- AT-Network - University of Manitoba Mailing Lists

WFP: Choose safety over convenience (Mar13'26)
by Beth McKechnie 13 Mar '26

13 Mar '26

Caution! This message was sent from outside the University of Manitoba. Choose safety over convenience DAVE ELMORE https://www.winnipegfreepress.com/opinion/analysis/2026/03/13/choose-safety… WHY not choose safety first? At the recent City of Winnipeg public works committee meeting, the decision was made to request the Province of Manitoba to amend the Highway Traffic Act to permit the City of Winnipeg to change the default speed limit in our city from 50 km/h and 40 km/h. It needs to be made clear this would only apply to residential streets and some feeder routes, not the main thoroughfares. While this is being regarded as a win by some for safer streets, it needs as well to be made clear that it is only a half measure, and to some degree, a compromise on safety. Assuming that the province agrees to allow the default speed limit to be changed — which the premier has already balked at — a default speed limit of 40 km/h is not the truly “safe speed.” Study after study and report after report clearly show that 30 km/h is a significantly safer speed. It is why we adopt it in school zones. If 30 km/h is the safe speed in school zones, why would it not also be the safe speed on residential streets where we hope to make them calmer, safer and more livable? Study after study and report after report clearly show that 30 km/h is a significantly safer speed. It is why we adopt it in school zones There are certainly variations in the multiple studies, however most agree that there is at least a 20 per cent increase in death or serious injury between 30 and 40 km/h. The difference between one versus four deaths/serious injuries should be enough for the city to rethink their recommendation of a default 40 km/h limit. The fact is that one death is too many. The City of Winnipeg has a goal to reach 50 per cent of trips taken by transit, bike, foot, carpool and ride-share by 2050. To do this, we need to provide Winnipeggers with safer streets to walk and bike. This especially holds true for giving school age children the freedom and independence of being able to walk or bike to school. The report indicates that the 40 km/h half measure recommendation is both more acceptable to Winnipeggers and will promote better compliance. The Neighbourhood Pilot Executive Summary contradicts this indicating “speeds dropped significantly in most areas, especially in neighbourhoods with a 30 km/h limit. Richmond West did not see much change, even after the speed limit was reduced to 40.” A reduction to 40 km/h does not represent a significant change, and clearly it will result in at best, marginal compliance, which in turn means unsafe speeds on our streets. The executive summary also indicates that “when asked if they would accept longer travel times due to the speed limit changes, most people were unwilling to deal with even a 60-second increase in travel time” and “most people in the survey said Winnipeg should keep the speed limit for residential streets at 50 km/h.” While it is no surprise that people don’t like change, it’s equally clear that most people do not understand or accept that the delay to their travel time would be measured in mere seconds. This represents a failure on the part of the city to truly educate people on the actual impacts and even more importantly, the safety and neighbourhood benefits of slower speeds. We elect our mayor and councillors to make decisions that are in the best interests of all Winnipeggers, not to simply try to find middle ground between drivers and vulnerable road users. Assuming the province agrees, it will take quite some time and effort to get approval of a revised default speed limit. Why would we not use that time to promote the benefits and make that request for the truly safe speed of 30 km/h? Dave Elmore is with Safe Speeds Winnipeg.

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WFP OpEd: The city and ‘extremists’ (Mar12'26)
by Beth McKechnie 12 Mar '26

