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

17 Jan '25

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

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

17 Jan '25

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

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

17 Jan '25

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

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

15 Jan '25

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

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

13 Jan '25

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

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

09 Jan '25

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

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

04 Jan '25

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

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

04 Jan '25

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

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

31 Dec '24

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

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

30 Dec '24

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

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