshold increase would compromise road safety and accessibility. “We had more feedback concerned (with) the snow-clearing pilot idea than we did about the (proposed 5.95 per cent) property tax increase … We have a very high standard of snow clearing and the public has said very clearly that they want that maintained,” said Gillingham. The mayor said some residents complained it currently takes too long to clear residential streets and the change would extend that wait, while others suggested it would make travel more difficult for people with mobility devices. “Even though I tried to express there’s not a service cut, we’re just doing a pilot project, people, I think, really did see it as a service cut,” said Gillingham. The city’s snow-clearing budget is slated to increase by $5.3 million to $45.7 million this year. Actual spending is tied to the work required to follow snow-clearing policies and varies widely depending on weather. The mayor stressed the city must seek out other ways to keep snow-clearing costs under control as inflation boosts the price of snow removal contracts. Coun. Janice Lukes, chairwoman of council’s public works committee, said mobility concerns led her to raise the motion to cancel the project. “The feedback that really resonated with me was … the concern of the public (about) mobility issues on streets where there’s no sidewalks or pathways, because people have to use streets (for all modes of traffic). We will never be able to afford a sidewalk or a pathway on every street in the City of Winnipeg,” said Lukes (Waverley West). The councillor said she supports the idea of “floating” cost-saving measures to gauging public feedback, though she did have concerns about this particular proposal from the start. “We could try this pilot project. But, honestly, I really wanted to cancel it right off the bat,” said Lukes, noting Winnipeggers are passionate about snow clearing. The city hoped the pilot project could avoid one citywide residential snow-clearing operation each year, which typically costs from $2.75 million to $5 million. Potential savings weren’t factored into the 2025 budget, Lukes said. She expects the project will be scrapped when council votes on it. “I don’t think there’ll be a problem with the councillors supporting this motion,” said Lukes. The call to strike the project triggered relief from some residents, including those who represent people with disabilities. “As much as they were calling it a pilot, it felt very much like a budget cut disguised as a pilot … I am glad they are hearing people,” said Melissa Graham, executive director of the Manitoba League of Persons with Disabilities. If the pilot project were to go ahead, Graham feared recent changes to improve sidewalk snow clearing would become less effective. “If you can’t cross the street to (reach) the next sidewalk, you effectively can’t use (the sidewalk) anyway. A lot of people in this community stay home, sometimes all winter, because they can’t get around on sidewalks,” she said. “I see this (call to cancel the project) as very good news. I’m glad that they’re getting the message that sidewalk clearing and road clearing isn’t just a perk, it’s something that’s really important to people,” Graham said. David Kron, executive director of the Cerebral Palsy Association of Manitoba, said he was concerned even a temporary policy change would have forced more people to stay home more often. “It doesn’t take a lot of snow buildup to make a street or a sidewalk inaccessible for folks that use a manual or power chair or, like myself … a cane. It doesn’t take much of a barrier to make somebody have to stay at home during the winter,” said Kron. “If folks can’t get out of their homes, they can’t be part of the community.” A cycling advocate also welcomed the proposed cancellation, since he feared the change would have allowed more snow and ruts to build up. “The ruts at 15 cm are just really hard to navigate and it is a safety hazard,” said Mark Cohoe, executive director of Bike Winnipeg. “(If) you’re in that rut and … try to get out of it, there’s a potential of (falling) down.” Cohoe said the change threatened to hinder the city’s effort to get more people to walk and bike. “We’re a winter city. Having that … ability to get out and to feel like we’re going to have that option of moving around, walking, busing and driving through the city, is really critical to life in Winnipeg. We can’t just shut down for four months (or more) of the year,” he said. City council is expected to cast a final vote on the overall budget on Jan. 29. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Arrest made in pedestrian Death (Jan15'25)
by Beth McKechnie 15 Jan '25

15 Jan '25

Caution! This message was sent from outside the University of Manitoba. ARREST MADE IN PEDESTRIAN DEATH A driver has been arrested after an 87-year=old man was hit at a marked pedestrian crossing and later died. The collision happened at the intersection of McPhillips Street and Leila Avenue at about 7:30 a.m. on Dec. 23. Emergency services were already on scene when a pickup truck traveling east on Leila Avenue hit a pedestrian who was crossing McPhillips. The pedestrian was taken to hospital in unstable condition, where he later died from his injuries. The driver, a 44-year-old man, remained on scene and spoke with police. He was arrested Sunday and faces a charge of driving carelessly causing death. He was released on a notice to appear in court.

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WFP: Getting riders back in the saddle (Jan13'25)
by Beth McKechnie 13 Jan '25

13 Jan '25

Caution! This message was sent from outside the University of Manitoba. Volunteer-run shop repairs bikes — and teaches cyclists how to — for free Getting riders back in the saddle https://www.winnipegfreepress.com/breakingnews/2025/01/13/getting-riders-ba… ON a Sunday afternoon in mid-December, when most Winnipeggers aren’t thinking about cycling, Jacques Gross is at the Bike Dump, replacing the rear axle on a black and purple mountain bike. As he discards a broken part, the 24-year-old amuses himself by singing to it a song by English musician James Blunt. “Goodbye my lover, goodbye my friend,” he croons. Gross got involved at the volunteer- run, community bicycle shop shortly after moving to Winnipeg last May. Before stepping into the space, which is located at the corner of Main Street and Logan Avenue at the back of the Red Road Lodge, he didn’t know what a community bicycle shop was. He expected that becoming a volunteer would require “a bunch of red tape,” but that was not the case. “I just showed up and kept showing up,” he says. “Since (May), I’ve been confident enough to expand my knowledge … I feel there aren’t many things on a bike I can’t fix now.” Being a welcoming space that is accessible to everyone is what the Bike Dump is all about. Founded in 2005, the shop offers access to tools and a space where people can fix their bikes, free of charge. It is staffed by a non-hierarchical group of volunteers who help visitors with their repairs. The Bike Dump also offers repair workshops and sells refurbished bicycles on a sliding scale. “Volunteers come in with all different skill levels, including zero,” says Edward Cloud, 52, who has been involved for more than 10 years. Volunteers who are new to bike repair might spend their first shifts watching and listening; others might spend 90 minutes on their own exploring some small repair on one of the many bikes waiting to be refurbished. “We have a lot of good education happening in this space,” Cloud says. Across from Gross, Sarah Furgale is working on a blue 10-speed. As a result of an injured hip, the 52-year-old can’t cycle as much as she’d like. Fixing bikes is the next best thing. “I still want to be involved in bike culture, so I thought that this would be a good way for me to do that,” says Furgale, who has volunteered at the Bike Dump since April. “I like helping people fix their bikes,” she says. “Sometimes we get some people who are at risk or who really rely on their bikes. And so to be able to help them with something small, it’s been really rewarding.” The shop is looking for additional volunteer mechanics. People of all abilities are encouraged to get involved. Additionally, women and queer-identifying people are invited to consider volunteering so the Bike Dump can restart its Monday-night shift where women, queer and trans people who may feel uncomfortable during the shop’s regular hours can stop by and repair their bikes. The shop is also looking to add a day-time shift where volunteers would strip parts off of unrepairable bikes and possibly build bikes for sale. A senior mechanic would be there to assist and teach. To get involved, visit bike-dump.ca/ volunteering or email winnipegbikedump@ gmail.com. There’s a lot of history at the Bike Dump, says volunteer Chris Chypyha, 60, with a lot of great people and amazing tools. “Maybe it seems like a little bit of anarchy,” he says, “but the shop is actually well run.” If you know a special volunteer, email aaron.epp(a)freepress.mb.ca<mailto:aaron.epp@freepress.mb.ca>.

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WFP Editorial: Setting lower limits for e-bikes just makes sense (Jan9'25)
by Beth McKechnie 09 Jan '25

09 Jan '25

Caution! This message was sent from outside the University of Manitoba. Setting lower limits for e-bikes just makes sense https://www.winnipegfreepress.com/opinion/editorials/2025/01/09/setting-low… THERE are some public-policy proposals that are so grounded in common sense that one wonders why they’re even up for discussion. The current conversation regarding speed limits for motorized bicycles and scooters on Winnipeg’s active transportation network is one such circumstance. For the safety of all who walk, jog, run or ride on these protected pathways, it’s an initiative that should be rolled out with all due haste. A City of Winnipeg spokesperson stated last week the public service is currently researching how other jurisdictions have dealt with the issue of motorized conveyances on active transportation routes, and how Winnipeg might effectively enforce whatever speed limits are eventually imposed. Such investigation is a necessary element of creating and implementing a policy to ensure active transportation routes remain safe. But it shouldn’t require a deep dive into research or a lengthy debate to reach the conclusion that danger is created by the introduction of power-assisted machines onto pathways whose sole reason for being is to safely separate cyclists and pedestrians from interactions with motor vehicles travelling at much higher speeds. The growing popularity of e-bikes and electric scooters has created a new subclass of transportation that is, to invoke an ancient metaphor, neither fish nor fowl. Not engineered, in terms of size or structure, to compete for space among cars and trucks on roadways, these power-assisted conveyances are still capable of travelling at top speeds ranging from 30 to 50 km/h — a rate at which collision with anything, including a pedestrian or conventional cyclist, could have catastrophic results. Think of it this way: the low end of the e-bike/ scooter maximum-speed scale (30 km/h) equates to the reduced-speed limit imposed on motor vehicles traveling along school-zone streets which students or other pedestrians might have occasion to cross. It’s more than reasonable for those who utilize the city’s slowly growing active-transportation network to argue they don’t want anything travelling at that speed, or faster, whizzing past them from any direction. Manitoba law already caps the maximum speed, in general terms, of e-bikes and scooters at 32 km/h, but common sense dictates that their rate of travel on pedestrian/bike paths must be considerably slower in order to promote their safe co-existence with walkers and pedal-powered riders. Calgary has imposed a speed limit of 20 km/h for all conveyances, power-assisted or not, on its active-transportation routes, while Quebec has created a provincial regulation that makes it illegal for power-assisted vehicles that are not licensed and do not bear a federal safety certification mark to travel on public roadways, including bike lanes. Arriving at an acceptable standard for Winnipeg’s active transportation network — quickly, one hopes — is only the first step. The second — and decidedly more challenging — element will be enforcing whatever limit is put in place. Simply put, it’s difficult to imagine how this cash strapped city will find the resources and personnel required to patrol the pathways and enforce the limits. Safety in the active-transportation realm might depend largely on the willingness of reasonable power-assisted riders to abide by posted speed limits. This much is certain, however: the growing popularity of e-bikes and other power-assisted conveyances will inevitably steer more of them onto Winnipeg’s active-transportation network; as this city seeks to catch up with others that have been more aggressive in encouraging their citizens to embrace active transportation, it’s incumbent on city hall to create the best possible opportunity for all who travel its protected pathways to safely and peacefully coexist.

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WFP: City studying scooter speed limits (Jan4'25)
by Beth McKechnie 04 Jan '25

04 Jan '25

Caution! This message was sent from outside the University of Manitoba. City studying scooter speed limits https://www.winnipegfreepress.com/breakingnews/2025/01/04/city-studying-sco… The City of Winnipeg says they are looking to other jurisdictions to study speed limits for motorized bicycles and scooters on active transportation paths. Spokesperson David Driedger said Friday the public service is researching how other Canadian jurisdictions are handling speed limits and how they can be enforced within Winnipeg. Tom Milne, an electric bicycle user, says he would support a speed limit on the multi-use paths. [SUBMITTED E-bike user Tom Milne said he would support a speed limit on active transportation routes.]<https://www.winnipegfreepress.com/wp-content/uploads/sites/2/2025/01/290736…> SUBMITTED E-bike user Tom Milne said he would support a speed limit on active transportation routes. “People who use two wheeled vehicles, we expect a certain level of courtesy and consideration from those folks operating for real vehicles,” he said. “I also think that people who use e-bikes need to extend that same courtesy consideration to people on regular bicycles, and particularly pedestrians on those shared trails and active transportation routes.” Milne, 62, bought an e-bike two summers ago to stay active using a lower-impact bicycle. He clocks about 1,000 kilometers on his motorized bike every season and frequently uses active transportation paths. The Old St. Vital resident said he would support a speed limit, but worries how well it would be enforced. “I know it would be very costly for the city to put cadets or police officers or set up cameras, but I also thought about if they were to go with a limit of, say, 25 km/h and they posted those speed limits signs, that would make a difference,” he said. Mark Cohoe, executive director of Bike Winnipeg, sits on the city’s active transportation committee which meets to discuss committee-related issues including speed limits. Cohoe says the committee has discussed what provinces like Quebec have done to regulate speeds on active transportation paths and the public service will be researching what that province’s laws are. According to the Quebec provincial website, to be able to travel on public pathways, an e-bike can’t travel any faster than 32 km/h. For motorized personal mobility devices, which includes electric scooters and unicycles, the devices can travel a maximum speed of 25 km/h. Cohoe applauded the city for being proactive in its approach to regulating speeds on pathways, but said it needs to be a multi-level approach. “We know it’s going to be a challenge to regulate. There’s no question about that. I think part of this is the province and feds dealing with what comes in and what’s sold,” he said. “But then, you know, how do we enforce it will be an issue too.” Most e-bikes can reach speeds of between 32 and 48 km/h depending on their make and model. The active transportation advocate says the study will need to focus on regulating what can and can’t be on pathways, speed limits, the design of pathways and their widths to see what would be allowed on active transportation routes. “Electric bikes are becoming more prevalent, and they vary a lot. They can be basically something where we’re powering a bike to something that’s approaching to what could count as a moped, “I think we recognize that with electric bikes coming in that it’s an issue that does pop up. But I think we want to make sure we’re not over-regulating at some level and that we are maintaining safety out there as well,” Cohoe said. Driedger couldn’t provide a timeline on when the forthcoming report, to be presented to the city’s Public Works department, will be available. Milne believes the vast majority of e-bike and scooter users are responsible and share the road, but if they are over-regulated or forced off the paths and on to the roads, he would give his up. “Exploring the city on those trails has really opened up my of view of Winnipeg, you don’t only have to travel on the road and it feels safer,” he said. “If I’m forced off the path I would no longer have a use for it.” nicole.buffie(a)freepress.mb.ca<mailto:nicole.buffie@freepress.mb.ca>

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

04 Jan '25

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

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

31 Dec '24

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

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

30 Dec '24

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

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

21 Dec '24

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

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

20 Dec '24

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

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

15 Dec '24

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

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

15 Dec '24

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

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

14 Dec '24

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

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

14 Dec '24

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

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

11 Dec '24

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

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WFP Analysis: Wellington Crescent: a call for timely action (Dec11'24)
by Beth McKechnie 11 Dec '24

11 Dec '24

Caution! This message was sent from outside the University of Manitoba. Wellington Crescent: a call for timely action RACHAEL ALGUIRE https://www.winnipegfreepress.com/opinion/analysis/2024/12/11/wellington-cr… IMAGINE walking down Wellington Crescent, the sun setting over the river, as neighbours meet and catch up. Someone cycles by after picking up their child from school, safely seated on a cargo bike. Families stroll along the sidewalk, sharing a space where pedestrians, cyclists and drivers can co-exist together. This could be the year-round reality of one of Winnipeg’s most iconic streets. Wellington Crescent, linking a historic, high-density neighbourhood to a world-class park, is currently failing its community. Inconsistent speed limits and a racetrack-like design have turned what should be a safe, shared space into a death trap. The city’s executive policy committee has voted down the motion to lower the speed limit to 30 km/h year-round but approved plans for temporary bike lanes, which will go before full city council on Dec. 12. There is still a chance to revisit the speed limit reduction, and it’s essential the city doesn’t let this opportunity slip away. Making this stretch of road safer for all residents aligns with over 20 years of city reports advocating for this change. It’s time for the city to follow its own recommendations. Reducing the speed limit isn’t just a good thing to do — it’s a moral obligation. We know that speed limits and traffic-calmed streets save lives. This motion comes nearly six months after the death of Rob Jenner, a cyclist killed by a speeding driver on Wellington Crescent. His passing adds to the growing list of names: Tammy Bateman in Fort Rouge Park; Doris Porter on Harry Lazarenko Bridge; and Nardia Bedward standing at a bus stop on Portage Avenue. These are just a few of the 14 pedestrians and two cyclists killed by traffic violence on Winnipeg streets this year alone. These weren’t “accidents.” They were completely preventable and the result of deadly road designs and decades of neglect. How many more lives will Mayor Scott Gilligham gamble with before taking action? He’s seen study, after study, after study calling for slower speeds. He’s witnessed the ghost bikes and grieving families, yet he continues to do nothing. Every preventable death on our streets is a direct result of his inaction. How many more ghost bikes must appear before he finally acts? The May-to-October 30 km/h limit on part of Wellington Crescent has already shown that slower traffic makes the space a place people want to be, not just move through. Extending this limit year-round from Academy Road to River Avenue would make this a safer, more welcoming space for everyone. So, what are we waiting for? The excuse that enforcing a 30 km/h speed limit is too difficult is weak. Well-designed traffic calming and permanent cycling infrastructure will narrow the road, making it impossible to speed. These measures are proven to work in cities worldwide, and it’s time Winnipeg followed suit. Frankly, I don’t want another ghost bike put up on my street. At the Nov. 29 public works meeting, deputy mayor Janice Lukes said it best as she advocated for the change: “People, it’s going to take you three more minutes in your nice heated car.” City leaders love to talk about a sustainable, forward-thinking Winnipeg. Policies like Our-Winnipeg 2045 and the draft Transportation Master Plan: 2050 lay out a vision for reducing greenhouse gas emissions, building active transportation networks and creating vibrant neighbourhoods. But these goals are too distant. This motion on Wellington should have been passed on June 7, 2024, the day after Rob Jenner’s death. Yet here we are, six months later, still begging for the bare minimum. The 2022 Enhanced Summer Bike Route survey showed strong public support for lower speeds on Wellington Crescent. People want safer streets — it’s that simple. Yet, the time it takes for most drivers to go through the Tim Hortons drive-thru is often considered more important than the lives of people who move around the city outside of a car. Young people in this city are watching. Cars are a luxury we cannot afford and do not want. We’re tired of living in a city where cars are king and driving is the default. We want a Winnipeg that values people over vehicles — a city where streets are safe, livable and vibrant. The city needs to think bigger and believe in a future where personal vehicles are no longer the dominant form of transportation and the needs of real people are prioritized. Every neighbourhood deserves 30 km/h speed limits year-round. Slower speeds in residential areas transform streets into vibrant, shared spaces. Streets become places for connection, not just thoroughfares for cars. This shift encourages local businesses to thrive, as people are more likely to linger and engage in the community. In the midst of a loneliness epidemic, this kind of third space is needed more than ever. This isn’t just about Wellington Crescent. It’s about what kind of city Winnipeg wants to be. Will we start making choices that reflect the needs of all our residents — not just those who can afford cars? Or will we keep enabling individuals who feel entitled to speed down our streets at the expense of everyone else? To city council: the time for half-measures, more studies and excuses is over. The future of our city depends on the choices we make today. Let’s make it a place where people come first. Pass this motion, including the speed limit reduction, and show us you value human lives. You owe it to the people you serve to act decisively and prevent any further tragedies. Rachael Alguire is a Wellington Crescent resident.

