- AT-Network - University of Manitoba Mailing Lists

St. Boniface Bike Route Survey (closes June 14th)
by Beth McKechnie 14 May '22

14 May '22

ST. BONIFACE BIKE ROUTE UNDER CONSIDERATION THE City of Winnipeg wants the public’s help to select a new active transportation route between St. Boniface and downtown. The path would create a link for pedestrians and cyclists to travel between the Esplanade Riel footbridge/ Provencher Bridge and the multi-use path on Archibald Street south of Nairn Avenue. After the first round of public consultations, the city will seek feedback on three possible route options west of the Seine River and one that runs east of the river, including: • West option A: Provencher Boulevard (as a standalone route through the area). • West option B: A combination route that serves neighbourhoods both north and south of Provencher Boulevard with parallel routes on de la Cathedrale Avenue (south of Provencher Boulevard) and Notre Dame Street (north of Provencher Boulevard). • West option C: A combination route that serves neighbourhoods both north and south of Provencher with parallel routes on de la Cathedrale (south of Provencher) and Dumoulin Street (north of Provencher). • East recommended design: Nadeau Street / Notre Dame Street / La Fleche Street / La Verendrye Street to connect to Archibald Street. Winnipeggers can share their thoughts on the proposed routes through a city survey or at a public event between now and June 14. For information on the options to provide feedback, visit winnipeg.ca/stbtodowntown.

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New Date, More Tickets! Transportation for a Strong Town
by Mel Marginet 05 May '22

05 May '22

On Wednesday, May 25th Green Action Centre will welcome Strong Towns’ Charles Marohn to Winnipeg. Charles released *Confessions of a Recovering Engineer: Transportation for a Strong Town* in 2021. This book is a follow-up to *Confessions of a Recovering Engineer: A Bottom-Up Revolution to Rebuild American Prosperity*. In this book tour presentation, Marohn demonstrates how the values of engineers and other transportation professionals are applied in the design process, and how those priorities differ from the values of the general public. By showing how transportation investments are a means to an end and not an end unto themselves, Marohn reveals how the standard approach to issues like fighting congestion, addressing speeding, and designing intersections only makes transportation problems worse, at great cost in terms of both safety and resources. By contrast, the Strong Towns approach to transportation focuses on bottom-up techniques for spending less and getting higher returns, all while improving quality of life for residents of a community. Green Action Centre is thrilled to be working with Peg City Car Co-op Philip Mikulec, Erik Dickson of the City of Winnipeg’s Transportation Division and Michel Durand-Wood to plan an exciting and impactful event for the Manitoba audience. *More tickets are now available for* *The Confessions Tour: Transportation for a Strong Town <https://greenactioncentre.ca/healthy-travel/the-confessions-tour-transporta…>, which was previously SOLD OUT when we had to reschedule due to the April blizzard*. GET TICKETS <https://www.eventbrite.ca/e/the-confessions-tour-transportation-for-a-stron…>Like many cities in Canada, Winnipeg has gone through a period of record growth, and yet our financial position has never been worse. Our approach to transportation results in a dozen deaths on average every year and hundreds of residents with serious or life-altering injuries. What did we get wrong, and what can we do now, and into the future, to ensure we have a successful transportation system that contributes to the quality of life of all residents? The lessons Charles shares will apply to those in Winnipeg as well as municipalities across the province. Whether you are a planner, developer, transportation engineer, municipal leader or community advocate, you will want to attend this important event. Following Charles’ keynote, attendees will be divided into groups to participate in a series of breakout sessions to bring the high-level concepts to the local reality around us. Be part of the transportation transformation in your town! *ABOUT CHARLES MAROHN* Charles Marohn, known as “Chuck” to friends and colleagues, is the founder and president of Strong Towns. He is a professional engineer and a land use planner with decades of experience. He holds a Bachelor’s degree in Civil Engineering and a Master of Urban and Regional Planning, both from the University of Minnesota. Marohn is the author of *Strong Towns: A Bottom-Up Revolution to Rebuild American Prosperity* (Wiley, 2019), and of *Confessions of a Recovering Engineer: Transportation for a Strong Town* (Wiley, 2021). He hosts the Strong Towns Podcast <https://www.strongtowns.org/podcast> and is a primary writer for Strong Towns’ web content <https://www.strongtowns.org/>. He has presented Strong Towns concepts in hundreds of cities and towns across North America. Planetizen named him one of the 10 Most Influential Urbanists of all time. Thank you to our sponsors for making The Confessions Tour: Transportation for a Strong Town possible! [image: Logos (2).jpg] *Mel Marginet* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x112 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> **Note: I work two days a week at Green Action Centre and it may take a few * *days to respond to you. * *We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Manitoba government investing in two Winnipeg trails
by Beth McKechnie 01 May '22

