- AT-Network - University of Manitoba Mailing Lists

WFP Columnist: More and more parking spaces amid empty promises (Jan9'26)
by Beth McKechnie 11 Jan '26

11 Jan '26

Caution! This message was sent from outside the University of Manitoba. More and more parking spaces amid empty promises https://www.winnipegfreepress.com/opinion/columnists/2026/01/09/more-and-mo… I tell my teenage stepdaughter to slow the car down as the security guard approaches. I’m giving her an evening driving lesson in the most obvious venue in West Broadway — the enormous, barren expanse of concrete that is the parking lot behind the Canada Life buildings on Osborne Street. The guard knocks on the window and asks us what we’re doing on the property. I explain, but he asks us to leave. I explain we’re going to have to switch drivers but then we’d be on our way. We head out to the Hydro parking lot on Taylor Avenue, where I first learned to drive years ago. While disappointing, this less-than-warm greeting should have been expected from the company formerly known as Great West Life. For years as I passed by, I watched as the old house at 51 Balmoral St., adjacent to the parking lot, slowly rotted in place. The story goes that it was the last home standing after Great West Life flattened all surrounding dwellings during their expansion in the 1970s and ’80s. The owner was elderly, and wished only to die in the home, upon which it would be forfeited to the company and slated for demolition with the others. However, the resident lived long enough that the house was designated of historical value and levelling it was no longer an option. So, the company was saddled with a structure they wished to remove to make way for even more parking. I was on the West Broadway Development Corporation board during the years Great West Life was desperately trying to offload 51 Balmoral, lest it remain saddled with its increasingly expensive upkeep. Eventually the decision to allow demolition came to a vote for the board. I was the lone holdout against demolition that eventually resulted in Great West Life partnering with the YMCA to renovate and expand the house into a 100-space daycare, with 90 of those spaces reserved for its own employees. I recall thinking at the time, “What was so difficult about that? Why couldn’t it have repurposed it long ago instead of fighting us for so long?” But it shouldn’t have surprised me. Because the history of Great West Life/Canada Life in West Broadway is one of ceaseless unneighbourliness and willful ignorance to the needs of the community in which it conducts its business. The area upon which Canada Life now stands was once home to Shea’s Brewery, Osborne Stadium and the Winnipeg Amphitheatre, a hallowed and unheated building from where the first hockey game ever broadcast by radio was played. It was also home to an apartment building and eight heritage homes on the first block of Whitehall Avenue. All eventually made way for 450 vehicles to park. In the 1970s, Great West Life petitioned the city to demolish not only the homes on the remaining block of Whitehall, but also the homes on Good Street and on the east side of Balmoral. Its design promised condominiums and rental units, and only a modest increase in parking spaces. Of course, we got none of the housing, and parking in a decidedly immodest quantity. The result? West Broadway was gutted of its historic homes, its cohesiveness and dignity as a residential community, and, importantly, much of the mixed-income housing our city now so desperately needs. The homes that remain on Balmoral, overlooking the “graveyard” of their once-neighbours, are a testament to the fine architecture that was laid to waste in the pursuit of parking stalls and empty promises. Now, when the city has agreed to build back some of the housing that was destroyed, promised and ultimately never delivered by Great West Life, the Granite Curling Club is paying the price through the loss of its parking lot. The club has reported it's been unable to make any long-term arrangements with Canada Life to use even a portion of its embarrassing legacy of neighbourhood erasure to serve the community in which it dwells. Instead, the last companion of the original stadium and arena continues to be crowded out by the land-hungry insurance giant. The present moment offers an elegant opportunity for penance. It’s long past time to recognize that the housing being built on the Granite’s lot is a mere fraction of what Great West Life themselves promised for the neighbourhood, and trading that for the parking which replaced it is an act of neighbourhood reconciliation desperately needed if this city is to define a better path forward. With 67 years of encroachment upon the lives of the people of West Broadway, Canada Life might do well to remind themselves of an old adage: the best time to make amends is yesterday, and the next best time to do so is today. winnipegfreepress.com/rebeccachambers<http://winnipegfreepress.com/rebeccachambers>

1 0

WFP Editorial: Transit service must be dependable (Jan8'26)
by Beth McKechnie 08 Jan '26