12 Mar '26

Caution! This message was sent from outside the University of Manitoba. The city and ‘extremists’ ADAM CARROLL https://www.winnipegfreepress.com/opinion/analysis/2026/03/12/the-city-and-… IN Winnipeg, asking for safer streets can get you a label. Some councillors have begun describing residents who support lower speeds or protected bike routes as “extremists” or members of a “radical bike lobby.” It is a strange way to talk about people who simply want to get home safely. The rhetoric suggests an adversarial relationship between city hall and the public it serves. Instead of treating residents as partners in solving a public safety problem, some elected officials frame them as political opponents. That attitude was on display at the March 4 public works committee meeting, where 56 Winnipeggers registered in advance, followed the rules, took time off work and waited hours for their five minutes at the microphone. They were there to ask the city to honour its Vision Zero commitment. The principle is simple: no loss of life on our roads is acceptable. For their trouble, they were told they were the problem. The hypocrisy was hard to miss. While the public was framed as a “lobby” trying to pressure council, Couns. Russ Wyatt and Jeff Browaty, neither of whom had registered to delegate, were ushered to the front of the line ahead of citizens who had followed the proper process. The councillors most vocal about outside groups trying to bully the city couldn’t be bothered to follow the same rules they were demanding of the public. This pattern runs deeper than one meeting. Rather than treating road safety as a citywide responsibility, councillors frequently reduce it to a competition between wards, arguing about which neighbourhood gets improvements first rather than whether those improvements happen at all. Contempt will not save lives. Leadership will. Delegate Robyn Dyck spoke directly to this: “We don’t want this to be a competition between neighbourhoods. We want to finish networks so that this can save lives in your neighbourhood.” A member of the public had to explain to elected officials how safety infrastructure works. That mindset was put into plain words when Coun. Jeff Browaty warned that if Winnipeg were granted the authority to lower default speed limits, “we will fold to the radical bike lobby and lower speed limits. Let’s be clear, this change would not make our city safer.” To call a proven safety measure a political surrender is to admit that winning the argument matters more than keeping people alive. It is also simply false. A pedestrian struck at 50 km/h faces roughly an 85 per cent chance of death or serious injury. At 30 km/h, that risk drops below 10 per cent. Hoboken, New Jersey adopted Vision Zero policies, including lower speed limits and redesigned streets, and has not recorded a single traffic death in over seven years. The evidence is not a lobby. It is physics. Browaty also acknowledged that many of Winnipeg’s roads are designed in ways that encourage speeds above the posted limit. If the city builds infrastructure that kills people, it is the city’s responsibility to fix it, not the public’s responsibility to take on the risk. Most drivers want the same thing everyone else does: to get where they are going safely. Designing streets that reduce speeds protects drivers as much as it protects pedestrians and cyclists. It removes the design traps that lead to human error and tragedy. Rob Jenner was killed on June 6, 2024, while biking to work on Wellington Crescent by a speeding driver. His death has become a rallying point for safety advocates, and Coun. Wyatt’s response was to accuse them of using a “coffin as a political battering ram.” The response from some councillors and their supporters has been to point out that a bike lane might not have saved Jenner in that specific instance, as though the only valid reason to build safer streets is to have prevented one particular death. That is not the argument. People raising Jenner’s story are not asking for a single infrastructure fix. They are asking the city to confront a pattern of neglect that makes tragedies like his inevitable, and to ensure his death becomes the catalyst for long-overdue change. If Winnipeg truly wants to reach Vision Zero, the culture at city hall must change. Contempt will not save lives. Leadership will. Adam Carroll is a resident of St. James.

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WFP: More bus shelters to get panel upgrades (Mar11'26)
by Beth McKechnie 11 Mar '26