01 May '22

CTV News: https://winnipeg.ctvnews.ca/manitoba-government-investing-in-two-winnipeg-t… Provincial news release: https://news.gov.mb.ca/news/index.html?item=54344&posted=2022-04-30 WFP: TWO NEW TRAILS GET $600K IN FUNDING THE provincial government is spending $600,000 on two new cyclist and pedestrian trails in Winnipeg. On Saturday, the province announced two projects have been approved under the Trails Grant fund. There is $450,000 going toward a 2.4-kilometre multi-use path west of McPhillips Street between Leila and Church Avenues. It’s called the Northwest Hydro Corridor Construction Project and is expected to include lighting, benches and new pedestrian and cyclist traffic signals. As well, the province is putting $150,000 toward connecting The Forks and Chief Peguis Trail via the North Winnipeg Parkway Active Transportation Project. The Trails Grant for Winnipeg is part of a $10-million endowment fund from the provincial government, in partnership with Trails Manitoba and The Winnipeg Foundation, the province stated in a news release.

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Sunday bike routes start in May
by Beth McKechnie 30 Apr '22

30 Apr '22

WFP: SUNDAY BIKE ROUTES START NEXT MONTH Motorists will soon be slowing down on 15 city streets starting next month for the summer and fall. The city announced Friday that during the first three weeks of May it will be putting signage up reminding motorists to slow down to 30 km/h 24 hours per day, seven days a week, on the streets until Oct. 31. The streets include Wellington Crescent, from the Maryland Bridge to Academy Road, Lyndale Drive from Cromwell to Gauvin streets, and Scotia Street from Armstrong to Anderson avenues. CBC: https://www.cbc.ca/news/canada/manitoba/winnipeg-open-streets-bike-route-1.… CoW press release: https://winnipeg.ca/cao/media/news/nr_2022/nr_20220429.stm#4

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WFP Analysis: EVs not a ‘silver bullet’ solution (Apr25'22)
by Beth McKechnie 25 Apr '22

25 Apr '22

EVs not a ‘silver bullet’ solution https://www.winnipegfreepress.com/opinion/analysis/evs-not-a-silver-bullet-… AS governments across the world struggle to meet quickly approaching climate change targets, electric vehicles have begun to find their way into the spotlight. The “Build Back Better” plan in the U.S. and Canada’s 2022 federal budget both focus efforts to decarbonize the transportation sector on incentivizing “zero emission vehicles” (ZEVs). Transportation is Canada’s second largest source of GHG emissions, responsible for 25 per cent of the country’s total. In cities such as Winnipeg, vehicle tailpipes are the source of half of all emissions. It is also clear, however, that electric vehicles are not an “easy button” solution to climate change. A 2,000-kilogram machine transporting an 80-kilogram human cargo for almost every trip made outside of the home is not a sustainable solution, regardless of the machine’s power plant. There are many studies that try to quantify ZEVs’ emissions, and the consistent conclusion is that no car is truly a zero-emission vehicle. For a more complete picture, the current focus on tailpipe emissions must be broadened to include the carbon footprint of all facets of a vehicle’s life cycle. When factoring in the manufacturing emissions created during raw-materials extraction, production and shipping, as well as emissions from the electrical grid during its use, it has been found that an electric vehicle has about half the overall carbon footprint of a gasoline vehicle. This is an important reduction that will only improve over time, but threatening to counteract these gains is the fact that every 20 years there are 50 per cent more vehicles on Canadian roads. They are also getting larger, which increases manufacturing emissions, battery sizes and energy use. Over the last two decades, the share of trucks and SUVs has grown from 30 per cent to 80 per cent. In our ever-shortening climate-crisis timeline, market absorption also creates a challenge for ZEVs. A new study done at Polytechnique Montréal found that to meet that city’s 2030 emissions reduction targets, more than 60 per cent of vehicles on the road will need to be ZEVs. Many projections show that even with federal incentives, by 2030 only 11 per cent of vehicles will be electric, with 60 per cent likely not being reached until 2050. Extensive vehicle electrification is important, but it will only get us part way to our transportation emissions targets. A complete solution will require serious investment in strategies that fundamentally reduce the amount we drive. Key to this will be investing heavily in alternate forms of transportation, including public transit, to provide convenient mobility alternatives. The focus has been on electrification, but for that to be an effective climate policy, priority should be given to investments that increase ridership. Electrification of public transit creates headlines, but the environmental benefits of public transit are actually realized when more people get out of their cars and onto a bus. If we made public transit sufficiently attractive to reduce emissions from private vehicles by only two per cent, it would have the same environmental impact as electrifying every transit vehicle in Canada. More effective policy would fast-track rapid transit construction, significantly increase service frequency and reliability, and provide strong connectivity to make transit effective for everyday use. Most Canadian cities developed around a pervasive streetcar system that was its primary mode of motorized transportation. We can take inspiration from our past and re-establish a public transit system that is no longer an afterthought, but instead is a well-integrated and desirable mobility option for everyone. Creating an effective system of alternative mobility, including public transit, walking or biking, is more complex than simply buying more buses or building bike lanes. Land-use policies must carefully dovetail with transportation planning to realize success. We can again learn from our past, when streetcar neighbourhoods were built with higher densities and grid pattern streets that provided walkable access to shops and public transit. When new neighbourhoods were built, the street grids and transit routes were simply extended, instead of the disconnected subdivisions and commercial power centres we build today that make cars the only viable transportation option. On average, Canadians drive 25 per cent farther each day than they did 20 years ago. By limiting suburban sprawl on the periphery of the city and implementing policies that promote infill development, such as higher allowable densities and reduced parking requirements, more compact and walkable neighbourhoods will result. This will allow more people to live closer to their daily services and amenities, making walking, busing and biking more viable options. Zoning and land-use policies can also emphasize the development of “complete streets” that reallocate vehicle space to alternate transportation such as bike lanes, priority transit lanes and wider sidewalks. These streets can be higher density with walkable access to employment, commerce and recreation. Electric vehicles are an important part of our climate change policy, but they are not a silver bullet. They must dovetail with effective government policies and budgets that promote greater use of public transportation and alternative modes of travel. Our challenge is great, and the time is now to make impactful changes for our future. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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CBC: Pedal-powered plastic shredder helps Winnipeg's ArtsJunktion get creative for Earth Week
by Beth McKechnie 22 Apr '22