08 Jan '26

Caution! This message was sent from outside the University of Manitoba. EDITORIAL Transit service must be dependable https://www.winnipegfreepress.com/opinion/editorials/2026/01/08/transit-ser… IF there’s anything worse for a public-transportation user than waiting in the winter cold for a Winnipeg Transit bus that never arrives, it surely must be waiting for a bus that does arrive but, being already overpacked with a standing-room complement of riders, passes by without stopping or opening its doors. That, however, is the reality currently faced by too many users of Winnipeg’s transit system, which last year underwent a massive reorganization of its routes and schedules in an effort to make the service more efficient, more reliable and — perhaps most important — more appealing to this city’s car-dependent population as a viable option for getting from one place to another. According to data released in December by Winnipeg Transit, the number of pass-ups — defined as when a bus is too full to allow more passengers to board, or is unable to accommodate a wheelchair either because the bus is too full or both wheelchair positions are already in use — experienced by the service last September (3,375) was the second-highest on record, eclipsed only by the 3,414 that occurred in September 2019. Between September and November last year, 6,971 pass-ups were recorded (bus operators have access to a button which is pressed when a passup occurs), compared to 5,779 in the same period the previous year. In 2019, 8,297 were recorded. “Defeating” is how one frequent rider characterized his recent pass-up experiences after waiting for scheduled buses but being unable to catch a ride home from work, adding “when it happens so frequently, it feels like no one cares and they’re not trying to fix it.” That is definitely not a description befitting a transit service that has become more efficient, reliable and/or appealing to its users. In fairness, Winnipeg Transit has been, and still is, attempting to address the deficiencies in its reconfigured system. Major overhauls such as the one the service enacted last year are bound to experience setbacks, hiccups, frustrations or whatever other term one might use to describe a failure for performance to match promise. Since the June 29 imposition of the new primary transit network — replacing the long-established model with a more streamlined configuration in which “feeder” buses connect riders with a smaller number of primary “spine” routes — Transit has made numerous adjustments, based in large part on feedback from (mostly dissatisfied) customers. But the system remains very much a work in progress, as evidenced by the recently released pass-up figures, and the reasons offered by Transit officials — including a return to full service levels on all routes (many had been reduced during the pandemic) and the fact some transit users are having difficulty adjusting to the route reorganization — will provide little comfort to those enduring the frozen frustration of being passed up by yet another overburdened bus. It also must be noted that the unacceptable pass-up rate is not the only critical issue with which the public-transit enterprise is grappling. Fare evasion and the on-board safety of both operators and passengers remain serious concerns that also affect public perception of the service and discourage ridership on buses. But nothing is more fundamental to the viability of public transport than it being readily available to those who have chosen to use it. For a full-time transit user, transit is their route to work, school or home — it isn’t optional. Leaving would-be passengers stranded at stops thousands of times per month — particularly during a winter city’s most inhospitable season — while overcrowded buses pass them by is a failure that must be addressed before Winnipeg can expect the public to get on board, both literally and figuratively, with public transportation.

1 0

WFP: Highway Traffic Act amendment in effect Jan 1 - sets out rules for drivers when passing cyclists (Jan3'26)
by Beth McKechnie 03 Jan '26

03 Jan '26

Caution! This message was sent from outside the University of Manitoba. HIGHWAY TRAFFIC ACT AMENDMENT IN EFFECT A LAW passed last spring to protect highway workers and people on Manitoba roads came into force Jan. 1. The Highway Traffic Amendment Act (Traffic Safety Measures) sets out rules for drivers when passing cyclists and winter maintenance vehicles. Tow-truck drivers and roadside assistance operators can now place cones and signs to alert drivers and divert traffic from work zones. Drivers approaching or passing snowplows with blue warning lights activated must stay back 30 metres on roads with an 80 km/h speed limit or lower, and 100 metres on roads with a speed limit above 80 km/h. Drivers must not pass if the view ahead is obstructed or passing risks interfering with the vehicle or work. The law also requires a safe passing distance for cyclists. Drivers must leave at least one metre of space when passing — a requirement already in place in other provinces, including British Columbia and Ontario.

1 0

WFP: Giving pedestrians a head start on vehicles improves safety, has no effect on traffic, city finds (Jan2'25)
by Beth McKechnie 02 Jan '26