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WFP: Higher density key to fixing budget woes (Dec9'24)
by Beth McKechnie 09 Dec '24

09 Dec '24

Caution! This message was sent from outside the University of Manitoba. Only way to become more economically viable is to allow city to grow inwards and upwards Higher density key to fixing budget woes https://www.winnipegfreepress.com/breakingnews/2024/12/09/higher-density-ke… ALARM bells have been ringing at Winnipeg City Hall ahead of Wednesday’s 2025 budget update. It might be the annual doom and gloom dance, done to lower expectations before every budget announcement, but with the city’s rainy-day fund being emptied and a significant deficit projected, it does feel like this time the warnings are real. Like many before him, Mayor Scott Gillingham has responded by being vocal about the need for the province to come to the table with new funding sources for the city. Two polls — one conducted for the mayor’s office, and one for the Federation of Canadian Municipalities — were recently released in support of this campaign. The surveys identified that Winnipeggers believe the top priority for civic spending should be repairing infrastructure, with 81 per cent indicating road quality as the top civic issue impacting quality of life. A majority also believe the city needs additional municipal funding, with strong support shown for increased provincial transfers. The only immediate solution appears to be more tax dollars, either civic or provincial, but asking taxpayers to take more money from their pockets is a Band-Aid that avoids addressing the core issue that got us here. Winnipeg, like most Canadian cities, has been on an economic slippery slope for a long time. That slope is called suburban sprawl. It makes many people defensive to hear it, but our crippling infrastructure deficit and annual budget crunch at city hall can be directly linked to the city’s financially unsustainable, low-density growth patterns over the last 50 years. The concept is simple. Lower density means fewer people are paying for more things. Ten people living on a street have their taxes divided by 10 to maintain the road. If only five people live on that same street, each taxpayer is responsible for twice as much. On a macro scale, this is how Winnipeg got to where it is. Our city has been growing three times faster in area than in population, meaning overall density has been dropping as it grows. In 2019, the city compared the built-up area of Winnipeg over 50 years and found that the footprint of the city had increased by 96 per cent, almost doubling, while the population increased by only 37 per cent. If Winnipeg had simply maintained the density it had in the 1970s, the city’s footprint, and its corresponding infrastructure would be 30 per cent smaller than it is today. This would have gone a long way to balancing our civic budgets. From the founding of Winnipeg until the late 1960s, the city grew simply by extending the existing street grid. Ride your bike from Wellington Crescent to Taylor Avenue on any street in River Heights and you will see a different decade of houses every two blocks. As the city grew, the streets just got longer. After this time, we started building isolated subdivisions with long stretches of infrastructure connecting them back to the older neighbourhoods. This development pattern wildly increased the city’s overall footprint and reduced its density. Every Winnipeg taxpayer is today responsible for maintaining 10 per cent more roads than they were in 2010. Fewer people paying for more things. Greater distances between neighbourhoods meant that existing civic amenities like schools, libraries and community centres, could no longer be shared with new growth, requiring new ones to be built. This issue was compounded by opposition to higher density, new development in existing neighbourhoods that meant, as household sizes naturally decreased, neighbourhood populations fell. Most of Winnipeg’s mature neighbourhoods have 20 to 30 per cent fewer people living in them today than 50 years ago. This resulted in existing civic amenities being underused, while at the same time we were building new ones in outer suburbs. Again, fewer people paying for more things. The types of neighbourhoods we started building also impacted the city’s economic viability. With apartment buildings, townhouses and single-family homes mixed on every street, the higher density of mature neighbourhoods makes them far more productive at generating tax revenue than newer single-family subdivisions. Per square foot of land, the assessed tax value of neighbourhoods like Wolseley, West Broadway, and Osborne Village, is twice that of Island Lakes or Whyte Ridge. The impacts of sprawl are not limited to where we live but also includes where we shop. Older neighbourhoods were centred along commercial streets and former streetcar lines, fronted with shops that people could walk to from their home. That pattern has been replaced with big box stores and oceans of asphalt parking that push the footprint of the city outward. This retail development pattern is a similarly unproductive tax base. The handful of small buildings and shops on a single block of Corydon Avenue has a collective assessed tax value that is equal to a Costco in south Winnipeg that consumes five times more land area. Longer travel distances in the expanding city has created a greater reliance on private vehicles. Car ownership per capita has increased by 20 per cent in only 20 years, and the number of vehicles on Winnipeg’s roads increases by about 7,500 every year. This results in more parking lots and bigger roads that push the city even further out in a never-ending cycle of economically unsustainable sprawl. The solution to the perennial budget woes at city hall requires that we take a step back and re-evaluate our city-building choices. The city is growing quickly, and the only way to become economically viable in the long term is for each of us to welcome more neighbours into our communities, allowing our city to grow inwards and upwards, instead of outwards. More people paying for fewer things. Brent Bellamy is creative director at Number Ten Architectural Group.

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CBC: Wellington Crescent speed-reduction motion loses momentum after committee vote (Dec5'24)
by Beth McKechnie 05 Dec '24

05 Dec '24

Caution! This message was sent from outside the University of Manitoba. https://www.cbc.ca/news/canada/manitoba/wellington-crescent-speed-reduction…

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WFP: Mayor’s cabinet puts brakes on reduced speed on Wellington Crescent (Dec6'24)
by Beth McKechnie 05 Dec '24

05 Dec '24

Caution! This message was sent from outside the University of Manitoba. Mayor’s cabinet puts brakes on reduced speed on Wellington Crescent https://www.winnipegfreepress.com/breakingnews/2024/12/05/mayors-cabinet-pu… The mayor’s cabinet has rejected the call to slash the speed limit on Wellington Crescent. The executive policy committee cast a three-two vote against reducing the speed limit to 30 km/h from 50 km/h on Wellington, from River Avenue to the western end of Academy Road. A final council vote is still required. While more than 50 delegates spoke to support the change, EPC members were told it drew ample backlash in at least one ward. “When they called my office, I got mostly people in opposition,” said Coun. John Orlikow (River Heights-Fort Garry). Orlikow said some residents fear reducing the speed limit could divert more drivers onto Kingsway, increasing traffic around some schools. He said elected officials shouldn’t impose the change without having city traffic experts study it first. “Arbitrarily deciding (to reduce the speed) without a report, that’s breaking the trust I have with the neighbourhood. I told them I wouldn’t do that… We have to think not just of Wellington Crescent (and) not just of cyclists,” said Orlikow. An expedited speed limit reduction could have unintended consequences and fuel opposition to reduced speed limits in general, he said. “It’s going to be very hard to educate people if we decide… we don’t care what you want and think,” said Orlikow. Derek Rolstone, the only unelected delegate who spoke against the change at the EPC meeting, said reducing Wellington’s speed would divert traffic to several nearby residential streets. Rolstone urged councillors to study the change in much more depth. “This is a ridiculous, knee-jerk reaction to a terrible crime,” he said. Several delegates linked their support for the speed reduction to the death of cyclist Rob Jenner, who was killed June 6 when he was hit by a vehicle on Wellington Crescent that was driving 159 km/h. Beckham Severeight, 19, pleaded guilty to dangerous driving causing death. Rolstone said a lower speed limit couldn’t have prevented that tragedy or others like it. After a lengthy discussion, EPC split the motion into parts and narrowly rejected the speed limit reduction, with Mayor Scott Gillingham joining councillors Vivian Santos and Evan Duncan to oppose the change and councillors Sherri Rollins and Janice Lukes voting to support it. Coun. Jeff Browaty was away on city business and absent from the vote. The mayor said he was not prepared to support the speed reduction without further study over concerns that could have a domino effect on other routes. “If we drop the speed to 30 (km/h), we don’t know the impact of that on (other) residential streets in the neighbourhood. Would it push traffic off of Wellington into residential streets? What impact would it have on our transit system? …It’s time to analyse that and (have) our road safety team take a look at the impact,” said Gillingham, in an interview Thursday. The mayor said he’s heard mixed reaction to the idea and personally believes a separated bike lane would be the most effective option to make the route safer. Santos said she supports reduced speed limits on residential streets but believes council should wait for the outcome of current pilot projects that are testing the change before taking further action. “To do one-offs, it irks me a little because it kind of starts to (favour) one area,” she said. On Thursday, Lukes stressed the vote included steps to make Wellington Crescent safer. EPC unanimously voted to direct staff to report on an interim solution to improve cyclist safety on the route that can be implemented in 2025. A report on that work is expected back in about four months. Mark Cohoe, executive director of Bike Winnipeg, said the decision did offer some hope. “I think there was strong sentiment (among) the delegates to move towards 30 km/h, so obviously there’s disappointment there. At the same time, (the) other motions that were in there have important ramifications… I think (city council members) are sincere in their desire to see something (change) in 2025,” said Cohoe.

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WFP: Committee backs 30 km/h speed limit on Wellington Crescent (Nov29'24)
by Beth McKechnie 29 Nov '24

29 Nov '24

Caution! This message was sent from outside the University of Manitoba. Committee backs 30 km/h speed limit on Wellington Crescent https://www.winnipegfreepress.com/breakingnews/2024/11/29/committee-backs-3… The proposal to slash the speed limit on Wellington Crescent is moving forward, along with a plan to study additional options to make the street safer. More than 20 delegates went to city hall to advocate for the speed reduction Friday. Later, council’s public works committee voted to reduce the speed limit to 30 km/h from 50 km/h on Wellington, from River Avenue to Academy Road, until a protected bike lane is added along the route. The change cannot be implemented until council votes on it. Coun. Janice Lukes, chairwoman of public works, noted Friday’s vote reflected an “incredible outpouring” of safety concerns, which will require more than one change to address. “We need to look at a super short-term solution, then a short-term (one), then a long-term solution… This is a major, major transportation corridor and we really want to be sharing the space more equitably,” said Lukes. The Waverley West councillor told transportation staff she hopes the speed limit can be reduced by February. The committee ordered a staff report, which is due back in about four months, on potential changes that can help calm the street next year, and directed staff to hold consultations on longer term safety solutions. Prior to the vote, Lukes told reporters she feared changing a speed limit alone wouldn’t address all safety concerns on the route. “It’s one thing to put a speed limit up, it’s another thing that it become effective. We don’t have enough police in the city to monitor every speed on every road. When a road is designed, like Wellington, to kind of flow and go, there’s a natural tendency for speed to increase (But) … I know for a fact that it is proven, time and time again, that lowering speeds reduces (crash) fatalities,” she said. Lukes said she didn’t think the city needed traffic experts to further study the topic before elected officials took action, despite some councillors’ concerns about acting without that input. “Cities all around the world have been studying (this.) We know that reducing speed saves lives. But we also know that when you change the built environment, it’s more effective,” she said. Without changes to the design of the street, a lower speed limit could wind up creating a false sense of security, Lukes added. Coun. Sherri Rollins, who pushed for the speed reduction, said frequent reports of crashes, near-misses and vehicles repeatedly knocking down the fence at St. Mary’s Academy warrant a quick response. “I don’t need or want a study on 30 (km/h) between River and Academy… The evidence base here that I’m leaning on is 30 (km/h) saves lives,” said Rollins (Fort Rouge-East Fort Garry). The councillor said she’s aware “the odd person” won’t like the speed reduction but believes a large majority of residents want it. “As someone who’s interested in more bike lanes, the quickest way possible to obtain that is not by multi-millions of (dollars of) infrastructure but to slow everything down to 30 (km/h),” she said. Safety on the street has been in the spotlight in recent months, especially after a cyclist died in a crash this spring. Rob Jenner, 61, was killed in a collision with a speeding vehicle while cycling to work on Wellington Crescent near Cockburn Street on June 6. A 19-year-old driver pleaded guilty to dangerous driving causing death after travelling at least 159 km/h despite the 50 km/h speed limit. Cycling advocates said the crash makes it clear the road’s design is far too conducive to speeding. While it may not have prevented the crash that killed Jenner, they argue a lower speed limit could alleviate other safety concerns. “How do we make streets safe? We reduce speeds. This has been studied all over the world… When a vehicle hits somebody at 30 km (per hour) or less, typically, the people survive,” said Andrew Single. Some delegates told the committee the risk of a crash prevents them from taking up cycling. “I’m too scared to ride a bike in Winnipeg because of how dangerous it is,” said Nathalie Kleinschmit. Kleinschmit said slowing down traffic would greatly reduce the risk. “No one is a perfect driver, neither car nor bike, but slowing that down provides the necessary room for error and adjustment, with safer interactions for those who share the road,” she said. The proposal would set the lower speed limit year-round. That would add to the seasonal bike route that applies a 30 km/h speed limit to Wellington between Academy Road and Guelph Street in the summer. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Deteriorating Omand Park bridge needs replacement: city report (Nov26'24)
by Beth McKechnie 26 Nov '24

26 Nov '24

Caution! This message was sent from outside the University of Manitoba. Deteriorating Omand Park bridge needs replacement: city report https://www.winnipegfreepress.com/breakingnews/2024/11/25/deteriorating-oma… A PLAN to replace the Omand Park pedestrian bridge could soon be on the way, as city staff warn the deteriorating structure could fail at any time. A report seeks city council approval to plan and design a replacement bridge for construction “no later than 2029.” The path over Omand’s Creek, connecting the park to Wolseley, is in poor condition and at risk of closure, the report notes. “It may be permanently closed at any time without warning when it is no longer considered safe for public use,” writes Brad Neirinck, the city’s manager of engineering. A new bridge would be about 2.8 metres higher than the existing one to avoid seasonal flooding and is expected to cost between $3 million and $5 million, which could potentially be funded through a city reserve. Preventing further flooding is deemed key to the project. “In addition to age-related deterioration, the bridge is also frequently closed due to flood,” it states. The city says the bridge has been covered in water for more than 600 days over the last 10 years and doesn’t meet current accessibility standards. Coun. Janice Lukes, chairwoman of council’s public works committee, said she supports the study, since the bridge is part of a key active transportation route. “This is a key link and it’s a beautiful area, a beautiful park. It’s very well used,” said Lukes (Waverley West). The councillor said raising the height of the bridge is necessary to address flooding but could also significantly change the park’s appearance. “This will be interesting because in order to raise the bridge so it doesn’t flood, it will fundamentally have a major effect on the park. It will change the look of the park,” said Lukes. The public works committee will debate the idea on Friday. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: City report delivers less-expensive plan to replace Arlington Bridge (Nov26'24)
by Beth McKechnie 26 Nov '24

26 Nov '24

Caution! This message was sent from outside the University of Manitoba. City report delivers less-expensive plan to replace Arlington Bridge https://www.winnipegfreepress.com/breakingnews/2024/11/25/city-report-deliv… A NEW proposal to replace the Arlington Bridge at its current location could cost $166 million, plus up to $27 million more in interest, and require six years to build. A long-awaited report on the bridge’s future comes about a year after it closed suddenly on Nov. 21, 2023, due to structural concerns. The decaying bridge first opened to traffic in 1912. While the city explored repairing it, that is no longer a viable option, Brad Neirinck, the city’s manager of engineering, writes in the report. “It is not feasible to repair the existing truss spans of the bridge due to severe deterioration and lack of strength to support construction loading and operations… load testing showed the foundations could not support a new bridge superstructure,” Neirinck notes. The price to replace the bridge has plummeted from a 2019 proposal, a version expected to cost $319 million. That earlier plan would have created a much wider, three-lane structure with two protected one-way bike lanes and two sidewalks. The new plan offers a narrower, two-lane bridge with two shared, multi-use active-transportation paths. The newer proposal would also require fewer property acquisitions. “It became a much shorter project, a narrower bridge and a much more modest project…. We would restore the traffic back to what it was pre-2023,” Neirinck told reporters Monday. The new bridge would be able to support Winnipeg Transit buses, unlike the now-closed structure, while also improving access for cyclists and pedestrians. It would be designed to offer a minimum 75-year service life. Coun. Janice Lukes, chairwoman of council’s public works committee, said the construction is needed to restore a critical transportation route. “I think it’s really obvious that the need is there if you look at the volume of traffic and you see the uptake in other parts of the city (after the bridge closed),” said Lukes (Waverley West). In the report, Neirinck notes all modes of traffic have faced significant delays since the Arlington Bridge closure, with some pedestrians forced to add more than a kilometre to their routes. Morning peak traffic flows now last an hour longer at the McPhillips Street underpass, with afternoon peak traffic extended two hours. McPhillips Street and Logan Avenue now operate at 25 per cent above its capacity during afternoon rush hour, while traffic on the Slaw Rebchuk Bridge has increased by about 5,000 vehicles per day. “It’s a critical link, so I’m very supportive of proceeding with (the bridge). We just have to see how we can fit it into the budget,” said Lukes. Even with a smaller price tag for a downsized bridge, the cash-strapped city could struggle to cover the cost. The city has only $149 million left to borrow within its council-imposed debt strategy, the report notes. Mayor Scott Gillingham said that fiscal reality shows why the city needs a new funding formula from the province, with some form of growth revenue. “If we funded the Arlington Bridge by ourselves as the city, we completely eat up the rest of our debt capacity… (and) this project also competes with an array of other important infrastructure projects,” said Gillingham. The report recommends city council approve the replacement design and refer it to next year’s budget process. Coun. Ross Eadie (Mynarski) plans to lobby senior governments to support the new bridge. “It’s very critical. It’s already going to be six years to (get this work) done… so we have to start now,” said Eadie. The project’s price includes $16.9 million to demolish the existing bridge, which city engineers say must be done within the next five years to mitigate risks to the rail lines below it. Neirinck said large parts of the bridge are also unsafe to move. “We need to demolish the bridge in place by using explosives and dropping it span by span onto the railway tracks,” he said. About $27 million in interest costs would be expected if the project is funded solely through debt. The new structure would result in Dufferin Avenue closing at Arlington Street, with the bridge ending about halfway between Dufferin and Stella avenues. If the intersection of Dufferin Avenue and Arlington Street remained open, the city would need to acquire more properties and spend about $8 million more on the project, the report notes. The bridge design would require modifications for Canadian Pacific Kansas City rail operations beneath the bridge, which the company would need to approve. That includes abandoning one track and the realignment/relocation of a few others. The report says consultations over those changes are still underway and have been “generally positive.” — with files from Malak Abas joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Widow of cyclist killed in hit-and-run pushes for speed-limit reduction as proposal moves ahead (Nov19'24)
by Beth McKechnie 19 Nov '24

19 Nov '24

Caution! This message was sent from outside the University of Manitoba. Widow of cyclist killed in hit-and-run pushes for speed-limit reduction as proposal moves ahead ‘I don’t want it to be too late for other families’ https://www.winnipegfreepress.com/breakingnews/2024/11/18/wellington-cresce… THE widow of a cyclist killed on his way to work urged the city to reduce the speed limit on part of Wellington Crescent — where collisions and near misses continue — before tragedy strikes another family. Rob Jenner, 61, was killed in a collision with a speeding vehicle while cycling to work on Wellington Crescent near Cockburn Street on June 6. On Monday, Jenner’s wife urged the city centre community committee to take action. “Although it’s too late for my husband, Rob Jenner, to benefit from separated bike lanes and lower speed limits on Wellington Crescent, I don’t want it to be too late for other families,” said Wendy Van Loon. Van Loon said the area remains unsafe, though she believes a 30 km/h speed limit would reduce the risk, leading many drivers to slow down or avoid the route entirely. “I’m hoping that the city will do something before another tragedy does occur … for all pedestrians, cyclists, neighbourhood people, transit users and even car drivers themselves,” Van Loon told reporters. Beckham Severight, 19, pleaded guilty last month to dangerous driving causing death and leaving the scene of an accident in the crash that killed Jenner. His sentencing date has not been set. On Monday, the city centre committee voted in favour of reducing the speed limit from 50 km/h to 30 km/h on Wellington Crescent, from River Avenue to Academy Road, until a protected bike lane is added along the route. Any change to the speed limit would require full city council approval. Coun. Sherri Rollins (Fort Rouge-East Fort Garry) said a “flood of calls” to her office noted road safety risks in the area warrant immediate attention. “The motion (was) grounded in a whole host of dangerous situations. Accidents that get reported in my office on the routine, near misses that scare people,” said Rollins. The councillor said bus stops have been damaged in crashes, while a fence at St. Mary’s Academy has been repeatedly hit by vehicles. “The fence has got a car plowing through it and as soon as it’s fixed, it’s broken again,” said Rollins, noting two collisions were reported on Wellington the day Jenner died. While acknowledging some people will “hate” the speed reduction, Rollins said she believes it would slow down many drivers at least to 40 km/h. “I absolutely receive pushback from community when I make moves on 30 km (per hour speed limits). It’s not as popular as some might think, but I think the evidence points to (it being) the right thing to do to save lives and to keep the community safe,” she said. While the vehicle that hit Jenner was travelling at least 159 km/h in a spot where the posted speed limit is 50 km/h, Rollins stressed the overall safety of the road would improve with a reduced speed limit. During the committee meeting, area resident Steve West said he narrowly avoided being hit by a bus on Wellington in June. “The weaving of traffic is a common and dangerous problem,” said West. Van Loon and West both said they would prefer to see the 30 km/h speed limit applied permanently, even after any new bike lanes are in place. Mark Cohoe, executive director of Bike Winnipeg, said details about a future bike lane have yet to be determined and there is no set timeline to build one. Cohoe said he would like to see vehicle lanes reduced to make room for a raised bike lane that creates a clear separation between modes of traffic on Wellington, which could prevent vehicles from weaving in and out of lanes used by cyclists. “It (would) also provide better cues that you are in a slower speed zone as well,” he said. Rollins originally pushed for the speed reduction to be implemented on a broader stretch of Wellington, from River Avenue to Kenaston Boulevard, but agreed to amend her motion after Coun. John Orlikow (River Heights-Fort Garry) expressed concerns about imposing the more extensive change without first receiving advice from city traffic experts. “I’m shocked that we, as councillors, would decide to be traffic engineers. I think that’s quite a new step for me. I’m also a little shocked that there’s no referral to a (city staff) report,” said Orlikow. In the summer, a seasonal bike route applies a 30 km/h speed limit to Wellington between Academy Road and Guelph Street, while the proposal would set a lower speed year-round until the new bike infrastructure is in place. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca>

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CBC: 14 pedestrians, 2 cyclists have died in vehicle collisions in Winnipeg this year: MPI
by Beth McKechnie 16 Nov '24

16 Nov '24

Caution! This message was sent from outside the University of Manitoba. https://www.cbc.ca/news/canada/manitoba/pedestrian-fatalities-2024-winnipeg…

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WFP: Lower speed limit on Wellington sought (Nov13'24)
by Beth McKechnie 13 Nov '24