11 Mar '26

Caution! This message was sent from outside the University of Manitoba. Moving to shatter-proof material after pilot project More bus shelters to get panel upgrades https://www.winnipegfreepress.com/breakingnews/2026/03/10/city-replacing-mo… THE city is installing more shatter- proof bus shelters after a pilot project proved to be a smashing success. By the end of 2026, more than 70 shelters will have their glass panels replaced with polycarbonate panels. The city is receiving a large shipment of the material in April to equip 47 regular-sized shelters and three large shelters by the end of the year. “This went better than we could have ever imagined,” said Coun. Janice Lukes, chair of the public works committee. In the fall, the city installed the polycarbonate material, which is 250 times more impact-resistant than safety glass, at 22 transit shelters in locations chosen based on high rates of vandalism. Of that number, the polycarbonate panels were left intact in 14 shelters, panels were popped out of place in six locations and one had its panels replaced after a motor vehicle collision. The panels survived the vehicle’s impact but they were stolen before crews arrived. The 22nd pilot shelter is owned by Astral Media Outdoor and has not sustained any damage, Winnipeg Transit spokesperson Brandon Logan said. The material cost for polycarbonate per shelter is about $4,000 — about 15 per cent more than glass — but Lukes (Waverley West) said the initial cost is worth it when factoring in the cost of labour and replacement glass for damaged shelters. Because of the success of the pilot, the city also installed double-layered panels on all 24 of its display signs along the rapid transit system, and the city is in the process of replacing the screens. “So now they won’t be broken and they’ll actually work,” Lukes said. The city’s long-term goal is to continue replacing the glass shelters with polycarbonate panels, Lukes said. The city installed the polycarbonate panels at “high-use” bus stops but keeps their exact locations under wraps to prevent anyone from purposely testing their strength. Polycarbonate is used by several other Canadian transit systems. The city opted to test polycarbonate for its bus shelters, in part, due to the increasing frequency of replacing glass panels due to vandalism. The city spent $23,873.84 in 2025 to replace glass in bus shelters in 2025, way down from the $147,593.90 spent in 2024. Logan attributed the decrease in cost to Winnipeg Transit removing about 150 shelters from stops as part of the city’s transit network overhaul. Glass from those shelters were put back into inventory for use in repairs. Of the shelters removed as part of the transit overhaul, 54 were deemed to be at the end of their useful lives and 37 were relocated to existing stops that previously did not have shelters. Fourteen of the shelters removed during will be moved to new stop locations, Logan said. Vandalism at bus shelters has grown in recent years, city data shows. Between Jan. 1 and Dec. 28, 2025 the city repaired 349 glass shelters — the second-highest number over the past five years. City data shows 267 bus shelters were impacted by broken glass in 2021, followed by 361 in 2022, 305 in 2023 and 237 in 2024. As of Tuesday, 19 shelters across Winnipeg are still missing glass panels. Winnipeg Transit is also exploring the option of replacing its driver shields to partial or full enclosures made of the polycarbonate material, said Lukes, who is also a member of the city’s transit advisory committee. James Van Gerwen, president of the Amalgamated Transit Union Local 1505, was not available for comment Tuesday. The city has about 735 shelters across Winnipeg. Of those, 534 are owned and maintained by Winnipeg Transit and 60 are owned by Winnipeg Transit but maintained by other organizations. Astral, the city’s advertising contractor, has approximately 141 shelters across the city that it maintains. Once the contract expires, ownership of the shelters is transferred to the city, Logan said. nicole.buffie(a)freepress.mb.ca<mailto:nicole.buffie@freepress.mb.ca>

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WFP OpEd: Safety on Wellington delayed again (Mar9'26)
by Beth McKechnie 09 Mar '26

09 Mar '26

Caution! This message was sent from outside the University of Manitoba. LILA ASHER, MARTY DONKERVOORT AND COLIN BONNYCASTLE Safety on Wellington delayed again https://www.winnipegfreepress.com/opinion/analysis/2026/03/09/safety-on-wel… THE City of Winnipeg Public Works Committee voted on March 4 to delay infrastructure improvements on Wellington Crescent again. The recommendation to initiate the pilot was on the agenda, with a design and consultation report prepared by the public service. Nine hours into the meeting, after hearing 50 delegations supporting the implementation of the pilot project in 2026, Councillor Janice Lukes introduced an amendment to the motion that deleted all elements of the pilot. She instead proposed that consultation and design work begin for permanent infrastructure, with funds that would be moved to 2027 from 2029, which was when Wellington would be up for permanent upgrades. Although the amendment initially did not pass, Councillor Ross Eadie introduced a motion that was substantively the same, which passed with three of the four councillors’ support. A press release issued by Councillor Lukes shortly before the meeting made reference to having “permanent bike lanes sooner,” implying that her plan would be better than the plan developed by the city staff. To anyone listening to the discussion in the meeting, it is abundantly clear that it is not, and here’s why. First, as public service staff explained, installing the interim safety infrastructure is a vital part of gathering data and feedback to inform a permanent design. The purpose of pilot projects is to test what works and gather feedback in small, inexpensive ways, to optimize permanent plans for everyone. The amended plan does not provide the opportunity to collect this vital information. Second, it seems unlikely that the amended plan is feasible. The public service was not given a chance to comment on whether traffic studies and consultation could be completed for 2027 installation. The possibility of borrowing $5.47 million from the general capital fund, to be repaid in 2029, to fund the permanent project ahead of schedule is also not confirmed. Two councillors have already accused the permanent solution of “jumping the queue” ahead of other much-needed projects, raising doubts as to whether the amended plan will pass at council. The third and most important reason why the amended motion is not better is that we desperately need safety improvements on Wellington Crescent now. We needed them in 2024 before Rob Jenner was killed by a driver while cycling on Wellington. We needed them last summer when they were originally promised. Neighbours are already aware of at least one serious injury collision in the past year. We need them every day, when we experience close calls with cars as we walk, drive, and cycle around our neighbourhood. Wellington Crescent is not safe. The wide lanes encourage drivers to exceed the 50 km/h speed limit without even meaning to. The slip lanes and confusing left turn options create many areas where pedestrians must look in multiple directions for vehicles, and drivers may not think to look for pedestrians at all. The lack of bike lanes forces cyclists to risk their lives riding in the street next to cars or to annoy pedestrians by riding on the sidewalk. This is a recognized gap in the city’s cycling network that is already marked for permanent improvement, but we need interim measures now before anyone else is injured or killed in a collision. We do not understand why the interim safety measures that are already funded in current year budgets, already designed, and already recommended by the public service based on consultation, cannot be implemented this spring. There is still time for city council to reverse course on the decision made on March 4 and revive the plans for the interim safety measures and pilot project. This issue will come before the Executive Policy Committee on March 17, and to full council on March 26. Wellington neighbourhood residents will be watching and hoping, not for any special treatment, but for the common sense and cost-effective interim measures that could save our lives. Lila Asher, Marty Donkervoort and Colin Bonnycastle write from Winnipeg.