22 Apr '22

Great story: https://www.cbc.ca/news/canada/manitoba/pedal-powered-plastic-recycling-win…

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WFP Editorial: More work needed to make city bike-friendly (Apr18'22)
by Beth McKechnie 20 Apr '22

20 Apr '22

Winnipeg’s active transportation network needs all the help it can get. As such, a proposal to continue the city’s "open streets" program through this summer, and beyond, is a welcome development. The plan — renamed the "enhanced summer bike route program" after the city realized encouraging pedestrians to mingle with vehicles on roadways was in contravention of the Highway Traffic Act — has been tweaked for 2022 and is awaiting council approval. Changes include dropping weekday speed limits to 30 km/h and limiting wholesale street closures to weekends and holidays on many routes. Residents along Wellington Avenue who opposed the street’s closure last year will be pleased to see the thoroughfare has been excluded from the program for the upcoming season. City planners concurred that a protected bike lane through the neighbourhood would be more useful. The seasonal transportation mode shift along residential roads has been celebrated (and enjoyed) by many, and the program is a rare example of the city prioritizing cyclists over drivers. At least some of the time. Safe cycling routes are the first step to encouraging more people to hop on a bike — and Winnipeg needs a lot more people to hop on bikes if it wants to meet the objectives outlined in the city’s OurWinnipeg 2045 planning document. The aspirational plan pushes for a sustainable transportation system that relies less on personal vehicles and more on low-carbon public and active transportation. Within the document, cycling is promoted as a cost-effective way to reduce greenhouse gas emissions and improve community health. Unfortunately, it’s a choice that, at the moment, presents more barriers than benefits locally. The summer bike routes are great for recreational users, since they allow cyclists to enjoy scenic areas of the city without having to duck and dodge vehicle traffic. However, many of the 14 routes proposed are mere islands of safety. Few connect directly with established bike paths and, unless you live in the neighbourhood, most require traversing busy main roads to gain access. Churchill Drive, for example, offers pleasant views of the Red River, but visiting cyclists have to deal with bridges, train tracks, under- and over-passes before they can catch a glimpse. Cycling advocates have long called on officials to create a connected network of bike lanes that allows people to move through all areas of the city safely and with ease. Yet for many Winnipeggers, cycling still isn’t a viable way to get to work, go grocery shopping or pick the kids up from school. The system is too fractured, and most commutes, depending on where you live, require riders to mix with cars or pedestrians for at least part of the journey. Progress has been made in recent years, with protected paths cropping up throughout the city, but Winnipeg has a long way to go before it can claim to be bicycle-friendly — or even bicycle-tolerant. Recreational biking can be a gateway to commuter cycling. The enhanced summer bike route program was born out of the pandemic, but has proven it has permanent appeal. Based on uptake (many routes saw hundreds of cyclists daily), it also has the potential to get more people thinking about their bikes as an everyday mode of transportation. It’s clear Winnipeggers want to cycle. It’s up to the city to create a clear path forward.

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Why ‘Vision Zero’ Hit a Wall
by Beth McKechnie 14 Apr '22

14 Apr '22

An excellent read if you haven't come across it yet: https://www.bloomberg.com/news/features/2022-04-11/-vision-zero-at-a-crossr… cheers, Beth -- Beth McKechnie (she/her) *| *Green Action Centre <http://www.greenactioncentre.ca/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> *Green Action Centre is located on the ancestral lands of the Anishinaabeg, Ininew, Anishininiwag, Dakota, and Dene Peoples, and the homeland of* *the Métis Nation. We acknowledge that our water is sourced from Shoal Lake 40 First Nation and that our hydro is sourced from numerous First Nations here in Manitoba**. * Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP Analysis: Time to get people back on the bus (Apr1'1'22)
by Beth McKechnie 11 Apr '22

