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WFP Analysis: Commuters, meet Marchetti (Feb20'24)
by Beth McKechnie 20 Feb '24

20 Feb '24

Caution! This message was sent from outside the University of Manitoba. Commuters, meet Marchetti https://www.winnipegfreepress.com/opinion/analysis/2024/02/20/commuters-mee… IF you’re ever hosting a dinner party and you get the feeling that urban planning theory might be just the right topic to spark some lively conversation, casually bring up Marchetti’s Constant. It might make you the hit of the party. It’s a simple but powerful idea that has defined the shape and size of cities for thousands of years and is a key determinant of the sprawling metropolises we live in today. In 1994, Italian physicist Cesare Marchetti published a research paper titled Anthropological Invariants in Travel Behaviour. The study looked at how people of all cultures have moved around their cities from ancient times to the present day and recognized a consistent human behaviour, now known as Marchetti’s Constant. His research identified that when taking the average across a population, the maximum time people will comfortably dedicate to urban commuting is one hour per day — half an hour in each direction. Marchetti found that the half-hour commute has remained consistent throughout time, and the size of the cities we live in has been defined by how far we can commute in that time, using the transportation technologies of the day. He looked at Ancient Rome and found that even as it became the largest city on Earth with more than a million people, it never grew past four kilometres in diameter. With an average human walking speed of four kilometers per hour, a person could do a pedestrian commute from the periphery to the city centre in half an hour. Despite incredibly high densities and no natural boundaries to stop outward expansion, the size of the city remained defined only by how far people could comfortably walk. Cities across the world, from China, to Mesoamerica, to Europe, roughly maintained this size well into the Industrial Revolution. With the invention of bicycles and the development of streetcars in the late 1800s, the speed of urban mobility increased, and the size of cities followed, but the half-hour commute time remained constant. Commuters on bikes or riding streetcars could travel about six kilometres in half an hour, and the streetcar cities that developed across North America during this time followed by growing to this dimension. The pre-automobile city of Winnipeg with 400 streetcars serving 100 million riders per year, was about five kilometres from downtown to the periphery, about a half-hour commute. Today, the size of cities is defined largely by vehicles and the road networks they travel on, but Marchetti’s Constant remains. Comparing major Canadian cities, average commute times are remarkably consistent despite vast population differences, with the three largest cities averaging about 30 minutes and smaller cities ranging between 23 and 27 minutes. This consistency can be attributed to larger transportation networks in more populous cities. Calgary as an example, covers twice the area of Winnipeg, yet its commute times are only about a minute longer because it has a much larger road network. Intuitively, this would seem to indicate that cities should be striving to build larger roads to reduce travel times, but this is where the lessons of Marchetti’s Constant become important. Cities don’t build their transportation networks to create 30-minute commutes, they naturally expand to the 30-minute limit that their transportation systems will accommodate. We often expect that expanding a road network works like replacing a small pipe with a larger one, creating more room for water to flow smoothly through. When it comes to roads, however, it’s more like installing a larger pipe that naturally draws more water into itself until it’s filled again. When a road is made larger, people can drive faster, and commute times are reduced. Because of Marchetti’s Constant, people will naturally begin to live farther away, until that magic half hour commute time limit is once again reached. This brings more cars travelling longer distances to the enlarged road, resulting in traffic congestion that increases commute times beyond half an hour. Residents will again lobby for larger roads in response, and the cycle will begin again. The result is that cities are not only saddled with the prohibitive cost of constructing larger roads, but they must also pay to service and maintain more infrastructure in an ever-expanding urban area. Continually stretched civic budgets, with reduced services and crumbling infrastructure, are the result of cities being caught in this unsustainable growth cycle. All of Winnipeg’s long-term strategic plans and guidelines encourage higher density and inward growth to make our city more livable, affordable, economically viable, and environmentally sustainable. Experience demonstrates that when we build bigger roads, we are not only making it impossible to achieve these strategic goals, but we are also not solving the problem of traffic congestion. Bigger roads invariably lead to physically larger cities and more vehicle traffic. An alternative strategy to increasing road capacity is to address congestion by incentivizing ways for people to live closer to where they are commuting to. These inward growth patterns can reduce driving distances and in turn, the number of cars on the road. With higher densities and shorter commuting distances, alternative mobility options like walking, biking and public transit become more viable. Targeted investments to make these different transportation modes more attractive can reduce vehicle use and further alleviate traffic congestion. From ancient Rome to North American streetcar suburbs, and the sprawling cities of today, Marchetti’s Constant has demonstrated for thousands of years that transportation systems are fundamental in shaping cities, and they can either be used to expand urban sprawl, or they can naturally push growth and development inward in a more sustainable way. Brent Bellamy is creative director at Number Ten Architectural Group.

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Re: Plans for twining Mcgilvary west bound from tracks to perimeter...what do you think?
by Mark Cohoe 19 Feb '24

19 Feb '24

Caution! This message was sent from outside the University of Manitoba. Thanks Terry, I hadn't seen this, and we never got an invite to participate as a stakeholder on this (we usually do). It does seem to completely ignore the city's cycling strategy as well as OurWinnipeg 2045. I'm very glad that you contacted us and sent this my way. Cheers, Mark On Fri, Feb 16, 2024 at 5:22 PM Terry Zdan <tjzdan50(a)gmail.com<mailto:tjzdan50@gmail.com>> wrote: I think a grade separated pedestrian/cycle crossing such as gateway @ chief peguis would be most appropriate. Anything less not so much. Have to also address access to Bison Crossing. Apparently you can comment at this site https://engagemb.ca/pth3 ? -- Mark Cohoe Executive Director Bike Winnipeg t: 204-894-6540 e: mark(a)bikewinnipeg.ca<mailto:mark@bikewinnipeg.ca>

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WFP: Eyebrows raised over what’s not in City of Winnipeg's budget (Feb9'24)
by Beth McKechnie 09 Feb '24

