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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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