02 Jan '26

Caution! This message was sent from outside the University of Manitoba. Giving pedestrians a head start on vehicles improves safety, has no effect on traffic, city finds https://www.winnipegfreepress.com/breakingnews/2026/01/02/giving-pedestrian… City staff are giving pedestrian head starts at downtown intersections the green light, and are working to expand the safety measure to locations further from the core. The four- to six-second delay for vehicles waiting at red lights — referred to as leading pedestrian intervals — were installed at 91 of downtown’s 111 intersections in March; 65 per cent at all four corners and the rest at two. In a report that will be presented to city council’s public works committee Thursday, David Patman, the city’s manager of transportation planning, said analyzing video taken at 10 of the intersections, both before and after the interval was implemented, found a “reduction in conflict rate” between pedestrians and drivers. “This lead time allowed pedestrians to establish themselves in the intersection and become more visible to drivers,” Patman wrote in the report, which was published online Friday. “It resulted in an increased time gap between conflicting vehicles and crossing pedestrians.” The initiative also found “no significant changes” to traffic congestion downtown as a result of the short delay. City staff are in the process of deciding how many of Winnipeg’s approximately 560 signals outside of downtown should have the interval installed. Patman said they are considering the level of risk and possible safety improvements, using factors, including the volume of crossings by people on foot, and the proximity to schools, hospitals, senior facilities and major transit stops, among others. “Candidate locations should be carefully selected to ensure that safety benefits can be achieved without adding unnecessary delay to high-volume Winnipeg roads,” said Patman. Public works chair Janice Lukes said expanding the project is a no-brainer. “I love it, because it’s virtually no cost other than the staff figuring out where to do it, and then we just change the timing of the lights in the central station,” she said Friday. Lukes said it’s important for historically dangerous streets for pedestrians be prioritized. “When you look at the map that is in the transportation master plan, streets like McPhillips (have) all these dots of collisions,” she said. The report said staff will consider safety studies, pedestrian volume and area with higher rates of poverty when deciding which streets to prioritize. Some signals, like those on Goulet and Marion streets, have upcoming reviews already planned, and will receive the new timing during those reviews. There is no added cost to implement leading pedestrian intervals and takes about 90 minutes per signal using existing staff. The project will be carried out over the next five years, with 60-75 new leading pedestrian intervals installed yearly. Approximately 275 pedestrians were involved in vehicle accidents downtown, including 13 that resulted in major injuries and eight in fatalities from 2015 to 2022. The Winnipeg Police Service said nine pedestrians died last year after being hit by vehicles. In total, there were 17 fatal crashes. Hillary Rosentreter, an advocate for safety improvements on Winnipeg streets, said she’s noticed a significant difference when walking or cycling across downtown since the leading pedestrian intervals were introduced. “You’re able to get yourself into a position where you’re most of the way through the intersection, or at the very least, extremely visible before drivers are even meant to start moving,” she said. “Visibility is a big factor in safety.” She’d like the expansion of the project reach as many streets as possible. “It’s been nice to see… I think they benefit most (in) obviously heavily pedestrianized areas, but would be valuable everywhere that people walk, so anywhere that there’s a sidewalk, basically,” she said. malak.abas(a)freepress.mb.ca<mailto:malak.abas@freepress.mb.ca>

1 0

WFP OpEd: We need more Wellington Crescent bike lanes (Dec30'25)
by Beth McKechnie 30 Dec '25