11 Apr '22

Time to get people back on the bus https://www.winnipegfreepress.com/opinion/analysis/time-to-get-people-back-… AS reported in the Free Press (“Advertising campaign aims to attract riders back to Transit,” March 22), Winnipeg Transit has started advertising to bring riders back. Renewing interest in public transit is an important first step, both locally and nationally. However, much more must be done to truly resurrect transit across Canada. As part of a study funded by the Social Sciences and Humanities Research Council (SSHRC) and Infrastructure Canada, we investigated impacts of the COVID-19 pandemic on public transit and active transportation in Canadian municipalities. Prior to COVID-19, as seen in the 2011 and 2016 census results, Winnipeg had been doing rather well in terms of transit ridership. But then the pandemic arrived in March 2020, causing a near-total collapse in monthly transit ridership and fare revenues both locally and across Canada. The number of transit passenger trips fell from 161 million in February 2020 to 26 million in April, after the onset of the pandemic. Monthly ridership has since been inching upward, but only to about half of pre-pandemic levels. We identified several reasons for the collapse. First, there were the shifts to remote work or telecommuting, and to online education, especially in post-secondary education. These shifts account for a fair amount of the decline in demand. Second, social-distancing requirements had the effect of reducing transit capacity, i.e. number of seats available. Third, and perhaps most problematic, people were afraid to enter enclosed spaces, including buses and train cars. Countering the fear will require measures to increase safety, as well as promotional campaigns to rebuild public confidence. Public transit has important implications for Canada, in terms of improving environmental performance and social equity. Thus, there is an urgent need to rethink and redirect public policies related to public transit, particularly at the federal level. The government of Canada has invested heavily in shifting transit to zero-emission buses (ZEB), to the tune of $2.75 billion over five years. The purpose behind this large investment is achieving substantial reductions in emissions. While Canada could reach its 5,000 ZEB target by 2025, for the money to be well spent, people need to be riding these buses. The federal government has also announced some funding to help municipalities cover transit losses. However, these funds are more limited ($750 million in total), and have more strings attached. Modal shift remains the main mechanism for emission reductions by transit — in other words, getting folks out of cars and onto buses. Compared to a similar number of people operating private vehicles, a conventional diesel bus can reduce emissions by approximately 50 per cent. A ZEB can reduce emissions 100 per cent, but is more than twice as expensive to purchase. Thus, for a given capital budget, a transit agency can achieve the same reductions by buying either one ZEB or two conventional buses. The conventional option also better addresses social equity, since lower-income people depend more on the availability of public transit. Further, on a fuel cost per passenger/kilometre basis, diesel buses are about half as sensitive to fuel price increases as private vehicles. We recommend that public transit be exempted from the federal carbon tax. While municipalities have received some collected fuel taxes back from the government of Canada, all still must pay carbon tax. Winnipeg Transit is now paying close to $2.5 million annually. Transit agencies can either absorb the added cost or pass it on to riders. Carbon tax on transit makes little sense if the goal is to increase ridership. Turning to active transportation, cycling has seen a surge of interest and activity, primarily driven by recreational pursuits, rather than commuting to work or school. But overall, active transportation has been slowly but steadily declining in Canada, led by less walking. One emerging trend is multi-modal trips combining transit and cycling. This is something Winnipeg Transit has embraced, with bike racks on buses and lockers at transit stations. This combination addresses the distance limitation associated with cycling, and active transportation in general. Of course, it also depends on the availability of effective transit infrastructure and service. The pandemic hit public transit hard. It has also had negative ripple effects on lower-income communities and active transportation. Restoring public transit ridership should be a clear policy priority. Practical policy changes at all levels are needed to make it happen. *Paul D. Larson is a professor of supply chain management and Robert Parsons is a sessional instructor at the I.H. Asper School of Business, University of Manitoba. Larson was applicant and principal investigator and Parsons was co-applicant for the recent Knowledge Synthesis Grant investigation entitled “Public Transit and Active Transportation: Activity, Structural and Energy Efficiency Effects on Mobility and the Environment.”*

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WFP: Marion Street makeover project proposal ‘big jump forward’ (Apr9'22)
by Beth McKechnie 09 Apr '22