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WFP OpEd: Bike lanes and endless delay (Mar6'26)
by Beth McKechnie 06 Mar '26

06 Mar '26

Caution! This message was sent from outside the University of Manitoba. Bike lanes and endless delay WENDY VAN LOON https://www.winnipegfreepress.com/opinion/analysis/2026/03/06/bike-lanes-an… ON June 6, 2024, my husband Rob Jenner lost his life while cycling to work on Wellington Crescent, one day after his 61st birthday. In July that year, the biking community installed a ghost bike at the site of the collision. Rob’s bike was Winnipeg’s first ghost bike. Installing the ghost bike was an unusual experience. The biking community reached out to me so quickly that it made my head spin. I am incredibly thankful for the kind and compassionate individuals who entered my life. They came to my home, cried with me, fed me, listened as I spoke about Rob — how much he loved to cook, what a talented artist he was and how much he enjoyed his bike rides. They welcomed me into their community, helped me buy a bike and took me on group rides. I hadn’t been on a bike ride in ages and it felt amazing to grieve Rob in this way. I received condolences from many councillors and Coun. Sherri Rollins answered my call to action. Rollins understood the importance of improving the safety for pedestrians and cyclists along Wellington Crescent. Chair of Public Works, Coun, Janice Lukes, voiced her support. The public servants went to work and presented an interim solution. The Wellington Crescent Walk Bike Pilot Project would see a temporary bike lane installed by spring of 2025. But that did not happen. In an unprecedented move, the city council voted to hold public engagement and stakeholder meetings prior to implementation of the pilot project. Only Rollins and Coun. Cindy Gilroy were in favour of immediate safety improvements. The past years have been filled with grief, court hearings and city hall meetings. I am exhausted. Many people tell me, Wendy you don’t have to do this; step back and take a break. How can I? For me, it is knowing that I have done everything possible to ensure safety on Wellington Crescent and to honour Rob’s memory so that his death is not in vain. After almost two years, the court hearings have not yet been completed as the passenger in the car that struck Rob is still awaiting sentencing. Additionally, the city hall meetings are ongoing. I do not understand the delays. In December 2024 it seemed that the call to action was progressing positively. While many argue that this tragic killing is not a city issue, I challenge that it is. A bike lane would have provided Rob with a chance. The car could have hit the curb and veered off; the driver would have seen a narrower street making it harder to speed. I drive down Wellington Crescent each Wednesday at 7:30 a.m. to meet my grandchildren in Osborne Village. Rob was killed at 7:00 a.m. on a Thursday morning while riding to work. Currently, when I drive down Wellington motorists are tailgating or speeding past me. Each time this happens, I tense up and look around hoping that there are no cyclists or pedestrians nearby. I have attended all the meetings where delegations passionately advocated for safer streets. The beautiful community, concerned citizens of Winnipeg and residents of Wellington have spoken for hours, presented global studies, shared deeply very personal experiences and bared their souls. Their dedication to making our city a safer place for everyone is truly remarkable. We need to implement safety improvements, we require dedicated bike lanes all over Winnipeg. I refer to “we” because now I’m a cyclist as well, often riding with my granddaughters in a bike buggy. I want them to be safe, too. On Tuesday, March 4, the standing policy committee on public works discussed the Wellington Crescent Bike Walk Project again. The public servants recommended the immediate implementation of the interim solution. But Lukes made it clear that she is willing to delay safety measures even further, scrapping the interim solution completely. Another broken promise. I am not going away; I will see this through. I know that once the safety improvements are in place, we will recognize that together we made Winnipeg a better place to live in. Wendy van Loon is Rob Jenner’s widow. She writes from Winnipeg.