30 Dec '25

Caution! This message was sent from outside the University of Manitoba. We need more Wellington Crescent bike lanes KELE SCHRECKENBACH https://www.winnipegfreepress.com/opinion/analysis/2025/12/30/we-need-more-… AT the beginning of November, the City of Winnipeg announced an initiative to add a temporary bike lane to Wellington Crescent. It will stretch across the entirety of the street, and will, of course, require modifications to how parking and driving work, as well as having the speed limit reduced to 40 km/h. The plan, the city says, is to have these temporary measures in place until the funding can be found for a more permanent solution to be installed. This is a great step for the city to take, and installing this bike lane (and hopefully others like it in the future) will have major benefits for both the city and residents. One of the most obvious benefits is safety. I imagine most people reading this are aware of Rob Jenner, the cyclist who died in a tragic collision with a reckless driver. By adding a protected bike lane (again, ideally not just here but on many other streets as well), we make it safer for cyclists and help to prevent more awful deaths like his from occurring. By reducing the speed limit, it’s also safer for drivers. It’s just common sense: driving more slowly gives more time to react, reducing the chance of a collision. If a collision does occur, it’s at slower speeds, so it has less chance of being fatal. Another benefit is for the residents along Wellington Crescent. It has been proven in other cities that when proper protected bike lanes are installed, more people are willing to cycle. For the residents, this means fewer car trips passing by their house, leading to a quieter street and a quieter life overall. Finally, there’s having the option to not have to drive. No one is saying that the residents aren’t allowed to drive if they want to do so. However, if their car breaks down, or if a trip they need to take (like to the grocery store) is short enough that they don’t need to take the car, or they don’t want to use their car for some other reason, this gives them a different option they can use. Let’s look more closely at a group that benefits from the bike lane, which might seem unintuitive to some people at first glance: drivers. They might look at this proposal and think this will worsen their experience, and I can totally see where they’re coming from. For example, losing a lane (or at least part of a lane) and getting the speed limit lowered might seem very inconvenient. However, the complete opposite is true. By making life better for cyclists, the bike lane entices more people to cycle, leading to less cars on the road. This leads to less time waiting at red lights for drivers, less chance of being blocked by someone needing to make a turn, and just generally more time spent getting where you need to go instead of idling. The cyclists will also be in the bike lane, and not on the street, slowing down the cars behind them, as sometimes happens (to be clear, this is not blaming the cyclists in any way; often they simply don’t have a choice but to go on the road). In short, it leads to fewer impediments and more time spent driving for drivers. On top of all that, there is of course the safety element mentioned earlier. Fewer cars on the road means fewer collisions and potential fatalities. I would like to also address a few other concerns that people may have about the bike lane. A common one that comes up when building bike lanes: the loss of parking. People get worried that spots will be lost due to the bike lane. First and foremost, the city did already do some public consultation, so they will likely try to minimize the impact the best they can. But more importantly, as mentioned previously there will be fewer people driving. Guess what that means? Less competition for parking spots. Another common worry is that the bike lanes will be unusable in winter for a variety of reasons: it’s too cold, too slippery/icy, too unpleasant. While winter biking is not for everyone, that should not be a reason to not build the bike lane. With proper support from the city (properly plowing the lane comes to mind), bike lanes are more than feasible to use, even for people who might not want to use it in incredibly cold temperatures. As stated, this is a great thing for Winnipeg to be doing. Other Canadian cities such as Edmonton, Vancouver and Montreal are already making great strides by adding bike lanes, and I would love a future where our city gets mentioned among the great cities of Canada, like the ones I’ve just mentioned. Let’s get this bike lane built and get started towards creating that future. Kele Schreckenbach is a student at the University of Manitoba who has an interest in urban planning and city design.

1 0

WFP OpEd: Winnipeg Transit: imperfect, but indispensable (Dec29'25)
by Beth McKechnie 29 Dec '25