09 Apr '22

Marion Street makeover project proposal ‘big jump forward’ https://www.winnipegfreepress.com/local/input-sought-on-marion-street-makeo… AFTER being T-boned twice, Kristen Marino believes Marion Street needs a major makeover. “In my opinion, (Marion) is extremely poorly planned,” said the Transcona resident who drives on Marion each day. “I think infrastructure hasn’t kept up with the amount of traffic that uses it every day.” The 40-year-old bank employee said she was T-boned twice near the Lagimodiere Boulevard intersection: once in 2020, and again in 2021. Both times, Marino had been driving home to Transcona, travelling eastbound on Marion in the inside lane, when a truck collided with her vehicle while exiting the Maple Leaf Consumer Foods parking lot. “There’s just so much congestion in that intersection and cars trying to turn in and out. Someone is going to get killed one day,” Marino said. The City of Winnipeg is asking the public for input on how to improve Marion Street and a series of area intersections. The second phase of the Moving on Marion Street project, which aims to address weak spots in the corridor’s vehicle, cycling, and pedestrian infrastructure, is underway. The project’s scope includes sections of Marion Street from St. Mary’s Road to Lagimodere Boulevard and Lagimodiere from Marion to Dugald Road. There are also proposed changes to the Panet-Dawson intersection, and Youville Road between Marion and Goulet. In one iteration of the plan, the easternmost approach of the Maple Leaf Consumer Foods parking lot would be closed. Marino said she’s seen numerous near-accidents at the entrance and describes it as a “dangerous” spot. The project proposes changes to bike infrastructure along the Marion-Goulet couplet near the Norwood Bridge — an area where Marino said she has witnessed narrow misses between pedestrians and cyclists opting to use the sidewalk instead of the road. Mark Cohoe, executive director of Bike Winnipeg, said adding bike lanes that stem from the south end of the bridge would create “important connections” in the city’s cycling network. “Coming off the Norwood bridge, right now it’s just dead ends,” Cohoe said. “This would be a big jump forward.” He added Moving on Marion Street’s proposed improvements to bike routes complement Our Winnipeg 2045, the city’s 25-year development plan. “When you think about the price of gas going up the way it is, and what we’re hearing on climate and the need to drive down our emissions by 2030, this is something that helps us along the way,” Cohoe said. The project was born out of the failed $566-million Marion-Archibald underpass and road-widening project, Coun. Matt Allard (St. Boniface) said. The first phase of Moving on Marion Street kicked off in 2019. The project’s final design phase is expected to wrap later this year. “We rebooted the Marion Street design study to look at bettering the road for all road users, and we wanted an affordable option,” Allard said. “It’s a matter of finding the money in a future budget to get it funded.” The design plan for Lagimodiere from Marion to Dugald highlights property along the west side of the route that would need to be absorbed to make way for a new vehicle lane — a property that currently contains homes. “I’m not convinced yet that those are going to be required as part of the project,” Allard said. “I raised my concerns with the public service and expect to be talking about that some more.” The public consultation for the west segment of the project area will take place April 19, from 6:30 p.m. to 8:30 p.m. The city is taking feedback for the east segment the following day (also 6:30-8:30 p.m.). Registrations can be made through the Engage Winnipeg website. An online project survey is available through Engage Winnipeg until April 28. fpcity(a)freepress.mb.ca

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CBC: Winnipeg's open streets program could return for 3rd year, with significant change (Apr7'22)
by Beth McKechnie 08 Apr '22

08 Apr '22

https://www.cbc.ca/news/canada/manitoba/open-streets-winnipeg-2022-changes-…

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WFP: Bike route proposal speeds ahead (Apr8'22)
by Beth McKechnie 08 Apr '22

08 Apr '22

BIKE ROUTE PROPOSAL SPEEDS AHEAD A new proposal to create enhanced summer bike routes this year, which would reduce speed limits from 50 km/h to 30 km/h on the selected streets, is pedalling forward. Council’s public works committee voted in favour of the 2022 version of “open streets” on Wednesday, which aims to create easier access for cyclists. If council gives the program final approval, it will be the latest version of “open streets,” which began in 2020 to offer more room for pedestrians and cyclists on select roads. In 2021, the city learned that inviting pedestrians to use the routes broke traffic laws, so it began promoting them solely to cyclists instead. The public works committee is calling to create additional enhanced bike routes on Ruby Street (from Wolseley Avenue to Portage Avenue) and Banning Street (from Portage Avenue to Notre Dame Avenue). It also directed city staff to install a bike lane with poly-posts along Wellington Avenue while the program is underway.

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WFP: Crosswalk lights back in spotlight (Apr8'22)
by Beth McKechnie 08 Apr '22

08 Apr '22

CROSSWALK LIGHTS BACK IN SPOTLIGHT A second attempt to ensure eye-level flashers are installed at all lighted pedestrian crosswalks has been raised at city hall, accompanied by a call to fund many additional traffic-safety enhancements. On Wednesday, council’s public works committee approved a motion to seek $7.9 million from the local and regional street renewal reserve to cover all projects the city believes are needed to improve safety but has yet to find a way to fund. At crosswalks, that would ensure 158 lower mounted safety lights are installed as soon as possible, at a cost of about $1.6 million. Coun. Matt Allard first called for the street renewal reserve, which is funded by annual tax hikes, as one option to pay for the flashing lights alone last month. That followed a recent Free Press series that noted the city has been lobbied to add more of the lights, which a traffic-safety activist believes are more visible to drivers close to the crosswalks than currently installed overhead lights. But the matter was referred back to the public works committee over concerns it lacked a clear funding source. While using the street-renewal funds for a new purpose would require a two-thirds council vote, Allard believes road-safety projects should be considered part of street renewal. “I don’t have an actual determination suggesting… that the road-renewal reserve can’t be used to fix our roads (for safety). Signals and intersection upgrades, these are all in my opinion, part of roads,” he said. The investment would require a council vote.