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WFP: Transit buses tracked in near-real time - City (Mar5'26)
by Beth McKechnie 05 Mar '26

05 Mar '26

Caution! This message was sent from outside the University of Manitoba. TRANSIT BUSES TRACKED IN NEAR-REAL TIME: CITY WINNIPEG Transit riders are able to track buses in near-real time using its online trip planning service or app. Bus locations, based on GPS, will appear as part of search results on transit maps. On the Navigo trip-planning service, the map will show relevant buses for immediate trip plans, while the “explore routes” option will show buses currently travelling on the selected route. The “find stops and schedules” option will show the next five buses on route to a selected stop. Clicking on a bus on the maps will provide more details, including how recently its location was updated. If a bus hasn’t recently updated its GPS location, it won’t appear on the app. The city said on Wednesday that widespread issues with Winnipeg Transit’s GPS system last summer and fall have been addressed.

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WFP: Committee backs permanent bike lane for Wellington Crescent next year (Mar5'26)
by Beth McKechnie 05 Mar '26

05 Mar '26

Caution! This message was sent from outside the University of Manitoba. Committee backs permanent bike lane for Wellington Crescent next year https://www.winnipegfreepress.com/breakingnews/2026/03/04/councillors-back-… THE city is poised to scrap a long-awaited temporary bike lane pilot project on Wellington Crescent, which was expected this year, and speed up the construction of permanent bike lanes instead. On Wednesday, council’s public works committee voted to accelerate the plan to construct permanent bike lanes in 2027, pending a final council vote. The city had planned to spend $5.5 million to do so in 2029. Coun. Janice Lukes, chairwoman of public works, said the switch to pursue permanent protected bike lanes, with curbs to separate cyclists from vehicular traffic, is the best way to ensure lasting safety improvements. “This is going to be a fundamental change in the way traffic moves, pedestrian cycling and vehicular traffic in this section, and I want to rip the Band-Aid off once… It’s going to be a big change for everyone,” said Lukes (Waverley West). In addition to avoiding prolonged traffic disruption, the councillor said she wants to ensure city funding is promptly approved for the permanent bike lanes. “I want the funding to move to this year so that it gets confirmed… and that we can continue with this project (and build it in 2027). It makes me nervous to see the funding three years out,” said Lukes. The new proposal also directs city staff to explore whether a temporary alternative route near Wellington could be promoted for active transportation use this spring, potentially including traffic-calming measures and new signs. The vote followed a passionate lobby from dozens of Winnipeg cyclists at Wednesday’s meeting, who argued bike safety improvements are desperately needed now. “On Wellington Crescent, the time for action is now. No more delays, no more deaths please,” said Max Schreckenbach. Many delegates noted the temporary bike lane pilot project was originally expected in Summer 2025 before it was delayed to 2026. A city staff report had called for the temporary lanes to be built on Wellington Crescent, from Academy Road to Stradbrook Avenue, and reduce that area’s speed limit to 40 km/h from 50 km/h. Many cyclists have called for new safety measures since cyclist Rob Jenner was fatally struck by a hit-and-run driver on Wellington in June 2024. “The killing of Rob Jenner on Wellington Crescent makes cyclists think twice before taking that street now… The safety benefits of a temporary bike lane pilot project are clear,” said Chris Kraljevic. While the vehicle that hit Jenner was travelling at least 159 km/h in a spot where the posted speed limit is 50 km/h, many cyclists have stressed other near-crashes on the street could be avoided with a reduced speed. Kraljevic said he also fears permanent bike lanes won’t arrive in 2027, noting the temporary pilot project was previously delayed. “Does this committee want to allow for the possibility of even more serious and deadly collisions between now and God-knows-when in the name of preventing traffic disruption… or would you rather buck council’s trend of delay, delay, delay?” he asked. The city has said past delays were needed to allow for more study and public consultation. Meanwhile, Coun. Russ Wyatt lashed out against spending $5.5 million on the permanent bike lanes for Wellington Crescent. Wyatt said that amounts to letting that project jump the queue over other active transportation improvements, such as a Transcona Trail expansion in his area. The councillor said accelerating the Wellington plan would amount to paying too much attention to the demands of certain “bike extremists.” “If the bike lobby wants to once again take lanes away from cars by building a bike lane on Wellington Crescent, then they can do so by a local area improvement levy,” said Wyatt (Transcona). Such levies charge residents of a specific area a fee for local improvements, when they’re deemed to directly benefit from them. Lukes bluntly rejected that idea. “That’s not happening,” she said. City council is expected to cast the final vote on the matter on March 26. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Proposal to reduce default 50 km/h speed limit advances (Mar5'26)
by Beth McKechnie 05 Mar '26

