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WFP Letters to the Editor: Better options, fewer cars (Jun1'23)
by Beth McKechnie 01 Jun '23

01 Jun '23

Better options, fewer cars I read Ray Kohanik’s opinion piece *It’s time to make better transportation decisions* <https://www.winnipegfreepress.com/opinion/analysis/2023/05/29/its-time-to-m…> (May 29) with interest. His analysis is correct that widening Kenaston Boulevard is a project out of our budget, whether or not cost-sharing comes through this time from other levels of government. (For those keeping score at home, Kenaston has been twice rejected. Third time’s the charm?) As it stands, by the city’s own analysis, traffic will have returned to Kenaston, and our commute times will be longer than they are now, before we have paid off the bill. The reality is we already have far more roads than we can properly afford to maintain given our tax base. Unless we want to double our property taxes and cut basically all of our services, we need to find a way to use our transportation infrastructure more efficiently if we want to give future generations a fighting chance for financial sustainability. I note that Kohanik points to Norway’s investment in EVs as a solution. While he highlights Norway’s similar climate and sprawl, he missed what is being done in cities. For example, Oslo has committed to radically reducing vehicle trips through investment in transit and its walk/bike infrastructure. They might have been inspired by Finland, where Oulu sees thousands of children biking to school through their cold and snowy winters (and a note that Oulu is quite a sprawling city, much like Winnipeg). As for being “unable to imagine” how people could possibly drive less, I’d encourage Kohanik to reach out to one of the 3,000-plus members of Peg City Car Co-op, which is seeing demand to expand further and faster. It seems like having the choice to drive less is something many Winnipeggers are already doing, or want to do. I sold my vehicle over seven years ago and am happier, healthier and saving a profound amount of money by walking, biking, busing and, when I need to, driving a shared Peg City vehicle. But I could only do this by living in a neighbourhood with services within walking distance, good bike routes, decent transit and access to the car-sharing co-op. We don’t need more lanes, we need better neighbourhood design and more transportation choice so more Winnipeggers can drive less if they want to. Mel Marginet Winnipeg Ray Kohanik’s question: “Finally, can someone please explain to me how someone with a bike picks up their kids from daycare and gets them to sports/activities and then home again on a bike?” Answer: on bikes. Our family did just this until middle school, when kids could bike alone. It was faster than driving. Heidi Klaschka Winnipeg

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WFP Analysis: It’s time to make better transportation decisions (May29'23)
by Beth McKechnie 29 May '23

29 May '23

*It’s time to make better transportation decisions* https://www.winnipegfreepress.com/opinion/analysis/2023/05/29/its-time-to-m… ARCHITECT Brent Bellamy comments in the May 23 edition ( Need more congestion? Route 90 plan is the $500-M ticket) that improving Kenaston Boulevard will be, in total, more than just the $500 million construction cost, that the bill won’t be paid for up to 30 years, that greater capacity will create further congestion as this becomes a preferred route, and that we should consider the impact on future generations. In all of these points, Mr. Bellamy is correct, although I think he should have mentioned that for something like this, there is cost sharing with the province/feds which typically reduces the cost to the city. The reality is we could have avoided a lot of this pain had we made better decisions 50 years ago. Around 1970, Plan Winnipeg decided that, with minor exceptions, we would be a city without freeways. Today, for a city of our size, we have significant traffic congestion and an inefficient transportation system. Rather than expediting travel from one part of the city to another, it seems like it is more designed to spread the pain, as most routes take about the same time. On that point, traffic is bad enough on major routes at rush hour that we now have restrictions on travel through residential areas because commuters would rather take the “scenic route” than fight traffic on a “major route” studded with light signals (which, by the way, the Kenaston expansion won’t deal with — it still incorporates stop lights). If there is more traffic on a widened Kenaston, there will be less through River Heights. The simple fact is that if we had not made the decision to avoid freeways in 1970, the cost of implementing them would have been significantly less than the cost today. Consider the issue of the Red River Floodway, the initial cost of which was significantly less than $100 million in the mid-1960s. To give you an idea of the cost of deferring capital expenditures, Fargo, N.D., is currently implementing a “floodway- style” Red River diversion. Although it has some more complex details than our own floodway, the cost: US$3.2 Billion. Bellamy, among others, has touted the benefits of active and mass transportation. At the urging of special interest groups such as Bike Winnipeg, politicians have dedicated millions of tax dollars to creating an “active transportation” network — including bike paths — and are considering expansion of the mass-transit system. The reality is these solutions are not realistic for our climate and the busy North American lifestyle of most families. On the matter of bike paths for commuting, I have never heard a convincing argument for this. Someone needs to stand up and say this will never work for the vast majority of people. As it is, the existing system of bike paths are largely unused, let alone considering expanding the system further. While this is a feel-good story, it doesn’t make sense for us for a variety of reasons. Essentially, commuting by bike will work only for those who can shower when they get to work, for people who don’t need a vehicle to make calls out of the office on a given day, who can keep separate attire at work and don’t have a busy family life. If you need to use your vehicle for work, live in the suburbs or don’t have facilities to shower/ change, this will never work. Furthermore, given our climate, this is barely workable for four to five months of the year. Finally, can someone please explain to me how someone with a bike picks up their kids from daycare and gets them to sports/activities and then home again on a bike? Some will say improved mass transit is an answer. The existing system loses a fortune every year, and the ongoing cost of providing frequent and efficient mass transit to overcome climate and distance is unimaginable. As a first step, we need to make the existing system safe. Until we confront that issue, ridership will be limited to those who have no choice or for whom the cost of commuting with a vehicle is prohibitive. Also, building a mass-transit system forces the assumption of where planners think people will want to go in 10, 20 or 30 years. That’s a tough call. It’s a good thing we didn’t build mass transit out to Polo Park to serve the Jets and Bombers. Perhaps an alternative is to accept the fact that personal vehicles are and likely will be the preferred form of transportation for the foreseeable future. In the same manner, single-family homes are likely to remain the preferred form of residence. To try and reconcile these issues, could we perhaps embrace the move to electric vehicles instead and accept the need for an improved traffic system? In Norway, a country with a winter climate and a small population spread over a wide area, the majority of vehicles sold are now electric. Manitoba has the current and potential power resources to be self-sufficient in energy as well as an even more significant exporter. Further development of this resource would allow Manitobans to maintain our lifestyle and help address climate change through export of clean electricity. An expansive charging network would remove one of the main concerns of potential vehicle owners and do so at a fraction of the cost of mass-transit expansion. Either way, an efficient transportation system based in reality is needed. It’s unfortunate that we are where we are, though this is the cost of poor decision making in the past. It’s even more unfortunate the city’s finances are so messed up that we absolutely can’t afford to take this project on, regardless of any benefit. The city is broke, broke, broke. But that’s another story. *Ray Kohanik writes from Winnipeg.*