09 Feb '24

Crucial infrastructure projects aren’t financed Eyebrows raised over what’s not in budget https://www.winnipegfreepress.com/breakingnews/2024/02/08/eyebrows-raised-o… THREE major infrastructure projects are notably absent from the City of Winnipeg’s proposed multi-year budget; no funding was earmarked for the now closed Arlington Bridge, Kenaston Boulevard (Route 90) widening or Chief Peguis Trail extension. That’s despite some councillors and advocates pushing the city to prioritize replacement of the 112-year-old Arlington Bridge, a major connection between the North End and West End over the Canadian Pacific Railway yards. Funding demands grew louder in November when the city suddenly closed the bridge — even for pedestrians — due to structural concerns. “We should (have started) funding a replacement (bridge) quite some time ago because we knew it was going to fail,” said Coun. Ross Eadie (Mynarski), whose ward includes the structure. Eadie said he would have liked to see the city devote part of the revenue raised from frontage fees, which the previous 2023 budget raised by $1.50 per foot, to start saving for a replacement. A 2018 report suggested a new bridge would cost about $330 million. Eadie said the bridge is a “critical” link between communities, with emergency response times to some homes likely running longer since its closure. Mark Cohoe, executive director of Bike Winnipeg, said the loss of the bridge also cut off a key active transportation route. “Realistically, we need to be seeing money to replace the Arlington Bridge to include (new) protected bike lanes … or to see money going into rail relocation (so the bridge is no longer required),” said Cohoe. While the Chief Peguis, Kenaston and Arlington Bridge projects aren’t financed in the draft 2024 to 2027 budget, it notes Mayor Scott Gillingham promised revenue from the 2023 frontage fee hike could be used for the road projects. That revenue was allocated to general road repairs but would be diverted to Chief Peguis and Kenaston “trade corridor” projects, if federal and/or provincial funding is confirmed. “Once we’re ready to proceed with Kenaston (that can raise money) to pay for the city’s portion of it,” said Coun. Jeff Browaty (North Kildonan). Browaty, who leads council’s finance committee, said unallocated roads funding in the six-year capital plan could also be used. The proposed municipal budget assumes the province’s strategic infrastructure funding to the City of Winnipeg will remain frozen at $89.8 million each year until 2027, with all the money already allocated to various capital projects. Ian Bushie, Manitoba’s municipal relations minister, was tight-lipped about a possible increase to the city’s infrastructure funding being included in the NDP’s first budget in the spring. It will be up to the city to bring forward a proposal that prioritizes the Arlington Bridge and other major capital projects before the provincial government makes any decisions about financial support, said Bushie. “We’ve had continued… discussions to see how we can best accommodate the City of Winnipeg with their significant challenges,” Bushie said, He said a seven-year freeze on the city’s provincial operating grant under the former Tory government is forcing it to catch up in a lot of areas. “When they bring their priorities to the table, we’re open to having those discussions.” As for the widening of Kenaston Boulevard and the western extension of the Chief Peguis Trail, Bushie said discussions continue across levels of government. “I can assure you that we are more than willing to be an advocate and open to those discussions to see how we can best support,” Bushie said. The mayor plans to wait on the results of business case studies on the feasibility of the Kenaston and Chief Peguis projects before taking further city action. Browaty noted the city will wait for an ongoing engineering study on Arlington to be finished before deciding its fate. All three studies are expected this year. If approved, the Chief Peguis Trail extension would stretch from Main Street to Brookside Boulevard and Kenaston Boulevard would be widened to include three lanes in each direction between Ness and Taylor avenues for a combined cost of about $1 billion. — With files from Danielle Da Silva joyanne.pursaga(a)freepress.mb.ca X: @joyanne_pursaga

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WFP: Treacherous walkways (Feb9'24)
by Beth McKechnie 09 Feb '24

09 Feb '24

Treacherous walkways Wacky winter weather is making sidewalks a risky, slippery mess https://www.winnipegfreepress.com/breakingnews/2024/02/08/mild-weather-has-… WENDY Scharf watched from the steps of her home in the Central St. Boniface neighbourhood Wednesday afternoon as passing pedestrians shuffled, slid and sidestepped over slick sections of ice and pools of water covering the northbound sidewalk. It’s a common sight, she said, and part of living in a residential area typically considered lower priority by city street-clearing crews. “It’s like this all the time. I mean, all the time,” Scharf said, pointing toward the brown, slush-covered sidewalk. “It is very dangerous this time of year to be out here. I think it adds a level of difficulty, especially for the elderly and people who have strollers.” Winnipeg is experiencing an uncommon pattern of weather conditions that have contributed to the issue this winter, with mild temperatures causing a freeze-thaw cycle that generates ice on roads and sidewalks and in gutters and drains. Reports of slippery conditions have spiked as a result, with the city receiving 562 requests for service related to icy sidewalks and active transportation pathways since Oct. 1. During the same period the previous year, it received just 121 such complaints, city data shows. Last year, when there was more snow, the city received 1,622 requests for service related to blocked sidewalks and active transportation pathways. The same period this year generated just 402 complaints, the data show. Overall, the requests for sidewalk maintenance are down by 44 per cent so far this season, the city said. Coun. Janice Lukes, who leads the public works committee, and Coun. Matt Allard, who has been a vocal proponent of improved snow clearing, traded barbs on the subject during a committee meeting last week. Allard (St. Boniface) demanded better service on sidewalks, saying they should be plowed to the pavement, while Lukes (Waverley West) argued the city is doing everything it can to stay ahead of challenging conditions on major thoroughfares. Up to four centimetres of snowfall and sub-zero temperatures were forecast for Winnipeg beginning Thursday afternoon. The city organizes its snow-clearing schedule in order of priority, with major thoroughfares and adjacent sidewalks classified as Priority 1, non-regional bus routes and collector streets designated as Priority 2 and followed by Priority 3 residential streets. P1 areas are typically plowed to bare pavement within 36-hours of snowfall and then salted. Sidewalks along P1 and P2 streets are plowed after a five-centimetre snowfall and maintained to “a compacted snow surface,” except for downtown sidewalks, which are supposed to be cleared to bare pavement. Sidewalks in residential areas are considered the lowest priority and are plowed to a compacted snow surface only after all the other sidewalks have been plowed. Recently, a number of groups advocating for persons with disabilities launched the S(NO)w Plow campaign to lobby for better clearing of sidewalks. The groups say for persons with disabilties, sidewalks can be impassable when not properly cleared of snow. Michael Cantor, manager of streets and maintenance, said the current sidewalk-clearing equipment operated by the city is incapable of stripping pathways to bare pavement, owing to their uneven surfaces. Clearing sidewalks in such a way could damage equipment or infrastructure — whichever breaks first, he said. City workers would need to use salt and chemicals to reach bare pavement, but current bylaws restrict the use of such materials to P1 streets in an effort to reduce their associated negative environmental impacts, he said. Cantor said he’s looking forward to colder temperatures that will temporarily halt the thaw and allow workers to spread sand to improve traction. In the current conditions, sand mixes with melting ice and has a negligible effect. Allard noted the city has unsuccessfully attempted to pass various motions approving a plow-to-pavement pilot project for P3 zones at least three times in recent years. He believes investments in improved sidewalk-clearing equipment could improve maintenance quality without draining the city’s coffers, saying the snow-clearing budget reserved for roadways is often overspent, while the sidewalk clearing budget is underspent. Lukes pushed back on the idea, saying even if equipment was able to clear pathways to the pavement, the resulting ice and snow would need to be hauled to one of the city’s snow storage locations at an exorbitant cost. She pointed out that Winnipeg’s approach to sidewalk clearing is unique, given that some other municipalities — including Calgary, Edmonton, Regina, Saskatoon, Toronto and Vancouver — require homeowners to clear walks in front of their homes. The topic has been raised in recent years, but as snow-clearing bylaws are currently written, the City of Winnipeg can fine residents who take it upon themselves to clear snow and ice from city property. Allard said he is opposed to the idea of residents being asked to clear walkways, given such maintenance is an expected return on taxpayer funds. However, he believes the current bylaw should be amended to protect residents from fines, should they choose to do so. Martin Pollock, a Winnipeg lawyer specializing in personal-injury cases, said it is difficult, but not impossible to prevail in a slip-and-fall lawsuit against the city on its property. Municipalities are exempt from certain sections of the Occupiers Liability Act, meaning they cannot be held liable under the legislation for injuries occurring on their property. “Now, that doesn’t mean you can’t sue them for negligence,” Pollock said. “The question becomes, how often did they inspect that piece of the sidewalk? Did they know about it? Did somebody call them five times? “It all depends on the circumstances.” The Winnipeg Regional Health Authority said it does not reliably track slip-and-fall injuries, but noted “hundreds of Manitobans are injured from slipping on snow and ice, most commonly in and around parking lots and on sidewalks and especially when temperatures fluctuate around freezing temperature.” tyler.searle(a)freepress.mb.ca

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WFP: Online campaign targets city’s sidewalk clearing (Feb1'24)
by Beth McKechnie 01 Feb '24