05 Mar '26

Caution! This message was sent from outside the University of Manitoba. Proposal to reduce default 50 km/h speed limit advances If council approves, province will be asked to change law https://www.winnipegfreepress.com/breakingnews/2026/03/04/proposal-to-reduc… A PROPOSAL in which Winnipeg drivers would be forced to slow down on residential streets is rolling forward. On Wednesday, council’s public works committee voted to ask the provincial government to change the Highway Traffic Act, pending a final council vote. The change would give the city the power to alter the 50 km/h default speed limit for Winnipeg that applies to all areas, except where signs post a different speed limit. Following that, city staff recommend that council reduce the default speed limit to 40 km/h for residential streets and “minor collector” streets. Coun. Janice Lukes said she’d support the reduced speed limit in residential areas, which she expects would only create a minor delay for drivers. “It takes… seconds more to go 40 versus 50. This is only in residential neighbourhoods, not the (major) collectors,” said Lukes (Waverley West). While many road safety activists have called for a 30 km/h speed limit on residential roads for years, Lukes said she doesn’t think that move would have enough council support to get approved. While city data shows most severe collisions take place on major corridors, a lower speed limit would improve quality of life in neighbourhoods, she said. “I have calls literally… every other day on speed issues… People want vehicles to slow down,” said Lukes. Several supporters championed a reduced speed limit Wednesday as a way to make streets feel safer and more welcoming to pedestrians. “People are unhappy with the speed that people are driving through our neighbourhoods. So, the first step to solving that problem is to slow the speed limit down,” said Ian Walker, chairman of Safe Speeds Winnipeg. The group has long lobbied for a 30 km/h speed limit on residential streets. Walker said that speed of travel would greatly reduce the risk of serious injuries and death in crashes. He said lower speed limits would also make it easier for people to walk or cycle. “It’s an essential part of getting us to a point where we have choices for people… One of the big reasons that people drive in cars is because we haven’t accommodated other road users,” said Walker. However, opponents of the lower speed limit argued it would lengthen commutes without improving safety. “Blanket (speed) reductions create resentment without results… Shaving 10 kilometres an hour off every local trip has (impacts). That added travel time doesn’t save lives. It just wastes time and raises blood pressure,” said Coun. Jeff Browaty (North Kildonan). Browaty said most severe vehicle collisions take place on high-volume arterial roads, so few could be avoided by this speed reduction. “Our quiet residential neighbourhoods… and minor collector streets simply do not produce the same level of tragedy. Lowering limits on these streets is like putting a Band-Aid on a paper cut while ignoring a broken leg,” he said. Lukes noted city council likely won’t vote on an actual speed limit reduction for another year or more, since there’s no set deadline for the province to respond to such a request. “That’s a debate that won’t happen until we hear from the province. And I encourage anyone who’s advocating for any speed limit change to speak to their MLAs,” she said. The city has the power to reduce speed limits through posted signs. However, lowering the default speed would allow city-wide changes without spending millions of dollars on signs, a city report notes. Implementing a default speed limit change is expected to cost $525,000, including new signs and advertising. Meanwhile, the committee approved a new round of changes meant to enhance Winnipeg Transit routes, after many complaints followed the introduction of a new primary transit network in June 2025. This June, Transit will extend the D19-Corydon line so buses will end the route on Vaughan Street between Graham and St. Mary avenues, instead of further north across Portage Avenue at Webb Place. The D16 Academy-Notre Dame will be split into two routes, a revised D16 and new D18, which would reach downtown from Polo Park and RRC Polytech’s Notre Dame campus, respectively. The new network, which changed virtually every bus route in the city, triggered a few common complaints from riders, including that many passengers now require more transfers and much more time to reach their destinations. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP (Tom Brodbeck): Transit system overhaul a disaster (Mar4'26)
by Beth McKechnie 04 Mar '26