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WFP: Coalition urges pause on Kenaston, Chief Peguis projects (May27'23)
by Beth McKechnie 27 May '23

27 May '23

*Coalition urges pause on Kenaston, Chief Peguis projects* https://www.winnipegfreepress.com/breakingnews/2023/05/26/coalition-urges-p… THE City of Winnipeg should pause any new spending on two major road projects expected to cost a combined $1 billion, until it determines if they are worth their financial and environmental price, according to a sustainable transportation advocate. On Friday, the Transportation and Land Use Coalition urged city council to avoid committing funds to widen Route 90 (Kenaston Boulevard) and extend Chief Peguis Trail, aside from money needed to complete a cost-benefit analysis and environmental assessment of each project. “We just want to be sure that no money is spent in the upcoming budget until that (analysis and environmental review) is received and assessed,” said Mel Marginet, co-chair of the organization. Marginet accused city council of rushing the approval process by listing the two projects within its strategic priorities action plan, which is expected to help guide the city’s 2024-27 multi-year budget. The coalition fears the city could lose money on the projects and the developments could undermine the municipal government’s efforts to combat climate change. “It’s going to induce the continued reliance on personal vehicles within our transportation system… The bike routes that are included as part of the Kenaston project… are very inadequate and it’s unrealistic to expect that the cycling trips that they will generate will in any way mitigate the induced demand for personal vehicles,” said Marginet. The group also claims the projects are unrealistic, since the federal government already rejected at least one application to help fund the Kenaston work. The city confirmed the senior government declined a request to fund Route 90 improvements in 2017, though the design was different at the time. The Chief Peguis Trail extension would extend from Main Street to Brookside Boulevard, pending council approval and funding. The Kenaston proposal would widen the boulevard to offer three lanes in each direction between Ness and Taylor avenues, while adding transportation paths on both sides. The city is now seeking public feedback on the latest Kenaston design. That project has also drawn complaints from some area residents. Carol Styles said she’s concerned about a lack of information on how the city will assist folks whose homes are removed to create room for the project and those who will be left to live next to a major construction zone. “What is the plan for the people that they’re expropriating and the people they’re leaving behind? There’s… little talk about noise mitigation during the construction, as well as afterwards,” said Styles. While she agrees the road is in desperate need of repair, Styles said some residents have been hesitant to make home improvements since they still aren’t sure when the long-discussed widening project will happen. “Having lived through the process for 15 years and three iterations of these community engagement sessions, as they call them, (my concern) is really about the process… People want to know (what’s happening). Make a decision, let’s do it or not do it.” When asked if the provincial government now expects to fund the two projects, Manitoba Municipal Relations Minister Andrew Smith repeatedly said: “Stay tuned.” Winnipeg MP Dan Vandal, federal minister responsible for Prairies Economic Development Canada, called both projects “very important,” but stressed it’s up to the city to set its own infrastructure priorities. Coun. John Orlikow said the city has conducted extensive consultation on the Kenaston project, and is continuing to seek feedback. However, he agreed it should commit to a clear plan forward soon. “Unfortunately, there are some homes that need to be expropriated… but these people have been living in limbo for the last 15 years… So, it really is time to move this project forward, one way or another.” Orlikow noted the Kenaston project would also improve a sometimes “dangerous” St. James Bridge, crumbling roads and Transit access, while sewer repairs incorporated into the road work would help reduce combined sewer overflows. “The value isn’t just (for) the road, it’s many, many layers,” he said. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Webinar Recording - Rapid implementation of bikeways for healthy, safe, equitable & more sustainable communities
by Kristine Hayward 25 May '23

