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WFP Analysis: Winnipeg winter shouldn’t translate to lower quality of life (Apr11'23)
by Beth McKechnie 11 Apr '23

11 Apr '23

*Winnipeg winter shouldn’t translate to lower quality of life* https://www.winnipegfreepress.com/opinion/analysis/2023/04/10/winter-should… FALLING is the leading cause of injury-related hospitalizations in Winnipeg, and more than one-third of the province’s direct health-care costs are accounted for by injuries related to falls. The financial costs, however, are far less impactful than the personal effect on health and well-being that falls can have, particularly for older adults. A fall can often trigger a downward health spiral for seniors, where injuries limit mobility and independence, and a fear of falling again leads to anxiety, depression and social withdrawal. According to the Winnipeg Regional Health Authority, 20 per cent of falls that require hospitalization are the result of slipping on ice and snow. In Winnipeg, a typical winter month can see more than 300 people, more than 10 per day, visit urgent care or an emergency room to treat injuries from a fall caused by snow and ice. Understanding these impacts has many people in Winnipeg lobbying to improve our city’s sidewalk snow-clearing policies. This includes Coun. Matt Allard (St. Boniface), who has introduced a motion to be debated today at city hall, to establish a pilot project studying the challenges of clearing sidewalks to the bare pavement throughout the winter. The City of Winnipeg’s policy on snow clearing and ice control dictates sidewalks outside of downtown be maintained to a compacted snow surface, meaning a layer of snow several centimetres deep is left on sidewalks all winter. This layer creates significant challenges for pedestrians and can be an impassable barrier for people using wheelchairs or those with limited mobility. There is a common misconception the condition of city sidewalks is inevitable because it’s caused by water from adjacent melting snowbanks. Most regular sidewalk users, however, understand this “compacted snow surface” is what creates the most significant safety issues, and it’s a problem not only in the spring but throughout the winter. As long as the surface remains frozen and compacted, it’s fine; but on warmer days throughout the winter, it becomes soft and, as people walk over it, the surface breaks up, becoming pitted and uneven with slush and water filling the crevices that form in the layer of snow. When the temperature drops again, it freezes in place, creating a slippery and unstable surface that can remain until it’s re-compacted during the next significant snowfall. This cycle is compounded in the spring months, as temperatures fluctuate daily. Allard’s motion to address this issue by keeping sidewalks snow-free has been presented many times in the past and is always met with opposition claims it’s not possible to clear to pavement because it’s too costly and sidewalk conditions are too poor to allow it. Other cities, however, have successfully used pilot projects to experiment, innovate and establish a greater understanding of the issues and costs involved. In Ottawa and Montreal, ice-breaker machines that resemble small steamrollers with spike-studded drums were tested for two years, before large numbers were purchased and are now in successful use. Machinery such as rotating brushes being used in other cities could also be tested to see if they can alleviate the sidewalk condition obstacle. In Edmonton, a pilot study investigated the use of a calcium chloride solution instead of salt, finding it was highly effective at removing ice even at low temperatures, reducing falls and accidents, and actually saved money by reducing the need to plow. The cost of sidewalk clearing represents only 10 per cent of the overall Winnipeg snow-clearing budget, so understanding the scale of any increases might allow us to devise a strategy that is manageable. If sidewalk condition is a limiting factor, accelerating sidewalk renewal would be an important solution. Extrapolating public works’ estimates, the cost of replacing all 3,400 kilometres of sidewalk in Winnipeg would be about $500 million, a similar price tag to the Chief Peguis Trail extension the mayor made as a campaign promise. Of course, there is no need to replace every sidewalk, but the comparison demonstrates the things we can and can’t afford are defined more by priority than economics. Even if we decide complete sidewalk snow-clearing isn’t feasible citywide, we might make targeted changes. In many mature neighbourhoods, sidewalks are vital arteries of mobility, essential to life in the community. They connect people to things such as work, school, shopping and public transit. As an example, in the Osborne area, more than 11,000 trips per day are taken on foot, with 22 per cent of the neighbourhood walking or biking to work. Another 23 per cent walk to the bus. In Wolseley, 27 per cent commute on foot or bike, and 20 per cent by bus. In St. Boniface, 19 per cent walk to work, and 8,500 pedestrian trips are made every day. In most newer communities, less than one per cent of the population walks or bikes to work, and even in older areas such as North Kildonan, only four per cent do. A study that allows us to create data-driven policy that at least ensures sidewalks are safe in areas where they are most used and are most important to quality of life, would have valuable societal impacts. The fact Winnipeg is a winter city shouldn’t mean its residents accept a lower quality of life. We should be driven to become the most livable winter city in the world. Central to this goal is ensuring sidewalks are safe and accessible to all people of all ages and abilities in all seasons. Innovative cities set ambitious goals and through testing, research, and experimentation, work to achieve them. They look for solutions, not excuses. *Brent Bellamy is senior design architect for Number Ten Architectural Group*