13 Nov '24

Caution! This message was sent from outside the University of Manitoba. Councillor’s traffic-law motion follows death of cyclist hit by speeding car last June Lower speed limit on Wellington sought https://www.winnipegfreepress.com/breakingnews/2024/11/12/councillor-seeks-… A WINNIPEG city councillor is trying to get the speed limit lowered to 30 km/h on a busy bike route where a cyclist was fatally mowed down by a speeding car five months ago. A motion by Sherri Rollins (Fort Rouge-East Fort Garry) to reduce the speed limit on Wellington Crescent from River Avenue to Kenaston Boulevard until a protected bike lane is in place will be presented to the city centre community committee when it meets Monday. “Tragic deaths and troubling near-misses involving both pedestrians and cyclists… demonstrate an unacceptable level of risk posed to vulnerable road users travelling along this stretch of road,” her motion reads. Rob Jenner, 61, was killed while cycling to work on the morning of June 6 on Wellington Crescent near Cockburn Street. Jenner was hit by a car that was travelling at least 159 km/h in a spot where the posted speed limit is 50 km/h. Beckham Severight, 19, pleaded guilty last month to dangerous driving causing death and leaving the scene of an accident. His sentencing date has not been set. “That’s a main route for people cycling,” Mark Cohoe, executive director of Bike Winnipeg, said Tuesday. The non-profit group has long advocated for safer routes for cyclists and others. “The tragedy of Rob Jenner’s death moved that to the forefront,” Cohoe said. Wellington Crescent between Academy Road and River and Stradbrook avenues is “a major gap in the city’s planned primary bicycle network,” Rollins’ resolution states. It has no bike lane, which forces cyclists to ride in mixed traffic along a roadway with traffic volumes and speeds where separation of people on bikes from motor vehicles is recommended. Wellington Crescent is used by a high volume of pedestrian and bicycle traffic that is anticipated to double by 2030, as per the City of Winnipeg climate plan. There’s been a significant increase in bike traffic during the summer on the stretch between Academy Road and Guelph Street when it operates as a seasonal bike route, with a 30 km/h speed limit. That shows a “strong desire for a permanent, year-round, low-stress cycling route on Wellington Crescent,” the resolution says. The city is finalizing updates to its transportation master plan and pedestrian and cycling strategies, which are expected to go before council this winter. “I wouldn’t expect anything until the new year,” Rollins said about her proposal to lower the year-round speed limit from Kenaston Boulevard to River Avenue. “I certainly think one of the aims is safeguarding before the majority of cyclists head back to Wellington, and that would be spring time.” She said she expects there will be pushback from residents. “When it’s such an important thoroughfare, the length that this motion attempts to address will, no doubt, be challenged,” Rollins said. Reducing the speed limit to 30 km/h from 50 km/h is known to reduce collisions, she said. “It was a very problematic spring and summer for Wellington,” said the councillor. She’s seen, over the years, the fence at St. Mary’s Academy, at Wellington and Academy) damaged many times from vehicles crashing into it “which really connotes the speed at which people are going,” said Rollins, who hears from ward residents when cyclists get hit. The collision involving Jenner was one of two that day that ward residents had notified her about, she said. Rollins said she informed Jenner’s partner, Wendy Van Loon, about the reduced speed motion. Van Loon told a July 25 gathering of cyclists outside the Canadian Museum for Human Rights, where Jenner had worked, that she wants others to be able to experience his joy of cycling, and to be safe while doing so. “There’s nothing we can do to bring him back, but let’s make sure his death wasn’t in vain,” she said at the time. Wellington Crescent is identified as a high priority pathway in the draft bike route priority map, highlighting the need for safety interventions, her resolution points out. Weeks after Jenner was killed, a teen cycling with her father was injured July 29 after she was struck by a vehicle near the intersection of Wellington Crescent and Academy Road. On July 30, an estimated 180 cyclists blocked cars at the intersection of Academy and Wellington to demand safer road design. Advocates placed a “ghost bike,” which was donated by Van Loon and painted white, near the scene of the fatal collision as a tribute to Jenner and to remind drivers to slow down and be careful near cyclists. Bike Winnipeg plans to have a presence at Monday’s community committee meeting to support the resolution for a reduced speed limit until a low stress, all-ages-and-abilities cycling route can be provided along the route, Cohoe said. “We’re grateful that the councillors are taking this issue seriously and are moving forward with steps both short term and long term,” Cohoe said. carol.sanders(a)freepress.mb.ca<mailto:carol.sanders@freepress.mb.ca>

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Official Manitoba Hydro Survey: Creating our energy future
by Beth McKechnie 10 Nov '24

10 Nov '24

Caution! This message was sent from outside the University of Manitoba. [MB Hydro.png] Survey Link: https://manitobahydro.ca1.qualtrics.com/jfe/form/SV_0vlQjz8GscaAwsK Please Like &/or share if you filled it out! Instagram: https://www.instagram.com/p/DCNESr8P0Sz/ Facebook: https://www.facebook.com/permalink.php?story_fbid=pfbid0rbBJa1D6pWLys3vJxyC… X/Twitter: https://x.com/fff_manitoba/status/1855711796494991391

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WFP: Cost of reopening Portage and Main expected to jump by $8M (Nov2'24)
by Beth McKechnie 02 Nov '24

02 Nov '24

Caution! This message was sent from outside the University of Manitoba. Cost of reopening Portage and Main expected to jump by $8M Price tag for intersection now pegged at $21.3M https://www.winnipegfreepress.com/breakingnews/2024/11/01/cost-of-reopening… REOPENING Portage and Main to pedestrians is set to cost the city $8 million more than expected, a new report says. In March, city council voted to open the pedestrian crossing at the intersection in 2025, budgeting $13 million for the work. However, the city has since received just one bid on the project, which will raise the overall price to $21.3 million. “The additional budget is attributed to an aggressive schedule requiring significant labour and risk to complete it on time, the requirements of sub-contractor works requiring significant oversight, complex interaction between public right-of-way and private properties, and that construction will primarily occur over the winter months, which brings several logistical challenges,” Brad Neirinck, manager of engineering for public works, wrote in the report. Neirinck notes the intersection “must be opened” to pedestrians by the time Winnipeg Transit begins to overhaul its network, which is expected to begin on June 29. The report calls for the public works committee to award the contract to M.D. Steele Construction Ltd. It also notes a consultant warned it would be difficult to pin down the project’s price. “Due to the unique nature of the project, it was challenging to calculate an estimate for it as there were no comparable projects to refer to,” wrote Neirinck. Mayor Scott Gillingham said he supports a staff proposal to cover the significant cost hikes through transfers from the road renewal and downtown streets budgets, so the work can be done on time. “It will be an aggressive timeline with construction in the dead of winter — which doesn’t always happen — at the corner of Portage and Main. There are obviously increased costs associated with the type of very unique project that it is,” said Gillingham. The mayor said he isn’t concerned taking money out of the roads budget will lead other projects to be cancelled. “My understanding is the projects wouldn’t be lost but simply deferred,” he said. Reopening Portage and Main to pedestrians has proven divisive for years. While 65 per cent of Winnipeggers voted against the idea in a 2018 plebiscite, Gillingham said the option is better than spending $73 million to repair a membrane to renovate the site’s underground concourse. “What we’ve got here is short-term pain for longer-term gain,” he said. The mayor has called for the underground concourse to close. The city is set to commission a study on how that could occur, which council will then consider. Pedestrian traffic has not been allowed at the intersection since 1979. The mayor stressed it is essential that access is restored in time for Winnipeg Transit’s route overhaul. “With the change of the transit network, all major lines are going to go through Portage and Main. If we delayed this project … we would do the changeover to the new network and then immediately slow the network down with construction at Portage and Main,” said Gillingham. Coun. Janice Lukes, chairwoman of public works, said she also supports covering the rising cost of the project. “When you’re (building) something … in the winter and, when you’re doing it in a shortened timeline, there’s a risk element in it,” said Lukes (Waverley West). “It’s also a high-profile project. I know companies that didn’t want to bid on it because it was a high-profile project (and) because it was (in) the winter.” Not all councillors think the project is worth its rising price. Coun. Jeff Browaty, who serves as finance chairman, said he remains opposed to the change because he thinks adding foot traffic will create significant traffic delays. Browaty (North Kildonan) said he is also concerned about the increased cost. “It’s pretty (concerning) how much over the budget it is. And it would be interesting (to see) if there’s any good estimates as to what it would cost to do regular-season construction (instead),” he said. Coun. Russ Wyatt said he opposes covering the cost hike, arguing the cash strapped city has much more pressing priorities to fund. “The city should reverse the decision (to reopen). We have better things to do in this city than talk about Portage and Main. We’ve got a whole mental-health and addictions crisis … we have our infrastructure crumbling, we’ve got Arlington Bridge closed,” said Wyatt (Transcona). The cost hike requires only the approval of the standing policy committee on public works, not a full council vote. After a Nov. 6 meeting to determine the latest round of standing policy committee members, Lukes expects to continue to chair the committee, alongside councillors Devi Sharma, Ross Eadie and Markus Chambers as its other members. Coun. Evan Duncan said he hasn’t decided if he supports covering the cost hike. “This sends some pretty big red flags up in the air that, potentially, the folks that are ballparking these costs for us are not doing a great job at it,” said Duncan (Charleswood-Tuxedo-Westwood). He also criticized the project’s timing. “The timing on it is obviously garbage. Going through winter months is going to be extremely expensive,” said Duncan. A request to interview city staff about the cost hike was not granted Friday. In an email, communications director Felicia Wiltshire noted the same rationale for the hike that was noted in the staff report, including the desire to support the Transit overhaul in June. “Retendering the work for summer construction only would result in earliest completion in late Fall 2025,” wrote Wiltshire. The public works committee is expected to vote on the matter Thursday. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: City finally fixes hazardous crater at St. James pathway (Nov1'24)
by Beth McKechnie 01 Nov '24

01 Nov '24

Caution! This message was sent from outside the University of Manitoba. City finally fixes hazardous crater at St. James pathway https://www.winnipegfreepress.com/breakingnews/2024/10/31/city-finally-ridd… A massive hole that plagued a city pathway for more than a year is now under repair. The gaping depression that appeared to stretch at least seven metres long, three metres wide and up to one metre deep in August had long triggered complaints. It reached roughly six metres long in June 2023, just before bright orange fencing was installed to surround it as a safety measure. Coun. Shawn Dobson said work is well underway on a permanent fix for the large gap, which is concentrated mostly on the path that connects an Amarynth Crescent playground to the busy Sturgeon Creek active transportation route. “It’s very important that it gets fixed, that there’s no hazard to the people. ... It’s great for everyone who walks, cycles, etc.,” said Dobson. The St. James councillor said a multistep repair began last week. Construction crews started work to reshape and grade the creek bank to improve stream flow during periods of high water, install a concrete erosion control blanket to improve bank stability and re-establish the asphalt pathway. The final step may need to wait until spring, if Winnipeg has prolonged cold daytime temperatures soon, Dobson said. “I believe now it will be fixed once and for all,” he said. The city’s naturalist services branch plans to restore vegetation surrounding the path next year. The long-standing gap was deemed an eyesore by residents, who complained it took on water easily, attracting mosquitoes. Some residents also feared it posed a risk to kids, who could fall into it, since it is located close to a playground. Dobson said it took time to determine how best to fix the hole, since the city had filled it with limestone, followed by wood chips, both of which washed away. “We would always like (things) fixed instantly but what we want to do is … fix it once versus fix it multiple times,” said Dobson. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: joyanne_pursaga

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WFP: New pedestrian crossing on Dunkirk (Oct28'24)
by Beth McKechnie 28 Oct '24

28 Oct '24

Caution! This message was sent from outside the University of Manitoba. NEW PEDESTRIAN CROSSING ON DUNKIRK DRIVERS travelling south on Dunkirk Drive approaching Fermor Avenue will now occasionally experience red lights after the recent installation of a pedestrian crossing signal. Previously, only southbound traffic turning left from Dunkirk onto Fermor could get a red light. Northbound traffic has always experienced a red-light cycle. “It’s important for people to know this is here now because drivers have experienced a constant green light at this intersection for 58 years,” Coun. Brian Mayes (St. Vital) said in a news release Saturday. “We need drivers to be aware of this change.” Both north and southbound traffic will be stopped when a pedestrian pushes a button at the southeast or southwest corners of the intersection. The signal was installed to prepare for a new transit stop on eastbound Fermor that will begin service in December.

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WFP: City on Portage and Main: stay away (Oct26'24)
by Beth McKechnie 27 Oct '24

27 Oct '24

Caution! This message was sent from outside the University of Manitoba. City on Portage and Main: stay away Drivers can expect shifting lane closures as intersection is prepared for pedestrians https://www.winnipegfreepress.com/breakingnews/2024/10/25/imminent-portage-… WINNIPEG’S public works chair has a warning for drivers and bus riders before major construction begins at Portage Avenue and Main Street to eventually reopen the intersection to pedestrians. “I’m telling everyone to find a different route, because lanes will be closed, lanes will be opened and more lanes will be closed,” said Coun. Janice Lukes. “It’s going to be a major headache for people who take that route.” Lukes, who drives through the downtown intersection to get to and from city hall, expects the seven- month project will add a “significant” amount of time to commutes when construction starts Nov. 15. “A lot of work will be happening at once,” the Waverley West councillor said. Mayor Scott Gillingham urged people to leave earlier than usual if they head downtown while the project is under way. Lukes hopes downtown employers will consider flexible schedules or work-from-home arrangements for eligible staff, if they don’t already, due to anticipated traffic jams at peak times. “The big thing is for people to plan right now,” she said, noting snowfall will probably slow traffic even more. Drivers began facing lane closures and delays when pre-construction work got underway earlier this week. “It’s not really that bad right now, but it’s really going to get intense starting in November,” Lukes warned. “It’s going to be intense construction, because it’s accelerated.” The city is aiming to finish construction by June 27, two days before the launch of Winnipeg Transit’s new primary network. The intersection is scheduled to reopen to foot traffic by July 1 for the first time since 1979. Details of specific lane closures and traffic impacts are expected to be released before Nov. 15. “We are working to minimize congestions and delays as best we can,” city spokesman David Driedger wrote in an email. “It’s also anticipated that some work may occur on weekends and during off-peak times on weekdays to help minimize potential disruptions.” He said drivers should use the Waze app to find the fastest route to their destination. Portage and Main closed to pedestrians 45 years ago, after the city struck a 40-year deal with a property developer who built an office tower and an underground mall. Debate over whether to reopen the intersection has gone on for years. Opponents feared a change would be too expensive and delay traffic. Supporters believed it could help rejuvenate and better connect downtown. In March, city council approved the reopening in an 11-3 vote and earmarked an initial $13 million, even though 65 per cent of voters opposed restoring pedestrian access in a non-binding plebiscite in 2018. The council vote was spurred by a staff report that said it would cost $73 million and cause up to five years of traffic disruption to repair a leaking membrane, or waterproofing layer, that protects an underground pedestrian concourse at the intersection. Additional costly repairs would be expected in 30 to 40 years. Council decided to study the cost and impacts of closing the underground concourse, which was initially proposed at an estimated cost of $20 million to $50 million. Before the March vote, a Free Press/ Probe Research poll of 600 residents found 61 per cent strongly or somewhat supported restoring pedestrian access, while 39 per cent were strongly or somewhat opposed. Gillingham said upcoming traffic delays will be a “short-term inconvenience,” compared with years-long disruption that would come with membrane replacement. Portage and Main would have to be ripped up to fix the layer. For the pre-construction phase, Gillingham said he is leaving home five to seven minutes earlier than usual when he heads to city hall in the morning. “That has been ample time right now,” he said, noting he may have to leave earlier or take a different route when construction “intensifies” next month. “I want to thank motorists in advance for their patience.” Crews are currently installing conduit at Portage and Main’s corners to prepare for new traffic signals, said Lukes. Sections of curb and median lanes will be closed intermittently. During the actual project, large concrete barricades will be demolished to make way for new sidewalks and curbs. Medians will be repaired and adjusted. Hoarding and heating will be used to pour concrete in cold weather. The city doesn’t run road construction projects 24-7 because it doesn’t have the money or volume of work to merit around-the-clock operations, said Lukes. An earlier study cited increased safety risks for workers and the public after dark, noise disruption for residents and higher costs. Lukes said “other players,” including contractors and public utilities, would also have to work or be on call if the city ran construction projects overnight. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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WFP: Fixing The Forks’ bike, pedestrian span could cost $10M: report (Oct25'24)
by Beth McKechnie 26 Oct '24

26 Oct '24

Caution! This message was sent from outside the University of Manitoba. Bridge repair cost cuts like a knife Fixing The Forks’ bike, pedestrian span could cost $10M: report https://www.winnipegfreepress.com/breakingnews/2024/10/24/forks-bridge-clos… IT could cost more than $10 million to repair the historic rail bridge at The Forks, a favourite with pedestrians and cyclists, which has been closed for 16 months. Preliminary repairs to remediate the counterweight that sits above the bridge is expected to begin next week, said Zach Peters, communications manager of The Forks. The price tag and timeline were outlined in engineering reports, which took longer than expected to conduct because of mild temperatures last winter. Peters said upon reviewing the assessment, The Forks leadership is looking at short- and long-term solutions for the bridge, which closed without notice in June 2023. “The bridge is a vital access point to and through The Forks,” Peters said in an email. “It’s certainly a priority for us to get it reopened.” Peters declined to discuss the findings in the engineering reports. A timeline for the bridge’s repair and reopening was not provided, with The Forks only saying it is in the process of determining a permanent solution. Construction work on the 110-year-old bridge could be seen Thursday afternoon. Active transportation advocate Mark Cohoe said with a $10-million price tag, The Forks should consider asking the city and province to chip in to fast-track the repair work. “When it’s out of commission, it puts a fairly big hole in our (transportation) network,” said Cohoe, who serves as executive director of Bike Winnipeg. The former railway structure, which allows pedestrians and cyclists to cross the Assiniboine River from South Point Park to The Forks, has been closed since a routine assessment revealed potential safety issues. The Forks has not released significant updates to the bridge’s future since December, to the frustration of some who use the crossing. Jas Patel once travelled the bridge regularly on his commute to work but now has to detour on sidewalks and streets. He now rides down St. Mary’s Road and through downtown side streets, a commute that is longer and less safe, the cyclist said. “The city already has few access points for bikes … it’s a pain to deal with,” Patel said while at The Forks Thursday. The city has not been approached about sharing in the cost of repairs and it isn’t currently being considered in the capital budget, spokesperson Kalen Qually said in an email. A provincial spokesperson declined to comment, saying the federal government holds jurisdiction over any funding for the bridge. Peters did not say whether The Forks would seek external funds to help pay for the bridge repairs. Patel said it could be worth tearing down the old bridge and building anew, but cyclists are anxious to have the access point reopened in any way. “We need something back,” he said. Meanwhile, another city bridge more than a century old remains closed to traffic. The Arlington Bridge, which links downtown to the North End, shuttered in November 2023 after an inspection revealed the structure was beyond the point of repair. Council is studying options to replace the 112-year-old bridge, including a $171-million bridge option that would involve closing Dufferin Avenue at Arlington Street. A second proposal would see a $180-million version travel over Dufferin, leaving it open for vehicle traffic. In 2019, a preliminary design estimated a new bridge could cost $319 million. nicole.buffie(a)freepress.mb.ca<mailto:nicole.buffie@freepress.mb.ca>

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WFP: Ontario plans to make cities seek bike lane approval (Oct16'24)
by Beth McKechnie 16 Oct '24