25 May '23

Hi AT folks – see below a link to the webinar recording of NCCEH Healthy Built Environment Webinar Series held on May 24, 2023: Title: Rapid implementation of bikeways for healthy, safe, equitable and more sustainable communities Presenters: Brian Patterson, Urban Systems; Matt Craig, TransLink The recording of the presentation and slide deck are now available here<https://ncceh.ca/content/webinar-recording-rapid-implementation-bikeways-he…> Kristine Hayward (she/her) Physical Activity Promotion Coordinator Population & Public Health MB Health and Winnipeg Regional Health Authority 2nd floor - 490 Hargrave Street Winnipeg, MB R3A 0X7 Email khayward(a)wrha.mb.ca<mailto:khayward@wrha.mb.ca> Bike racks are available in front of the building at the corner of Hargrave and McDermot. Plan your Winnipeg Transit trip: http://winnipegtransit.com/en/navigo<https://urldefense.com/v3/__http://winnipegtransit.com/en/navigo__;!!IqQd2s…> Metered street parking and pay lots in the area – please note designated loading zones and spots requiring a disability permit. Disclaimer : This email (including any attachments or enclosed documents) is intended for the addressee(s) only and may contain privileged, proprietary or confidential information. Any unauthorized use, disclosure, distribution, copying or dissemination is strictly prohibited. If you receive this email in error, please notify the sender immediately, return the original (if applicable) and delete the email. Avis : Le présent courriel (y compris toute pièce jointe) est destiné à la personne ou aux personnes à qui il est adressé, et peut contenir des renseignements confidentiels, privés ou protégés par un privilège juridique. Toute utilisation, divulgation, distribution, copie ou diffusion non autorisée est strictement défendue. Si vous avez reçu le présent courriel par erreur, veuillez en informer immédiatement l’expéditeur, retourner l’original (le cas échéant) et supprimer ce courriel.

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WFP Analysis: Need more congestion? Route 90 plan is the $500-M ticket (May23'23)
by Beth McKechnie 23 May '23