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WFP Editorial: Speed reduction first step toward safer streets (Apr10'23)
by Beth McKechnie 10 Apr '23

10 Apr '23

Speed reduction first step toward safer streets https://www.winnipegfreepress.com/opinion/editorials/2023/04/10/speed-reduc… WINNIPEG’S residential speed-reduction pilot program is crawling along and the early results appear to be getting the green light from community members. “It’s nice,” Shannon Shields told the Free Press recently of the speed reduction in Bourkevale. “It just gives it a little bit of a different vibe that other neighbourhoods don’t have.” Bourkevale, a St. James subdivision along the banks of the Assiniboine River, is one of four neighbourhoods in which speed limits have been temporarily reduced to see whether drivers adjust accordingly and how those changes impact local livability. Speed limits have been lowered from 50 km/h to 30 km/h in Bourkevale and Tyndall Park; and to 40 km/h in Worthington and Richmond West. Signage was erected in March and will remain in place for one year. This pilot project has widespread potential to rewrite how our streets are designed and how drivers interact with people and infrastructure around them — for the better. It’s no secret that Winnipeg is a car city. Urban sprawl and lacklustre public transportation make it nearly impossible to navigate life without a vehicle. This hierarchy puts human beings at the bottom and creates an adversarial relationship on the road. Perhaps it should be a little more difficult for drivers to get around, especially in residential neighbourhoods where vehicles and pedestrians often mingle more closely. Research shows the likelihood of death or serious injury for a pedestrian struck by a vehicle is greatly reduced when speed limits are lower. Winnipeg is grappling with a major uptick in traffic fatalities. Last year, 28 people died in vehicle collisions, including 12 pedestrians, compared with nine fatalities in both of the previous two years. This is a horrific and unacceptable trend. Vision Zero is a road safety movement, popularized by the Swedish government, that aims to eliminate all traffic-related deaths and injuries. The campaign has been gaining traction in North America and is a stated goal of the Winnipeg Road Safety Strategic Action Plan released in 2022. While the document cites research, infrastructure and policy as ways to move “towards zero,” it also points to the need for a culture shift. Could a culture shift be achieved through speed reduction and physical roadblocks? The aforementioned “vibe” described by Ms. Shields can be summed up as a sense of mutual respect between drivers and other road users. The simple act of travelling at a lower rate of speed signals care for those who aren’t protected by thousands of pounds of steel. Care and respect make for closer communities and safer streets. Transcona Coun. Russ Wyatt recently raised a motion to include traffic-calming measures in street-renewal projects. If approved, road repairs could involve the addition of speed bumps, curb extensions and road narrowing. These design elements would make it harder to speed and force drivers to pay closer attention while behind the wheel — beneficial outcomes for everyone involved. At the same time, if we are to make driving more difficult, we need to make alternative modes of transportation more accessible. Sweden is now “moving beyond vision zero,” an initiative that seeks to eliminate road fatalities while also creating a strong multi-modal system that prioritizes public transit, cycling networks and walking paths. While roundabouts and 30 km/h speed limits won’t make sense for every neighbourhood, it’s imperative that the city explore every opportunity to improve road safety. Everyone has the right to get where they’re going safely. It’s encouraging to see citizens and politicians moving (carefully) towards the same goal

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Fwd: [BW_Advocacy] Halifax's bike mayor reflects on end of 3-year term
by Dave Elmore 07 Apr '23