29 Dec '25

Caution! This message was sent from outside the University of Manitoba. Winnipeg Transit: imperfect, but indispensable ADAM JOHNSTON https://www.winnipegfreepress.com/opinion/analysis/2025/12/29/winnipeg-tran… ANOTHER cold morning finds Winnipeg riders shivering at bus stops — delayed buses crawling past, full buses passing them by, safety concerns lingering and fares climbing higher. Yet thousands still depend on transit to reach jobs, classes, recreation and volunteer commitments. As 2025 closes, Winnipeg Transit faces mounting challenges. Revitalizing public transportation is not optional — it is essential. Transit is a public good, the backbone of equity, climate action and economic vitality. Sustained investment and bold support are critical to ensure it serves those who rely on it most. Bus safety is a major concern. Violence has surged — up 281 per cent between 2016 and 2024. Headlines of machetes and air pistols fuel further fear. Mayor Scott Gillingham’s community safety officers, launched in 2024, were meant to reassure riders. Yet with limited authority and risks of racial profiling of Indigenous and racialized riders, results have been underwhelming: 325 violent incidents were reported in 2024 alone. Meanwhile, the new Primary Transit Network promised better service but delivered cuts. Despite some improvements, late-night service was slashed, hitting low-income neighbourhoods hard. Affordability compounds the crisis. Adult fares will climb to $3.45 next year, while Peggo and WINNpass add unnecessary red tape. Around 90 per cent of violent incidents on Winnipeg Transit involve fare disputes — proof rising costs fuel conflict. Trust is collapsing. A 2025 City of Winnipeg survey shows satisfaction with Winnipeg Transit has dropped to 48 per cent, alongside falling ridership compared to 2024. Years of underinvestment have left the system unsafe, unreliable and unaffordable. Winnipeg deserves better. In an uncertain future, transit matters more than ever. With Winnipeg expected to reach one million residents within the next few decades, public transit safeguards the most vulnerable, giving them access to mobility. As Dan Hendry of Kingston, Ont.-based Get on the Bus noted in a November edition of Not Necessarily the Automobile Winnipeg radio show/podcast, transit gives youth access to volunteering, jobs and skill-building, which are critical for adulthood. The financial case is clear: owning a car in Manitoba costs around $12,000 annually. For many in financial crisis, transit is the only fiscally responsible option for transportation. Transit is an effective climate tool, considering nearly half of city emissions come from transportation. Expanding transit cuts emissions, eases congestion and is essential to meeting climate goals. Investment strengthens equity and community health. The Southwest Transitway, opened in 2020, improved cycling access to the University of Manitoba and Blue Bomber games, reducing isolation and connecting neighbourhoods. The choice is stark: remain car-dependent or invest in transit as a lifeline for climate, equity and resilience. Winnipeg will pay a heavy price if we cling to the status quo — or worse, revert to an outdated system that no longer meets the needs of a growing city. Public transit is not a luxury; it is a necessity on par with postal service and health care. Underinvestment in transit threatens Winnipeg’s competitiveness. Strong transit systems attract talent, making cities more vibrant. Prospective newcomers don’t ask about more roadways — they ask if they can get around without a car. Ignoring core transit problems widens inequality. Vulnerable residents — low-income families, Indigenous Peoples, racialized communities and students — depend on buses to access jobs, education, recreation and connection. Cutting service or failing to improve safety only deepens divides. Yes, frustration with Winnipeg Transit is real. But short-term anger must not push us toward greater car dependence. The real danger is derailing the investment needed to build the transit system Winnipeg deserves. Rebuilding trust is key to repairing Winnipeg Transit. Security must improve — but not through more police or community officers. While some feel safer, this heightens tension for racialized and Indigenous Peoples who lack faith in policing. As author and activist James Wilt told The Uniter in 2024, “Law enforcement is systematically racist,” warning that more officers deter riders who fear profiling. Wilt argued investment should go to wraparound supports — affordable housing, universal health care and addictions treatment — to address root causes of insecurity. Service improvements are vital. Winnipeg Transit’s Bjorn Radstrom said they made small adjustments after the rollout. Extended hours and revised scheduling for some routes were updated recently, but far more is needed — more feeder routes, buses, drivers and comfort at stops. Fare reform is equally urgent: Winnipeg Transit should cap adult fares at $2, make youth free, scrap Peggo/WINNpass and engage with riders consistently. Action is needed to restore Winnipeg Transit as a public institution. Reinstate the 50/50 provincial- municipal funding cut in 2017 to support service and lower bus fares. Citizens must step up as well: ride the bus, attend council meetings, write letters and demand transit funding over road projects like Kenaston. Groups like Functional Transit Winnipeg show what’s possible. Creation of a riders’ union, like in Toronto or Seattle, could hold city hall accountable and win real gains. Public transit is imperfect, but it’s a public good. As 2026 arrives, Winnipeg needs an efficient, safe and affordable system to meet climate goals and ensure livability for all. Adam Johnston hosts Not Necessarily the Automobile, a show on public and active transportation Thursday mornings on 101.5 UMFM. He can be reached at notnecessarilytheautomobile(a)gmail.com<mailto:notnecessarilytheautomobile@gmail.com>

1 0

WFP: Province giving $3M to repair rail bridge at The Forks (Dec24'25)
by Beth McKechnie 24 Dec '25

24 Dec '25

Caution! This message was sent from outside the University of Manitoba. Province giving $3M to repair rail bridge at The Forks https://www.winnipegfreepress.com/breakingnews/2025/12/23/manitoba-to-give-… THE Forks is celebrating new funding it says will help reopen a popular active transportation bridge. Premier Wab Kinew has promised $3 million on behalf of the Manitoba government to support a $9.3-million project to restore The Forks Historic Rail Bridge, The Forks said. “It was a nice early Christmas gift for The Forks and the people of Winnipeg,” said Adam Dooley, corporate communications director for the downtown site. The rail bridge closed due to safety concerns in 2023, while a campaign now aims to raise funds to repair it. “There was a giant counterweight built into that bridge because it was a lift bridge… to allow boat traffic to go underneath. That gigantic counterweight was starting to deteriorate and chunks of concrete were falling to the pathways below, so that’s why we had to close it,” said Dooley. While the counterweight has been removed, new decking and repairs to the steel structure are still needed to reopen the “vital” link, said Dooley. “More than 350,000 people used it annually before (it closed)… It connects the main (Forks) fort site to Niizhoziibean, which is the Indigenous historical site and cultural gathering place with great significance in our city’s history,” he said. The Forks is still seeking funding for the rest of the project, so there is no set timeline on when the bridge could reopen. “We’re hoping to have more news in the new year,” said Dooley. The provincial government confirmed the funding Tuesday afternoon. The bridge, which allows pedestrians and cyclists to cross the Assiniboine River from South Point Park to The Forks, closed without notice in June 2023. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga CBC coverage: https://www.cbc.ca/news/canada/manitoba/forks-gift-manitoba-government-9.70…

1 0

Milan Street Design Slows Cars More Than Speed Limits, Research Finds - Bloomberg
by Beth McKechnie 23 Dec '25