23 May '23

Need more congestion? Route 90 plan is the $500-M ticket https://www.winnipegfreepress.com/local/2023/05/23/need-more-congestion-rou… THE projected cost of the city’s plan to widen Route 90 is equivalent to a 6.9 per cent property tax increase for every Winnipeg homeowner. It will take 30 years for Winnipeg taxpayers to pay off the new road, and in the long run, traffic congestion will get worse. The City of Winnipeg is currently asking for public feedback on a new design for widening Kenaston Boulevard between Ness and Taylor avenues, including related sewer upgrades and an expansion of the St. James Bridge. The city is hoping that other levels of government will share the cost, but Ottawa has already rejected applications twice before, in 2015 and 2018, and the province’s Multi-Year Infrastructure Investment Strategy makes no mention of the project. This likely leaves Winnipeg taxpayers to foot the bill on their own. The cost of widening Kenaston is typically reported to be $500 million, but a 2019 city document, Unfunded Major Capital Projects Detail, provides a more accurate picture of the total costs. Using the $500 million construction value, it projects that when borrowing and operating costs are included, the project will require annual payments of $38.7 million, (6.9 per cent of the city’s operating budget) amortized over 30 years. This represents a true project cost of $1.2 billion, and is predicated on construction values not increasing further, having already risen steadily from $129 million in 2009, to $375 million in 2015 and $450 million in 2018. The formula’s operating costs include projected increases in maintenance required for the larger infrastructure. For 20 years, the city has earmarked $100,000 annually for the maintenance of Kenaston Boulevard. The state of the road is evidence of how woefully inadequate that number is, but it’s also evidence of how strained our city’s finances are. The application to the Building Canada Fund in 2015 revealed that additional operating and maintenance costs for an enlarged roadway were projected to be $1.9 million per year, a significant addition to the city’s already stretched road-maintenance budgets. The costs are staggering, but Kenaston is congested and many people believe that needs to be addressed. This is the other bit of bad news found in the city’s reports. The 2023 Route 90 Improvements Study indicates that even after increasing road capacity, traffic congestion will eventually be greater than it is today. The study projects that over several years, driving times between Ness and Taylor will increase to 8.7 minutes in the morning peak and 9.2 minutes in the evening peak, compared with eight minutes and 7.2 minutes today, respectively. The study predicts that if we don’t enlarge the road, those times will increase by several minutes, but this might be challenged, because despite significant growth in south Winnipeg, the number of cars travelling on Kenaston every day (measured at the bridge) hasn’t increased since 1995. People find alternate routes. The traffic study seems counterintuitive, but it reflects something many cities have already learned. You can’t build your way out of congestion. A bigger road always attracts more cars, eventually consuming any additional capacity. This concept is known as “induced demand.” The increased capacity of bigger roads will immediately reduce commuting times. To take advantage of the higher capacity network, drivers divert from different routes, are less strategic with the times they travel and are less likely to use public transportation or carpooling. All of this increases the number of vehicles on the new road. Greater convenience also results in more people willing to commute longer distances, incentivizing suburban sprawl, increasing car dependency and further increasing traffic volumes. Almost invariably, within a few years of a road expansion, traffic congestion begins to return and, as the Route 90 study demonstrates, may get worse than it was before. This large increase in the number of vehicles on Kenaston will also have important impacts on surrounding neighbourhoods, pushing significantly more traffic to adjacent feeder streets such as Academy Road and Corydon Avenue. The design carves a vehicle canyon, lined with concrete acoustic walls, through existing mature neighbourhoods. Large intersections will decrease walkability and pedestrian safety, reducing connectivity between neighbourhoods, and inhibiting any ability for the future development on the former Kapyong Barracks land to integrate with surrounding communities. It’s often suggested that enlarging Kenaston will generate economic growth as a long-haul trucking route that opens new international trade opportunities, but without a marked long-term improvement in congestion, it’s unclear why a road through residential neighbourhoods would inspire new trade and commerce. Currently, only four per cent of vehicles on Kenaston are large trucks, and the road’s role as a trade route was significantly diminished when the CN Intermodal Terminal moved to Symington Yards, replaced by the outlet mall. Provincial investments in CentrePort Canada Way and the Perimeter Highway are more appropriate catalysts to this growth. With all of Winnipeg’s post-pandemic challenges, widening a single road may not be the best way to spend such a staggering amount of money. There are so many more impactful quality-of-life improvements that could be made. We could invest in the tree canopy, neighbourhood parks and community centres. For that same money, we could build 7,000 new affordable homes as an impactful way to address homelessness and poverty. Winnipeg’s full 25-year rapid transit plan connecting the entire city — an investment that might actually reduce congestion — could be built for the same projected cost. We could even just fix the pothole-blighted roads we already have. As we evaluate widening Kenaston, we should remember that we are not making a choice just for ourselves. Our children and grandchildren will be paying for it as well, and we should ask ourselves if they will believe we spent their money wisely. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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Globe column on EV reality
by Charles F 21 May '23