01 Feb '24

Online campaign targets city’s sidewalk clearing https://www.winnipegfreepress.com/breakingnews/2024/01/31/online-campaign-t… ORGANIZATIONS that speak for seniors and people with disabilities hope pictures of poorly cleared sidewalks in Winnipeg will force politicians and bureaucrats to step up. The S(NO)w Plow campaign, which launched on Facebook this week, is made up of several organizations including the Manitoba League of Persons with Disabilities, Cerebral Palsy Association of Manitoba, Transportation Options Network for Seniors and the Visually Impaired Resource Network. “We want Winnipeggers to share their photos and their stories to show the people who make these policy decisions that it is not a few complainers here, it is a citywide problem,” said Melissa Graham, executive director of the league, on Wednesday. “It creates inequality when your sidewalk is cleared at a different level… I know people who don’t leave their houses this time of year because they feel the sidewalks are too unsafe.” Graham said a social media site that uses photos to highlight the problem is needed because she and the other groups have tried many times to persuade councillors to improve sidewalk plowing. For example, on Tuesday, councillors on the city’s public works committee failed to act on a motion that would have required all sidewalks in the city to be plowed as quickly as major streets such as Portage Avenue and Pembina Highway following a snowfall. “I’m disappointed,” Graham said. “To me, sidewalks should be the most prioritized ones in the city for plowing because they impact everyone.” Graham said the problem extends to the recent spell of mild temperatures that has created slushy conditions. It means the wheels of her power wheelchair get stuck in the slush. David Kron, executive director of the cerebral palsy association, said while councillors have shelved the latest motion, “a larger debate has to be made. “There is more work to this than to just say no. It is not going away.” Kron said having online photos that show plowing problems on sidewalks is better than simply making a complaint to the city’s 311 system. “I know we live in a place with snow and winter, but reasonable accommodation needs to be made,” he said. “The city is liable for people who fall on sidewalks and roads. It can happen to anyone.” Coun. Janice Lukes, the public works chairwoman, said all sidewalks could be done to the same level as those on top priority streets, but it would cost millions of dollars more each year. Lukes said a report last year found the city would have to buy 54 more sidewalk plows for about $12 million, spend $7 million to operate them annually and also build a garage to store them during the off season. Even if this was done, Lukes said it wouldn’t solve the problem of sidewalk accessibility during winter. “There is snow left on either side of the sidewalk when a plow goes down and when it melts it goes into the trough — the sidewalk,” she said. “The only way it could be prevented is to remove all of the snow there. You would need plows, trucks and equipment and then you haul it all to the snow dumps. Imagine what this would cost. “We fiscally and financially can’t remove all of the snowbanks. But I really think Winnipeg is one of the best cities for removing snow.” Lukes said a report into this year’s snow-clearing effort, including where improvements need to be made, is expected in June. kevin.rollason(a)freepress.mb.ca

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WFP: Councillor demands better sidewalk clearing (Jan26'24)
by Beth McKechnie 26 Jan '24

26 Jan '24

Counillor demands better sidewalk clearing https://www.winnipegfreepress.com/breakingnews/2024/01/25/councillor-demand… A CITY of Winnipeg councillor is pushing to make the clearing of sidewalks right down to pavement the same priority as removing snow on the busiest streets. “People are getting hurt,” said Coun. Matt Allard, who introduced a motion at council’s meeting Thursday. It calls for snow and ice to be cleared from sidewalks at the same level as Priority 1 streets, regardless of whether the sidewalk or active transportation path is on a Priority 1, 2 or 3 (residential) street. The motion also calls for plow operators and contractors to be subject to fines if they push snow onto sidewalks and don’t remove it, and for the city to establish a reserve fund for snow-clearing operations. He has advocated for improved snow clearing for several years, but recently while taking the bus, the councillor for St. Boniface said he noticed the road was bare but the sidewalk hadn’t been plowed and pedestrians were having to trudge through snow. The difference in clearing was obvious along Archibald Street. When he posted about the issue on social media, he heard similar complaints from Winnipeggers who have struggled to walk on sidewalks during this relatively mild winter. “People slip and fall, get injured and, in some cases, some injuries can lead to fatalities, so people are suffering,” Allard said. “I don’t think, as a human rights city, that our snow-clearing policy conforms to human rights,” he said. The councillor maintained the current snow-clearing policy fails to uphold the rights of mobility and equal access to government services. He said people with mobility issues and people who don’t drive cars should be able to get around just as easily as motorists do in winter. “To me, this is a blatant violation of people’s human rights because of freedom of mobility and equality of access to services from government.” His motion was referred to the public works committee. Winnipeg’s council-approved snow clearing policy was recently updated, and this is the first winter the city has had 15 additional sidewalk snow-clearing machines to put to use. They’ve been out since late last year. “Anecdotally, our crews and inspectors say it has definitely made a positive difference in the service we are able to provide,” stated Julie Dooley, communications co-ordinator for public works. The cost of snow clearing so far this winter season is not yet available, a spokesperson for the public works department said Thursday. Every winter for about a decade, the city has gone over-budget on snow removal. That’s part of the reason Allard’s motion asks for a reserve fund, which he said would make the spending more transparent. A reserve fund existed in the past, but was removed due to cost pressures, he said. “There has been progress, but I think there’s a lot more work to do,” he said. The city’s priority levels for snow clearing are set based on traffic volumes and result in the busiest streets being cleared first. Priority 1 roads are supposed to be cleared to bare pavement within 36 hours of an average snowstorm, and are then salted. Sidewalks along Priority 1 and 2 streets are plowed after a five centimetre snowfall and maintained to “a compacted snow surface,” the policy states, except for downtown sidewalks, which are to be cleared to bare pavement. Typically, sidewalks in residential areas have been the lowest priority. Sidewalks along Priority 3 roads are plowed to a compacted snow surface only after all the other sidewalks are plowed. The policy was changed last year to prioritize sidewalk plowing near elementary schools, and a deadline was added, stating sidewalk plowing should normally be finished within five days (not including weekends or holidays). katie.may(a)winnipegfreepress.com

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WFP: City seeks input on new potential cycling routes downtown
by Beth McKechnie 25 Jan '24

25 Jan '24

WINNIPEGGERS can weigh in on new potential bike routes as part of a vision to revitalize downtown. The city has launched a survey to gather feedback on the alignments for cycling routes along St. Mary Avenue and York Avenue, as well as Notre Dame Avenue and Cumberland Avenue. The potential alignments are posted online. Residents can also register to attend a virtual Zoom event at 7 p.m. on Feb. 7. More information about the survey and virtual event is available at https://engage.winnipeg.ca/centreplan2050.

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INVITATION: Winterpeg is For Everyone: Exercise and Adventure for Persons with Disabilities
by Anders Swanson 24 Jan '24

24 Jan '24

Hello winter warriors! You are invited to Winterpeg is For Everyone outdoor adventures tailored to persons with disabilities. Hosted by Winnipeg Trails and Paralympian and Coach Olex Korniiko *Who* You! Persons with disabilities who would like to share their experience with a community and/or learn new skills. *What:* (Optional) Olexercise Tailored exercise session for persons with any disability with Paralympian and Coach Olex Korniiko. Join in person or ask for an online link to join at home. (Main event) Equipment and support for winter adventures. Somewhere new each week! Get fresh tracks. Join mobile ski library afterward. Invite friends and family and do both! *HOW TO JOIN: * Click the event link for full info and to RSVP: https://winterpeg.org/events/olexercise-and-other-cool-programming-for-peop… Or email olex(a)winnipegtrails.ca or call Olex at 431-334-5527 *When: * SATURDAYS in winter 11:00am - Olexercise! 12:00 noon - Winterpeg is For Everyone Winter Adventures *Where:*UPCOMING LOCATIONS AND DATES Saturday January 27th - Fort Garry CC Saturday February 3rd - St.Norbert CC Saturday February 10th -Seine River Adventure @ Kilter Brewery Saturday February 17th - Lindenwoods CC Friday February 23rd - Brewski at Assiniboine Park (+18) (6:30pm start) NOTE: Saturday February 24th - No program. Saturday March 2nd - St.Norbert Community Centre More Winter events in March as weather allows. Get in touch for spring and summer events too! *Why: *Have fun. Build community. Try new things. *Note: Persons with disabilities welcome at all Winterpeg events of course. Visit Winterpeg.org for the full calendar of events and some info on accessibility of the event site and equipment that may be available. * *Image caption note for persons with disabilities: attached poster shows the same information as the PDF and includes with an image of a person using a sit ski, and the Winterpeg logo, showing a stylized face "eating" a snowflake. *