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WFP: Downtown speed limit drives debate at city hall (Apr8'22)
by Beth McKechnie 08 Apr '22

08 Apr '22

Downtown speed limit drives debate at city hall https://www.winnipegfreepress.com/local/downtown-speed-limit-drive-debate-a… THE idea of lowering the speed limit on some downtown residential streets has triggered debate at city hall. At Wednesday’s public works committee meeting, Coun. Janice Lukes said a slower speed limit, either 40 km/h or 30 km/h, should be tested on residential streets in the city core, though she did not specify an exact zone. “In the downtown, the streets are still designed the same (as in residential areas) but there’s much more congestion, there’s much more development, there’s many more people. And, if you look at where the collisions are occurring and the crashes with injuries for pedestrians, it’s downtown,” said Lukes. In an interview, the councillor stressed that she is not recommending the change for busy regional roads like Portage Avenue or Main Street. She noted other Canadian cities, including Toronto, have reduced speed limits for many downtown residential roads. “Cities all over the world are slowing traffic in their downtowns and there’s got to be a reason for that and it’s to get more people downtown … The thing about slowing traffic, which is really important, is not only does it reduce death and injury, it improves quality of life,” she said. The head of the Exchange District BIZ said his organization is open to the idea but the context of each street must be considered before any change. “To talk about the downtown in… broad terms is problematic because people will start getting visions of Portage Avenue or Main Street being reduced speeds,” said David Pensato, executive director of the BIZ. Pensato said the BIZ recently suggested the city consider a “shared street” pilot project in the Exchange District. The would test the concept of reduced-speed routes that commingle pedestrians, cyclists and cars. He said some sections of Alexander Avenue, Albert Street or Adelaide Street could be suited to such a trial. About 4,000 residents live in or within a few blocks of the Exchange District, and Pensato said some are pushing for slower speeds on their streets. “I would definitely say the residents in the East Exchange almost entirely say that they would like to see a slower speed on Waterfront Drive… as that becomes a bit of a cut-through for people trying to avoid Main Street,” he said. On Wednesday, Lukes asked the public works committee to add a downtown zone to a one-year pilot project that’s set to slow down residential streets from the standard 50 km/h speed limit in four neighbourhoods, including Worthington, Richmond West, Tyndall Park South and Bourkevale. Public works gave final approval to the plan that will involve the speed limit being reduced to 30 km/h in two neighbourhoods and dropped to 40 km/h in two others, adding a requirement that the 40 km/h limit be set for Worthington and Richmond West. Coun. Jeff Browaty was the only committee member to oppose the vote, arguing the 30 km/h limit is simply too slow. “I think we’re trying to fix something that’s not broken here. I think we’re going to create a lot of problems for certain areas,” said Browaty. On Thursday, he said he doesn’t support pursuing the idea on downtown residential streets for the same reason. David Patman, the city’s manager of transportation planning, told the public works committee that a downtown speed reduction could be tested in a future project but would be difficult to add in to the neighbourhood reduced speed trial at this point. Coun. Matt Allard, chairperson of the public works committee, said he plans to work with Lukes on options for a future test of reduced speed limits on downtown residential streets. “I think it’s important to look at the downtown or part of the downtown … because it’s a missing link (in the current reduced speed pilot project),” said Allard. joyanne.pursaga(a)freepress.mb.ca

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WFP Analysis: Time to re-set snow-clearing priority (Apr5'22)
by Beth McKechnie 05 Apr '22