07 Apr '23

https://www.cbc.ca/news/canada/nova-scotia/halifax-bike-mayor-reflects-on-e…

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WFP: Councillor seeks speed-reduction in street-fix plans (Apr5'23)
by Beth McKechnie 05 Apr '23

05 Apr '23

*Councillor seeks speed-reduction in street-fix plans* https://www.winnipegfreepress.com/breakingnews/2023/04/03/transcona-council… WHEN Winnipeg residential streets are torn up for repairs in the future, some civic leaders hope they may also be redesigned to slow down drivers. A new motion calls for city staff to study how traffic-calming measures could be added during the local street-renewal process. “You don’t need to (slow traffic) through (speed) enforcement, which is next to impossible, because you can’t put a police car on every street. You can do it from design… make the streets tighter in some places and it allows folks to naturally slow down,” said Coun. Russ Wyatt, who raised the motion. Wyatt (Transcona) said he supports efforts to slow down drivers on local streets to reduce the risk to pedestrians. However, he believes changing the way streets get built would be more effective than simply lowering speed limits. Last month, council voted to reduce speed limits to 30 km/h from 50 km/h on 14 Winnipeg streets, an effort supporters say will make them more “livable” and welcoming to pedestrians and cyclists. Those speed limits will be gradually implemented over the next two years. Reduced speeds are also being tested in a one-year pilot project in four neighbourhoods, which began in March. Wyatt said he understands the impetus behind those changes. But he expects designing roads differently would be more effective. He said he would call for public consultation on any changes. Coun. Janice Lukes, council’s public works chairwoman, said she also believes traffic-calming measures would have a lasting impact on drivers. “Yes, we can drop speed limits, sure, that helps. But what really changes driver behaviour is the built environment,” said Lukes (Waverley West). “And when you can change the built environment, that is where you succeed with really effective traffic calming.” Lukes said the potential changes could involve narrowing some roads, adding speed tables (sections of raised road) and/or installing curb extensions that create more space for pedestrians. “This would be having the department — instead of just ripping up and replacing (roads) — actually think about a different design,” she said, adding plans for new developments, such as Bison Run in Waverley West, include some traffic-calming measures but implementing them during road repair would slow traffic on existing streets. Lukes said the public has mixed views on the matter, noting she receives complaints when traffic-calming measures are installed but also receives demands for the features to be added. Wyatt’s motion will be considered at next Tuesday’s public works committee meeting. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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France’s Plan For Universal Cycle Training Is A Win For Equity. Here’s How It Works.
by Beth McKechnie 03 Apr '23

03 Apr '23

France has implemented a nationwide effort to get young students comfortable on bikes. In priority school districts, this program could help lead to long-term equality. Full story: https://nextcity.org/urbanist-news/frances-plan-for-universal-cycle-trainin…

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WFP: Design unveiled for Osborne Village bike route (Mar31'23)
by Beth McKechnie 31 Mar '23