21 May '23

https://www.theglobeandmail.com/business/commentary/article-stellantis-ev-b… government is enchanted – obsessed even – with the idea of building batteries for electric vehicles on home soil. Already, Volkswagen is soaking up about $14-billion in public subsidies to build a battery factory in Southwestern Ontario, and Stellantis, owner of Jeep and Fiat, and LG Energy Solution are demanding equal treatment for their joint venture.The mission to make Canada (well, Ontario) part of the global EV supply chain was inevitable and, from a purely industrial point of view, makes some sense, even though the per-employee job creation bill may emerge as the most expensive in Canadian history.But on so many other levels, the decision to lunge into the EV supply chain lies somewhere between irresponsible and crazed; it locks us into an ever-expanding car culture for generations when we should be downgrading the car as a transportation tool, as some European cities are doing. EVs, and hybrid cars to a lesser extent, enjoy a global image that is entirely unjustified. The pitch – buy an EV and save the planet – is just nonsense.Never mind that EVs are still cars that need to be parked. Their presence will still disfigure cities, pushing politicians and developers to build new parking lots, roads and highways to gratify the endless swarms of drivers (see Ontario’s proposed Highway 413, an assault on the wetlands, waterways and farmland in Southern Ontario’s Greenbelt).And never mind that EVs are hardly “clean,” even if they have no tailpipe emissions. The EV supply chain is notoriously ugly and carbon-intensive. Yes, EVs can make urban air more breathable, but at what cost to the greater environment?Cleaner air in cities does not mean climate change will slow down. The EV revolution could even accelerate global warming as forests in sub-Saharan Africa, Indonesia and elsewhere are razed to make way for the mines and smelters that produce the nickel, copper, cobalt and lithium required to build EV batteries. The Washington Post recently reported that the high-pressure, acid-based nickel-leaching process used in Indonesia, the world’s largest producer of the metal, generates 20 tonnes of carbon dioxide per tonne of nickel. After a slow burn, there is no doubt that EVs will sound the death knell for diesel- and gasoline-powered cars. European Union law requires all new cars to have zero carbon emissions from 2035. In the United States, President Joe Biden wants the Environmental Protection Agency to tighten car-emission standards to the point that two-thirds of new cars and light trucks will have to be electric by 2032. Canada is considering an even more aggressive zero-emissions mandate, backed by the lavish investments in battery production.The debate virtually worldwide is the speed at which governments should banish internal-combustion engines; it is rarely about the need to banish cars regardless of what power source they use. EV production could actually increase the number of cars on the road, since families will probably buy them initially as second cars – urban runabouts – while they keep their longer-range fossil-fuel cars for as many years as possible.As EV use soars, so will the demands on regional and national power systems. Already, there are fears that plugging in millions of cars at night could blow grids in areas where there is barely enough electricity to meet peak demand. Last September, California asked residents to avoid charging EVs during a brutal heat wave, when all the juice was needed to keep the lights and air conditioning on. As the planet heats up, so will the battle to find enough power to keep EVs charged up and homes running.More power plants will have to be built and, in many countries – perhaps most – that means building coal and natural-gas plants. The International Energy Agency says that about two-thirds of global energy comes from fossil fuels and that ratio is unlikely to change much any time soon, since nuclear plants are costly and renewable energy is unreliable and rolling out slowly, if steadily.It may make sense to plug in an EV in Ontario or Quebec, where zero-emissions energy is the dominant power; it makes little sense to plug in an EV in Alberta, where almost 90 per cent of the electricity is generated by fossil fuels. EV owners in Alberta are merely transferring emissions from the tailpipe to the smokestack.In some enlightened cities, the debate is not whether EVs are a net benefit but whether cars of any size, shape or power source are. In Paris, Mayor Anne Hidalgo doesn’t want her streets cluttered with fossil-fuel or battery-powered cars. The city has banned heavily polluting diesel cars, added bike lanes to most of the streets in the centre, eliminated most cars from a few main roads like the Rue de Rivoli and is expanding the metro network. The result is that car trips in Paris have fallen by almost half since 1990, according to a study by Les Cahiers Scientifiques du Transport.Which brings us to Canada. If there is one project that would create thousands of jobs, improve business productivity, clean up the air, reduce the output of greenhouse gases and cut the demand for endless highway construction, it would be high-speed electric rail between Toronto, Ottawa and Montreal, where population densities are high enough to make the project sensible. Cost estimates are all over the map. The University of Toronto’s Munk School of Global Affairs & Public Policy put the price tag at about $12-billion, which is $2-billion less than the bucks being thrown at the Volkswagen battery plant alone. But forget it – the Canadian government wants more cars, not fewer. Canadian cities will remain car sewers forever.Sent from my phone.

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Brandon Sun: City hears calls for active transportation (May19'23)
by Beth McKechnie 20 May '23