04 Mar '26

Caution! This message was sent from outside the University of Manitoba. Transit system overhaul a disaster OPINION https://www.winnipegfreepress.com/local/2026/03/03/survey-results-crystal-c… WHEN more than eight in 10 of your core customers say you’ve made things worse, it’s not a minor hiccup, it’s a collapse in confidence. That’s exactly where Winnipeg Transit finds itself after its sweeping network overhaul launched last year. The redesign was billed as a bold modernization — a smarter, more efficient system built around frequent primary routes and timed connections. Instead, it has produced a level of dissatisfaction among downtown riders that is as striking as it is alarming. A recent Probe Research survey of downtown bus users, commissioned by the Downtown Winnipeg BIZ, found that more than 80 per cent are unhappy with the new system. Commute times to downtown have increased by an average of 22 minutes. One-third of respondents now say it takes at least an hour to reach the city’s core — 10 times more riders facing hour-long trips than under the previous network. An hour to get downtown? In Winnipeg? This is not Toronto. It’s not Chicago. It’s not even Calgary. Winnipeg is a mid-sized prairie city. The idea that a third of surveyed riders now spend an hour on a bus just to reach downtown should set off alarm bells at city hall. Instead, we’re told the overhaul was the right decision, even if the rollout hasn’t been perfect. The mayor has acknowledged Transit didn’t get it right and has promised to keep tweaking the system until it works properly. That’s an extraordinary admission. But you don’t “tweak” your way out of an 80 per cent dissatisfaction rate. You don’t fine-tune your way past a 22-minute average increase in commute times. The complaints are consistent: longer travel times, more transfers and inconvenient connections. The new system relies heavily on transfers between primary and feeder routes. In theory, this creates efficiency. In practice, it works only if buses are frequent, connections are tight and reliability is near flawless. Otherwise, a missed transfer can turn a reasonable commute into a marathon. Seventy per cent of surveyed riders say they visit downtown less often because of the changes. Half say they sometimes choose other ways to get there, including ride-hailing services. That should terrify transit planners. Public transportation depends on ridership. If people who have options start abandoning the system, fare revenue drops and political support erodes. What remains is a shrinking base of riders who rely on transit because they have no alternative — seniors, students, lower-income workers and individuals with disabilities. And survey results suggest those riders are among the most dissatisfied. Older users report particularly high levels of frustration. Riders with disabilities are even more likely to say nearly every aspect of the system is worse. That is not a side issue. It goes to the heart of transit’s purpose. In a city like Winnipeg, public transportation is not primarily a lifestyle choice. It is a necessity for many. If the people who depend on it most are the least satisfied, something has gone profoundly wrong. Yes, the survey was self-selecting. Critics will argue that unhappy riders are more likely to respond. That’s true. But you don’t reach 80 per cent dissatisfaction through statistical flukes alone. And you certainly don’t manufacture a 22-minute jump in average commute times out of thin air. These are lived experiences. What makes this all the more mind-boggling is that none of the core complaints were unforeseeable. Transit experts have long known that forced transfers can deter ridership if not executed carefully. Longer door-to-door travel times are poison to public transportation systems. Reliability is everything. Yet here we are, months after implementation, with a third of downtown riders now facing hour-long trips and the city scrambling to make adjustments. The mayor’s pledge to keep retooling until it’s right is welcome. But it raises a difficult question: how did this get rolled out in its current form in the first place? Major network overhauls require rigorous modelling, pilot testing and contingency planning. They demand careful attention to how winter weather, traffic delays and missed connections compound over an entire journey. If the result is a widespread perception that the system is slower and more cumbersome, then either the modelling was overly optimistic or the implementation fell short. There are proposed fixes on the table — additional buses, extended service hours and route adjustments aimed at improving downtown access. Those may help at the margins. But the scale of dissatisfaction suggests more than marginal change is needed. Transit can’t afford to normalize hour-long downtown commutes. It can’t shrug at a 70 per cent drop in downtown visitation among surveyed riders. It can’t accept that vulnerable populations feel the system has deteriorated. Until commute times fall, transfers become seamless and reliability improves dramatically, the city will not be able to spin this as a successful modernization. The numbers tell a different story. And right now, that story is one of a transit overhaul that missed the mark — badly. tom.brodbeck(a)freepress.mb.ca<mailto:tom.brodbeck@freepress.mb.ca>