31 Mar '23

*Design unveiled for Osborne Village bike route* https://www.winnipegfreepress.com/breakingnews/2023/03/30/design-for-osborn… THE City of Winnipeg has unveiled the final design for a key cycling route. In June, the city will begin building protected bike lanes on River and Stradbrook avenues (from Harkness Avenue to Wellington Crescent), and Wellington Crescent (between River and Stradbrook), as part of a larger road renewal project. A cycling advocate says the link will add a key connection to the city’s bike route network and help many people commute. “We’re really happy to see this moving through. We think it’s a big part of the city network moving forward and it’s something that we feel is going to get used right from the start,” said Mark Cohoe, executive director of Bike Winnipeg. Cohoe noted the route could help cyclists from parts of St. Vital and Fort Garry head downtown and will serve riders in densely populated Osborne Village. The city’s website says the project will make travel for cyclists safer and more convenient by using a raised curb to separate bikes from vehicles. “It’s definitely a safety improvement. Right now, if you look at both Stradbrook and River, it’s mixed traffic. So, if you’re riding your bike on those roadways, you’re mixing in with vehicles and parked cars. You’re more likely to get into a collision in that kind of situation,” said Cohoe. “Mixed traffic with parking on roads like River and Stradbrook with the heavier volumes of traffic is the thing that people find the least friendly to ride on. It’s the thing they fear most.” The plan includes “two-stage” leftturn areas where space outside of bike and traffic lanes allows cyclists room to stop outside of the flow of traffic and wait for a safe moment to turn. The new safety features are meant to help ensure riders of all ages and abilities can travel safely, said Chris Baker, the city’s active transportation co-ordinator. “This protected bike lane will separate those on bikes from those in a car by a concrete curb. This really increases the comfort of cycling there. What that does is attract riders who might not be comfortable riding in a different condition, riding on a painted bike lane or riding in mixed traffic,” said Baker. This particular route is a priority in Winnipeg’s pedestrian and cycling strategy and should help the city meet a few different goals, he said. “Creating a safe and comfortable and high-quality cycling network is critical to encourage more people to use… this mode of transportation. Getting more people on their bikes can reduce traffic congestion (and) it helps the city meet its climate change goals,” he said. The city does not yet know the cost of the project since it’s part of larger road renewal contracts that are still open for companies to bid on. Nearly all of the bike route will be protected from traffic, except for a short, narrower segment of River Avenue west of Harkness Avenue, Baker said. At that spot, the city proposes to eventually reduce the vehicle speed limit to 30 km/h and possibly add traffic- calming devices. The routes will also be made safer for pedestrians, Baker said. “This (project) has some major pedestrian improvements… (including) five new crosswalks that will be upgraded to (a) flashing beacon (to be more visible),” he said. A survey on the final design has been posted on the city’s website (engage. winnipeg.ca). Construction on the protected bike lanes is expected to wrap up in October. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP Community News: Fort Rouge Yards proposal approved (Mar29'23)
by Beth McKechnie 30 Mar '23

30 Mar '23

*Fort Rouge Yards proposal approved * https://www.winnipegfreepress.com/our-communities/west/2023/03/29/fort-roug… The City Centre community committee considered several development and re-zoning proposals at its March 17 meeting. First up, the committee voted to approve Sunstone’s plans for construction of a new multi-unit building at 15 Walker Court, in the Fort Rouge Yards development, just west of Argue Street. The approved design is for a four-storey residential multi-family building containing 100 residential units, with 116 parking stalls (69 underground, 47 surface, 12 guest) and *92 bicycle parking stalls. It will also be serviced with pedestrian connections to the nearby active transportation pathway and rapid-transit station.* The committee then concurred with a public service recommendation to reject an application by J. Wintrup Consulting for subdivision and rezoning of 963 Centennial St. to allow for construction of a multi-family dwelling. Coun. John Orlikow (River Heights-Fort Garry) cited concerns about the number of proposed units in the back lane, the objections of neighbours and the possible removal of several trees that currently sit on the property in moving to reject the application. The committee also heard an application for subdivision and rezoning from Cambridge Health for lots at 90 Wellington Cres., and 586 and 588 River Ave, three adjoining properties situated at the southeast corner of the junction of Wellington Crescent and River Avenue. If approved, the rezoning and subdivision would allow for the construction of two four-storey buildings with a combined 51 supportive-housing units. Cambridge Health wrote in a supporting document that the buildings will provide non-medical, community home care support for adults aged 50 to 65 “who display complex behaviours, such as people who have complex mental health conditions.” Most of the units would be considered affordable housing and 20 of them will be accessible units. The committee adjourned its hearing on the application to its next meeting, on April 25.

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A feature interview with the teacher who started Portland’s bike bus
by Beth McKechnie 30 Mar '23

30 Mar '23

Sam Balto is having a moment. What, you don’t know Sam? Well, this Portland, Oregon-based physical education teacher has become something of an internet sensation thanks to a bike bus he established at his school Alameda Elementary. The bike bus is a major local happening every single Wednesday when more than 100 students join the two-wheeled parade on the way to class. And it could be inspiring others in the United States and beyond to do the same thing. So, we tracked Sam down to ask him just what happened and what others can do to start a bike bus in their neighbourhoods. Full story: https://momentummag.com/a-feature-interview-with-the-teacher-who-started-po…

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WFP: Early days of pilot program’s reduced speeds finding support from residents in affected neighbourhoods (Mar30'23)
by Beth McKechnie 30 Mar '23