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Reduced-Speed Neighbourhood Pilot | Phase 2 drop-in events
by Beth McKechnie 16 Jan '24

16 Jan '24

https://engage.winnipeg.ca/reduced-speed-neighbourhood-pilot We want to share what we’ve learned so far. Join us at a drop-in (come-and-go) community event as part of Phase 2 engagement! We are holding one event in each pilot neighbourhood. Preview the presentation boards <https://engage.winnipeg.ca/29627/widgets/120073/documents/121866>. The events provide the opportunity for you to talk to the project team, learn more about the project and share your experiences, expectations, and opinions. Bourkevale Date: Monday, January 29, 2024 Time: 4:30 p.m. to 7 p.m. Location: Bourkevale Community Centre, 100 Ferry Rd(External link) <https://maps.app.goo.gl/sHc6TNUdKHxaWkYBA> Format: Drop-in (come-and-go) Tyndall Park (South) Date: Tuesday, January 30, 2024 Time: 4:30 p.m. to 7 p.m. Location: Sir William Stephenson Library, 765 Keewatin St(External link) <https://maps.app.goo.gl/YUwD77RnH7Njx9eU8> Format: Drop-in (come-and-go) Richmond West Date: Wednesday, January 31, 2024 Time: 4:30 p.m. to 7 p.m. Location: South Winnipeg Community Centre – Richmond, 666 Silverstone Ave(External link) <https://maps.app.goo.gl/AXNz3mSCAAhzJCcm9> Format: Drop-in (come-and-go) Worthington Date: Thursday, February 1, 2024 Time: 4:30 p.m. to 7 p.m. Location: Norberry-Glenlee Community Centre, 26 Molgat Ave(External link) <https://maps.app.goo.gl/ceiTAD1r846vxu7v9> Format: Drop-in (come-and-go)

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WFP: Blue Line is Transit’s busiest route and packed with lessons for system expansion (Jan2'24)
by Beth McKechnie 02 Jan '24

02 Jan '24

Despite initial bumps in the road, the express Blue Line is Transit’s busiest route and packed with lessons for system expansion The future is Blue https://www.winnipegfreepress.com/breakingnews/2024/01/01/the-future-is-blue IT’S 7:31 a.m. Wednesday, Dec. 13 outside Balmoral Station when the metaphorical whistle blows — a text exchange between a bus rider and motorist ending with, “Race on.” The former is a reporter. The latter is a photographer, who is competing against Winnipeg Transit’s Blue Line in a marked Free Press vehicle during rush hour. The rules are straightforward: Start driving when the rapid transit bus leaves its first downtown stop of the route, follow the speed limit and stop the timer upon parking at the University of Manitoba. Just over 22 minutes later, the vehicle driver is first to arrive. An accordion bus pulls up to the Fort Garry campus’ main stretch at 8:11 a.m, capping off a public transit commute nearly twice the length of a drive. Winnipeg Transit’s Bjorn Radstrom would argue that an asterisk must be attached to the vehicle driver’s win, especially given both the skies and roads were clear. Radstrom said “rapid transit” is a misnomer because while he said speed is valued, the most important thing for the local Transit service, per rider feedback, is reliability. (Frequency is also high up on the service’s list of priorities, he said.) “If somebody is driving to the U of M or from the south end of the city to downtown and traffic is going really well, sure, odds are they’re going to be faster in their car than on a bus. But when things get really congested for cars, the bus should always take roughly the same amount of time,” said the manager of Transit service development at the City of Winnipeg. “You can rely on that and not be concerned your whole day is going to be messed up because of a snowstorm or bad traffic.” To his point, the city’s Navigo trip-planner estimated the morning Transit trip from downtown to Fort Garry would take 38 minutes via the express route, and it ended up taking just shy of 40 minutes. ••• The Blue Line spans 11.2 kilometres in length — much of it parallel to Pembina Highway, on a roadway that was built to keep buses separate from other traffic and allow them to travel at speeds up to 80 km/h. The $467-million project, also known as the Southwest Transitway, sought to divert traffic from a busy commuter corridor between downtown and the U of M. And it’s been successful in doing so. Despite initial bumps in the road, the express line is now the busiest in Winnipeg Transit’s network. The first phase of the transitway was unveiled in 2012. The completed project’s highly anticipated launch happened eight years later, during a historic low in public transit use and as city officials were pleading with residents to stay home to slow the spread of COVID-19. Daily boardings across the city have returned to 94 per cent of pre-pandemic levels. On the Blue Line, the number of weekday boardings is more than four times what it was shortly after its rollout in April 2020. On average, there were 3,906 daily user transactions on the Blue Line during the fall of the launch year. That figure climbed to 7,112 in 2021, 13,715 in 2022, and is currently sitting at 16,937. “I don’t think I’ve ever been on a bus (en route home) that hasn’t been packed,” said Elise D’Aoust, a U of M student who takes the Blue Line to and from classes. D’Aoust, who lives in Charleswood, parks her car at Chancellor Station and rides the bus if she does not need her vehicle to get to work later in the day. She said she can typically count on the Transit ride taking fewer than 15 minutes in either direction. Costly parking and the U-Pass — a discounted bus pass that provides post-secondary students with unlimited rides during their studies, in exchange for the entire student body paying a mandatory fee — are both motivators to use a sustainable mode of transportation, D’Aoust said. Another bonus is she has free hands to scroll social media or read a textbook on the bus. “If I want to force myself to study, I’ll make sure that I bus,” she added. ••• Forty-one per cent of all students, staff and faculty members travel via public transit to U of M’s main campus, one of the most popular transit hubs in the city — second only to the downtown core. Driving alone is the second most popular mode of transportation, followed by carpooling, walking and biking — accounting for 25 per cent, 11 per cent, four per cent and one per cent of all commuters, respectively. Sixteen per cent of individuals work or study from home, and the remainder did not disclose their exact commute logistics in the university’s 2023 campus commute survey. Nearly 6,000 community members, representing a 15 per cent response rate, completed the online poll between Jan. 16-31, 2023. “There’ve been a few shifts — for staff, especially, in the 2023 survey because there has been a little more flexibility in terms of some work-from-home days so that has changed the commute lens a little bit,” said Jessie Klassen, U of M’s sustainability projects co-ordinator, during a recent episode of Not Necessarily the Automobile — a campus radio show that explores public and active transportation issues. Citing respondents’ frustrations about late buses, overcrowding and pass-bys due to full loads, a report on the latest commuter findings includes a call for administration to address service-level concerns with Winnipeg Transit. “Our students pay for a lot of Transit and get the absolute minimum,” one participant said in their 2023 submission. Another wrote they often cannot catch a transfer until five or six packed buses come and go during rush hour. Several community members indicated they purchased vehicles because of their poor service experiences. Transit service development boss Radstrom said he welcomes formal complaints — the more specific, the better — so that staffers know where the problems are and can work to fix them. “Ridership has really come back very strongly (post-pandemic) and if anything, it’s higher than we expected it to be, so what we’re struggling with now is really high passenger loads on the Blue Line,” he said. The aftermath of COVID-19’s system-wide halt, government funding approval delays and supply chain problems are currently causing Winnipeg Transit challenges, he said. Radstrom noted that Transit needs more of the articulated or “bendy buses,” each of which can fit about 50 more passengers than traditional 40-foot-long vehicles, because the existing fleet is aging. That aging, in turn, adds to service issues because there are not enough usable buses to meet ridership demands. ••• Blue Line buses are scheduled to make stops along the main line — which splits in two around Waverley Heights so drivers can service U of M and St. Norbert loops — every four to five minutes during weekday rush hours. Buses become more infrequent during quieter times, although passengers are never supposed to wait more than 35 minutes for a ride at a major stop, per Winnipeg Transit’s schedule. The successes of the transitway, including its spine and feeder model, are now informing plans to overhaul the city’s wider network. Radstrom said change is required to simplify and straighten out routes by minimizing left turns, among other updates that will speed up run times and increase the efficiency of the existing system, which he calls “convoluted.” The host of UMFM’s Not Necessarily the Automobile has no shortage of ideas on how to improve service and in turn reduce CO2 emissions in the city — more than half of which are currently linked to transportation. Adam Johnston said the city needs to implement universal low-cost fares, bolster advertising efforts to attract riders, and do a better job of linking bus routes to active transportation paths. “If Winnipeg wants to get to a million people, we can’t just keep expanding freeways like Kenaston and Chief Peguis,” Johnston said. “We have to have serious discussions about land use and getting out of the car and building sustainable communities, and that does include a more equitable Transit system here in the city.” maggie.macintosh(a)freepress.mb.ca