16 Oct '24

Caution! This message was sent from outside the University of Manitoba. Ontario plans to make cities seek bike lane approval Cites gridlock for new veto over changes that remove lanes of vehicle traffic https://www.winnipegfreepress.com/canada/2024/10/15/ontario-to-make-cities-… TORONTO — Ontario cities would have to seek the province’s permission to install new bike lanes that remove lanes of vehicle traffic under upcoming legislation, the transportation minister announced Tuesday. Too many drivers are stuck in gridlock as a result of bike lanes installed during the COVID-19 pandemic and the process is “frankly, out of control,” Transportation Minister Prabmeet Sarkaria said at a press conference. “When strategically placed, bike lanes are a vital part of every city, offering residents a safe and reliable way to move around,” he said. “What cities should not be doing, however, is taking away lanes of traffic on our most congested roads.” The first government bill to be introduced when the legislature resumes sitting next week will focus on tackling gridlock, the province said. It is expected to contain a requirement that municipalities receive provincial approval for certain bike lanes and demonstrate the proposed bike lanes won’t negatively affect vehicle traffic. Premier Doug Ford, who lives in the west end of Toronto, has complained about bike lanes that were installed on Bloor Street West, saying the street is jammed and first responders are having a hard time getting through the congestion. “There’s a petition just in Etobicoke for 50,000 people signing to get rid of these bike lanes,” he said last month. “You might see four or five bikes as you see traffic lined up all the way down the road for kilometres and kilometres. … It’s an absolute disaster.” Toronto Mayor Olivia Chow said she does not support limiting city powers. “It’s always better when we work together to get things right,” she wrote in a statement. “To tackle congestion and keep people safe on city roads we need all types of transportation. The province should focus on their job of finally getting the Eglinton Crosstown and Finch LRT open, which will have a huge impact on congestion in our city.” Sarkaria, who made his announcement Tuesday with the Bloor bike lanes as a backdrop, said the province is not ordering the removal of those lanes at the moment, but is asking for more data and pausing the installation of any new, similar bike lanes. A City of Toronto report on an earlier stretch of bike lanes on Bloor, which were added in 2016 as a pilot project, found that collisions and near misses with cyclists decreased, the number of cyclists increased by 56 per cent, customer spending at area businesses increased and vehicle volumes decreased, while drivers’ travel time increased. The city’s report said that travel time increased by up to 8 ½ minutes, depending on the section of Bloor, but after traffic signal adjustments were made, that went down to four minutes during afternoon rush hour. Sarkaria said data that cities have used to justify bike lane decisions don’t take into account low usage on rainy days, during periods of extreme heat, or in the winter months. One local bar owner’s security camera showed just nine cyclists in a 24-hour period in February, Sarkaria said. “I think all of that has to be taken into consideration,” he said. “But the data is in commute times. I hear it from every single person … those members on Bloor Street that use this road every single day, on University, on Yonge, travel times have gone up and we have to have a balanced approach.” The Green Party asked in a press release, “Is this government for real?” “The ‘evidence’ this government has based this decision off of is one man’s security camera outside his bar in Etobicoke,” deputy leader Aislinn Clancy wrote in the statement. “Is that how they make decisions for this province now?” The province is asking municipalities for data on any bike lane project launched in the last five years. Sarkaria also said the province is moving ahead with a plan to increase the speed limit to 110 kilometres per hour on all 400-series highways, where it is safe to do so. The government said it is developing a design standard that could allow vehicles to travel safely at speeds higher than 120 km/h on new highways. — The Canadian Press

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WFP: Property-tax spending drives city in wrong direction (Oct8'24)
by Beth McKechnie 08 Oct '24

08 Oct '24

Caution! This message was sent from outside the University of Manitoba. Property-tax spending drives city in wrong direction OPINION https://www.winnipegfreepress.com/local/2024/10/07/property-tax-spending-dr… SOMETHING’S got to give. This year has been — in my humble, anecdote-based opinion — one of the most challenging for driving in and around Winnipeg. Rush hour is more intense, starts earlier and lasts longer. Construction seems to be everywhere, choking off entire parts of the city during our overly short construction season. All the trend lines point to a near-term future where, despite our status as a medium- sized city, we will have traffic congestion worthy of much larger places. Once we accept that this is our future, we’ll have to accept the need to start doing things differently to avoid or at least mitigate the impending traffic apocalypse that’s headed our way. A good place to start would be to radically change the way we dedicate portions of annual property taxes to make a final, determined effort to de-emphasize roads and expand transit. Currently, Winnipeg property owners are facing a 3.5 per cent general rate increase this year. Of that total increase, two per cent will be dedicated to road repairs and only 0.33 per cent to public transit operations. None of the annual increase in property taxes is dedicated to expanding Winnipeg’s stunted rapid-transit system. The current approach to allotting property taxes is — literally and figuratively — a road to disaster. Ignoring transit to invest heavily in roads — whether it’s to repair, expand or lengthen — does nothing to encourage people to get out of their vehicles and use other modes of transport to get where they are going. This is particularly true when it comes to commuting to work. This creates a vicious cycle for the city: increasing investments are made in roads while transit is starved of needed money; transit continues to attract few new riders because of limited service; people continue driving, one person to a car in traffic that continues getting worse; as traffic volumes increase so, too, does the wear and tear on roads, which then require more frequent repair and reconstruction. Have you ever asked yourself why one of the major streets you use each day to drive back and forth to work is being repaired again, just a year or two after the last time it was torn up? It’s because traffic volumes have continued to escalate, causing more damage to road surfaces. It’s not hard to see how, eventually, we are going to have the worst of all worlds: crappy streets, crappy transit and worsening traffic jams. Think that’s an exaggeration? Consider that Winnipeg is already hitting way above its weight in traffic congestion. I recently wrote a newsletter on this topic, highlighting traffic data that showed we have the third-worst traffic of all Canadian cities. In short, the data showed that our average commuting times are going up and the distances we can travel in a 30-minute window are going down. And if you’re not depressed enough by that current snapshot, consider that increasing traffic volumes also translates into increasing carbon emissions that — in case you hadn’t noticed — are helping to warm the planet and trigger increasingly extreme weather events. There is a way to avoid this future, but many of us are not going to like it. We have to start now to make it increasingly unattractive to commute by car while, at the same time, making transit much more attractive. Next year’s reimagining of Winnipeg Transit — with new routes and schedules — may help in that regard. But we also need to dedicate more lanes of existing roadways to buses (both downtown and on major routes to and from the downtown) while expanding rapid-transit busways. In the short term, this will put a lot of pressure on traffic by compressing it into fewer lanes on feeder routes and making it harder for drivers to get into, out of and around downtown. And all this requires a new approach to property taxes. It can be done. Halifax, for example, dedicates roughly two-thirds of annual property tax increases to a “climate fund” that pays for improvements in things such as electric vehicle charging stations, the purchase of more electric buses and installation of solar panels on city buildings. Small gestures such as those can add up to significant changes, but it’s never going to be enough. Even if Winnipeg were to flip the way it divides up property tax increases, or push employers to subsidize transit passes, it would never generate enough money to build the transit system necessary to supplant vehicular traffic. The provincial and federal governments have largely focused their support on building or expanding rapid transit. However, just about every major city in this country is suffering from massive transit system operating deficits. Transit needs to be the No. 1 infrastructure funding priority for governments of all levels to ensure that we have sensible and climate-friendly alternatives to hopping in the car and driving to and from work. Even so, the city could send a strong message to citizens by starting with the way it divides up property tax increases. It won’t be enough to solve the problem, but it will represent one small step away from the traffic and climate apocalypse. dan.lett(a)winnipegfreepress.com<mailto:dan.lett@winnipegfreepress.com>

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WFP Editorial: Blocking bike lanes — and writing tickets (Oct8'24)
by Beth McKechnie 08 Oct '24

08 Oct '24

Caution! This message was sent from outside the University of Manitoba. Blocking bike lanes — and writing tickets https://www.winnipegfreepress.com/opinion/editorials/2024/10/08/blocking-bi… ANYONE who cycles regularly in Winnipeg has probably seen them: cars or trucks blocking bike lanes. It is illegal to park or stop a motor vehicle in a bike lane. Doing so is subject to a $70 fine. Trouble is, it is — at best — loosely enforced and overly reliant on public complaints. It is not a priority for the city. It should be. If the city is serious about promoting active transportation as a viable way of travelling to work, school and other destinations, it has to make bike lanes a priority. It also has to make safety in bike lanes a priority. That includes ensuring they’re not used as parking lots or loading zones by cars and trucks. The city handed out 70 tickets between January and August to motorists who were blocking bike lanes, which works out to about two tickets per week on average. It doesn’t seem like much considering how common it is to see vehicles blocking bike lanes throughout the city. Even the fine amount, $70, does not seem that high. A larger fine might help hammer the point home that it’s not OK to park a vehicle in a bike lane. Not only does it obstruct the path of cyclists, it is unsafe because it often forces cyclists off bike lanes and onto roadways. City officials say they rely primarily on public reporting to respond to blocked bike lanes. The problem with that is enforcement officers often arrive too late after a call is placed and the offending motorist may no longer be there. The city should be doing more patrolling as a proactive way of discouraging this practice. A public information campaign would also be useful. Many motorists see bike lanes as optional pathways for bikes. They think the paths, even the protected ones, are fair game for parking their vehicles. That culture has to change. An information campaign launched by the city, perhaps in collaboration with bike groups, might help more motorists realize that blocking bike lanes is not only an inconvenience for cyclists, doing so is dangerous. In Toronto, bicycle patrol officers are often tasked specifically with monitoring bike lanes across the city. They also recently raised their fine amount from $60 to $200. Toronto has made the safety of bike lanes a priority. Winnipeg should consider doing the same. Winnipeg has made good progress on expanding protected bike lanes across the city, including downtown. However, much more needs to be done to make the city’s bike network more interconnected. There are still far too many gaps in the network when travelling between certain destinations. Public opinion polls and surveys have shown consistently that people are more willing to cycle as a mode of transportation if they have access to safe, unobstructed protected bike lanes. While there are far more bike lanes in Winnipeg today than there were a decade ago (especially protected ones), the city still has a long way to go to expand that network. But more bike lanes alone are not enough. They must be kept safe, clean and unobstructed. They should be given at least as high a priority as roads — if not special attention for a period of time — if the city truly wants to encourage people to get out of their vehicles and onto bikes. It’s a culture shift that needs to happen. If Winnipeg is serious about fighting climate change, promoting active transportation should be a priority. Ensuring bike lanes are safe and accessible is an important part of that goal.

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Equitable Cities is next week!
by Mel Marginet 04 Oct '24

04 Oct '24

Caution! This message was sent from outside the University of Manitoba. Greetings, Green Action Centre and Peg City Car Co-op are excited to welcome Charles T. Brown to Winnipeg for Equitable Cities<https://3common.com/equitablecities> on October 9th! Don’t have your tickets yet? If you are a student or representing a community organization or nonprofit, use ECStudent or ECCommunity at checkout to save! Charles T. Brown is the founder and principal of Equitable Cities, a minority- and veteran-owned urban planning, public policy and research firm focused at the intersection of transportation, health and equity. He is also an adjunct professor at the Edward J. Bloustein School of Planning and Public Policy at Rutgers University. He is the host of Arrested Mobility<https://arrestedmobility.com/>, a podcast that asks: What can we do to change the outcomes when people of colour step out their door to exist in the world? In this keynote presentation, Charles addresses how our transportation system in Winnipeg, like communities across the country, underserves and disproportionately harms those who are most vulnerable. By understanding inequities in our transportation system, Charles identifies potential strategies for action. Following the keynote, attendees will have the opportunity to take part in two breakout sessions that bring the themes of Charles’ keynote into our local context. Breakout topics are: POINT DOUGLAS: A Neighbourhood of Opportunity Facilitated by: Sel Burrows Point Douglas is one of Winnipeg’s oldest neighbourhoods. Like similar communities across North America, Point Douglas has suffered decades of disinvestment. For those who call Point Douglas home, they see endless untapped potential. Not only is this neighbourhood beautiful, with its canopy of trees and historic architecture, but also it is home to resilient people and organizations who want to see it thrive once again. The City of Winnipeg has committed resources to creating a neighbourhood plan for Point Douglas. This breakout session will give participants the opportunity to learn more about Point Douglas, and how neighbourhoods can thrive when everyone has access to what they need for health, happiness and opportunity. FREEDOM TO MOVE: How do we build an accessible city for all? Facilitated by: Sarah Manteuffel Winnipeg’s urban footprint ballooned after the second world war, spreading people and places further apart. At the same time, the city invested less in transit and active transportation, and more in roads for personal vehicles. We now live in a car-oriented city and the disability community often finds themselves on the margins, forcing the choice to use personal vehicles, or being reliant on infrastructure and transit that can be inconvenient and uncomfortable. This session will focus on what we all lose when our city is inaccessible, while also asking: how can Winnipeg become more inclusive for everyone? ARRESTED MOBILITY: Moving While Indigenous Facilitated by: Adrian Alphonso Winnipeg is home to the largest Indigenous population in Canada. Indigenous people are overrepresented as victims of traffic violence, policing and poverty. In this session, we examine Winnipeg’s transportation system to discover and discuss its long history of inequity, as well as opportunities for change. In this session we’ll ask: what can we gain when all people feel safe moving about our cities and towns? We look forward to welcoming Charles T. Brown to Winnipeg for Equitable Cities<https://3common.com/equitablecities>, and we hope to see you at the Norwood Hotel on October 9th! Thank you to our sponsors Builder [45354-PC-PegCity-Logo-RGB-Release.png] Influencer [HTFC-CMYK.png] [Selkirk_logo_RGB.png] Advocate [image.png] [image.png] Supporter [Lankmark Logo - White on Green - JPG.jpg] [image001.png] Mel Marginet | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 300-286 Smith Street, Winnipeg, Manitoba, R3C 1K4 | Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *Note: I work two days a week at Green Action Centre and it may take a few days to respond to you. We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. [https://mail.google.com/mail/images/cleardot.gif] Green Action Centre is your green living hub Support our work by becoming a member<http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org<http://canadahelps.org/> [https://ci3.googleusercontent.com/mail-sig/AIorK4xnHIzg-oNAxItLMxFnB1HS5HGb…]<http://gomb.ca>

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WFP: Cyclists call for enforcement as bike lane violations go largely unticketed (Oct3'24)
by Beth McKechnie 03 Oct '24

03 Oct '24

Caution! This message was sent from outside the University of Manitoba. Battle of the bike lanes Cyclists call for enforcement as bike lane violations go largely unticketed https://www.winnipegfreepress.com/breakingnews/2024/10/03/battle-of-the-bik… WHETHER it’s moving vans, food delivery services or everyday drivers, vehicles stopping in bike lanes aren’t an uncommon sight in Winnipeg. While it is illegal — and subject to a $70 fine — city data shows it isn’t always being ticketed. There were 70 tickets handed out between January and August. Most of those tickets (43) were given out in January and February while the other months saw fewer than 10 tickets handed out. There was a single ticket for parking in a bike lane given out in May. Similarly, in 2023, there were fewer than 10 tickets sent out monthly from April to October. Andrew Kohan, a father of two who describes himself as a “utility cyclist” who uses his bike to transport him and his family as much as possible, said those numbers don’t match the reality on Winnipeg roads. “I see people parked in unprotected bike lanes all the time, often with their hazards on, treating it like it’s just a place you can stop and in the protected bike lanes as well — if it’s a wide enough lane, people will fit their car in it, and will get upset with you if you mention to them that that’s not a place to park,” he said. “It’s incredibly frustrating to hear that the city isn’t prioritizing enforcement of parking bylaws in bike lanes, because it’s so dangerous when a car is blocking that space.” He’d like to see proactive bike infrastructure that would make it harder for drivers to circumvent the rules. “For me, it’s a family safety issue, it’s a life-and-death issue, potentially, and I don’t want to be in that position where I’m forced out of that small amount of safe infrastructure we have,” he said. This year, most tickets have been handed out on Bannatyne Avenue, Notre Dame Avenue and Arthur Street. While parking in a bike lane has been a bylaw offence since 2016, the city’s bike infrastructure was integrated into the Winnipeg Parking Authority’s enforcement mapping system to include them in regular officer patrols in late 2023, after a “peak in non-compliance” and a spike in complaints, said Lisa Vermette, the authority’s manager of regulation and compliance. The parking authority also moved away from issuing tickets through the mail and instead focused on handing out tickets — and tow orders, which she said were included with every ticket handed out in 2024 — on site. “Compliance rates are sometimes a very tricky thing to measure,” she said. “The ticket data tells one side of that story.” Vermette said she hopes compliance is increasing — data over the past few years shows more tickets were handed out in winter months (25 tickets were given out in January 2024, compared to seven in March), which may mean drivers are unknowingly stopping in bike lanes without curbs and avoiding them in other months. What has decreased, she said, are complaints to 311 about cars in bike lanes. In 2023, the city received around 60 complaints, and there have been less than 20 calls made this year so far. While there are 13 to 15 vehicles patrolling in Winnipeg at any given time, she said, the parking authority still relies heavily on public reporting. “If a cyclist says, for example, ‘Every morning I travel this path, there are vehicles parked almost every morning,’ we can also set up more routine patrols and a more concentrated effort in those areas, rather than try to cover the whole bike infrastructure throughout the city to try to really minimize the rate of non-compliance in one or several specific areas,” she said. The complaint system isn’t enough to hold drivers to account, argued Patty Wiens with advocacy group Bike Winnipeg, as the city’s standard 90-minute turnaround time for complaints isn’t always quick enough. “The way it works is we call 311, and maybe by the time that the parking authority gets there, they’re still there … they are not actively seeking this,” she said. She pointed to Toronto, where bicycle patrol officers are, at times, tasked specifically with monitoring bike lanes across the city and recently raised the fine for parking in a bike path from $60 to $200. “Here — one, we can’t even get bike lanes, and two, we can’t get the officers to come out,” she said. malak.abas(a)freepress.mb.ca<mailto:malak.abas@freepress.mb.ca>

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WFP Analysis: Building a city to keep the next generation here (Oct1'24)
by Beth McKechnie 01 Oct '24

01 Oct '24

Caution! This message was sent from outside the University of Manitoba. Building a city to keep the next generation here https://www.winnipegfreepress.com/opinion/analysis/2024/09/30/building-a-ci… WHEN the Jets play a road game in another Canadian city, the familiar “True North” chant can always be heard loud and clear as ex-pat Winnipeggers celebrate their former hometown. The chant is an expression of pride from those who have moved away, but its prevalence might also be an indication that Winnipeg is losing a different competition against other Canadian cities — the battle to attract and retain its young people. Every year Winnipeg loses thousands of people to other cities, many of them young, educated adults looking to establish their roots elsewhere. The inability of Winnipeg to retain its young people has always been a problem, but in the face of changing demographics, it’s an issue that has today become even more pressing. Our country is aging quickly. Fifty years ago, the median age in Canada was 25 years old, today it’s 41. This demographic shift is making young people more important to cities than ever before, needed to backfill an aging workforce and drive social vitality and economic innovation in our communities. Young people have grown up in an interconnected, technology-driven world. Their digital fluency and focus on social and environmental priorities make them a key demographic in the knowledge-based economy that creates modern, prosperous cities. The Manitoba Chambers of Commerce and Canada West Foundation recently released an important study called, Finding Their Place: Manitoba Youth Mobility. It takes an in-depth look at why young people leave Winnipeg and Manitoba. As expected, many of the conclusions focused on jobs and economic opportunity in bigger centres, but the study revealed a fascinating and often overlooked factor that deserves much more public attention. A large percentage of young people consider vibrancy and urban quality a key factor in their desire to move to other Canadian cities. The study showed that almost 80 per cent of young people in Winnipeg would consider moving to another Canadian city if it offered a higher quality of life. This was the same percentage as those who would consider economic factors. When the study looked deeper into what defined quality of life for young people, the answers were not larger backyards, more big box stores or less vehicle traffic, it was the ability to live a socially connected urban lifestyle. The most important factor that was identified by 53 per cent of all respondents was a desire to live in a walkable neighbourhood. Across North America, today’s young adults have consistently demonstrated a generational shift toward urban living with a greater preference for diverse, higher density communities, generally closer to the city centre, with shops, restaurants, services, entertainment, employment, and education within walkable access from their home. Many young people in Winnipeg are no different. The next most desirable factors that young people are looking for in the city they choose to call home, followed this urbanist trend. Easy access to urban parks ranked second and high-quality public transportation was third. Almost 20 per cent identified much-maligned bike lanes as a top quality-of-life factor when considering a move to another city. These findings are backed up by real world evidence in Winnipeg. Compared to the city average, almost twice as many young adults live in walkable, urban neighbourhoods such as Osborne Village, Corydon-Earl Grey and Broadway-Assiniboine. Residents in these areas use public transit almost twice as much as the city average and walk or bike to work three to four times more often than average — seven times more than those living in suburban neighbourhoods like North Kildonan or Linden Woods. The top destinations for Winnipeg’s young people are Vancouver, Calgary, and Toronto, together attracting more than all other cities combined. Despite housing costs being far higher in those cities, young people are attracted to the socially connected, urban lifestyle they offer, something that is largely unavailable to them in Winnipeg. If we want to slow the exodus of our young people to other Canadian cities, we must begin by asking ourselves, who are we building our city for? The answer to this question should define the lens through which we view our city-building decisions. We have largely been using the priorities of older generations to guide policy, which has created an overwhelmingly suburban and vehicle-dependent city, offering fewer urban lifestyle options that are attractive to many younger people. The study clearly describes what many young people are looking for, unfortunately, building that type of city often meets with resistance and opposition from older generations. When we prioritize our residential streets for vehicle traffic, oppose bike lanes, fight reduced speed limits and traffic calming measures that help create more connected, urban and walkable neighbourhoods, we are rejecting the type of city that many young people want. When homeowners protest higher density and mixed-use infill development in mature neighbourhoods, they are fighting against the ability for young people to access to the communities they want to live in and are pushing them to other cities where they can find those lifestyle opportunities. When we contemplate spending three-quarters of a billion dollars to expand Kenaston Boulevard for cars, we might consider that Winnipeg will soon be the only city of Canada’s ten largest without light rail rapid transit. Understanding that we compete against these cities for our young people, we might instead prioritize mobility investments that are more attractive to the next generations. If we want our children and grandchildren to choose Winnipeg as the place they call home, we must begin by building a city that responds to their priorities and dreams, not only to those of their parents and grandparents. Brent Bellamy is creative director at Number Ten Architectural Group.