30 Mar '23

*Early days of pilot program’s reduced speeds finding support from residents in affected neighbourhoodsSlowing winning fast approval* https://www.winnipegfreepress.com/breakingnews/2023/03/30/slowing-winning-f… A PILOT project to slow traffic in four neighbourhoods is being met with generally positive reviews from residents in its early stages. New signs installed during the first two weeks of March reduced the speed limit to 30 km/h from 50 in the Bourkevale and Tyndall Park South neighbourhoods and to 40 km/h from 50 in Richmond West and Worthington. Shannon Shields, whose son attends school in Bourkevale, said the reduced speed appears to be a good fit for the neighbourhood. “It’s a very, very busy walking area…. It’s nice to see the official signs go up and it kind of just matches what the community wanted,” said Shields, noting some residents previously posted their own signs that urged drivers to slow down. “It’s nice. It just gives it a little bit of a different vibe that other neighbourhoods don’t have.” Mike McMullen said he hopes the Bourkevale change becomes permanent. “I think it’s a good idea, especially with a school nearby and all the kids,” said McMullen. Josh Dyck said he also supports the change in Bourkevale but feels a 30 km/h limit would prove too slow and disruptive for larger residential thoroughfares. “I would be fine if (on busier residential routes drivers) slowed down to 50. As long as they’re paying attention and being responsible, I think that’s reasonable,” said Dyck. “I understand people’s concerns about slowing down to 30 in certain neighbourhoods.” Another driver, who did not want her name published, said the focus should not solely be on drivers to improve safety. She said more effort is also needed to teach pedestrians to travel cautiously, such as by looking both ways before crossing a street. The pilot project is expected to have widespread implications. “The reduced-speed neighbourhood pilot is the first step in determining the future of speed limits in Winnipeg’s residential areas,” city spokesman Ken Allen said in an emailed statement. Allen said the test will help determine how reduced maximum speeds affect neighbourhood livability and driver behaviour. “The pilot will help us determine if changing the posted speed limit changes how fast vehicles actually travel,” he said. In Bourkevale’s case, many community members urged the city to reduce the speed before the pilot began. Daevid Ramey, who helped launch the group Bourkevale 30 to advocate for the change, said desire to slow vehicles grew during the pandemic. He said the vast majority of his neighbours felt the standard 50 km/h residential speed limit didn’t mesh well with increased pedestrian and cycling traffic. Ramey said the new lower speed limit is a better fit. “It’s 30 km/h all the time. That makes our neighbourhood safer, it makes it quieter and it’s clear for drivers,” said Ramey. Many supporters of reduced speed limits believe they make streets safer. Studies show that a pedestrian hit by a vehicle travelling 50 km/h is much more likely to be killed or seriously injured than if the vehicle were travelling 30 km/h. While noting serious collisions typically occur on busier traffic routes, Coun. Janice Lukes said she supports reduced residential speeds for a separate reason. “It really will improve neighbourhood livability, (creating) calmer traffic, less noise, a more peaceful neighbourhood,” said Lukes (Waverley West), council’s public works chairwoman. She said the changes will also offer a potential method to address an “outcry” for traffic-calming measures on many neighbourhood streets. Lukes, whose ward includes Richmond West, said she received initial pushback on the reduced-speed pilot project in the form of a few dozen emailed complaints, which mostly alleged the program amounts to a tax grab or wastes city money. However, she said she also received plenty of positive feedback over the last few weeks. Coun. Shawn Dobson, whose St. James ward includes Bourkevale, said the 30 km/h speed limit makes sense for that area but he doesn’t believe the city should impose it on all residential routes. “In an isolated area like this, it would probably work but (in some other) residential areas I don’t think it would…. It would be just too slow for (thoroughfares),” said Dobson. The reduced-speed neighbourhood pilot project is scheduled to last one year. Once it concludes, a city report will recommend next steps. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Freeze-thaw cycle reignites public efforts to clear bike lanes (Mar28'23)
by Beth McKechnie 28 Mar '23