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WFP: Lower speed limits mean nothing if not enforced (Feb28'26)
by Beth McKechnie 28 Feb '26

28 Feb '26

Caution! This message was sent from outside the University of Manitoba. Lower speed limits mean nothing if not enforced https://www.winnipegfreepress.com/local/2026/02/27/reducing-residential-spe… RESIDENTIAL streets are meant to be places where people live, not environments where motor vehicle speed is the dominant consideration. Yet in Winnipeg, a default speed limit of 50 km/h has turned many neighbourhood roads into corridors where vehicles routinely travel at 55 or 60 km/h, despite the presence of children, pedestrians, cyclists and dog walkers. That disconnect between how streets are used and how fast we allow cars to move through them is why the city’s proposal to lower the default residential speed limit to 40 km/h is such an obvious and overdue step. Winnipeg’s public service is recommending council reduce the default speed limit from 50 to 40 km/h on residential streets and minor collector roads. A report going to the public works committee next week says the change would improve safety for pedestrians, cyclists and other vulnerable road users. It would not apply to major routes, but to the neighbourhood streets where people cross the road daily, where kids play and where mistakes at high speeds have serious consequences. This should not be controversial. The problem with a 50 km/h limit is not just that it’s too fast. It’s that it’s rarely treated as a true limit at all. With little enforcement, drivers assume — often correctly — they can exceed it without consequence. As a result, 50 km/h quickly becomes 55 or 60 in real-world driving. At those speeds, the margin for error shrinks dramatically. A moment’s distraction, a pedestrian stepping off the curb or a cyclist navigating around a parked car can turn into a life-altering event. Slower speeds reduce stopping distances, give drivers more time to react and significantly lower the risk of severe injury. This isn’t about opinion; it’s about basic physics. Lowering the default limit to 40 km/h helps reset expectations. Even if some drivers continue to push the limit, the overall operating speed on residential streets comes down. That change alone can make neighbourhoods feel calmer, safer and more livable. Waverley West city councillor Janice Lukes, chair of the public works committee, supports the recommendation, though she notes amendments to the provincial Highway Traffic Act are required before it could take effect. “The difference in time is seconds to get somewhere when you’re going 40 or 50 km/h, but it makes a big difference,” said Lukes. “It creates a better quality of life for neighbourhoods.” She’s right. The idea that reducing residential speeds by 10 km/h would meaningfully inconvenience drivers doesn’t hold up. What it would do is improve safety and make neighbourhood streets feel less intimidating for people on foot or on bikes. The recommendation also reflects how Winnipeg is changing. Population density is increasing, and more people are choosing to walk or cycle for short trips. Residential streets are increasingly shared spaces, but our speed limits remain rooted in an era when moving vehicles quickly was the primary goal. However, there’s a crucial caveat city council must not ignore: changing the number on a sign will not, by itself, change driver behaviour. Winnipeg already has proof of that. In March 2023, the city launched pilot projects in four neighbourhoods to study the effects of reduced speed limits of 30 km/h and 40 km/h. The impact on actual driving speeds was minimal. The reason was simple — enforcement was almost non-existent. Drivers quickly realized the new limits came with little risk of tickets or penalties. With no sustained enforcement and few visible consequences, most people continued driving as they always had. The pilots didn’t fail because lower speeds don’t work; they failed because the city didn’t make them matter. That lesson is critical. If council lowers the default residential speed to 40 km/h — and it should — it must also commit to enforcing it. That means a visible enforcement strategy and street designs that discourage speeding in the first place. Without those measures, the change risks being largely symbolic. The report recommends the public service return in a year with updates on provincial approval and an implementation plan. It estimates the cost of signage changes and a public information campaign at about $525,000. That may be enough to inform drivers of the new limit, but it won’t be enough to ensure compliance. Mayor Scott Gillingham has said he won’t prejudge the issue, noting it would prompt a “robust discussion” if the province grants permission. That discussion is warranted, but it should begin with a clear acknowledgment: the current default needs to be changed. A 50 km/h limit on residential streets is a policy choice, not an inevitability. And in neighbourhoods increasingly used by pedestrians and cyclists, it is a choice that no longer makes sense. Lowering the default speed to 40 km/h won’t solve every safety issue on its own. Without enforcement, it would have little impact. But it is a sensible, evidence- based step toward streets that better reflect how people actually live. tom.brodbeck(a)freepress.mb.ca<mailto:tom.brodbeck@freepress.mb.ca>

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