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WFP: Replacing Arlington Bridge could come cheaper (Sep26'24)
by Beth McKechnie 26 Sep '24

26 Sep '24

Caution! This message was sent from outside the University of Manitoba. New proposals tens of millions less than original $319-M estimate Replacing Arlington Bridge could come cheaper https://www.winnipegfreepress.com/breakingnews/2024/09/25/replacing-arlingt… THE city has studied two proposals to replace the Arlington Bridge that could cost tens of millions of dollars less than previously expected, a city councillor says. A few months ago, city officials told councillors they were considering two key options to replace the decaying bridge, after the vital transportation link to the North End suddenly closed 10 months ago. “They’re talking about replacing it, on the same trajectory as it sits today, with slight differences,” said Mynarski Coun. Ross Eadie. The councillor said a $171-million bridge option would involve closing Dufferin Avenue at Arlington Street, while a $180-million version would travel over Dufferin, leaving it open for vehicle traffic. Winnipeggers will need to wait at least another month to read final options to address the structure that was shut down in November 2023. Eadie said he was told the options are much cheaper than previous estimates to replace the bridge because a past option accommodated three lanes of traffic, while these versions would only have two. Past designs also included more property expropriations, adjustments to rail lines below the bridge and separated spaces for bike and pedestrian paths, which also contributed to the higher cost, he said. Eadie said the new options would have one shared active transportation path. In 2019, a preliminary design estimated a new bridge could cost $319 million. Eadie stressed the bridge’s replacement is critical. He plans to buy ads that urge Winnipeggers to push all city council members to support funding for the project. “The first step is to fund the removal of the old bridge because it’s very dangerous right now,” said Eadie. In 2016, city engineers deemed the Arlington Bridge, which opened to traffic in 1912, to be near the end of its life. Eadie said the bridge is in urgent need of replacement, describing it as a critical link used by several communities and a common route used to reach Health Sciences Centre, prior to its closure. “It’s more than just my ward… the Arlington Bridge should be the No. 1 project for this city, in terms of major infrastructure. Yeah, the St. James Bridge needs work but it’s still open,” he said. Coun. Janice Lukes cautioned against banking on either of the options becoming final proposals, calling both “preliminary” and noting both prices and options could change before a final report is released. “We don’t have the final facts yet because the report’s not done. It may change. It’s just not finished yet,” said Lukes (Waverley West), the chairwoman of council’s public works committee. “It’s an option that was presented to us, yes. … Really, we’re looking at a wide range of designs and options and that brings a wide range of prices. They have not, to my knowledge, decided on anything yet. What Coun. Eadie is (talking about) is a concept but they’ve got multiple concepts,” she added. Lukes expects a final council-ordered report on rehabilitation options for the bridge, which was expected in October, will now be released publicly in November. She warned the actual replacement of the bridge, should council find a way to fund it, would take years. “Even if we come out with (the decision) we’re going to replace it, we’ve still got to take the old bridge apart. So, it’s still going to be at least another two or three years … bare minimum,” she said. Lukes said she’s “optimistic” the bridge will be replaced but that would likely require funding from other levels of government. The city announced the sudden closure of the bridge on Nov. 21, 2023, after a condition assessment found steel corrosion had accelerated, raising the risk involved with keeping it open. Mayor Scott Gillingham said he wants the final options to cope with the bridge as soon as possible. “The consultants and our staff do need to take the time to get the report finalized … but I am eagerly anticipating that report,” said Gillingham. This summer, the city budgeted $1 million to replace multiple bearings on the bridge to prevent it from falling on the rail yard below it, work that did not help reopen or demolish it. A spokeswoman said that work was “completed as planned.” As they wait to learn the bridge’s fate, some residents say its absence is creating frustrating traffic delays. “It’s very important (to fix) … (On) McPhillips, Salter and Main, the traffic is just crazy now,” said Darrell Warren, president of the William Whyte Neighbourhood Association. Warren said he’s frustrated that no decision on the bridge’s future has been made, years after the city acknowledged it was nearing the end of its useful life. “They’ve known for years that bridge is going to need replacement and they kept putting it off and putting it off,” he said. — with files from Gabrielle Piché joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Work at Portage and Main starts Nov. 15 (Sep21'24)
by Beth McKechnie 21 Sep '24

21 Sep '24

Caution! This message was sent from outside the University of Manitoba. Famous intersection closed to pedestrians in 1979 Work at Portage and Main starts Nov. 15 https://www.winnipegfreepress.com/breakingnews/2024/09/20/work-to-reopen-po… CONSTRUCTION to reopen Portage Avenue and Main Street to pedestrian access appears set to begin in two months — 45 years after it was cut off. The City of Winnipeg is seeking a contractor to begin construction by Nov. 15 and reopen the intersection to foot traffic by July 1, 2025, as per tendering documents released Friday. Mayor Scott Gillingham said he’s received mostly positive feedback on the idea since council voted to reopen it in March, despite 65 per cent of Winnipeggers voting “no” to opening the intersection to pedestrians in a 2018 plebiscite. “Not everyone is in agreement but there has been a lot of people who have said to me, ‘This is the right decision. It’s time to treat this intersection like every other intersection,” said Gillingham. Debate over letting people cross the intersection on foot has raged for years. Opponents feared the change would be costly and delay traffic, while supporters argued it could help rejuvenate and better connect downtown. Pedestrian access was cut off at the crossing in 1979. In a press release, the city notes construction is needed to support the safe movement of traffic when pedestrians return. The construction will include: demolishing barrier walls; installing new traffic signals and street lights; adding a curb extension on the southeast corner to allow for shorter pedestrian crossing distance across Portage Avenue and more pedestrian space at the corner; repairing and adjusting the medians; and installing new curbs and sidewalks to accommodate pedestrian crossings on all four corners. “Certainly, our staff are focused on improving the intersection, changing the intersections to make it safe for everybody… There will be a real focus on maximizing movement and traffic flow,” said Gillingham. However, a councillor who has long opposed the reopening remains concerned it will delay traffic. “I do think it will slow traffic down, particularly those p.m. rush-hour movements,” said Coun. Jeff Browaty (North Kildonan). “Winnipeg does not have freeways… so, in terms of getting through the city, we use major arterial roadways and… making sure that those work efficiently is important.” Originally, the mayor proposed closing the intersection’s underground concourse as part of the plan but council voted to study the idea further before acting on it, said Browaty. He said next year’s budget might include funding to study the cost and impact of that change. “I still think the underground concourse plays a very important part of… the way people move around and work and live downtown in the winter,” he said. The councillor said the city should explore whether property owners at the intersection would cover the difference between the price of closing the concourse and the cost of repairing it and keeping it open. In March, Gillingham said it would cost $73 million to repair the leaking membrane to protect the concourse, while closing the city’s portion of the site could cost roughly $20 to $50 million. Multiple business leaders noted the closure cost was vaguely defined and stressed that many people rely on the underground connections to travel between businesses, especially in winter. Loren Remillard, president of the Winnipeg Chamber of Commerce, said his organization looks forward to the street-level pedestrian access but the city must study any underground changes before acting on them. “We need to understand exactly how that functions, in terms of the connectivity into the walkway system, into servicing the various towers… The underground is a vital connection point for so many,” said Remillard. Gillingham said there’s no target timeline for the potential closure of the underground. “The underground won’t be closed this year nor next year,” he said. In March, council earmarked $13 million to pay for the initial reopening of the intersection to foot traffic. Additional design work for the intersection is expected to be part of a rapid transit design study, which is expected to begin in 2025. The pedestrian access is timed to resume shortly after a new primary transit network begins operating on June 29, 2025. While most of the construction period to prepare for that falls in the winter, Coun. Sherri Rollins said the timeline appears realistic. “The demo and removing of the barriers, the traffic signals, this is work that we do all year round,” said Rollins (Fort Rouge-East Fort Garry). She noted she’s excited to see the pedestrian barriers come down. “They are an eyesore. It’s long overdue,” she said. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: City carpooling program jump-started (Sep13'24)
by Beth McKechnie 13 Sep '24

13 Sep '24

Caution! This message was sent from outside the University of Manitoba. City carpooling program jump-started https://www.winnipegfreepress.com/breakingnews/2024/09/12/carpooling-progra… A WINNIPEG non-profit is encouraging Manitobans to save money — and curb pollution — with what it calls “the Kijiji of carpooling.” Members of the Green Action Centre joined provincial Environment and Climate Change Minister Tracy Schmidt at the Seel transit hub in south Winnipeg on Thursday to announce the reboot of GoManitoba. The online platform connects users looking to share a ride to work, school, appointments or special events. “In Manitoba, our leading cause of (greenhouse gas) emissions is transportation,” Mel Marginet, the Green Action Centre’s lead for workplace commuter options, said. “Manitobans often rely on single-occupancy vehicles to get them to their destinations … This has resulted in communities where it’s difficult to live your life without access to a personal vehicle.” The GoManitoba tool aims to help reduce single-passenger drives by helping users find carpool partners for frequent commutes or one-off trips. The service also encourages users to ride the bus, walk or cycle by providing route maps and connections with other active transportation travellers. Similar to Kijiji or Airbnb, the platform allows users to find and message other commuters who log similar trips. Once a connection is made, users can choose to swap contact information and build a network of commuting buddies. “We believe everyone should have the opportunity to choose transportation modes that don’t harm the environment, that are affordable and good for our health and, at the same time, modes that create connections and build communities,” action centre executive director Josep Seras-Gubert said. GoManitoba was first introduced in 2017 and amassed nearly 3,000 users before COVID-19 social distancing protocols came into effect. The pandemic lockdowns and work-from-home policies led to a drop-off in GoManitoba users, Marginet said, but also triggered a “bike boom” and prompted Manitobans to start thinking differently about how they travel. With more Manitobans back to their regular commutes, “We thought this was a really good time to do a relaunch with some more user- friendly tools,” she said. GoManitoba was upgraded this year to streamline the digital experience and — hopefully — reach more users. Marginet said she would like to see the user base grow to 5,000 Manitobans, including more rural and northern carpoolers. The action centre is also looking to work directly with businesses, schools and other organizations to create dedicated ride-sharing networks for staff members through the GoManitoba platform. The upgrades have come with a little help from the province, which provided $30,000 to cover technology costs. The NDP government announced in April it would restore nearly $400,000 in annual funding for environmental non-profits, including $230,000 for the action centre, which had been cut under the previous Tory government. “Finding greener transportation options is critical to reduce our (greenhouse gas) emissions, and we believe that Go Manitoba will not only help reduce our transportation emissions, but will also help folks have a bit more money in their pockets,” Schmidt said during the launch event. julia-simone.rutgers(a)freepress.mb.ca<mailto:julia-simone.rutgers@freepress.mb.ca>

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Equitable Cities is less than one month away!
by Mel Marginet 12 Sep '24

12 Sep '24

Caution! This message was sent from outside the University of Manitoba. Greetings, Green Action Centre and Peg City Car Co-op are excited to welcome Charles T. Brown to Winnipeg for Equitable Cities<https://3common.com/equitablecities> on October 9th! Don’t have your tickets yet? Don’t delay! From now until September 20th you can take advantage of our September Sale, saving yourself $25 per ticket. Just use ECSeptSale at checkout. Charles T. Brown is the founder and principal of Equitable Cities, a minority- and veteran-owned urban planning, public policy and research firm focused at the intersection of transportation, health and equity. He is also an adjunct professor at the Edward J. Bloustein School of Planning and Public Policy at Rutgers University. He is the host of Arrested Mobility<https://arrestedmobility.com/>, a podcast that asks: What can we do to change the outcomes when people of colour step out their door to exist in the world? In this keynote presentation, Charles addresses how our transportation system in Winnipeg, like communities across the country, underserves and disproportionately harms those who are most vulnerable. By understanding inequities in our transportation system, Charles identifies potential strategies for action. Following the keynote, attendees will have the opportunity to take part in breakout sessions that bring the themes of Charles’ keynote into our local context. Topics include: FREEDOM TO MOVE: How do we build an accessible city for all? Facilitated by: Sarah Manteuffel Winnipeg’s urban footprint ballooned after the second world war, spreading people and places further apart. At the same time, the city invested less in transit and active transportation, and more in roads for personal vehicles. We now live in a car-oriented city and the disability community often finds themselves on the margins, forcing the choice to use personal vehicles, or being reliant on infrastructure and transit that can be inconvenient and uncomfortable. This session will focus on what we all lose when our city is inaccessible, while also asking: how can Winnipeg become more inclusive for everyone? POINT DOUGLAS: A Neighbourhood of Opportunity Facilitated by: TBA Point Douglas is one of Winnipeg’s oldest neighbourhoods. Like similar communities across North America, Point Douglas has suffered decades of disinvestment. For those who call Point Douglas home, they see endless untapped potential. Not only is this neighbourhood beautiful, with its canopy of trees and historic architecture, but also it is home to dedicated people and organizations who want to see it thrive once again. The City of Winnipeg has committed resources to create a neighbourhood plan for Point Douglas. This breakout session will give participants the opportunity to learn more about Point Douglas, and how we can think about transportation as a way to bring freedom, opportunity and wellness to those who call it home. We look forward to welcoming Charles T. Brown to Winnipeg for Equitable Cities<https://3common.com/equitablecities>, and we hope to see you at the Norwood Hotel on October 9th! Thank you to our sponsors Builder [45354-PC-PegCity-Logo-RGB-Release.png] Influencer [HTFC-CMYK.png] [Selkirk_logo_RGB.png] Advocate [image.png] [image.png] Supporter [Lankmark Logo - White on Green - JPG.jpg] [image001.png] Mel Marginet | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 300-286 Smith Street, Winnipeg, Manitoba, R3C 1K4 | Find us here<http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *Note: I work two days a week at Green Action Centre and it may take a few days to respond to you. We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. [https://mail.google.com/mail/images/cleardot.gif] Green Action Centre is your green living hub Support our work by becoming a member<http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org<http://canadahelps.org/> [https://ci3.googleusercontent.com/mail-sig/AIorK4xnHIzg-oNAxItLMxFnB1HS5HGb…]<http://gomb.ca>

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FW: Design Guide for Bus Steps Adjacent to Cycling Infrastructure - Free Webinar for CARSP and ITE Members / nominal fee for non-members
by Michelle Porter 05 Sep '24

05 Sep '24

Hi all! Here is a webinar opportunity that you might be interested in. Please note there is a nominal fee for non-members. Michelle Michelle M. Porter, PhD, Professor | Faculty of Kinesiology and Recreation Management | Director, Centre on Aging | 338 Isbister Building | University of Manitoba | Winnipeg, MB CANADA | R3T 2N2 | (204) 474-8795 michelle.porter(a)umanitoba.ca<mailto:michelle.porter@umanitoba.ca> | www.umanitoba.ca/aging<http://www.umanitoba.ca/aging> | https://twitter.com/coaporter | linkedin.com/in/michelle-porter-639890150<https://www.linkedin.com/in/michelle-porter-639890150> From: CARSP/ACPSER <brenda.suggett(a)carsp.ca> Sent: September 5, 2024 9:02 AM To: Michelle Porter <michelle.porter(a)umanitoba.ca> Subject: Design Guide for Bus Steps Adjacent to Cycling Infrastructure - Free Webinar for CARSP and ITE Members / nominal fee for non-members Canadian Association of Road Safety Professionals L'Association canadienne des professionnels de la sécurité routière [https://gallery.mailchimp.com/abd86bfa37a97091490314c26/images/9f1c3699-299…] <https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…>[https://mcusercontent.com/abd86bfa37a97091490314c26/images/84da7771-4df5-31…]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…><https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Free Webinar for CARSP & ITE members! Oct 8, 2024, 12pm-1:00pm ET As part of our partnership agreement, CARSP and the Institute of Transportation Engineers (ITE) Canada are pleased to present our second joint webinar. The topic will be of interest to anyone involved in road safety, as well as those focused on promoting equity and accessibility for all users. TransLink, in partnership with the B.C. Ministry of Transportation and Infrastructure (MoTI), recently retained Urban Systems to create the Design Guide for Bus Stops Adjacent to Cycling Infrastructure to provide province-wide guidance to develop “island platform bus stops” or “floating bus stops” in British Columbia. The Design Guide provides a comprehensive set of planning and engineering guidelines offering solutions for the planning, design, operation, and maintenance of bus stops adjacent to protected cycling infrastructure in a range of contexts and applications throughout British Columbia, along with guidance for education and engagement. This Design Guide is the first of its kind in North America and addresses a significant gap in knowledge on how to design bus stops to meet the needs of people with disabilities while also being comfortable for cyclists of all ages and abilities. The Design Guide was developed with extensive stakeholder engagement, including pilot projects in five municipalities in British Columbia. This session will provide an overview of the Design Guide as well as lessons learned from municipal staff from two case study communities. The Design Guide was awarded both the ITE Canada Stan Teply Outstanding Technical Project Award and the ITE International Transportation Achievement Award – Planning Award in 2024.. SIGN UP QUICKLY - SPACE IS LIMITED! [https://mcusercontent.com/abd86bfa37a97091490314c26/images/3ce72de7-a440-9c…: Brian Patterson, RPP, MCIP, PMP, RSP1 Brian is a senior transportation planner and brings over 20 years of experience in active transportation planning and design, multi-modal transportation planning, and safety and accessibility. Brian has developed over hundreds of plans, designs, and studies for communities of all sizes across Canada and has been recognized with numerous industry awards. Brian led the development of the Design Guide for Bus Stops Adajcent to Cycling Infrastructure and has led numerous other design guides, including the BC Active Transportation Design Guide. [https://mcusercontent.com/abd86bfa37a97091490314c26/images/b68fd8a2-33d1-db… Therrien, MPH Suzanne is an Active Transportation Planner at the City of Kelowna. Her work focuses on programs, resources and partnerships to promote more trips by active modes. She holds a Master degree in Public Health with specialty in population health and has over decade experience in active transportation research. [https://mcusercontent.com/abd86bfa37a97091490314c26/images/e9adb3ba-ae94-e1… Bot, RPP, PMP Mo is a collaboratively-minded project manager specializing in multimodal transportation policy development, infrastructure design and construction. Mo has worked across Canada on everything from big city major transit projects to site specific high impact public realm and active mobility improvements. They are always keen to hear all perspectives and strive to support physical and social spaces where learning and justice are centred. Rather than give everyone a space at the table, Mo invites you to smash the table to pieces and build something new that explores the collective experience together. Registration is open until Oct 7th. Space is limited, so sign up soon to reserve your spot! Register Now!<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [Twitter]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Twitter<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [LinkedIn]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> LinkedIn<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [YouTube]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> YouTube<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [Facebook]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Facebook<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Copyright © 2024 CARSP-ACPSER, All rights reserved. You are receiving this email as you have chosen to be on the CARSP email distribution list. Our mailing address is: CARSP-ACPSER 2846 Arrowsmith Court Stevensville, ON L0S 1S0 Canada Add us to your address book<https://carsp.us7.list-manage.com/vcard?u=abd86bfa37a97091490314c26&id=b56b…> unsubscribe from this list<https://carsp.us7.list-manage.com/unsubscribe?u=abd86bfa37a97091490314c26&i…> update subscription preferences<https://carsp.us7.list-manage.com/profile?u=abd86bfa37a97091490314c26&id=b5…> [Email Marketing Powered by Mailchimp]<https://login.mailchimp.com/signup/email-referral/?aid=abd86bfa37a970914903…>

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WFP: Changes urged to make central intersections safer (Aug31'24)
by Beth McKechnie 31 Aug '24