28 Mar '23

*Freeze-thaw cycle reignites public efforts to clear bike lanes* https://www.winnipegfreepress.com/local/2023/03/27/freeze-thaw-cycle-reigni… DOWN a stretch of Assiniboine Avenue, a bike lane switches from being underwater to a sheet of ice and back again, depending on the time of day. It’s a brief but dangerous time of year to be using active transportation in Winnipeg, caused by the freeze-thaw cycle of warmer temperatures zig-zagging with cold ones. It’s the city’s responsibility to ensure bike lanes and sidewalks are usable, but Hillary Rosentreter knows how it feels to take matters into her own hands. The Winnipeg resident was the organizer of several public snow- and ice-clearing efforts — initially under threats of fines — earlier this winter. When she fell while cycling a few days ago, and later saw a pair of older women struggling to support each other while navigating an icy walkway, she knew it was time again to pick the shovel up. “For me, although I’m young and able-bodied, I know that at some point, I’m going to be there, my mom is going to be there, all the people I love are going to be there, in a position where the city’s just not treating us to the kind of standard that we all deserve,” she told the Free Press on Monday. “And for a lot of people, that’s already the case.” Rosentreter took to social media looking for allies to help clear a bike lane along Assiniboine Avenue, which she said experiences a lot of use but had gotten dangerous to traverse. By Sunday afternoon, she and six other people were working, shovels and ice-breaking tools in hand, to clear the pathway to the pavement. The group even drew in the efforts of a passerby. “Losing that really crucial corridor, that just makes it that much more difficult at this time of year to actually avoid using your vehicle to get around, which shouldn’t be the case,” Rosentreter said. It feels a bit like déjà vu. Just months ago, Rosentreter was warned by the city of a potential financial penalty for clearing bike lanes. (After being publicly questioned, officials quickly said it would not happen.) It’s not a fear she has this time around, and Rosentreter is actively trying to ensure streets maintenance workers know where and when organized ice-clearing efforts are being made. “I think it’s kind of important to keep the city in the loop when we do intend to go out and do this kind of thing. I have no intention of cutting the city out of the picture, in fact, I would love if they would take over, so that we didn’t have to do it,” she said. “But the problem is the policies are what they are, and it’s just not conducive to the freeze-thaw cycles that we experience.” Communications co-ordinator Ken Allen said the city is still not considering issuing fines to vigilante ice clearers, adding early spring is a typically treacherous time for pedestrians and cyclists. “Under such conditions, plowing the ice that refreezes onto sidewalks each night is problematic, given that the ice is firmly adhered to the pavement surface, and the fact that there are over 3,000 kilometres of sidewalks and pathways across the city,” he said in an email. “Plus, the next-day thawing temperatures causes more water to accumulate and again refreeze overnight, which causes icy conditions to reoccur on almost a daily basis.” However, that explanation isn’t good enough for some at city hall. Coun. Matt Allard (St. Boniface) has put forward a proposal for a pilot project testing the feasibility of clearing sidewalks all the way to the pavement (by clearing one in each of the city’s 15 wards) but said the idea has been consistently shot down. Currently, only downtown sidewalks are required to be plowed to pavement. Sidewalks along major routes, non-regional bus routes and collector streets are required to be cleared to a compacted snow surface, following about five centimetres of snow. Allard said considering the efforts of winter cities such as Edmonton, where service level requires many roadways be plowed to bare pavement within less than five days, Winnipeg should create a civic report to see if it would be able to do the same. “I struggle to understand why we wouldn’t ask for a report. It doesn’t mean that we’re doing it, it means the public service would write a report saying, ‘If we were to do it, this is what it would look like.’ There’s zero expense,” he said. At a council meeting March 23, Mayor Scott Gillingham said he was firm on his stance on the idea, but looked forward to debate on the motion. “I think that the councillor has brought the motion that’s about to be introduced, to refer it to public works, he’s brought it several times,” Gillingham said last week. “My position has been clear on that: I don’t think clearing snow on sidewalks to pavement is realistic across the entirety of the city… We have a very strong snow-clearing policy, as it is already.” Allard, however, plans to persist: the motion will be discussed at the standing policy committee on public works April 11. “I want to look at the snow-clearing bylaw to find out if it’s providing the right level of service, and from what I’m hearing from the community of those who use sidewalks is that it’s not to the right level of service,” he said. malak.abas(a)freepress.mb.ca

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