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Brandon Sun: Driver charged in Brandon crash that killed 15-year-old cyclist (Dec29'23)
by Beth McKechnie 29 Dec '23

29 Dec '23

Driver charged in Brandon crash that killed 15-year-old cyclist Car travelling twice speed limit: police https://www.winnipegfreepress.com/breakingnews/2023/12/28/driver-charged-in… POLICE have charged a 24-year-old Brandon man in the death of a 15-year-old boy who was struck by a car while cycling in the northwest area of the western Manitoba city in early October. Police said at the time that authorities expected charges would be laid against the driver, who remained at the scene after the collision and waited for police and emergency responders. Antoine Sutherland, a Vincent Massey High School student, was killed in the collision. The driver, who was not hurt, is facing a charge of dangerous operation of a motor vehicle causing death. Brandon Police Service public information officer Sgt. Kirby Sararas told the Brandon Sun that fatal collision investigations can be lengthy. Once completed, police consult with a Crown attorney who then must go before a review panel for charges to be determined. “It is a process, it does take time and then of course the investigation itself is very technical,” Sararas said. The investigation by the BPS traffic section, forensic identification unit and a collision analyst determined that the vehicle was travelling more than twice the speed limit when the cycling youth was hit just before 5 p.m. on Oct. 5. The boy was heading north on McDiarmid Drive when he was struck by the vehicle travelling westbound on Victoria Avenue, a main artery in Brandon. He was taken to hospital where he was pronounced dead. Sararas said a collision analyst uses forensic mapping devices and computer software to investigate collisions, and data pulled from a black box or data recorder in the vehicle is used to obtain information including airbag activation, speed and brake application. “The investigation itself takes a bit of time to ensure that we’ve got all the right pieces in place before we send it to the Crown,” she said. A sacred fire and walk in memory of the teen, who was of Indigenous and Ethiopian descent, were held the weekend following his death. A pedestrian corridor was installed at the intersection in 2022. A safety review three years earlier found that daily traffic counts at the intersection saw approximately 18,000 vehicles and 780 pedestrians and recommended that a pedestrian corridor be installed at any intersection where traffic volume exceeds 9,000 vehicle movements. The driver was released after his arrest and is scheduled to appear in Brandon court on Feb. 26. — Brandon Sun

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WFP: Probe of bridge at The Forks on hold (Dec28'23)
by Beth McKechnie 28 Dec '23

28 Dec '23

Warm weather prevents engineers from assessing structural integrity Probe of bridge at The Forks on hold https://www.winnipegfreepress.com/breakingnews/2023/12/27/warm-weather-keep… MILD weather has delayed efforts to assess the structural integrity of The Forks Historic Rail Bridge, which has remained closed for months with no reopening date in sight. The former railway structure, which allows pedestrians and cyclists to cross the Assiniboine River from South Point Park to The Forks, has been closed since an assessment in June revealed potential safety issues, The Forks North Portage chief executive officer Sara Stasiuk told the Free Press. “We are doing some pretty extensive investigations with engineers to find out what exactly is wrong with it,” Stasiuk said, speaking Dec. 22, after an unrelated announcement. “It is kind of deemed not safe at the moment and we need to look at the structural steel and concrete to see what exactly the issue is and what our solutions might be.” While the initial assessment is expected to be completed this winter, the work cannot begin until the river ice below freezes solid, allowing engineers and equipment to access the underside of the bridge. At this point, the extent of required maintenance is unknown, Stasiuk said. “There is the potential that it could be closed for a long time and that the work is very expensive and extensive.” The Forks first alerted the public to the Winnipeg bridge’s indefinite closure in social media posts June 5, but it has not released subsequent updates, frustrating some active transit proponents. “You’d think they would actually be more forthcoming and give at least some proper notice or knowledge to people about what is going on, letting people know where they are at with it and how long it’s going to take,” said Tim Woodcock, owner of Woodcock Cycle Works. “Even if they don’t have all that completely, just some communication would be helpful because it is a main artery for people commuting. Whether by walking or cycling, that’s a very popular route to get through to St. Boniface or vice versa.” The lack of information highlights a disparity between cyclists and motorists, Woodcock said, asserting the latter receives regular updates when traffic routes are disrupted. Cyclists and pedestrians who are familiar with the bridge have found alternative routes in the interim, but newcomers or visitors to the city might find themselves stranded — particularly if they rely on cycling maps provided by the City of Winnipeg, which still present the bridge as an active route, Woodcock said. “It’s pretty straightforward, things do wear out and (The Forks is) doing it for people’s safety, well, come out and say that,” he said. “You might wonder why people get upset about it… but when there is no information whatsoever, it opens it up to speculation and people look at it in more of a negative light than it needs to be.” Such speculation includes a belief among some in the cycling community the closure was possibly influenced by the May 31 collapse of an elevated walkway at Fort Gibraltar that sent 17 people to the hospital, Woodcock said. The Forks has repeatedly said the Historic Rail Bridge inspection was routine and unrelated to the incident at the nearby site. Stasiuk acknowledged the impact of the closure and offered assurances that further updates and information will be released to the public as they are available. “It’s a huge impact. It’s super frustrating and disappointing for active transportation,” she said. “We recognize that it’s a huge deal, but safety (comes) first.” Construction on The Forks Historic Rail Bridge began in 1913, placing it among a raft of aging local structures that continue to carry pedestrians and traffic despite being more than a century old. Others include the Redwood/ Harry Lazarenko Bridge (1907-08), Louise Bridge (refurbished for automobile traffic in 1910) and Elm Park Bridge (1912-13). The Arlington Bridge (1910-12) closed indefinitely Nov. 21, due to safety concerns relating to its structural integrity. That closure has been similarly disruptive for cyclists and pedestrians travelling in the northwest region of the city, Bike Winnipeg executive director Mark Cohoe said. “The deciding factor for somebody who is considering cycling is not the best part of the ride, but the worst part,” Cohoe said. “The city is working to close those gaps… but as we close those gaps, it’s obviously critical that we don’t open new gaps — and these are both two new gaps.” Cohoe said if the rail bridge assessment identifies the need for extensive reconstruction, he would like to see the city pitch in to help The Forks cover the expense and ensure the active transit “thoroughfare” is not permanently closed. — with files from Jura McIlraith tyler.searle(a)freepress.mb.ca