05 Apr '22

Time to re-set snow-clearing priority https://www.winnipegfreepress.com/opinion/analysis/time-to-re-set-snow-clea… SPRING has arrived, the snow is finally melting, and the skating rinks that were our sidewalks and streets have been turned into swimming pools. With the sudden warming of the weather, our attention is quickly turning to thoughts of summer and the activities that go along with it. But let’s not move too quickly to forget the past several months. Throughout the winter, there was a non-stop flurry of messages to the City of Winnipeg that it was failing us with its snow clearing. From the very first storm of the season, Winnipeggers were using every means possible to share their stories of the challenges of getting around in anything other than a car. In November 2021, Mayor Brian Bowman acknowledged the calls for improvements when he said the city needed to do better. He recognized the challenges inflicted on pedestrians and anyone with mobility issues, and indicated the city would do better. Remember, this was the first snowstorm of the year, back in mid-November, long before we heard the “excuse” of record snowfall. Since that time in mid-November 2021, the snow has kept falling and the complaints and concerns have kept piling up along with it. Rather than addressing the concerns of seniors and those with disabilities, which Bowman said he shared, we have continued to see, week after week, the concerns and challenges of every day Winnipeggers being ignored when it comes to getting around our city. A quick scan of the Free Press archive shows at least 20 articles over the past five months specifically concerning the challenges of getting around in anything other than a car. In November, the mayor said, “We are a winter city, and as a council we accept that.” While this is a case of stating the most obvious, it should actually mean something. “Winter city should be pedestrian friendly,” a Free Press editorial on Nov. 22, captured well the litany of challenges, inequities and barriers a huge proportion of residents face every winter. All that was before we began to see record accumulations of snow, before council members faced a winter of being snowed under with complaints about the state of our sidewalks. And yet, there is hope to be found in this past winter of our discontent. Winnipeggers have loudly and overwhelmingly stated the status quo is no longer acceptable. The vast majority of the complaints and commentary this past winter have been about sidewalks, with people from all walks of life and in every corner of the city expressing concerns about the ability of pedestrians to get around. There is a recognition that a large proportion of those who have any kind of mobility challenge are functionally trapped in their home for four or five months of the year — that includes people with disabilities, the elderly, parents with strollers, and people who use wheelchairs and walkers. Most of us will be on that list of the isolated and neglected at one point or another. Over the past two pandemic years, more people have gone outside to discover and rediscover their community in person. Residents are out walking and biking around their communities, connecting with their neighbourhoods. COVID-19 has shifted the way we engage with our communities, and the city has in many ways responded. We have more open streets, sidewalk patios, pop-up spaces for people to socialize and connect. This has continued through the winter, with activity along the rivers and at The Forks. Outdoor spaces have added a vibrancy to our lives that we didn’t know we were missing. We have adapted the way we live in this city. With the pandemic, rising climate change and now the increased cost of living, we are engaging with our city in new ways. People are walking and biking around the city like never before. We are thinking more about supporting our neighbours. And we are being better for it. As in most Canadian cities, the history of snow-clearing complaints in Winnipeg has largely been about the state of our streets for cars. But this past winter has seen that shift: residents are now placing people, rather than cars, at the centre of the narrative. Our community priorities are shifting away from car dominance to ones in which people come first; from focusing on convenience for cars to emphasizing the vibrancy of our neighbourhoods. The City of Winnipeg’s snow-clearing policy needs to follow. We need to see our municipal leaders clearly indicate people matter more than cars. We need policies that don’t relegate significant numbers of our neighbours to being trapped in their homes. Winnipeggers are stating clearly that people come first. We need to see the same commitment from our mayor and councillors. *Brian Pincott is the executive director of Vélo Canada Bikes. Prior to moving to Winnipeg he was a city councillor in Calgary for 10 years.*

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Chalmers researchers present framework for safe integration of micromobility into transportation systems - Green Car Congress
by Terry Zdan 04 Apr '22

04 Apr '22

https://www.greencarcongress.com/2022/04/20220404-chalmers.html

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WFP: Four areas eyed for lower speed limits on residential streets (Apr1'22)
by Beth McKechnie 01 Apr '22

01 Apr '22

Four areas eyed for lower speed limits on residential streets https://www.winnipegfreepress.com/local/four-areas-eyed-for-lower-speed-lim… FOUR Winnipeg neighbourhoods have been recommended for a project to assess the effect of reduced speed limits on residential streets. After an extensive debate, city staff pinpointed places where the standard 50 km/h residential speed limit should be reduced. Pending approval by the public works committee, the limit would drop to 30 km/h in two neighbourhoods and 40 km/h in two others. A consultant would decide where each exact limit should apply. The one-year trials are proposed for the Worthington, Richmond West, Tyndall Park South and Bourkevale neighbourhoods, though locations could change depending on feedback from city hall. An advocacy group that has long lobbied the city to reduce the speed on residential streets welcomed the plan. “I think that it’s great that they’re doing trial neighbourhoods instead of trial streets. That way, people in the neighbourhoods can try them out, hopefully feel a little more confident letting their kids walk to school or walk to their friends’ houses, or feel more comfortable themselves getting on their bicycles or walking to the store,” said Ian Walker, the chairman of Safe Speeds Winnipeg. Walker said many folks may at times choose to drive down residential streets because they don’t feel safe walking or cycling. While collisions are typically concentrated on busier roads, the city should aim to prevent the risk entirely, he said. “I think a lot of people actually don’t use the roads because they’re not safe. Rather than taking the bike or walking to the store, people are taking their cars… There’s not a lot of (residential street) collisions but we should be designing our streets so that there aren’t collisions (at all),” said Walker. Many Winnipeggers have publicly pushed council to reduce the city’s default 50 km/h speed limit on residential roads, arguing that would lower the risk of fatal crashes and make it safer for pedestrians and cyclists. However, a petition against lowering the limit to 30 km/h had gathered just under 10,000 signatures by Thursday. Derek Rolstone is one of the Winnipeggers who opposes the change. “I have no interest in driving those slow speeds, that’s ridiculous and I can (see) it being a cash grab by the city,” said Rolstone. “There’s some risk in our society but 50 km/h is the right speed for residential (roads).” He said he isn’t convinced the current speed limit poses a notable safety risk. While the reduced speed trial has been contemplated for several months, the change isn’t imminent. A request for proposals to support the project should be awarded by May but the date of implementation has yet to be determined, said spokesperson Julie Horbal Dooley, in an emailed statement. A city report says the neighbourhoods were selected to include two mature communities and two recently constructed ones, with varied layouts and amenities. The city expects to spend about $400,000 on the pilot project, which council’s public works committee will debate on April 6. Joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: City seeks to tweak open-streets blueprint (Apr1'22)
by Beth McKechnie 01 Apr '22