20 May '23

*City hears calls for active transportation* https://www.brandonsun.com/local/2023/05/19/city-hears-calls-for-active-tra… Despite some opposition, Brandon residents showed overwhelming support for active transportation and community growth during Thursday evening’s city plan event. More than 70 residents filled the Brandon Curling Club’s upper lounge at the Keystone Centre for the first city plan event since March, when a confrontation between attendees and city staff at a previous session led to the temporary cancellation of consultations for the project. A group of citizens confronted staff and accused them of trying to implement elements of a conspiracy theory surrounding 15-minute cities. The concept of 15-minute cities proposes communities be designed in a way that allows residents to access all necessary amenities and services in 15 minutes or less of travel time. The conspiracy theory alleges a plan to assign people to zones within their community they’re not allowed to leave. The first member of the public to speak was Rick Macl, part of the group that confronted city staff in March. He criticized the city for pursuing growth and trying to attract new residents without working harder to reduce the cost of living. He said originally coming from Winnipeg, the property taxes in Brandon were “insane” and decried upcoming increases to Brandon’s water utility rates. Macl brought up 15-minute cities while speaking, saying they aren’t a conspiracy theory and the city’s actions show it is pursuing that goal. While kicking off the meeting, Brandon’s director of planning and buildings, Ryan Nickel, said when the process to design a new city plan started, thought was given to how to generate engagement from the public. Nickel thanked those attending for their time and consideration, and said he hoped people had come because of a variety of interests and opinions. He said he hoped the event would be a safe environment for everyone to address their concerns. “We want to acknowledge that we had a pause,” Nickel said. “We know there was a lot of passion.” After an introduction to the concept of a city plan and how it’s made, city planner Sonikile Tembo and Nickel gave a series of short presentations on elements of the plan broken up by opportunities for attendees to ask questions. On top of the prudence of planning for the city’s future, Tembo said Brandon is required by the province to complete plans like this every so often. Nickel said in recent years around 74 per cent of Brandon’s growth has come from “emerging” areas in the southwest and the North Hill, with 26 per cent coming in more established neighbourhoods. One challenge to industrial growth, Nickel said, is while Brandon plenty of industrial land, only some of it is fully serviced with utilities and infrastructure. During consultations, the city has heard residents ask for a greater variety of housing and a bigger emphasis on mixed-use zoning to allow services to operate near residential areas. While the city has identified a desire for more active transportation routes around town like bike paths, Macl questioned the value of doing so given how many people drive to work and the number of months where biking is inaccessible due to winter weather. He said he’d like to see members of Brandon City Council walk to work every day and see how that suits them. Addressing some of those concerns about active transportation, Nickel said it’s not about restricting vehicles, it’s about providing safe options for people who are travelling on foot, by bike or other methods of movement. “It’s about taking the space we already have and using the space a little bit differently,” Nickel said. In response, Macl argued against the potential cost of maintaining more bike paths and said he hasn’t heard any safety concerns from pedestrians or cyclists. Brandon Police Service Chief Wayne Balcaen, sitting on the panel of city representatives, said there are several motor-vehicle collisions and bicycle accidents every year and it is the city’s goal to prevent them. Macl challenged Balcaen to say how many fatalities he’s seen over his 30-year career, to which a fellow member of the public said: “One is too many.” Cycling advocate Grant Hamilton, who lost a finger and suffered a permanently separated shoulder last year when he was struck by a car while riding his bike, said it is “absolutely wild to hear that people like me don’t exist.” He said he didn’t speak up to complain about himself, but to say he doesn’t want any motorists to feel the guilt the person who hit him did. That, he said, is why Brandon should pursue safety for all road users. Another resident said that while she doesn’t intend to get rid of her vehicle, she appreciated road safety issues being looked at so she and other people can more easily choose to walk if they want to. She pointed out that by making more accessible walking and cycling infrastructure, it will also make it simpler for people using scooters or other mobility aids to get around. Multiple people spoke about how they either bike during the winter or would if the city had the proper infrastructure in place. While speaking about movement, Nickel acknowledged that residents have made it clear they’re unhappy about the current state of Brandon Transit and said city council has identified improving the service as a priority. The city’s community housing and wellness co-ordinator, Shannon Saltarelli, said in working with the city’s most vulnerable population, she’s found how important active transportation options are for them. More information on future city plan events and the feedback generated by the public can be found online at brandon.ca/cityplan. » cslark(a)brandonsun.com » Twitter: @ColinSlark

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WFP: Peg City puts faith, new fleet into free-floating service (May18'23)
by Beth McKechnie 18 May '23