23 Dec '25

Caution! This message was sent from outside the University of Manitoba. Thanks to Ken Klassen for the share... https://www.bloomberg.com/news/articles/2025-10-15/milan-street-design-slow… There’s a Better Way to Win on Traffic Safety Backlash has undercut the success of 30km/hour speed limits. New research finds that a less controversial policy can be more effective in slowing cars. October 15, 2025 at 10:20 AM CDT Milan has faced backlash to its law capping speed limits to 30km/hour. Photographer: Piero Cruciatti/Anadolu via Getty Images In recent years, modest urban planning ideas have sparked outsized backlash. The “15-minute city” concept — designing neighborhoods so amenities are available within 15 minutes by foot or bike — became a flashpoint in conspiracy theory<https://www.bloomberg.com/news/articles/2023-03-02/how-did-the-15-minute-ci…> circles. Now, new citywide speed limits of 30 kilometers per hour are the latest target in many European cities: a sensible safety measure turned culture-war fodder. These reactions have put local and national governments at odds over policies that aim to tackle traffic safety and livability. But recent research results<https://arxiv.org/html/2507.04434v1> suggest such political battles may be beside the point: In studies we have conducted at our Senseable City Lab, we found that the posted speed limits often have little effect on how fast people drive. Instead, the policies that work involve the design of the street itself. The movement for citywide speed limits of 30 kilometers (19 miles) per hour gained visibility during Paris Mayor Anne Hidalgo’s 2020 campaign. The logic was compelling: Slower traffic means safer streets and quieter neighborhoods. Furthermore, as our past research showed<https://www.sciencedirect.com/science/article/abs/pii/S0264275122004498#:~:….>, “slow zones” attract nearly twice as many people, drawing diverse visitors and enriching the city’s social mix. Once re-elected, Hidalgo enacted the policy, and other mayors followed. From Milan to Brussels, Bologna to Amsterdam, many began testing or implementing lower-speed zones. Particularly in my home country of Italy, the backlash came quickly. To some motorists, a lower speed limit felt less like protection and more like control. In the clickbait economy, the measure was recast as suspicion of an authoritarian drift. Even our lab at MIT got pulled into the storm. In July 2024, we presented results<https://papers.ssrn.com/sol3/papers.cfm?abstract_id=5264874> on the impact of 30 km/h zones in Milan. Using real vehicle telemetry from the Italian insurance company Unipol, we were able to accurately assess changes in vehicle speed and evaluate their consequences. We found that increases in travel times were negligible — at most an average of about 34 seconds per trip — while previous research had found a decrease in fatalities of around 37%. We also found that air pollution levels remained mostly stable, with only a minimal increase. Despite the breadth of our findings, headlines in Italian news outlets focused entirely on an increase in air pollution. In fact, Italy’s Transport Minister Matteo Salvini seized on our study as “scientific evidence” that the 30 km/h policy created more traffic jams and pollution. Since making that comment, Salvini and his colleagues in Italy’s national government have worked to erode<https://www.bloomberg.com/news/features/2025-09-25/bologna-s-citta-30-safet…> cities’ 30 km/h policies, imposing limits and banning the cameras used to enforce the policy in the cities that had enacted it. In response, we dug deeper. This year, we analyzed<https://arxiv.org/abs/2507.04434> Milan, Amsterdam and Dubai. We gathered over 73 million telemetry points and 1.2 million street-level images. Such data is now analyzable at speed and scale thanks to AI models — a theme we are also exploring at this year’s<https://www.bloomberg.com/news/newsletters/2025-06-22/venice-biennale-curat…> Venice Biennale Architettura. What we found suggests something surprising: Speed limit laws aren’t actually the best way to get residents to slow down. Drivers slowed only 2–3 km/h when limits dropped from 50 to 30 km/h, while the design of the streets played a much larger role. Narrow, enclosed streets with high building density tended to slow traffic, whereas wide, open roads with long sightlines encouraged faster driving. This suggests that design, more than legislation, sets the pace. A street map of Milan shows how smaller streets had higher compliance (purple) with the 30 km/h speed limit than larger streets (pink).Courtesy of MIT’s There are likely a few explanations for this. In many countries, particularly Italy, speed limits are considered merely a suggestion, meaning that legal changes won’t usher in cultural ones. Milan and Bologna, where speed cameras were eventually banned, offer clear examples of how difficult it can be to rely solely on punitive measures — even when noncompliance is widespread. Street configuration, by contrast, can change behavior in more palatable ways. Urbanists have long intuited<https://www.bloomberg.com/news/articles/2014-10-06/why-12-foot-traffic-lane…> that design can moderate traffic speed<https://usa.streetsblog.org/2023/11/13/study-12-ft-lanes-are-deadlier-than-…>. With the first large-scale, cross-city uses of AI, those insights can be quantified and generalized across different contexts. Raised crosswalks, narrower lanes, or tree-lined streets are examples of the kinds of design interventions our model takes into account. In short, our model can now predict how fast people are likely to drive just from street imagery, offering urban planners a predictive tool to assess the impact of different design interventions. The MIT study focused on parts of Amsterdam where cyclists dominate traffic flow.Photographer: Selman Aksunger/Anadolu via Getty Images Applying our method across Milan, Amsterdam and Dubai showed how local context matters. In Milan, with UNIPOL, we studied traditional, mixed-use streets — compact urban corridors where drivers, cyclists and pedestrians share space. In Amsterdam, with the AMS Institute, we analyzed a cycling-first network — areas where bikes dominate traffic flows and car access is secondary, offering insights into how multimodal coexistence shapes speed. In Dubai, working with the Dubai Future Foundation, we tested car-centric streets under extreme heat. There, we found that heat itself can reduce average driving speeds by up to several km/h, showing how environmental stressors can influence behavior even in the absence of formal design interventions. These examples show how street geometry — but also culture and climate — shape how people drive, often more than regulations do. To be sure, changes to street design are not without controversy: Attempts to add bike lanes<https://www.bloomberg.com/news/articles/2024-11-27/why-does-ontario-want-to…> and pedestrian spaces or reduce road space dedicated to cars have faced pushback, too<https://www.bloomberg.com/news/articles/2025-09-22/trump-cancels-trail-bike…>. Still, our results may offer comfort to both sides of the political spectrum. Changing how people drive cannot be achieved by decree alone. But there is no grand conspiracy at work: It may depend, above all, on the configuration of our streets. Carlo Ratti is a practicing architect and a professor at the Politecnico di Milano and at MIT, where he directs the Senseable City Lab. In 2025 he’s directing Venice’s Biennale Architettura.