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WFP: City study of Osborne slip lane due in spring (Nov28'23)
by Beth McKechnie 28 Nov '23

28 Nov '23

City study of Osborne slip lane due in spring https://www.winnipegfreepress.com/local/2023/11/27/city-study-of-osborne-sl… A municipal study on getting rid of an Osborne Village slip lane has yet to begin, but a local architect says making pedestrian-friendly changes is long overdue. Slip lanes, which allow drivers to make a right turn while bypassing an intersection, can speed up car commutes but slow down pedestrians and cyclists who must cross that uncontrolled lane of traffic. Architect Brent Bellamy, creative director at Number Ten Architectural Group, bikes daily through the slip lane at Academy Road and Stafford Street. He describes them as “highway infrastructure that have somehow crept into the design of residential streets,” and have no place in pedestrian-frequented areas. “Every single morning I think, this is what they’re going to write on my tombstone: ‘He died crossing the slip lane,’” Bellamy said with a laugh. “Because I’ve had so many close calls and they are just the bane of my existence.” A City of Winnipeg report on replacing the slip lane at Osborne Street and River Avenue with pedestrian sidewalks isn’t expected to be complete until the spring and submitted to the public works committee on May 7, a city spokesperson said. The city is considering whether to eliminate that slip lane as part of a traffic-calming proposal that also looks at closing Assiniboine Avenue to vehicles between Fort and Main streets. The idea to replace the Osborne Village slip lane with some kind of pedestrian scramble was proposed in the spring in a new blueprint for the neighbourhood by the Osborne Village Business Improvement Zone. The city’s public service has been tasked with studying the elimination of the slip lane and considering, instead, wider sidewalks, continuous sidewalks or a pedestrian scramble, according to an Oct. 10 directive from the standing policy committee on public works. “We should do everything we can to invite pedestrians to Osborne, not make them feel unsafe or uncomfortable for being there,” Bellamy said. Other cities, such as Montreal and Edmonton, have removed some slip lanes, sometimes placing planters there instead in a process that is neither lengthy nor too expensive, Bellamy noted.

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WFP: NEW BIKE REGISTRY ROLLING FORWARD (Nov1'23)
by Beth McKechnie 01 Nov '23

01 Nov '23

*NEW BIKE REGISTRY ROLLING FORWARD* A CALL to endorse a new bike registry for Winnipeggers is rolling forward. On Tuesday, council’s community services committee voted in favour of a call to end a city-run bike registry and instead urge citizens to register their bikes with 529 Garage, a free, cloud-based system. The city registry has a $7.35 registration fee. If council approves, the new registry would share data with hundreds of police agencies and Winnipeg civic officials in hopes of getting more stolen bikes returned to their owners. The proposal also includes about $50,000 in each of the next four years to implement a new registration and theft-prevention program. The city sought new bike registration options in June, noting up to 2,000 bicycles are reported stolen in Winnipeg each year; about 1,000 are recovered but less than 10 per cent are successfully returned to their owners.

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WFP: City boosts bike path plowing (Nov1'23)
by Beth McKechnie 01 Nov '23

01 Nov '23

Aim to clear snow on active routes quicker City boosts bike path plowing https://www.winnipegfreepress.com/breakingnews/2023/11/01/city-boosts-bike-… SNOW is expected to be removed from most active transportation routes in less than two days this winter, as the city adds special plows to its snow-clearing arsenal. Avid cyclists hope more snow-free paths will mean fewer road rage incidents, as cyclists won’t be forced into the street. Michael Cantor, the city’s manager of streets maintenance, said snow days for active transportation paths will be shorter, now that the city has added 15 new bike path and sidewalk snow-clearing machines to its fleet of 31. Cantor said the extra machines, coupled with ones owned by private contractors, will allow the city to clear the sidewalks and paths along major streets and bus routes within 36 hours, if five centimetres of snow has fallen. Paths and sidewalks beside residential streets will be cleared in five days. “These machines are like a small truck plow that has a blade at the front or a snow blower and they are both on these new units,” he said. “They can also pull sand behind them. They look exactly like a snow blower you use at home only they are bigger, wider and stronger.” Cantor said the extra machines should allow the city to meet snow-clearance times mandated by council. St. Boniface Coun. Matt Allard, who regularly cycles to city hall from his ward, said he’s pleased the city has more capacity to clear bike paths because it is safer for cyclists and reduces road rage incidents. But Allard said he has noticed a change in how cyclists are treated on the streets in recent years. “I think attitudes are changing. There’s an understanding now that there are many road users, not only motorists, but also cyclists and pedestrians,” he said. “Yes, there are still some moments where a motorist, when there is no active transportation route or it hasn’t been plowed, gets upset and they honk or they come close, but I think public opinion is moving to a much greater appreciation for those who use active transportation. “In general, we need to be kind to each other.” Bike Winnipeg’s Mark Cohoe said he has also noticed more positive change in peoples’ attitudes while cycling. He said it could be because there are more bike paths in the city — and more are on their way, including paths along River and Stradbrook avenues, as well as Goulet Street and University Crescent. But there are still major gaps, Cohoe said, including Regent and Nairn avenues, where there aren’t dedicated bike paths. Ian Walker, an elementary school teacher, said he was recently targeted in a road rage incident on Nairn. “The driver in a pickup truck didn’t like I was taking the lane and he came up behind me and then went around me horn blaring, scaring me,” Walker said. “I then felt a bunch of liquid on me and thought it was a snowball. It turned out it was coffee. I had to go to a meeting with principals covered with coffee. Walker said motorists have vented their rage at him in the past when he had to pedal on the street with no bike path, or when it was filled with snow. Despite the recent incident on Nairn, Walker said it is still better to ride a bike now than a few years ago. “I think it is getting better, honestly. I think people are more tolerant.” kevin.rollason(a)freepress.mb.ca

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WFP: City eyes imposing speed limits on active transportation paths (Oct28'23)
by Beth McKechnie 28 Oct '23

28 Oct '23

City eyes imposing speed limits on active transportation paths https://www.winnipegfreepress.com/local/2023/10/27/city-eyes-active-transpo… THE City of Winnipeg will study the idea of imposing speed limits for electronic bikes and scooters. On Thursday evening, Winnipeg city council approved a call to have city staff study the potential new restriction, which could affect all motorized devices used on active transportation pathways. Traditional bicycles will be excluded. Coun. Janice Lukes said it’s great to see a hike in the number of people relying on active transportation. However, she said concerns about unsafe speeds of travel are triggering complaints and raising a need to consider new rules. “We’ve got people calling (about) getting hit (while) standing in the (path) and a dog’s leash got caught up in an e-bike… There are scenarios that are unfolding that are requiring us to look to see what other cities are doing that have addressed this issue,” the public works chairwoman said during the meeting. She noted Calgary has already imposed such a speed limit. The Alberta city requires all pathway users, including those riding manual bikes, to travel at or below posted speed limits. The maximum speed is typically set at 20 km/h, the City of Calgary’s website notes. The decision comes amid criticism an active transportation speed limit could prove difficult to enforce. Prior to ordering the report, the majority of Winnipeg council members opted to remove traditional bicycles from the potential speed limit. Coun. Matt Allard, who moved that amendment, told council members he feared including manual transportation could prove complicated. “I do believe that some of these (electronic) devices, particularly those that have been modified from the original manufacturer’s specifications, may achieve speeds that are significant. I would hope that we would not move in the direction of establishing maximum speeds for (traditional) bicycles because that would… likely mean installation of speedometers on bicycles and all sorts of issues with enforcement,” said Allard. Coun. Ross Eadie, who said he was once struck by a manual bicycle many years ago, voted against removing traditional bikes from the potential speed limit, suggesting all active transportation options should be limited to a maximum speed of 30 km/h. “If somebody gets hit by a bike moving really fast, believe me, it hurts… The older you get, the worse the injuries are,” said Eadie. Manitoba’s Highway Traffic Act already sets a restriction of 32 km/h for “power-assisted” bicycles with motors of up to 500 watts. Coun. Shawn Dobson, who raised the speed limit motion, argues an even lower cap is needed. “Thirty-two (km/h) on an active transportation path is way too fast. Probably anywhere from 10 (km/h) to 20 (km/h) would be reasonable,” Dobson said in an interview Friday. Dobson said he supported the call to remove traditional bikes from the speed limit to avoid holding up the report, but believes the option could be revisited in the future. joyanne.pursaga(a)freepress.mb.ca X: @joyanne_pursaga