18 May '23

Peg City puts faith, new fleet into free-floating service https://www.winnipegfreepress.com/business/2023/05/17/peg-city-car-co-op-pu… IT’S a new era of car sharing in Winnipeg — one without city parking fees, advanced bookings and precise dropoff locations. Peg City Car Co-op’s free-floating car-share program, nicknamed Flo, will launch June 7. “I really feel the wind is behind our backs,” Philip Mikulec, Peg City chief executive officer, said Wednesday, standing near one of 35 Toyota Corollas set to join the program. The vehicles won’t have a permanent home. Instead, they’ll stay in prescribed zones when not being used, untouched by City of Winnipeg time limits and, for the user, street parking fees. It is “more flexible, but it’s more last-minute” than Peg City’s typical structure, Mikulec said. Currently, Peg City vehicles must be booked for at least one hour and returned to the same spot from where they were picked up. The round-trip program — now nicknamed Fix — will continue alongside Flo. “The two will complement one another,” Mikulec said. Free-floating vehicles must be booked within a half-hour of use. Available cars will appear on a map, real-time, on Peg City’s app for users to book. Members can drive those vehicles without a predefined end, and they don’t have to return the Corollas to the trip’s starting location. However, the car must be parked in one of 12 designated zones throughout the city. When Jared Kozak exits his home base of Osborne Village in a Flo car, he can leave it in a designated zone in River Heights, Crescentwood, Corydon, Riverview, Lord Roberts, Norwood, St. Boniface, West Broadway, Wolseley, St. Matthews or the West End — or back in River-Osborne. “(This will) revolutionize the way that we do last minute bookings,” said Kozak, a Peg City member. The cars, which are decorated with Flo labels, can disregard city time limits and parking fees in designated zones highlighted on Peg City’s app. “It’s, like, brilliant,” said Coun. Janice Lukes, who also serves as deputy mayor. City council unanimously approved a bylaw change allowing for free parking of the co-op cars in the 12 zones. It follows a pilot project in which certain parking spaces were reserved for car-sharing vehicles. Five spots became permanently reserved for car shares in early 2022. Lukes couldn’t say Wednesday how much street parking revenue the city will lose because of the zones. Peg City Car Co-op will spend $875 annually on Flo car parking permits ($25 per vehicle). For Lukes, the program’s gains outweigh the money lost. “It’s doing far more than revenue generation,” she said. “It reduces the wear and tear on our streets, it reduces the greenhouse gases, it’s good for the environment.” Cars are expensive, and this is an alternate form of transport, Lukes added. “It’s… really cheap,” agreed Zephyra Vun. She sold her vehicle in 2019, and got a Peg City membership. She pays $4.50 monthly for a casual spot. A regular membership (with cheaper vehicle rental rates per hour) requires a $500 refundable share. Members are set to pay 35 cents per minute while using Flo vehicles. The price caps at $10/hr and $50/day, with subsequent days costing $40. For a casual user such as Vun, the daily rate is $56. There are nine Flo drop-off spots in clusters of three downtown and in the Exchange District. The cars can also be taken out of province. “The cars are communicating with us,” Mikulec said. “If there’s something going wrong, and the vehicle has been suspiciously out of the zone for a long time and stationary, it’s going to alert us.” Members will be asked to leave the keys in the vehicle after ending a trip in a designated zone. Once alone, the vehicle automatically locks itself down. If it’s in a Flo zone, it will reappear as available on Peg City’s map, Mikulec said. The company has attracted more than 3,000 members since its 2011 launch. Communauto, Canada’s largest car-sharing business and a Peg City partner, assisted the local co-op in launching its app last month. “I’m sure (free-floating cars) will be a big boost in membership and usage (for Peg City),” said Marco Viviani, Communauto vice-president for strategic development. A similar program has been in Montreal for 10 years. Since then, the flexible model has spread to Quebec City, Calgary, Edmonton, Toronto and Hamilton, Ont., Viviani said. In Montreal, usage of the flexible model nearly matches usage of the station- based model Peg City Car Co-op is known for, he added. One car-sharing vehicle takes up to 15 privately-owned cars off the road, according to Peg City Car Co-op. Three-quarters of its members bus or take active transport to work. Lukes (Waverley West) said she wants to see the new program model expand: “I just think that we need to have these (zones) all throughout the city.” Meantime, Peg City Car Co-op also launched a new logo Wednesday, a green circle with white lettering. It will hold its annual general meeting May 31. It has a fleet of more than 130 vehicles. gabrielle.piche(a)winnipegfreepress.com

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WFP Editorial: A tale of two roadway plans (May18'23)
by Beth McKechnie 18 May '23

18 May '23

* A tale of two roadway plans * https://www.winnipegfreepress.com/opinion/editorials/2023/05/17/a-tale-of-t… CONSIDERING the urgent need to reduce greenhouse gas emissions and motor vehicle use, it is instructive to compare two approaches to urban planning in Winnipeg: one along Route 90 between Ness and Taylor avenues and the other in Osborne Village. The former is a plan to widen a busy roadway, a move that will ultimately attract more vehicles and, in all likelihood, fail to achieve its primary goal of reducing traffic congestion. The latter is an attempt to discourage motor vehicle use by prioritizing pedestrian traffic, public transit and active transportation. The City of Winnipeg is planning to spend some $500 million to widen Route 90 and separate combined sewers along the roadway. The plan includes upgrades to the St. James bridges and would add new, dedicated walking and cycling pathways. The main objective of the mega project is to improve traffic flow for motor vehicles. To achieve that, the city plans to add a lane northbound and southbound and standardize the speed limit at 60 km/h (it currently varies between 50 km/h and 70 km/h). Proponents of the plan argue widening the roadway is necessary to reduce traffic congestion and to prevent it from getting worse as Winnipeg’s population grows. Without the added lanes, commute times along Route 90 for northbound vehicles during morning rush-hour would nearly double over the next 18 years to about 14 minutes, the city projects. Southbound commutes would increase from around eight minutes to 11 minutes during afternoon peak periods. The added lanes would keep both commute times at about seven to nine minutes. What the city’s analysis does not address, however, is that adding more lanes will induce demand for vehicle traffic and create more gridlock over time. What urban centres all over the world have discovered is that building larger, wider roads only serves to attract more vehicles, and does not actually solve the problem of traffic congestion. The analysis also fails to consider how alternative options — including a vastly improved public transit system, enhanced active transportation and the use of other strategies to reduce the use of single-occupancy vehicles (such as more ride sharing) — could reduce traffic congestion and eliminate the need for wider roads. Meanwhile, a few kilometres to the east, Osborne Village is looking to create a more livable neighbourhood by actively discouraging motor vehicle use. Instead of seeking ways to accommodate more vehicles, the Osborne Village BIZ’s “Blueprint for a Vibrant and Healthy Neighbourhood” is proposing less space for cars and trucks and more room and flexibility for pedestrians and cyclists. It is a unique and forward-looking approach. The plan proposes to narrow each of Osborne’s four traffic lanes within the village from 3.25 metres to three metres to allow for wider sidewalks. It also proposes to lower the speed limit and bring in a “pedestrian scramble” at the corner of Osborne and River Avenue, where all vehicles would temporarily stop to allow pedestrians to cross in all directions at the same time. It would be the first such pedestrian crossing in Winnipeg. By favouring pedestrians and cyclists over motorists, the Osborne Village proposal seeks to achieve the opposite of what the Route 90 plan would likely bring: more single passenger, carbon- emitting vehicles to the area and ultimately, more traffic gridlock. Perhaps it’s time to reimagine how the Route 90 corridor could look with less emphasis on motor vehicles and a greater focus on alternative forms of transportation.