31 Aug '24

Caution! This message was sent from outside the University of Manitoba. Changes urged to make central intersections safer https://www.winnipegfreepress.com/breakingnews/2024/08/31/changes-urged-to-… The City of Winnipeg is being urged to ramp up road safety in central neighbourhood intersections, where a report finds pedestrians have been more at risk of getting injured or killed in collisions. The planning consultant’s report on intersection collision data from 2012 to 2020 found 44.9 per cent of 39 fatal pedestrian-vehicle crashes at intersections were located within or near the city centre or downtown. “Most fatalities happen in the same areas around downtown or in the neighbourhoods surrounding downtown, like Point Douglas or West Alexander … but also most prominently around (the Winnipeg) School Division. If we pay attention to those areas, in my opinion, it’s a good beginning for us to start (making streets safer),” Jairo Viafara, who wrote the report, said. His transportation equity analysis focused specifically on crashes that took place at intersections, for which the most specific geographic data is available. Viafara found 1,118 (61.3 per cent) of the 1,822 pedestrian-vehicle crashes that caused major and minor injuries took place within the catchment area of the school division. About one-third of the fatal pedestrian collisions he studied took place in the downtown east, downtown west, North Point Douglas and South Point Douglas areas, he said. “In certain neighbourhoods, residents continue experiencing a persistent lack of safe pedestrian facilities,” he wrote in the report. Viafara suggests a lack of progress to improve the most collision-prone intersections “may indicate to the public that pedestrian safety is not being considered a priority concern by local decision-makers.” The head of a local residents committee said she’s seen several road safety hazards in her neighbourhood. “I’ve wanted to go walk my dog around the Louise Bridge. It’s impossible to get across there safely … You just take your life in your hands and run,” Catherine Flynn, chairwoman of the Point Douglas Residents Committee, said. Flynn said there are also too few controlled crossings to help pedestrians cross key sections of Main Street and Higgins Avenue, where many folks jaywalk. “I’m not an urban planner, but I think when you’ve got a city that (can get) so cold, one of the things you’ve got to think of is what is the number of safe crossings … It could be -30, -40, windy … of course (pedestrians are) going to run across the street (wherever they are),” she said. Viafara said the affected neighbourhoods appear more likely to rely on walking to get around. Many of the residents have lower incomes than other Winnipeggers, he said. His transportation equity analysis focused specifically on crashes that took place at intersections, for which the most specific geographic data is available. Viafara found 1,118 (61.3 per cent) of the 1,822 pedestrian-vehicle crashes that caused major and minor injuries took place within the catchment area of the school division. About one-third of the fatal pedestrian collisions he studied took place in the downtown east, downtown west, North Point Douglas and South Point Douglas areas, he said. “In certain neighbourhoods, residents continue experiencing a persistent lack of safe pedestrian facilities,” he wrote in the report. Viafara suggests a lack of progress to improve the most collision-prone intersections “may indicate to the public that pedestrian safety is not being considered a priority concern by local decision-makers.” The head of a local residents committee said she’s seen several road safety hazards in her neighbourhood. “I’ve wanted to go walk my dog around the Louise Bridge. It’s impossible to get across there safely … You just take your life in your hands and run,” Catherine Flynn, chairwoman of the Point Douglas Residents Committee, said. Flynn said there are also too few controlled crossings to help pedestrians cross key sections of Main Street and Higgins Avenue, where many folks jaywalk. “I’m not an urban planner, but I think when you’ve got a city that (can get) so cold, one of the things you’ve got to think of is what is the number of safe crossings … It could be -30, -40, windy … of course (pedestrians are) going to run across the street (wherever they are),” she said. Viafara said the affected neighbourhoods appear more likely to rely on walking to get around. Many of the residents have lower incomes than other Winnipeggers, he said. “So, there is a connection between … fatalities and traffic accidents involving people of low income,” Viafara said, noting that appears to be common across Canada. Coun. Janice Lukes, chairwoman of council’s public works committee, is calling for city traffic experts to review the report. “The city does know that there are a lot of collisions in the downtown because anywhere where there’s more density, there’s more collisions … It’s (about) putting the spotlight on the vulnerable road user.” The Waverley West councillor said the city has four staff members devoted to implementing a road safety action plan, who prioritize new projects using an “equity lens.” “It’s a huge pillar in what we do,” Lukes said. The city expects to spend $30 million on road safety improvements over the next six years, she said. Viafara is urging the city to make several changes to make core-area intersections safer. The recommendations include prioritizing pedestrian safety countermeasures for downtown and adjacent neighbourhoods, conducting “walkability assessments” near frequent collision sites, improving collision data collection and preparing safe route to school plans. He said countermeasures could include adding lights, medians and other road treatments to help minimize the risk of crashes. “Transportation (needs) to be part of the revitalization effort,” Viafara said.

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New machines have sights set on tracking City sidewalk conditions
by Beth McKechnie 23 Aug '24

23 Aug '24

Caution! This message was sent from outside the University of Manitoba. Released: August 23, 2024 at 10:01 a.m. Winnipeg, MB – Winnipeggers – don’t be alarmed if you see a futuristic-looking quad out on Winnipeg sidewalks this month. It’s not a real-life Transformers moment – it is a new-to-us data collection tool designed to help the City of Winnipeg better assess, maintain, and improve sidewalk and pathway conditions. Two sidewalk surface testers will collect data on nearly 3,200 km of asphalt and concrete sidewalks and pathways over the next few months. “This new technology will make a real difference in how we keep sidewalks in good shape,” said Mayor Scott Gillingham. “By using these advanced tools, we’re improving how we assess and maintain our infrastructure, which means better service for all Winnipeggers. This is a practical step toward ensuring our sidewalks are safe and accessible for everyone.” We have previously collected data on surfaced street, back lanes, and pathways, but not sidewalks. The machines will record information about: * Sidewalk length and width * Surface material * Tripping hazards and cracks * Steepness * Factors that could reduce the sidewalk’s usable width “For the first time ever, we’re collecting citywide baseline data on the conditions of our sidewalks,” said Janice Lukes, Chairperson of the Standing Policy Committee on Public Works. “This data will help us determine what we’re working with now, what we may need to do to keep sidewalks serviceable in the future, and how much money we require to keep Winnipeggers moving on them.” Once the sidewalk surface testers have inventoried the whole city, we will segment the sidewalk network and assign each a general condition (new, good, fair, poor, very poor), similar to our existing street conditions assessments. The data will help us plan renewals and maintenance activities, including helping determine whether funding amounts are adequate to meet our future service level targets. The City plans to collect the same data in 2027 and every three years after. https://www.winnipeg.ca/news/2024-08-23-new-machines-have-sights-set-tracki…

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Green Action Centre seeks Bike Education Instructor
by Beth McKechnie 19 Aug '24

19 Aug '24

Caution! This message was sent from outside the University of Manitoba. Position: Bike Education Instructor Contract: During months of September-October and May-June Rate: $250-$300 per day based on experience, for total of 75 days Location: Winnipeg, Manitoba Application Deadline: August 26, 2024 Details: Bike Education Instructor<https://greenactioncentre.ca/jobs-bike-education-instructor/>

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WFP Traffic lights turned on near FortWhyte at McGillivray (Aug17'24)
by Beth McKechnie 17 Aug '24

17 Aug '24

Caution! This message was sent from outside the University of Manitoba. TRAFFIC LIGHTS TURNED ON NEAR FORTWHYTE A NEW set of traffic lights is now working at McGillivray Boulevard and Brady Road, near FortWhyte Alive. A new entrance to the wildlife preserve and recreation area is expected to open next to the intersection this winter. “These four-way lights increase safety and connectivity in Winnipeg’s active transportation network and will provide much-needed crossing controls for pedestrian, cycling and vehicular traffic at this very busy intersection,” Coun. Janice Lukes, chairwoman of the City of Winnipeg’s public works committee, said in a news release Friday morning.

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WFP: Canada’s public transit in crisis (Aug17'24)
by Beth McKechnie 17 Aug '24

17 Aug '24

Caution! This message was sent from outside the University of Manitoba. Operating costs sinking transit systems: report Canada’s public transit in crisis https://www.winnipegfreepress.com/business/2024/08/16/broke-and-broken-repo… OTTAWA — A new analysis warns that Canada’s major cities — including Winnipeg — are struggling to keep their transit systems running and says public transit is heading for a “downward spiral” unless major new streams of operating revenue open up. In a report published in late May, Leading Mobility Canada said the $120-billion in expansions planned for those transit systems won’t help cities that are struggling to keep the buses and trains running at current levels. David Cooper, the principal at Leading Mobility and the study’s co-author, said the majority of transit is funded through passenger fares and property taxes and cities have very limited options for other sources of revenue. The federal government is allocating billions to expand transit. “It’s great we’re getting these investments but you actually can’t materialize the benefits of these investments if the cities actually can’t afford to run it,” he said. The analysis looked at the budgets, revenue sources and long-term plans for eight transit systems in Vancouver, Calgary, Edmonton, Winnipeg, Ottawa, Toronto, Montreal and Halifax. Most of them are already reporting budget shortfalls. Calgary’s shortfall was $33 million in 2023, the same year Toronto reported a $366-million gap. Montreal anticipates its budget shortfall will exceed $560 million in 2025 and grow to $700 million by 2028. Halifax expects it will be up to $22 million short in 2026 — more than 15 per cent of its total transit budget — while Vancouver warns of a structural deficit of $600 million by the same year. All of them say the planned expansions, such as new light rail lines in Ottawa, bus rapid transit in Halifax and subway expansions in Toronto, will incur operating costs well above what they can afford. Vancouver estimated bus and light rail expansions will cost $1.2 billion extra. Calgary said in 10 years its operating budget will be $127 million higher. Edmonton said by 2033 its budget deficit will grow to $174 million a year, while Winnipeg estimated its expansion plans will add $37 million in annual costs. The provinces and federal government are only offering limited operating funding to go with the growth and even that is temporary. For example, Ontario has agreed to provide $1.2 billion to help Toronto run two new LRT lines for a three-year period. In late July, Vancouver’s TransLink warned that it will have to make significant service cuts if its structural deficit isn’t solved, including cancelling 145 of its 245 bus routes and reducing service on the SkyTrain and SeaBus. The result would push more than half a million people out of walking distance from a transit stop or station. On Aug. 8, Ottawa Mayor Mark Sutcliffe sounded the alarm about a “transit crisis” because of a $9-billion hole in OC Transpo’s long-range financial plan, including the opening of the nearly $5-billion second phase of light rail. “It’s nice to dream of building more light rail but we don’t even have the money we need to operate our existing system,” Sutcliffe said. “If we don’t get the help we need, it won’t even make financial sense to open Phase 2 of light rail. We’d be better off from a financial perspective not to open and run the system.” The report makes clear that COVID-19 hastened some of the structural funding problems plaguing transit systems when work-from-home policies took a massive bite out of ridership. Leading Mobility said before COVID-19, passenger fares covered an average of 59 per cent of the costs of transit in Canada, far higher than the 38 per cent in the United States. By 2023, fares covered as little as 23 per cent of costs in Ottawa and as much as 43 per cent in Toronto. Most cities have seen ridership return — though not quite to pre-pandemic levels — but people are using the system differently, with fewer people buying monthly passes, and in some places, more using subsidized transit passes or tickets. Property tax is most often the second-biggest source of revenue for public transit but inflation and affordability have put massive pressures on cities and there is limited ability for transit to get more money from property taxes. Vancouver’s TransLink gets a share of gas tax funding but with B.C. drivers adopting electric vehicles more rapidly than anywhere else, that funding source is shrinking fast. Gas tax revenues were down $34 million in 2023 from the year before. Halifax has a benefit area tax, a surtax on properties located within a certain distance of transit, which in 2023 accounted for almost half its total revenues, or $58.6 million. Montreal gets about five per cent of its operating revenue from a vehicle registration levy. Vehicle levies and benefit taxes are among the suggestions the Leading Mobility report makes for cities. It also suggests considering a tax on electric vehicle charging, or adding congestion pricing that taxes vehicles in the busiest parts of cities, similar to what’s in place in London and New York City. The report calculated what may work best in each jurisdiction but also notes that many cities need permission from their provincial governments for such changes. It recommends provinces make legislative changes to allow transit systems to raise new money. The report also calls for a national commission on transit operating funding, bringing together provinces and municipalities to determine the best way to save their systems. Cooper said cutting service is a death knell because people will only use transit if it is reliable and affordable. If ridership drops, revenues drop, and then more cuts follow. Marco D’Angelo, president of the Canadian Urban Transit Association, said he feels there is a will to solve this problem and it is not insurmountable. He noted that when ridership plummeted during the pandemic, federal and provincial governments stepped up to help. “We had leadership when it was needed to keep Canada’s transit systems running,” he said. “This is a different scenario but it was handled before by provinces and the federal government recognizing the national importance of public transit.” — The Canadian Press

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WFP: Driver tried to flee after hitting boy (Aug14'24)
by Beth McKechnie 14 Aug '24

14 Aug '24

Caution! This message was sent from outside the University of Manitoba. DRIVER TRIED TO FLEE AFTER HITTING BOY: POLICE A driver is facing charges after he allegedly struck a young boy riding a bicycle and tried to flee the scene. An officer with the Winkler Police Service was on patrol in the area of Pembina Avenue and Main Street when he saw the collision at about 1:06 p.m. Monday. A red Chevrolet Silverado turned east onto Pembina from southbound Main and struck a small child who was crossing the intersection on a bike. The truck briefly stopped in the roadway before the driver accelerated eastbound in an apparent attempt to leave the scene, the police service said later that day. The officer was able to stop the suspect before trying to give the victim first aid. An off-duty local doctor approached the scene and gave the boy medical care. The boy was transported to hospital by paramedics in stable condition with undetermined injuries. The driver of the truck, a 50-year-old Plum Coulee man, is facing charges of dangerous driving causing bodily harm, failure to stop after a collision causing bodily harm and driving without a licence.

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WFP: One pedestrian killed, two injured in three accidents (Aug12'24)
by Beth McKechnie 12 Aug '24

12 Aug '24

Caution! This message was sent from outside the University of Manitoba. One pedestrian killed, two injured in three accidents https://www.winnipegfreepress.com/breakingnews/2024/08/10/one-pedestrian-ki… A 49-year-old woman is dead after she was struck by a vehicle while reportedly lying down on the Harry Lazarenko Bridge, while two other people are in hospital in critical condition after they were hit while crossing Winnipeg streets in just over six hours. Winnipeg Police Service officers were called to the bridge, which connects Redwood Avenue with Main Street, about an injured woman at about 1:45 a.m. Saturday. Police found the woman with serious injuries, but she died before paramedics were able to arrive to try to revive her. Traffic investigators, in a preliminary probe, found the woman was lying on the road when she was hit by a driver headed west. The driver of the vehicle stayed at the scene and spoke with officers, police said. Investigators have identified the victim and informed her family of her death. Police are also still investigating another serious collision between a vehicle and pedestrian on Pembina Highway at Adamar Road, which also occurred overnight. Officers were called to the intersection at about 4 a.m., where they found a man with serious injuries. Paramedics took the man to hospital in critical condition. The driver of the vehicle stayed at the scene and spoke with police. Police have determined the man was walking eastbound across Pembina near the intersection when he was hit by a driver headed east. Earlier Friday, at about 9:45 p.m., police were called to Smithfield Avenue and Main Street, where a 57-year-old man was in critical condition on the road. He was rushed to hospital. Investigators believe the man was crossing Main Street against a red light when a vehicle, travelling south, hit him. The driver stayed at the scene. Police have asked anyone with further information, including video or dash camera footage from the areas near the collision scenes, to call the traffic division at 204-986-7085<tel:204-986-7085> or Crime Stoppers anonymously at 204786-8477<tel:204786-8477>. The death of the woman on the Harry Lazarenko Bridge is the second fatal collision between a pedestrian and a vehicle this week. A man was struck near Queen Elizabeth Way (Main Street) and Mayfair Avenue near The Forks at about 3:30 a.m. on Thursday by a driver that fled the scene. He was taken to hospital in critical condition, but later died. Police have said investigators were closing in on the kind of vehicle that hit the man on Thursday. fpcity(a)freepress.mb.ca<mailto:fpcity@freepress.mb.ca>

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WFP: City seeks stronger analysis of traffic data (Aug9'24)
by Beth McKechnie 09 Aug '24

09 Aug '24

Caution! This message was sent from outside the University of Manitoba. Proposal request aims to improve road safety City seeks stronger analysis of traffic data https://www.winnipegfreepress.com/breakingnews/2024/08/08/city-hopes-enhanc… A new system to collect traffic counts and collision data is on the way to Winnipeg in an effort to improve road safety. Coun. Janice Lukes, chairwoman of public works, said the addition is great news. “If we have better data and better ability to sift, sort and analyze the data, then it becomes clear to us where we need to make changes and investments to improve the system. At a punch of a few buttons, we can see sooner where the collisions are, we can analyze when they happen,” said Lukes (Waverley West). A request for proposals seeks a company to implement the new system for Winnipeg’s traffic monitoring program. “The City of Winnipeg has greatly expanded their traffic-monitoring program in the last five years and needs a solution that will support the acquisition, validation, analysis and dissemination of all its data sources,” the document notes. It states the city’s current tracking program has “major limitations,” since it lacks a central database and information is difficult for the public to access. “Short-duration studies are currently managed through a series of disconnected excel files that result in poor scheduling, duplication of efforts, and data entry error,” the RFP notes. The new system is expected to let the city make better use of Manitoba Public Insurance collision data that municipal officials already receive. “(With this system) if we see a particular intersection is always either getting bogged down or there are collisions on a regular basis and then we can analyze it in a more rapid manner, then we can fix it sooner,” said Lukes. A request to speak with a city traffic official was not granted on Thursday. In an email, a city spokeswoman said the system will make better use of vehicle, cyclist and pedestrian counts, which are gathered through radar, intersection video cameras, pneumatic road tubes (tubes laid across the road to gather data) and other devices. “More than 40 permanent count stations have been installed across Winnipeg in the past five years and hundreds of other traffic studies have been collected with portable equipment as part of the traffic-monitoring program,” wrote spokeswoman Pam McKenzie. “The (new system) will help the city consume all of the data from these devices and present it in an easy-to-digest format that will help… derive more meaningful insights.” Lukes said ensuring all of the data can be quickly assessed to support safety decisions will help the city more efficiently select the changes most likely to reduce collisions. She said she hopes Winnipeggers will eventually see fewer collisions as a result. “If we can have a better technology to capture and monitor and analyze this data, it really helps us make better decisions,” she said. The RFP notes council approved a road safety strategic action plan in 2022, which this system would support. “Several of the 67 actions identified in the (plan) relate to the need to improve and better integrate safety data into divisional practices,” the document notes. For example, city officials expect the new system will help track performance toward a municipal goal to reduce fatal and serious injury collisions by 20 per cent between 2022 and 2026 and conduct road safety reviews with detailed collision analyses. In an email, Mayor Scott Gillingham’s communications director said the system is part of a renewed focus on road safety. “It started with council adopting the road safety strategic action plan in 2022, then we created a new unit to oversee the plan last year, and now we’re looking to improve our systems to make better use of traffic count and collision data,” wrote Colin Fast. The winning bidder is expected to implement the data system for four years, with a possible three year extension. The city expects to spend $200,000 on the contract. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Police using video to zero in on suspect involved in fatal pedestrian collision (Aug9'24)
by Beth McKechnie 09 Aug '24

09 Aug '24

Caution! This message was sent from outside the University of Manitoba. Driver can hit, run but can’t hide Police using video to zero in on suspect involved in fatal pedestrian collision https://www.winnipegfreepress.com/breakingnews/2024/08/08/police-zero-in-on… POLICE said they are closing in on a suspect in a hit-and-run that killed a pedestrian near The Forks early Thursday as officers canvassed the area for witnesses and additional surveillance footage. Although police haven’t identified the person responsible, investigators have “a good idea on the general type of vehicle that was involved, based on surveillance video and some roadway evidence,” Patrol Sgt. Brian Neumann said. “Ultimately, there will be evidence on that vehicle of this collision, so when we obtain that vehicle, we should be able to gather the evidence necessary to complete our investigation.” Officers responded to Queen Elizabeth Way (Main Street) and Mayfair Avenue at about 3:30 a.m. A seriously injured man was found and taken to hospital in critical condition but later died. The preliminary investigation indicated the man was walking across Queen Elizabeth Way when he fell and was struck by a southbound vehicle as he struggled to get up. The driver took off, police said. Neumann, who co-ordinates collision investigations, said officers rerouted traffic to gather evidence from the scene. Investigators have yet to release information about the vehicle involved in the collision but will provide an update to the public when they are ready, the patrol sergeant said. “What we are having to do is just expand our knowledge of what we have so far, so that when we want to be able to take that action, we have sufficient (evidence) to effect an arrest or bring a person in for an interview,” he said. “I’ve got investigators out who are viewing video and compiling their opinion on what they are finding… Especially in an urban environment, we tend to be able to follow them throughout their movement in the city until we get (the suspect) identified.” Speaking generally, Neumann said suspects identified in hit-and-run investigations can range from motorists with a clean driving record to people with criminal records. In some cases, drivers panic after a collision and flee the scene. Later, they turn themselves in to the police. Other times, motorists try to cover their tracks by destroying evidence or getting their vehicles washed, he said. Impairment can be a contributing factor that leads to a collision or influences a person’s decision to flee, he said. He urged anybody involved in a hit-and-run collision to do the right thing and come forward to police. “You may be wrong and you may be (held) accountable but you have to step up and take that. Just like you would expect someone else to do that if it happened to you or someone in your family,” he said. “In the case of something like today’s incident… you’re just compounding the problem. It’s not going to get easier.” Investigators ask anybody who was travelling near Mayfair Avenue and Queen Elizabeth Way around the time to call investigators, particularly if they have video footage, Neumann said. Investigators can be reached at 204986-7085<tel:204986-7085> or Crime Stoppers anonymously at 204-786-8477<tel:204-786-8477> (TIPS). Manitoba Public Insurance recorded 384 reports of hit-and-run collisions that resulted in injuries in Winnipeg since 2022, including 92 incidents as of July 31. Nine people were killed in hit-and-runs during the same period, including three this year. The numbers do not include Thursday’s fatality, MPI said. One hit-and-run investigation in which a person was injured remains unsolved from 2023, Neumann said. A cyclist was crossing Notre Dame Avenue and Isabel Street on the evening of June 30. The vehicle fled the scene before the police arrived. An empty but heavily damaged grey 2007 Pontiac G6 was later found in the 100 block of Juno Street. It was subsequently learned that four men were observed fleeing the vehicle, police reported. tyler.searle(a)freepress.mb.ca<mailto:tyler.searle@freepress.mb.ca>