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WFP: City to consider new bike registry (Oct26'23)
by Beth McKechnie 26 Oct '23

26 Oct '23

CITY TO CONSIDER NEW BIKE REGISTRY WINNIPEG could soon endorse a new bike registry in hopes of reuniting more stolen cycles with their owners. A new public service report calls for the city to urge citizens to register their bikes with 529 Garage, a free, cloud-based system that would replace an internal city-run bike registry that has a $7.35 registration fee. Council would also consider providing about $50,000 in each of the next four years to implement a new registration and theft-prevention program. The city sought new bike registration options in June, noting up to 2,000 bicycles are reported stolen in Winnipeg each year; about 1,000 are recovered but less than 10 per cent are successfully returned to their owners. If council approves, the new registry would share data with hundreds of police agencies and Winnipeg civic officials to help get more bikes returned.

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WFP: City seeks feedback on speed-limit reductions (Oct19'23)
by Beth McKechnie 19 Oct '23

19 Oct '23

(Adding to Dave Elmore's earlier message) *City seeks feedback on speed-limit reductions* THE City of Winnipeg is seeking feedback from residents in select neighbourhoods where speed limits have been reduced for several months. The city announced Wednesday it is entering the second phase of its reduced-speed neighbourhood pilot, in which speed limits in the Bourkevale and Tyndall Park neighbourhoods were reduced to 30 km/h, and limits in Worthington and Richmond West were reduced to 40 km/h per hour. “The pilot will tell us if changing the speed limit changes how fast vehicles actually travel, and if lowering the speed limit within a residential area affects neighbourhood livability,” the city said in a news release. The city has created separate surveys to assess the effectiveness of the program — one for residents living within the reduced speed limit areas, and another for the rest of Winnipeg residents. “Survey responses will help us understand both pilot area residents’ experience with the speed limit change and broader perspectives on speed limits in general,” the city said. In addition to the surveys, the city released the findings of a public engagement survey conducted in the program’s first phase before the limits were reduced. Sixty per cent of respondents felt residential speed limits should not be changed, while 40 per cent agreed with lowering them. The city is organizing a series of forums to be held early next year in which residents will be able to discuss the program. The first forum will take place at the Bourkevale Community Centre on Jan. 29 at 4:30 p.m. Further discussions will continue in each respective neighbourhood between Jan. 30 and Feb. 1. The survey is available online <https://www.winnipeg.ca/news/2023-10-18-winnipeggers-invited-talk-residenti…> on the City of Winnipeg website, along with a list of forum dates and locations.

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Thanks
by Dave Elmore 19 Oct '23

19 Oct '23

The City of Winnipeg put this survey about residential speed limits and the neighbourhood pilots. Please share widely! https://www.winnipeg.ca/news/2023-10-18-winnipeggers-invited-talk-residenti… Thanks Dave o _ ( \ _ (X)\ /(X)

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WFP Editorial: Cities must adapt to new bike tech (Oct17'23)
by Beth McKechnie 17 Oct '23

17 Oct '23

*Cities must adapt to new bike tech* https://www.winnipegfreepress.com/opinion/editorials/2023/10/17/cities-must… IT’S a bike, it’s a car, it’s something in between. If you spent any time travelling around Winnipeg this summer, you probably noticed some new vehicles whizzing around the city’s roadways and active transportation routes. Electric bicycles and scooters have accelerated into common use recently with riders of all stripes jumping on the bandwagon. The battery-powered vessels have seen a surge in popularity thanks to their environmental advantages, accessibility and fun factor. But their presence isn’t beloved by all. Last week, the city’s public works committee agreed to commission a report on the viability of establishing speed limits on active transportation paths for bikes, e-bikes, scooters and other devices. The motion, raised by Coun. Shawn Dobson last month, argues speed restrictions are necessary to protect all path users from collisions. The department has 300 days to report back. As in other jurisdictions, the issue is proving to be a contentious one, with some Winnipeggers expressing safety concerns about mingling with the speedy personal vehicles on pathways and others raising questions about the effectiveness of speed limit enforcement. All are valid viewpoints, which is why the city needs to take an holistic approach to regulations. With every new form of transportation technology, governments have had to grapple with their application on roadways. When horses and buggies were the norm, they were barred from being “driven at a gallop” on New York streets or risked incurring a hefty fine. Alberta introduced its first speed limits in 1906, capping automobile travel at 32 and 16 km/h on highways and within city limits, respectively. Road safety has improved as speed limits have increased thanks to a combination of regulation, enforcement, infrastructure and public education. The city must acknowledge each of these factors when drawing up new rules around e-bikes and scooters. Doing too little will create undue tension between users on active transportation routes. Doing too much will impede e-bike and scooter use, which has the potential to take vehicles off the road and reduce carbon emissions. Speed limits are a good starting point, but they need to come with cost-effective enforcement strategies. In the absence of a fleet of bicycle bylaw officers, signage and public education campaigns can encourage self-policing. Currently, Manitoba’s Highway Traffic Act restricts “power-assisted” bicycles to speeds of 32 km/h with an electric motor of up to 500 watts. That’s faster than vehicles are allowed to travel in school zones — a regulation designed to protect young pedestrians from death or injury. In Calgary, most active transportation routes have a maximum speed limit of 20 km/h for all path users. The bylaw also requires users to use a bell or vocal signal when passing others and denotes which vehicles are allowed on which pathways. Fines range between $100 and $400. The rules are clearcut and fair, while setting a standard for decorum on shared roadways. The latter is likely more important for e-rider and pedestrian safety than speed limits. Recent studies from Europe and the United States found that while e-bike users suffer higher rates of more severe injuries than traditional cyclists, rider behaviour and user error were the main culprits of collisions, followed by road conditions, such as speed limits. E-bikes and scooters are not a passing trend. While city councillors are busy mulling speed limits, they should also be thinking about how these increasingly popular modes of transportation will fit into future infrastructure and active transportation developments. Giving residents many different options to get where they need to go offers a direct path to improving Winnipeg’s livability.