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CBC: Widening Winnipeg's Kenaston Boulevard, Chief Peguis Trail not worth the cost: sustainability expert (May17'23)
by Beth McKechnie 17 May '23

17 May '23

City's 'strategic misrepresentation' overstates benefits, understates costs, Ken Klassen says https://www.cbc.ca/news/canada/manitoba/route-90-widening-not-worth-cost-1.… As Winnipeg considers whether to spend hundreds of millions of dollars on two of the most expensive road construction projects in its history, one expert says the city's own data shows the projects aren't worth the cost. Ken Klassen is an engineering technologist with four decades of experience advising companies on ways to improve sustainability. He gave a presentation to city council's executive policy committee in March, urging them not to go ahead with plans to widen Kenaston Boulevard and extend Chief Peguis Trail. Using reports produced by the city, including some obtained through freedom of information requests, Klassen argued the costs far outweigh any purported benefits. "Part of the strategic misrepresentation that the city has consistently done with this project [is] they've overstated the benefits [and] they've understated the impacts on the community," Klassen said in an interview. Earlier this month, the city released its preliminary designs for upgrading the Route 90 corridor between Taylor Avenue and Ness Avenue, including adding two new lanes to Kenaston Boulevard. That report states more than two-thirds of the cost of that project is needed for necessary upgrades to the road, sewers and St. James Bridge. Past cost-benefit study The city estimates the Kenaston Boulevard project will cost about $500 million, and the 2023 budget includes $2.8 million for preliminary planning, including conducting business case studies of the Kenaston and Chief Peguis Trail projects. Klassen, who lives on a street near Kenaston Boulevard, said the city already did that study a decade ago. A 2012 report prepared by MMM Group Ltd. estimated widening Kenaston would generate $125 million in revenue for the city over 20 years — $6.25 million per year. The city's unfunded major capital projects report from 2019 estimates the Route 90 project will cost the city $38.7 million per year, with financing and maintenance costs factored in. The cost of the proposed Chief Peguis Trail extension is also pegged at about $500 million. Klassen said considering those costs, the two projects are "the equivalent of a 14 per cent increase in your property tax every year for the next 30 years." In an emailed statement, Mayor Scott Gillingham said the city would conduct a new cost-benefit analysis using current data before applying for federal and provincial funding. "But this isn't simply about widening a road. It's about removing a bottleneck on one of our most important trade routes," Gillingham wrote. "Kenaston is six lanes wide immediately north and south of this section. The bottleneck creates congestion and causes some drivers to cut through other streets in River Heights." Feds rejected project twice Klassen also cast doubt on the possibility of the city getting federal and provincial support for the project. He points out that the federal government has rejected it twice already — once in 2015 under the Building Canada Fund and again in 2018 under the National Trade Corridors Fund. Other Canadian cities have dedicated massive amounts of money to building their rapid transit networks with the help of federal funding, Klassen said. "The federal government is not funding urban freeways, they're funding rapid transit," he said. "Winnipeg taxpayers are literally seeing their federal tax dollars being used to fund rapid transit in other cities, and we're not at the table." Gillingham points out the Kenaston plans also include new active transportation paths and upgrades to transit stops, allowing for articulated buses to be used along the route. "Outside of this project, we will continue to implement [the] transit master plan and make further enhancements to pedestrian and cycling infrastructure," he wrote. Rather than building wider and longer roads as a way of dealing with congestion, Klassen said Winnipeg should focus on expanding its rapid transit network, which carries an additional benefit. The largest bus manufacturer in North America, New Flyer, is based in the city. As Winnipeg moves to electrify its bus fleet, it can take advantage of Manitoba's abundance of cheap electricity. "We don't build cars like Ontario does. We build buses," Klassen said. "We don't drill for oil and gas the way Saskatchewan and Alberta do. We have hydroelectricity. Yet we're not leveraging our inherent resources. It's ridiculous."

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