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City News: Calls for bike safety in Winnipeg continue after girl hit by vehicle in Wolseley neighbourhood (Aug7'24)
by Beth McKechnie 08 Aug '24

08 Aug '24

Caution! This message was sent from outside the University of Manitoba. https://winnipeg.citynews.ca/2024/08/07/calls-bike-safety-winnipeg-latest-i…

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WFP: Cyclist dies after crashing into parked semi (Aug7'24)
by Beth McKechnie 07 Aug '24

07 Aug '24

Caution! This message was sent from outside the University of Manitoba. Man riding at high speed when collision occurred Cyclist dies after crashing into parked semi https://www.winnipegfreepress.com/breakingnews/2024/08/06/cyclist-dies-afte… A 67-YEAR-OLD male cyclist died after crashing into the back of a parked tractor-trailer on the side of Kenaston Boulevard, near Waverley Street, on Friday. The cyclist was riding at high speed when he collided with the rear of the trailer, which had its hazard lights activated on the northbound shoulder, shortly before 2:30 p.m., the Winnipeg Police Service said. “It’s always tragic. You feel for the family,” said Mark Cohoe, executive director of Bike Winnipeg, which advocates for increased cycling awareness and safety in the city. “The bottom line is it’s just tragic,” said local Coun. Janice Lukes (Waverley West). The WPS provided limited information in a news release Tuesday. Police would not provide more details about the cause of the crash, which is being investigated by the traffic division. The cyclist’s name was not released. His family has been notified, police said. He is at least the second cyclist to be killed on Winnipeg’s roads in as many months. Police wouldn’t say if the man was wearing a helmet. The crash happened on a stretch of Kenaston that has one separated cycling route (on the west side) north of Waverley, and none to the south between Waverley and the Perimeter Highway. While details are limited, the incident points to a gap in Winnipeg’s active transportation network, and the importance of separated lanes for cyclists, said Cohoe. “You don’t have a pathway in that section,” he said. “It just showcases that we want to have a separation on those roadways.” There are plans to build a separated lane on the east side of Kenaston north of Waverley, said Lukes, chair of city hall’s public works committee. She said there are currently no plans for bike routes on Kenaston between Waverley and the Perimeter, given the province’s previously announced plans to build a bypass in the area. “When the St. Norbert bypass comes into play, then stuff like (bike lanes) will happen,” said Lukes. In 2015, the former NDP government said construction of a new $400-million route bypassing St. Norbert — by linking Kenaston and Highway 75 — would begin in five years and be completed within 10 years. The proposal included a cloverleaf interchange at Kenaston and the Perimeter. Almost 10 years later, no construction has taken place. The NDP lost the 2016 provincial election to the Progressive Conservatives, who ordered studies and held public information sessions while in government. The Tories lost last year’s election to the NDP. A provincial spokesperson said a 2020 design study proposed an interchange at Kenaston and the Perimeter as part of the long-term Winnipeg One Million Perimeter Freeway Initiative. Active transportation routes were considered in the study, the spokesperson said. Cyclists rallied in Winnipeg last month to call on the city to make streets safer for them, following a fatal collision in June and a separate crash that injured a teenage girl. Both collisions occurred on Wellington Crescent. Cohoe wants Winnipeg’s road-safety strategic action plan, passed by council in 2022, to be fully funded and implemented to help reduce fatal and serious injury collisions involving all road users. “The goal of the city really needs to be that we don’t see people dying in collisions,” he said. The plan comprises 67 actions for improved safety for all road users, and a goal of reducing fatal and serious collisions by 20 per cent over five years. Each year, Winnipeg averages 13 fatal collisions and 145 crashes resulting in serious injuries, according to city data. Across the province, an average of four cyclists are killed and 78 are injured in collisions per year, Manitoba Public Insurance’s website stated. A helmet was not worn in almost 90 per cent of cases in which a cyclist was killed in a collision with a vehicle, according to MPI. The WPS, meanwhile, is asking anyone with information about Friday’s crash or video from vehicle dashboard or home surveillance cameras to call investigators at 204-986-7085<tel:204-986-7085> or Crime Stoppers anonymously at 204-786-8477<tel:204-786-8477>. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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WFP: Festival brings together active transportation and environmental performance art (Aug6'24)
by Beth McKechnie 06 Aug '24

06 Aug '24

Caution! This message was sent from outside the University of Manitoba. ROLLING CIRCUS Festival brings together active transportation and environmental performance art https://www.winnipegfreepress.com/arts-and-life/2024/08/06/rolling-circus IT’S an outdoor adventure that combines the thrill of live performance with the charm of nature. Bike and Circuses, returning for its second year from Aug. 7 to 11, promises a blend of theatre, music and dance set against the backdrop of Whittier Park. “Bike and Circuses is about combining physical adventure with being a participant in a theatrical event,” explains Daina Leitold, executive director of Green Kids Inc. and co-producer of Bike and Circuses. “We wanted to experiment with the way we tend to take in the arts — quietly and passively. We are talking about taking action for the health of this planet. This is no time to be passive.” “And also, just breaking down this kind of theatre convention where everyone’s inside and they’re watching a play,” adds co-producer Brenda Mc-Lean. “We want more engagement and more of a feeling of the audience being participants in the theatre spectacle.” The inspiration for Bike and Circuses came when McLean visited Quebec City and saw an outdoor circus event by Cirque du Soleil. “The energy was incredible, with so many people from the city and surrounding areas coming out to watch. I thought, ‘Why not bring that kind of vibrant outdoor circus festival to Winnipeg?’ We needed more of that festival atmosphere in Winnipeg and to bring these great events to our city,” she says. The event is carbon neutral, prioritizing eco-friendly materials and transportation. Costumes, sets and props will be made from mostly salvaged or second-hand items and travel will be by foot, bike or transit as much as possible. The show takes audiences on a tour of the park, stopping to take in various performances along the way. Green Kids has partnered with community organizations, environmental NGOs and local businesses to create an interactive outdoor lobby where audiences can learn about environmental advocacy and active transportation, says McLean. Circus performer Lil Borger is excited about the show. “I specialize in something called cyr wheel. It’s like a big metal hula hoop that I spin in, kind of like when a coin spins on the ground,” says Borger, who has been performing since the age of seven. “I’m working with an amazing accordionist from Winnipeg named Anne-Marie (Williot), who’s going to be doing live accompaniment. My act also involves some spoken word.” Borger and Williot have been co-ordinating via Zoom as Borger currently lives in Montreal, attending McGill University. The performance tackles the theme of economic growth and its impact on the environment. “It goes into themes of overconsumption tied to overproduction and overuse of our planet and natural resources,” says Borger. “It shows the tension between nature, which I play, and our human economic system of production, which is represented by the wheel and the accordionist.” ANOTHER performer featured is Charlene Van Buekenhout, a Métis/Belgian/Canadian theatre artist, who will use a crankie machine — a moving panorama — to create an immersive storytelling experience. “I’m doing something that I have not done before. My whole piece is based around the concept of an ultrasound, connecting people to what’s inside themselves and the world around them,” Buekenhout says. Luekenhout was inspired by an exercise she learned from an elder at the Banff Centre for Arts and Creativity. “You sit in the environment, notice the things around you and connect those things to yourself. It’s all about personalizing our world and recognizing that we are made up of the world around us,” she says, adding she will invite audience participation in a gentle and engaging manner. “I will be the ultrasound wand, and you can place your hand on my head while I turn the crankie machine. You’ll see what’s inside yourself. It’ll be very pain-free and non-invasive, just a fun and sweet way to engage with the audience.” Other performances include butoh dancer Tanja Faylene Woloshen, theatre artist Loc Lu and musical theatre performers Brittany and Mario Lagassé. THIS year’s event aims to be more inclusive than the first, with different routes and accessibility options. The event offers three versions to accommodate various audience needs: one for those on bicycles, one for those walking or slow rolling and a more physically-accessible route. “Knowing right away we wanted to do a show that was on bikes, our first thought was ‘That’s awesome, but is that for everybody?’” Leitold says. “We’ve been working with accessibility consultants. We offer the show for people walking as well as for people on bikes, and we have a physical show with an accessible path for folks who prefer not to walk too much but still want to experience being in the park.” Despite some challenges, the team is committed to making Bike and Circuses a recurring event, she says. “There was no Bike and Circuses in 2023 due to funding issues but we hope to make it a yearly event with enough community support. We want to show that being out in your city and taking time away from your cell phone, computer and car to go to a park and walk or ride a bike is a good way to get in touch with nature. The closer you are to nature, the more you might care about being environmentally responsible.” Tickets are available on a pay-what-you-choose pricing model: $10, $20 or $30 plus fees, with children four and under free. thandi.vera(a)freepress.mb.ca<mailto:thandi.vera@freepress.mb.ca>

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WFP Analysis: More bike lanes make for a better city (Aug6'24)
by Beth McKechnie 06 Aug '24

06 Aug '24

Caution! This message was sent from outside the University of Manitoba. More bike lanes make for a better city https://www.winnipegfreepress.com/breakingnews/2024/08/04/more-bike-lanes-m… A FEW weeks ago in Winnipeg, Rob Jenner was killed by a driver while riding his bike to work. On July 29, a few blocks away, a young girl out for a bike ride with her dad was hospitalized after a driver crashed into her. Every year, an average of 70 people riding a bike are hit by drivers so severely that an injury report is filed with the police. In a six-month cycling season, that’s every third day. Yet, when the city began public consultation for three new protected bike lanes, two downtown and one in the West-Alexander area, the usual public opposition was heard. The talking points are always predictable and can be addressed one-by-one. ● Winnipeg is a winter city. We don’t need bike lanes for six months a year. This is like saying, “I don’t need to wear a life jacket because I only go boating in the summertime.” Far fewer people cycle in winter but this shouldn’t diminish the need for safe streets in the seasons when people are riding bikes and fighting for road space with thousand-kilogram machines. We publicly invest in many things not used to their full capacity year-round. Would this same argument not apply to parks, sidewalks, arenas, pools and splash pads? ● We can’t afford bike lanes. Bike lanes are cheap. We spend $5 million per year on all active transportation projects. Most of this funding is used to build and maintain sidewalks, with a small percentage used for on-street bike lanes that are often rolled into larger road renewal projects. Spending on dedicated cycling infrastructure is a rounding error in our overall roads budget. We spend $170 million every year fixing existing roads and the Transportation Master Plan projects spending almost that amount building new roads. If we can’t afford bike infrastructure, we really can’t afford car infrastructure like the Kenaston Boulevard widening, pegged to cost the equivalent of the entire active transportation budget for 150 years. ● Winnipeg is a car city. It sure is but with 8,300 kilometers of public roads and less than 30 kilometres of on-street protected bike lanes, there’s lots of room for cars. ● Nobody rides a bike in Winnipeg anyway. The federal census shows between 5,000 and 7,000 people ride a bike to work daily between May and October. While this represents less than two per cent of commuters citywide, it varies significantly by neighbourhood. About two-thirds of bike commuters live less than five kilometres from Portage and Main. In suburban neighbourhoods like Bridgwater, Seven Oaks, Island Lakes, Linden Woods, Sage Creek, and North Kildonan, this percentage is close to zero. It’s understandable, if you live in this type of neighbourhood, you might believe nobody rides a bike. In mature neighbourhoods like River Heights, West Broadway, Osborne, and Earl Grey, cycling mode share is closer to six per cent of all commuters. Wolseley is ranked as a top 10 cycling neighbourhood in Canada with 12 per cent of commuters riding a bike. Many more people, including children, cycle for other reasons, such as recreation, exercise, or riding to school. The bike counter near The Forks regularly shows more than a thousand people biking past on a summer weekend day. A 2022 CAA survey found that 15 per cent of Winnipeggers ride a bike at least a few times per week, with a further 30 per cent riding occasionally. Forty per cent of respondents said they would bike more if they had safe, protected lanes to ride in. ● If cyclists want bike lanes, they should pay for it themselves. City streets, sidewalks and bike lanes are paidfor overwhelmingly through property taxes. Like drivers, people who ride bikes pay property taxes. Cyclists don’t pay fuel taxes that go into the government’s general revenues but the money they save is spent on other things that are similarly taxed. Most cyclists also drive a car. ● Bike lanes take parking away from downtown businesses. Planners are careful to design bike lanes to be as minimally disruptive as possible. When the Exchange District bike lanes were built, diagonal parking was implemented to increase the total number of stalls in the immediate area. The downtown lanes currently being proposed will remove 97 on street stalls, representing 0.3 percent of downtown’s 26,000 public parking stalls. Diversifying mobility options is a key step in the long-term process of creating a downtown residential neighbourhood to support local shops and businesses, so they don’t have to rely on the ever-dwindling number of people driving downtown to shop. ● Bike lanes make driving worse. Separating cyclists, drivers and pedestrians into their own lanes is better for everyone. If you get frustrated as a driver having to pass slow-moving cyclists on the street, you should support bike lanes that keep them separate from car traffic. Bike lanes often get blamed for narrowing car lanes but most often, as in the case of Goulet Street, this is done intentionally to slow vehicle speeds and calm traffic having nothing to do with bike lanes. Many people will read this angrily and think cyclists deserve their fate because they don’t follow the rules of the road. Undoubtedly, some percentage of the population is selfish and irresponsible but just as many of those people are drivers, or pedestrians. Cyclists aren’t protected by a thousand kilograms of steel with crumple zones, air bags and seat belts. Improving their safety comes from the built environment. When we create safe streets by narrowing lanes and intersections, slowing vehicle speeds, improving sight lines, widening sidewalks and building bike lanes, we build in a safety factor that allows for mistakes, distractions, careless behaviour and unexpected conditions to happen — without having someone pay for it with their life. Brent Bellamy is creative director at Number Ten Architectural Group.

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WFP: Gaping hole on city pathway remains ‘disgusting, a danger’ (Aug3'24)
by Beth McKechnie 03 Aug '24

03 Aug '24

Caution! This message was sent from outside the University of Manitoba. Gaping hole on city pathway remains ‘disgusting, a danger’ https://www.winnipegfreepress.com/breakingnews/2024/08/02/gaping-hole-on-ci… A MASSIVE hole on a city pathway that has triggered safety complaints for more than a year has grown even larger, amid hope a permanent fix is on the way. Early Friday afternoon, the gaping depression surrounded by bright orange fencing appeared to stretch at least seven metres long, three metres wide and up to one metre deep. It previously triggered complaints when it was about six metres long in June 2023. “It’s ridiculous. I walk these trails at least twice a day… and this has been (very large for) a few years,” said Karen Stokes. “It’s an eyesore, I think it’s disgusting … Some of these (guard) rails are in that water. It attracts mosquitoes, there’s lots of reasons that it’s gross.” At least one barricade was spotted submerged in water, with weeds and algae in the hole on Friday. Most of the damage is located on the path that connects an Amarynth Crescent playground to the busy Sturgeon Creek active transportation route. Stokes noted the area is so well used by pedestrians and cyclists that their traffic has worn away grass on both sides of the path. During repeated downpours this June, those stretches became a wet, sticky “mud pit,” she said. “I’ve had to push a senior in a scooter out of the mud… She was literally stuck,” said Stokes. Even with the fencing and some metal barricades in place, she fears the massive gap still poses a risk to seniors and kids, noting it’s close to a playground. “For kids, it’s probably a bit of a danger,” Stokes said. “It’s disappointing because these trails are used a lot. Hundreds of people every day are out here and it’s disappointing that (it hasn’t been fixed).” Spring flooding and rain water appear to wash out the current section of the path in the low lying area at times, while storms fill it with water, residents said. Susan Cava-Salie said the gap looks “awful” but she believes the fencing is effective at reducing the risk of someone falling into it. St. James Coun. Shawn Dobson said the city has proposed a design to repair the path and expects to receive a cost estimate for it soon. The proposed fix would realign part of the path to the west and cover part of the area near the sinkhole with woven concrete to help prevent erosion, while a bank around the creek would also be cut back to reduce the velocity of the water, said Dobson. He said the hole has persisted for at least two years and poses safety risks, which led him to personally reinstall some barricades around the large depression this spring. “It is a hazard because there is a hole… This is unexpected because it’s on the pathway,” said Dobson. The councillor said the problem took time to study, but he supports the current proposal for a more permanent repair. “It was not the money (delaying repairs). It was figuring out (how to) fix it once versus fixing it every year,” he said. Dobson said he will push for the path to be fixed this year and would use ward funding to help pay for it, if needed. However, that work isn’t guaranteed at this stage, he noted. The Free Press reported on the hole in June 2023, when only a small barricade blocked off one of its sides. Fencing was added to surround the entire gap a day after the story was published. A request to interview a representative from the city’s public works department was not granted Friday. Dobson said the city previously filled the hole with limestone, followed by wood chips, both of which washed away. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Pedal Pub wheels out spirited new offering (Aug1'24)
by Beth McKechnie 01 Aug '24

01 Aug '24

Caution! This message was sent from outside the University of Manitoba. Coolers stocked with beer, vodka sodas to be available on Exchange District cycle tours Pedal Pub wheels out spirited new offering https://www.winnipegfreepress.com/business/2024/08/01/pedal-pub-wheels-out-… BIKERS with beers will soon traverse Exchange District streets. Pedal Pub, a popular attraction where users cycle to local bars, is preparing to offer brews on its quadricycles. “The first question we get from people is whether they can consume alcohol on the bike,” said Miguel Gauthier, co-owner of Pedal Pub’s Winnipeg branch. “Now we’re very proud and happy to say that we can answer… with a big, firm ‘Yes.’” Starting Monday, employees will load coolers full of beer and vodka sodas onto the quadricycles, which are four-wheeled vehicles that riders pedal. It’s been a long time coming for Gauthier and his partners. They brought Pedal Pub to Winnipeg in 2022. In other Canadian cities, customers of the franchise could sip alcohol while pedalling to various bars. They’d get off, drink more and hop back on. It was the case for operations in Saskatchewan and Alberta. Winnipeg’s Pedal Pub couldn’t get a liquor licence from the Liquor, Gaming and Cannabis Authority of Manitoba. The LGCA would only issue a liquor service licence if other government agency licences and permits regulated the entity in question, spokeswoman Lisa Hansen explained earlier this summer. And in 2022, Pedal Pub’s quadricycles — where 15 customers can pedal at a time — didn’t fit any vehicle registration class. It didn’t need a City of Winnipeg licence, either. Pedal Pub contacted the provincial government to create laws targeted at quadricycles, co-owner Brandon Guenther said. As of this Wednesday, Manitoba has launched a pilot project regulation for large quadricycles. It’s set to be revoked Jan. 31, 2029. Part of the legislation called for municipal approval. So in July, the Pedal Pub owners waited to see what the City of Winnipeg would say — and on July 3, councillors gave the green light. “The province is the one that’s regulating it, so I wish them the best,” Coun. Russ Wyatt (Transcona) said while moving the motion. Now, Pedal Pub is preparing for an even boozier ride. “We’re really, really excited,” Gauthier said. The tour will continue the same: the two-hour Exchange District trek will have two bar stops and pre-paid drinks. However, customers can order a cooler stocked with cans to accompany them on the quadricycles. Packs range from 15 to 36 drinks, at $6 per Torque Brewing beer and Smirnoff vodka soda. People must place their orders online before the voyage, according to Gauthier. Pedal Pub isn’t required to change its safety features, such as adding seatbelts. Instead, it’s adding a second staff member to its rides, Gauthier detailed: one employee will drive and another will act as bartender, ensuring riders behave. “Nobody who is on the bike can just reach in and grab their own drink,” Gauthier emphasized. “If there’s instances of full intoxication, we’re in full control of that vehicle. We’re able to remove the person from the tour… if it’s becoming unsafe.” Each quadricycle has an electric motor, a backup if legs fail. Pedal Pub has 10 bar, restaurant and distillery partners in the Exchange District. Each tour elicits an average $1,200 in spending at local businesses, Guenther said earlier this summer. The company is currently restricted to operations downtown and in the Exchange District. It must get city approval before touring elsewhere, Gauthier said. gabrielle.piche(a)winnipegfreepress.com<mailto:gabrielle.piche@winnipegfreepress.com>

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CBC: 'Whose kid is next?' Winnipeg cyclists call for safer infrastructure after another collision (Jul31'24)
by Beth McKechnie 31 Jul '24

31 Jul '24

Caution! This message was sent from outside the University of Manitoba. Cyclists demand safer riding conditions near the scene of two recent collisions https://www.cbc.ca/news/canada/manitoba/winnipeg-bike-rally-cyclist-vehicle…

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WFP: Cyclists demand safety improvements (Jul31'24)
by Beth McKechnie 31 Jul '24