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CTV News: New bike lanes cause close quarters driving along Goulet
by Beth McKechnie 14 Oct '23

14 Oct '23

https://winnipeg.ctvnews.ca/near-impossible-new-bike-lanes-cause-close-quar…

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WFP: Speed limit proposed for bike paths (Oct6'23)
by Beth McKechnie 06 Oct '23

06 Oct '23

Speed limit proposed for bike paths https://www.winnipegfreepress.com/breakingnews/2023/10/05/speed-limit-propo… A WINNIPEG councillor’s bid to create a speed limit for bicycles, electric bikes and scooters on active- transportation pathways is raising questions of whether such a restriction would be adequately enforced. Coun. Shawn Dobson argued a speed limit is necessary for the safety for all path users. “I’m trying to be proactive on our pathways because we have a number of bicycles, e-bikes, etc., that are going too fast,” the St. James councillor said Thursday. “I could see this getting much worse.” The potential for collisions increases with speed, he said, noting the growing use of e-bikes and scooters. A motion raised by Dobson at city council’s Sept. 29 meeting asks city staff to study the matter and report back. The motion was referred to the public works committee’s Oct. 10 meeting for consideration. “I just thought it made sense. We can’t turn them into raceways,” he said. Dobson wants staff to look at what other cities are doing. Calgary has a speed limit of 20 km/h for its paths and sidewalks. Fines range between $100 and $400. Dobson’s motion doesn’t recommend a specific speed limit or fine for Winnipeg. “It could be 10, 20 km/h,” he said. The limit would apply to bikes, e-bikes, scooters and other devices, according to the motion, which states many Winnipeggers are afraid to use pathways because they fear being in a collision. Manitoba’s Highway Traffic Act sets a restriction of 32 km/h when power-assisted bicycles are using an electric motor of up to 500 watts. The minimum driving age is 14. Helmets are required. Only bicycles with a rear wheel diameter of 410 millimetres or less are allowed on sidewalks. Enforcement of a city-imposed speed limit on pathways could be an issue, according to some cyclists and e-bike users, as well as public works chair Coun. Janice Lukes. “The police have more important things to do,” said Jeff Bowes, manager of retailer EBike Winnipeg. He thinks a speed limit is a good idea. Bike Winnipeg executive director Mark Cohoe said a speed restriction shouldn’t be viewed as the only solution for matters such as safety. “It’s something we have to consider, but we have to consider carefully,” he said. “We have to look for solutions that are going to work for us and be enforceable and manageable and fair.” He would like cities to consider ways to integrate e-bikes into current and future active-transportation networks. The bikes exploded in popularity when many of Winnipeg’s paths were already in place or designed. Bowes agreed Winnipeg must be more bike-friendly. He and Cohoe said a majority of people who would be affected by a speed limit ride responsibly. Ian Walker, an e-bike user and spokesman for Safe Speeds Winnipeg, believes the increase in electric bicycles, coupled with limited space on paths, is leading to more complaints about speed. There is a need for wider and more pathways, he said. “Our paths are small. There is not a lot of space for passing, which is a problem,” said Walker. He encouraged people to slow down when passing. Lukes, who supports a speed limit on paths, recently discussed e-bikes with police after some residents contacted her with questions. “It is definitely time to take a look at this and make a decision on what we’re going to do,” the deputy mayor said. Whatever the city chooses to do, it must not discourage people from using bicycles or e-bikes, she said. Lukes believes an effective education campaign would encourage a large majority of people to comply with a speed limit. “I think, sometimes, things can self-enforce,” she said. Safe Speeds Winnipeg has lobbied city council to reduce the speed limit for vehicles to 30 km/h on all residential streets. Doing so would reduce the risk of fatal or serious injury collisions, while encouraging more cyclists or e-bike riders to use the roads, it argues. That proposal should be a higher priority for council than speed restrictions on paths, Walker said. Dobson does not support lowering the speed limit for all residential streets. “There’s no way people would follow that,” he said. Last March, the city turned four streets into 30- or 40-km/h zones as part of a pilot project. chris.kitching(a)freepress.mb.ca Twitter: @chriskitching

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WFP: Assiniboine Avenue closure considered (Oct5'23)
by Beth McKechnie 05 Oct '23

05 Oct '23

ASSINIBOINE AVENUE CLOSURE CONSIDERED VEHICLE traffic may lose access to a key section of Assiniboine Avenue if a proposed pilot project to enhance the area for pedestrians is approved. On Oct. 10, council’s public works committee will consider a call to order a report on a pedestrian-prioritized pilot project that would close Assiniboine Avenue to vehicle traffic between Fort and Main streets. Coun. Janice Lukes, chairwoman of public works, said shutting down vehicle access at this stretch of Assiniboine Avenue would improve safety for cyclists and pedestrians. “Vehicles would not have a right or left turn onto Assiniboine Avenue (from Main Street), basically closing Assiniboine Avenue,” said Lukes. A pilot project could help determine how best to use the space and to study its impact on traffic and safety. Lukes suggested the area could include more green space and/or a plaza in the future. The motion also calls for options to eliminate the right turn lane at River Avenue and Osborne Street and consider adding a pedestrian scramble in that area. At a pedestrian scramble, all vehicle traffic has a red light at the same time in order to let pedestrians cross in all directions at once.

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WFP: City spring cleanup crews to make on-road active-transportation routes a priority (Oct4'23)
by Beth McKechnie 04 Oct '23

04 Oct '23

City spring cleanup crews to make on-road active-transportation routes a priority https://www.winnipegfreepress.com/local/2023/10/04/city-spring-cleanup-crew… Starting next spring, some Winnipeg active transportation routes will be cleared of winter sand and grit before other roads, with the goal of making them accessible sooner. A new city staff report notes the city’s on-road active transportation network will be prioritized for cleaning first in the spring. The prioritized routes include bike paths, active transportation priority routes, seasonal bike routes and neighbourhood greenways. (The city defines neighbourhood greenways as on-street routes that typically use reduced speeds and traffic-calming measures to safely move cyclists, pedestrians and vehicles.) The off-road network of sidewalks and pathways will continue to be cleared based on the priority level of associated streets. “It is anticipated that the on-road active transportation network can be cleaned within two weeks (as opposed to the larger network’s five to six weeks), providing a safer environment to users earlier in the season,” Michael Cantor, city manager of streets maintenance, writes in the report. An active transportation advocate welcomed the change Wednesday, suggesting it will reduce the risk of injuries on routes where cyclists travel at higher speeds. “What it means is that if you’re on your bike, there’s less risk that you’re going to be crashing because there’s loose gravel out on the roadway,” said Mark Cohoe, executive director of Bike Winnipeg. Since Winnipeg tends to have lengthy, snowy winters that require the repeated spreading of sand to improve traction, Bike Winnipeg has advocated for the change in the past. Cohoe said the on-road routes tend to collect more sand than other active transportation ones, partly because nearby motor vehicle tires can push excess debris into curbside spaces designated for bikes. He would like the city to also prioritize spring cleanup for separated sidewalks and paths, in order to encourage more people to use active transportation routes. Coun. Janice Lukes, head of council’s public works committee, said she would also like to see all active transportation routes prioritized for spring cleanup, but considers this change an important first step. “We’re starting with the roads for the vulnerable road user… It’s just to try and get more people to use active transportation and to have it presented to them (earlier in the year) and in a safe manner,” said Lukes. Since the change mainly adjusts the schedule of existing spring cleanup efforts, the city councillor said it’s not expected to cost more money. Street sweeping typically starts in mid-April, weather permitting. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Speed limits sought for active pathways (Sep30'23)
by Beth McKechnie 30 Sep '23

30 Sep '23

SPEED LIMITS SOUGHT FOR ACTIVE PATHWAYS https://www.winnipegfreepress.com/local/2023/09/29/councillor-suggests-spee… THE City of Winnipeg should study the merits of imposing a speed limit for bikes, electric bikes, scooters and other devices on active transportation pathways, according to one councillor. Coun. Shawn Dobson raised a motion at Friday’s council meeting that seeks a staff report on the potential change, which states collisions and injuries are more likely when speed increases. “Many residents are afraid to use our pathways for fear of being struck and injured by speeding bikes, e-bikes, scooters and other devices,” the motion states. The matter was referred to council’s public works committee, which will consider it next month.

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