1 0

WFP: ‘It’s really defeating’: Transit pass-ups up from last year (Dec23'25)
by Beth McKechnie 23 Dec '25

23 Dec '25

Caution! This message was sent from outside the University of Manitoba. City vows adjustments to decrease buses passing by riders ‘It’s really defeating’: Transit pass-ups up from last year https://www.winnipegfreepress.com/breakingnews/2025/12/22/its-really-defeat… RYAN Nother says showing up at the bus stop on time has repeatedly failed to secure him a ride home. That’s because F6 buses regularly pass by the stop at Osborne and Mulvey, already full of passengers, when he’s trying to return home from work, Nother said. “It’s really defeating. It feels like you can tolerate it from time to time. But, when it happens so frequently, it feels like no one cares and they’re not trying to fix it,” he said. On some occasions, two or more consecutive buses have passed by the stop while leaving passengers waiting, making the additional wait futile, he said. He says his family is now paying hundreds of dollars more each month for ride-hailing services, such as Uber and Lyft, to complete their commutes, and reluctantly planning to buy a vehicle. “It’s not something we were looking forward to doing. It’s not an expense that we really need. (Transit is) just not something we can rely on anymore,” said Nother. The number of full Winnipeg buses that pass by waiting riders grew this fall. Between September and November, there were 6,971 pass-ups, compared to 5,779 during the same period last year. The overall number is down from what riders experienced during the year prior to the pandemic, when 8,297 pass-ups took place during the same stretch of 2019. Nother said he noticed a significant increase in pass-ups at his stop after a new primary transit network took effect June 29, which overhauled virtually every local route. “Prior to that, it would be a very rare occasion when it would happen. It seems like there are more buses scheduled (now) but they’re not successful in actually appearing (and picking up passengers),” said Nother. “With the winter temperatures, I’m not willing to wait 40 minutes for another bus to maybe come.” The recent pass-up increase is related to this year’s return to 100 per cent service levels on Transit routes, after service was reduced during the pandemic, according to the head of the union for Winnipeg Transit drivers. “We were still on a reduced service (last year) so it’s difficult to assess (the trend). Obviously, every person passed up is bad for the service. You don’t ever want to leave anybody behind,” said Chris Scott, president of the Amalgamated Transit Union Local 1505. He said passing by riders is stressful for drivers, who are typically the first to receive complaints about the practice. “Every time a bus is full and can’t pick up people, there’s a potential for an escalating confrontation with the (driver of the) next bus that is able to take on that passenger or passengers that are missed,” said Scott. Transit data shows the number of pass-ups typically rises in September, when more people return to their fall routines and tend to ride buses during peak periods. The service also notes ridership has seen a general, gradual recovery after plummeting during the pandemic. Earlier this month, however, Transit noted ridership slipped to 89 per cent of 2019 levels by Nov. 30, down from 95 per cent of that amount throughout 2024. A Transit official said service changes are underway that aim to reduce the number of pass-ups as much as possible, including by shifting resources to the busiest routes. “Pass-ups are obviously something we don’t like having so… we already are making adjustments to try to deal with that,” said Bjorn Radstrom, Winnipeg Transit’s manager of service development. The changes include swapping regular and articulated buses between routes based on passenger counts, since a 40-foot bus can seat 38 people and an articulated (bendy) bus can seat 65. Transit’s winter schedule took effect Dec. 14, bringing in some tweaks, said Radstrom. Transit will also try to educate riders to ensure they choose the most efficient routes they can. Many passengers still choose routes similar to ones they rode before the network overhaul, instead of the most efficient current options, which can create unexpected crowding, said Radstrom. “Some of this still does have to do with the learning curve that people are having with the new network… a lot of people, instead of planning a trip using Navigo or the Transit app or calling 311 for some help, they’ll just walk to the usual bus stop that they’re used to… they end up taking the bus that’s least suited to them, that could be one of the more crowded buses,” he said. For example, he said many riders still take Blue Line buses to leave University of Manitoba, even though there are better routes available to reach their destinations. Radstrom said some increase in passups was expected as riders learn the new network. Coun. Janice Lukes, chairwoman of public works, said it’s positive that the number of pass-ups remains below pre-pandemic levels, though she understands every missed bus causes frustration for riders. “Pass-ups are concerning, period,” said Lukes (Waverley West). The city has ordered 30 more buses, including some larger, articulated ones, which should offer some relief when they arrive in January, she said. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