31 Jul '24

Caution! This message was sent from outside the University of Manitoba. Teen on bike struck by vehicle at intersection of Wellington Crescent and Academy Road Cyclists demand safety improvements https://www.winnipegfreepress.com/breakingnews/2024/07/30/teen-cyclist-inju… A TEENAGE cyclist was injured Monday after she was struck by a vehicle near the intersection of Wellington Crescent and Academy Road, renewing calls for better active- transportation infrastructure. Winnipeg police said the crash happened at about 8:45 p.m. The teen, who was cycling with her father, was hospitalized but has since been released, Winnipeg Police Service spokesperson Const. Dani McKinnon said Tuesday. Her father was not injured. McKinnon said the driver, who remained at the scene, may have been experiencing a medical event at the time, and the investigation is continuing. Passerby Mark Hildahl blocked traffic with his vehicle immediately after the collision. He used his paramedic training to keep the teen’s spine stable. “My heart sunk,” he said Tuesday. “She wasn’t moving; at first I thought she might be dead.” He said he didn’t notice that the vehicle’s driver was in medical distress, but observed that she was “very distraught.” He was told the driver was later taken away by an ambulance. Hildahl described what happened Monday as “everybody’s worst nightmare” at a notoriously unsafe intersection. “I travel through this intersection multiple times a week and it’s just horrible,” he said. “The entire design of the intersection at Wellington and Academy is designed for cars, there’s nothing that’s designed for pedestrians or cyclists, so it’s extremely dangerous for everybody.” The crash happened a short distance from where Rob Jenner, 61, was killed June 6 in a hit-and-run on Wellington Crescent near Cockburn Street. Jenner had been cycling to his job at the Canadian Museum for Human Rights. Beckham Keneth Severight, 19, has been charged with dangerous driving causing death and failing to stop at the scene. Last week, more than 100 cyclists calling for improved infrastructure gathered outside the museum to honour Jenner’s memory. Among them was Patty Wiens, a director of Bike Winnipeg, who blamed poor infrastructure for the crashes. “Do you think this kid will ever get on a bike again? This is not OK. Our roads need better design,” she said. “That’s what it’s going to actually take. It’s not about enforcement, it’s about design.” About 180 cyclists blocked cars at the intersection of Academy and Wellington as a protest on Tuesday evening. Wiens said she wonders how many pedestrians and cyclists need to be hurt or killed before bike infrastructure becomes a priority. “We are tired of protesting. I don’t want to be shutting down intersections once a week. It’s going to take some serious political will,” she said. Following Jenner’s death last month, Fort Rouge-East Fort Garry Coun. Sherri Rollins called the stretch of Wellington Crescent a “known gap in the cycling plan for the city” and suggested her calls to install 30 km/h zones around the ward hadn’t been heard due to a lack of political will. Brent Bellamy, a Free Press columnist who writes on urban planning, was hit by a driver while cycling at the same intersection in 2019. He witnessed the aftermath of Monday’s collision. Both Wellington Crescent and Academy Road are designed for commuters but are in the middle of a pedestrian- dense residential area, and cars “fly by” the slip lanes on Wellington Crescent, he said. He noted that just across from where the crash happened, a piece of the fencing at St. Mary’s Academy is missing after being hit by a driver. “It doesn’t even have a stop sign for five kilometres, from Academy all the way to Assiniboine Park. It’s actually designed to be unsafe. It’s designed to prioritize speed and traffic volumes,” he said. Streets should be designed to account for medical emergencies, mistakes and freak accidents, Bellamy said, adding slower traffic, more narrow intersections and fewer lanes all reduce the amount of time cyclists and pedestrians are interacting with cars and give them more time to escape dangerous situations. “We have to design our streets to allow things that aren’t normal to happen, and provide as much safety as we can, as much room for error as possible on our streets,” he said. malak.abas(a)freepress.mb.ca<mailto:malak.abas@freepress.mb.ca> [https://us5-bcdn.newsmemory.com/eebrowser/ipad/html5.check.24030714/ajax-re…] Members of the cycling community blocked cars at the intersection of Academy Road and Wellington Crescent Tuesday in a protest to call for safer road infrastructure.

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WFP: Cycling community pays tribute to man killed in hit-and-run (Jul26'
by Beth McKechnie 26 Jul '24

26 Jul '24

Caution! This message was sent from outside the University of Manitoba. ‘We will not let Rob’s death be in vain’ Cycling community pays tribute to man killed in hit-and-run https://www.winnipegfreepress.com/breakingnews/2024/07/25/we-will-not-let-r… MORE than 100 cyclists, who wore red to celebrate the life of Rob Jenner, gathered outside the Canadian Museum for Human Rights Thursday evening to honour the man killed in a hit-and-run collision. Jenner, who regularly biked to his job as a shipper and receiver at the museum, liked to wear red on Fridays to end the work week. He was travelling eastbound on Wellington Crescent near Cockburn Street when he was hit by a vehicle going in the same direction on the morning of June 6, a day after his 61st birthday. “Since my retirement, I waited for him with the garage door open, knowing I’d see that big smile rolling toward me — full of pride and feeling on top of the world. He was so proud to be a bike commuter,” said widow Wendy Van Loon, her speech punctuated by applause and the chiming of bicycle bells. “He must have known deep inside that he was part of something bigger, but I don’t think he knew the reach and depth of this beautiful community.” Van Loon said Jenner knew riding a bike in the city could be dangerous and he always wore highly visible clothing, including a helmet with blinking lights. He left home early to avoid rush-hour traffic. He was looking forward to retiring. He was an artist and writer and loved cooking. He was “friendly, blunt and also very kind,” said a statement released by the family a week after his death. Travis Jenner, one of his sons, asked the crowd to fight for change. He said he wishes his dad could be there to help take the training wheels off his son’s bike one day. “One small gap in safety was enough to change my life forever, so I ask you not to stop and don’t take no for an answer,” he said. “Show up and don’t back down until you’re safe, or until we’re all safe.” Members of the bike community have chosen to honour Jenner by installing a “ghost bike” at the location of the crash. Van Loon wanted her old bike to be used. It’s been painted white. In addition to memorializing a life lost, ghost bikes serve as a reminder to drivers to slow down and be cautious of cyclists on the road, said Patty Wiens, the “bicycle mayor” of Winnipeg. Wiens said she hopes to normalize cycling for transportation in the city and wants to see the bike network completed. Another cyclist was injured Wednesday night at the same intersection where Jenner was hit, she said. “This moment right here is a direct consequence of a bike network that’s missing some very crucial connections. I know I speak for every person here when I say it could have been any of us or someone close to us,” Wiens said. “The moment he used his bike for transportation in this city, he became an activist. We will not let Rob’s death be in vain.” Rachael Alguire lives a block away from the intersection. She started riding her bike to work a year ago but said she’s never felt quite safe. She began taking her bike to work because it’s more convenient than taking the bus and for the positive impact on her mental health. Her partner is an avid cyclist so she felt more comfortable getting into biking with her partner’s guidance. “I experience aggression from drivers and very unsafe roads all the time,” Alquire said, just as the group was leaving to go to the site of the crash. “There’s not a day where it doesn’t happen, so it’s very close to my heart.” Alguire hopes to see the city add protected bike lanes and for the route at Wellington Crescent to be completed. The group of cyclists rode from the museum to the intersection where the ghost bike will remain. Jenner’s family is working with Gordon Bell High School to set up a fund in his memory that aims to teach kids how to fix their bikes and ride them safely. Van Loon wants others to grow up with the same joy her husband got from riding his bike. “My best friend and favourite chef is gone,” Van Loon said. “He may have been just one person, but he was my world. There’s nothing we can do to bring him back, but let’s make sure his death wasn’t in vain.” Beckham Keneth Severight, 19, is charged with dangerous driving causing death and failing to stop at the scene. jura.mcilraith(a)freepress.mb.ca<mailto:jura.mcilraith@freepress.mb.ca>

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WFP Briefs: Snow clearing, Louise Bridge & quadricycles (Jul20'24)
by Beth McKechnie 20 Jul '24

20 Jul '24

Caution! This message was sent from outside the University of Manitoba. SNOW CLEARING FROM SIDEWALKS TO SPEED UP RESIDENTIAL sidewalks should be cleared of snow days sooner next winter. On Thursday, city council voted to require that crews “normally” complete plowing on residential sidewalks within 36 hours after the work begins, instead of the current target of five working days. The work will be funded through money approved during the 2024 to 2027 multi-year budget. LOUISE BRIDGE REHABILITATION PLAN APPROVED THE city will rehabilitate its 114-year-old Louise Bridge following age-related deterioration. “It requires annual closures for reactive repairs and will require significant work by 2030 to remain operational,” a staff report notes. On Thursday, city council approved a plan to design the project for construction no later than 2030. City officials estimate the work will cost $40 million and extend the life of the bridge by at least 30 years. NEW RULES FOR QUADRICYCLES NEW city rules for quadricycles — four-wheeled, pedal-powered vehicles — are on the way. On Thursday, Winnipeg city council voted to make bylaw changes for the vehicles, which would officially allow them to operate in downtown Winnipeg. Those operating a large quadricycle outside of downtown would be required to submit a planned route to seek approval from the city’s public works director. Additional rules would only permit the vehicles to cross multi-lane streets at intersections with traffic signals or those with “an all-way stop condition.” The companies would also be required to submit annual reports to the city.

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Winnipeg Sun: Political will, capital and public buy-in will be crucial for Winnipeg's Transportation 2050 plan
by Patman, David 19 Jul '24

19 Jul '24

Caution! This message was sent from outside the University of Manitoba. Political will, capital and public buy-in will be crucial for Winnipeg's Transportation 2050 plan Winnipeg Sun Author of the article: Cameron Eason Published Jul 16, 2024 * Last updated 2 days ago * 3 minute read Political will, capital crucial for Winnipeg's Transportation 2050 plan | Winnipeg Sun<https://winnipegsun.com/news/local-news/political-will-capital-and-public-b…> On Monday, Councillor Janice Lukes, Winnipeg's public works committee chair, presented Transportation 2050, quite literally a roadmap to how the city could reach its transportation goals within the next 26 years as Winnipeg approaches a population of one million. Many residents would probably agree that what we have now isn't working as well as it should, and as Winnipeg continues to grow, it needs the infrastructure to match. According to the plan, Transportation 2050 outlines its goals by prioritizing and maintaining existing infrastructure instead of building new; investing in our existing roads; developing communities where people can access their needs in a short distance; and empowering people to travel in their preferred mode of transportation. But what could this look like? As it stands today, our current roads are overused in many areas, less than seven per cent of Winnipeggers walk or cycle as a transport method, and public transit usage has declined by 14 per cent since the 1960s. The city laid out an ambitious goal of reaching a "50 per cent mode shift by 2050." Broken down, this would mean 21 per cent ridesharing, 15 percent using public transit, and the remaining 14 per cent cycling or walking. The issues with Winnipeg Transit are well documented, so improvements here come as no surprise. Ensuring that it becomes safer, more reliable and more convenient will be key to increasing ridership. The strategy mentions the need for more rapid transit, and acknowledges that Winnipeg may need to analyze the need for Light Rail Transit in the future. Interestingly, Transportation 2050 also focuses a lot on active and bicycle transport. Talk of more bike lanes can seem to either make people rejoice or roll their eyes, but the solutions may not be as complicated as they seem. If the city wants to encourage more people to use bicycles, they need to find solutions that don't impact the businesses and commuters already using existing roadways. Walking and cycling are grouped together in much of this master plan, and hopefully that is a sign of things to come. If you look around, many of Winnipeg's sidewalks are surrounded by boulevards: wasted space typically covered by grass, brick, concrete or asphalt. Widening the sidewalks, or paving the boulevards beside them for bicycle usage (this already exists in certain parts of the city) could be an affordable and practical way to get more bike lanes built without bottlenecking traffic and parking. Transportation 2050 also mentions changing zoning requirements for developments near key transit routes. Mayor Scott Gillingham pledged to get rid of parking minimum requirements for certain developments (a minimum parking spot per unit ratio) during the 2022 mayoral election, and this appears to be a move towards that. It would not only ensure that more developments are built with transit in mind, but it also lowers building costs, helping keep housing affordable. Other key points in the document are fixing the infrastructure we have before building more, changing the way goods are transported through the city, and focusing on safety and accessibility of our existing infrastructure. It also acknowledges the need for more transport options for low-income Winnipeggers who don't have access to private vehicles. If the city can deliver, these measures will surely be well-received. In the news release, Lukes said "This plan won't completely satisfy anyone, but absolutely has something for everyone." It's a safe bet that she's correct. The best way to encourage transportation mode shifts is to make different modes more convenient and accessible and attract people to make a switch on their own accord. If the city wants this to work, they need the public's buy-in over the long-term. With a large focus on improving existing roadways over building new ones, this hopefully means that it won't impact those who commute in a car in the meantime. After all, with four out of five trips in Winnipeg being taken in a private vehicle, current trends won't change overnight. Transportation 2050 will be presented to the city council for consideration in the fall of this year. Lukes encourages residents to learn more, with six pop-up events around the city between now and July 26. The entire document can be found on the City of Winnipeg's website. Ultimately, the city needs a master plan to pave the way for the future, and this is a step in that direction. But a master plan is, after all, just a plan. Transportation 2050 is a good start, but it will require political will - and, most importantly, capital - to turn plans into action.

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Winnipeg Sun: Show us evidence before making major bike-lane investment
by Patman, David 19 Jul '24

19 Jul '24

Caution! This message was sent from outside the University of Manitoba. Winnipeg Sun KLEIN: Show us evidence before making major bike-lane investment Published Jul 18, 2024 * Last updated 19 hours ago * 3 minute read KLEIN: Show us evidence before making major bike-lane investment | Winnipeg Sun<https://winnipegsun.com/opinion/columnists/klein-show-us-evidence-before-ma…> On Monday, Councillor Janice Lukes, Winnipeg's public works committee chair, unveiled Transportation 2050, a comprehensive roadmap detailing the city's transportation objectives for the next 26 years. This ambitious plan aims to transform how we move around Winnipeg, advocating for a future where 50% of us walk, bike, or take public transit to work. To achieve this, the city plans to invest millions of tax dollars. But is this truly what the residents of Winnipeg want? Winnipeg is not a European metropolis. It's a sprawling winter city with a unique urban landscape. Many of our light industrial jobs are dispersed across the city rather than concentrated downtown. While Lukes insists on the need for change as Winnipeg's population nears one million, it's essential to recognize that Winnipeg's suburban communities are among the fastest-growing in Canada, indicating a preference for living outside the city core. As a city councillor, I twice requested an accurate count of how many people use the bike paths, which have already cost millions of dollars. Unfortunately, my council colleagues, including Councillor Lukes and Mayor Gillingham, denied voting against my data collection requests. This resistance raises questions about the transparency and accountability of these investments. Business owners have voiced concerns about the negative impact of bike lanes on their operations. Residents frequently question the rationale behind substantial spending on bike lanes, especially when these lanes remain underutilized, particularly during the winter when they are plowed before many secondary roads. My goal was to evaluate the return on our investment in these bike lanes, yet the council, influenced by bike lobbyists, has continually dismissed the necessity for such data. The city's decision-making process lacks a foundation in proper data or evidence. Instead, it relies on former Mayor Brian Bowman's "Public Engagement" strategy, which tends to support the city's predetermined objectives due to the participation of advocates and lobby groups. Many residents refrain from participating in these engagements, trusting their elected representatives to advocate for them-a trust that is often misplaced. As a result, numerous complaints arise after decisions have been made, but by then, it is too late to effect change. Public opinion is crucial, but so is data. The City of Winnipeg could conduct a phone survey to gauge residents' priorities regarding bike lane spending. Additionally, a thorough count of bike lane usage could be conducted to determine their usage rates and cost per biker. This data-driven approach is essential for making informed, evidence-based decisions about major investments. A comprehensive business plan should outline the long-term costs associated with maintaining, clearing snow, and repainting lines for these bike lanes annually. Residents have an opportunity to voice their support or opposition to the City of Winnipeg's proposed bike lanes during upcoming public engagement events. As part of its CentrePlan 2050, the city is designing bike routes intended to enhance connectivity to, from, and within Downtown. These events represent the final stage of planning, making it imperative for concerned citizens to participate and express their views on the allocation of resources to bike lanes. The city's recommendations can be reviewed online at the City of Winnipeg website or by using a simple Google search. The upcoming meeting will be held on Tuesday, July 30, 2024, from 7 p.m. to 8:30 p.m. via Zoom. The presentation will be followed by a question-and-answer period. Additionally, city representatives will be available at True North Square Plaza on Thursday, July 18, 2024, from 10 a.m. to 2 p.m., and at the Central Park Market on Saturday, July 20, 2024, between 10 a.m. and 2 p.m. If you strongly feel about the city's investment in bike lanes, now is the time to make your voice heard. Complaining to others is ineffective; real change occurs when we demand better from our elected officials. These officials are not there to impose the will of a few on the many but to represent the majority of the people they serve. It is crucial that decisions about major investments like bike lanes be based on solid evidence and data. The city must prioritize the needs and preferences of its residents through transparent, accountable, and data-driven decision-making processes, not lobby groups. The city's transportation infrastructure must serve the needs of all Winnipeggers commuters. - Kevin Klein is a former Tory cabinet minister, a former city councillor and is the President & CEO of Klein Group Ltd.

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WFP Analysis: City on right track to expand downtown cycling (Jul19'24)
by Beth McKechnie 19 Jul '24

19 Jul '24

Caution! This message was sent from outside the University of Manitoba. City on right track to expand downtown cycling https://www.winnipegfreepress.com/local/2024/07/18/city-on-right-track-to-e… BUILD it and they will come. That’s the mantra behind the expansion of protected bike lanes in downtown Winnipeg. For the most part, it appears to be working. A new proposed plan by the City of Winnipeg to expand the network further will not only keep that momentum going, it could change the face of the core area. Downtown’s first protected bike lane along Assiniboine Avenue is a good example of how demand for protected bike lanes grows over time. According to Bike Winnipeg, bike traffic increased by more than 200 per cent within four years after the protected lane was built in 2010. Today, scores of cyclists use the route to get to work, school, or other destinations. That’s partly because the bike lane network has been extended north into the heart of downtown. It allows cyclists to reach a multitude of places in the core area — including the Exchange District — on safe, reliable routes separated from motor vehicle traffic. That’s the key to convincing more people to get out of their cars and onto bikes. Surveys have shown that people are far more willing to commute by bike if there are protected lanes for them to use. The city unveiled proposed plans this week to add more protected bike lanes downtown. Options include protected routes on St. Mary Avenue and York Avenue, which are key east-west corridors that would make downtown cycling even more accommodating. Protected bike routes on Notre Dame Avenue, Cumberland Avenue, and William Stephenson Way — which would vastly improve bike access into downtown — are also on the table. Not surprisingly, the plan has its detractors. In order to make room for the protected lanes, downtown would lose 148 parking stalls. In a car-centric city such as Winnipeg, that’s going to ruffle some feathers. Coun. Jeff Browaty (North Kildonan) said the loss of those parking stalls could hurt small retail businesses and restaurants that rely on short customer visits. Perhaps, but only in the short term. The whole point of this exercise is to convince more people to walk, bike or take transit downtown and to leave their vehicles at home. To do that, the city needs to improve transit and significantly expand the network of protected bike routes. You can’t tell people to take a bus downtown when buses run as infrequently as they do in Winnipeg (if they show up at all). Similarly, most people won’t bike downtown if they have to compete with cars on busy roads. Painted bike lanes on streets are nice, but they don’t cut it. They don’t give cyclists the protection and comfort level they need. Downtown retail businesses and restaurants won’t suffer with fewer parking spots if more people frequent those establishments by bike. In fact, greater bike access could lead to an increase in business over time. It’s often easier to bike downtown than it is to drive and find parking, especially during busy periods. The more downtown becomes known as a bike-friendly zone, the more people will think of that as a viable option. These are the kinds of things the city needs to do to alleviate motor vehicle traffic. The fewer vehicles on the road, the less money the city has to spend on street maintenance. More active transportation also means fewer greenhouse gas emissions, which is the most important objective if the city is serious about fighting climate change. The reliance on single occupancy motor vehicles in Winnipeg is ridiculously high. The only way to change that is to give people more active transportation options. This is about creating a different vision for downtown, one teeming with bikes, pedestrians and people moving around on transit. When that happens, cars will be crowded out, especially when it comes to parking. That’s the whole point. This kind of change doesn’t happen overnight. It’s a slow process. But each step, including adding more protected bike routes, is an important one. If you want to see how the demand for protected bike lanes builds over time, spend a half hour anywhere along the Assiniboine Avenue bike route during morning rush hour. What you’ll see is a steady stream of bikes, e-bikes and scooters. It’s what the rest of downtown should look like. And it will, in due course, as long as the city keeps moving in the right direction. tom.brodbeck(a)freepress.mb.ca<mailto:tom.brodbeck@freepress.mb.ca>

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