1 0

$3M Forks Historic Rail Bridge Investment by Province
by Beth McKechnie 22 Dec '25

22 Dec '25

Caution! This message was sent from outside the University of Manitoba. From: The Forks Foundation <foundation(a)theforks.com<mailto:foundation@theforks.com>> Date: Mon, Dec 22, 2025 at 4:20 PM [https://phqf7vhbb.cc.rs6.net/on.jsp?ca=a8750c52-08d9-4670-b5ce-f3b3da9c9e06…] [https://files.constantcontact.com/fe0c2cbe901/8a9d99fa-28ae-4841-a1d7-dc2f9…] [https://files.constantcontact.com/fe0c2cbe901/0a6a3ce2-897d-4845-8b42-35750…] Thank you to the Government of Manitoba! Today, Premier Wab Kinew announced a $3 million investment to revitalize The Forks Historic Rail Bridge. This is the first step toward reopening this active transportation corridor and connection to Niizhoziibean, which features stunning public art and the first wiigwaam within city limits in more than a century. This commitment is especially meaningful now, as we look to open the Nestaweya River Trail – which runs under the bridge - in the days ahead. (The on-land trails opened last week, and the river trail won't be far behind.) The Forks Historic Rail Bridge has been closed since 2023 for safety reasons, and we look forward to reopening it as soon as possible. More than 250,000 people used this bridge as a part of their active transportation route each year. This investment will help restore access to a well-loved part of downtown that many Manitobans use and care about. The restoration is a $9.3 million project, and we invite everyone to contribute. To find out more, https://www.theforks.com/support/historic-rail-bridge. <https://phqf7vhbb.cc.rs6.net/tn.jsp?f=001HpiTiiEVfxxp76g6wSpf1Mqt3oA3NDLIHO…> Thanks to Global News and CJOB for reporting on this. Stay warm, [Instagram]<https://phqf7vhbb.cc.rs6.net/tn.jsp?f=001HpiTiiEVfxxp76g6wSpf1Mqt3oA3NDLIHO…> [Web] <https://phqf7vhbb.cc.rs6.net/tn.jsp?f=001HpiTiiEVfxxp76g6wSpf1Mqt3oA3NDLIHO…> [Facebook] <https://phqf7vhbb.cc.rs6.net/tn.jsp?f=001HpiTiiEVfxxp76g6wSpf1Mqt3oA3NDLIHO…> [Email] <mailto:foundation@theforks.com> [YouTube] <https://phqf7vhbb.cc.rs6.net/tn.jsp?f=001HpiTiiEVfxxp76g6wSpf1Mqt3oA3NDLIHO…> The Forks Foundation | 130-123 Main Street | Winnipeg, MB R3C 1A3 CA

1 0