01 Apr '22

Proposed program would reopen 14 routes for cyclists City seeks to tweak open-streets blueprint https://www.winnipegfreepress.com/local/city-seeks-to-tweak-open-streets-bl… WINNIPEG’S 2022 version of “open streets” could look much different, with rules that vary by route — though all will slow down drivers in an effort to welcome cyclists. If city council approves, the proposed “enhanced summer bike route program” will reopen 14 of the 17 routes tested last year, with speed limits reduced to 30 km/h from 50 km/h, from May 1 to Oct. 31. Each route could also have its own additional rules and barricades that apply at yet-to-be determined times throughout July and August, and on weekends during May, June, September and October. During those times, two of the routes (on Wolseley Avenue and Scotia Street) would keep the one-block vehicle travel restriction that aimed to offer more space for active transportation in previous years, while “no thru traffic limits” (which require vehicles to turn right or left) would be placed at some “strategic locations,” a City of Winnipeg staff report notes. (Open streets were renamed enhanced summer bike routes, and restricted to cyclists last year, after the city discovered inviting pedestrians to use them broke traffic laws.) Ian Walker, who relies on cycling as his main mode of transportation, welcomed the speed reduction. “If the road is going to be shared as an active transportation (route with) automobiles… people should be going (closer to) the same speed just so that everybody’s comfortable on it,” said Walker, who also serves as chairman of Safe Speeds Winnipeg, which advocates for slower residential speed limits. He said imposing the slower speed on a 24-7 basis should support more commuting by bike, making it safer to choose green transportation at any hour. “Getting on to a bicycle is a really easy way for a lot of people to (cut their carbon emissions), but people will only get on to a bicycle or use another mode of transportation if they feel comfortable and safe doing it,” said Walker. However, the project also has its critics. Wolseley resident Ray Hignell said he felt perfectly safe cycling in his neighbourhood for many years prior to the COVID-19 pandemic, without such routes in place, leading him to believe the changes aren’t needed. “I’ve ridden a bicycle for a long time and… I never had a problem,” said Hignell, adding he’s concerned the proposed bike routes will lead drivers to seek out alternate routes, which could have several downsides. “You are changing traffic patterns, which changes the value of people’s houses. You are making people drive longer distances, which wastes their time, and… it is causing people to burn extra fuel.” However, the head of council’s public works committee said the city has heard plenty of support for the routes. Coun. Matt Allard expects to support the proposal, which would require full council approval. “In order to be sustainable as a city, economically and environmentally, we need to give people transportation options and safe transportation options. I think any improvement that makes it safe and more pleasant to use a bicycle, as opposed to other modes of transportation, is going in the right direction,” he said. And while 2022 appears set to mark a major shift from one-block vehicle limits to reduced speed limits on most of the cycling routes, Allard said he expects the new rules should be clear for drivers. “At the end of the day, drivers are to observe the traffic regulations on every street… I think through communication, particularly with the signage… it’ll be pretty obvious to drivers what to expect on the streets,” he said. The original “open streets” concept began in 2020, as a way to allow socially distanced outdoor exercise during the pandemic, with the one-block travel restriction intended to ensure more room for cyclists and pedestrians. In an email, city spokeswoman Julie Horbal Dooley said this year’s site specific rule changes reflect public feedback. “We heard that residents living on the routes broadly enjoy having some element of cycling accommodations through their neighbourhood but do not widely support the daily oneblock restrictions on their respective streets. With this in mind, we developed street-specific measures we feel would strike a balance between providing local access and creating a safe and comfortable cycling environment,” said Horbal Dooley. The “individualized approach” also reflects each street’s traffic count, she noted, with more restrictions on busier routes. The proposal also calls to reduce the total number of enhanced bike routes by three this year, eliminating routes on Assiniboine Avenue (since it’s recommended for a separate speed limit-reduction trial project), Rose Lake Court (due to low use) and Wellington Avenue (where a protected bike lane would be preferred), according to a city report. Proposed rule changes can be found at wfp.to/Qzu joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Omand Park eyed for river access (Mar30'22)
by Beth McKechnie 30 Mar '22

30 Mar '22

City report considers options as residents pursue outdoor recreation during pandemic Omand Park eyed for river access https://www.winnipegfreepress.com/local/omand-park-sole-site-for-river-acce… A NEW public access point to the Assiniboine River could help Winnipeggers better enjoy the water, though many sites aren’t suited to the purpose, a new report notes. A study of potential pedestrian access points to the Assiniboine explores options along Wolseley Avenue and Palmerston Avenue, between Canora Street and Omand Park. The report by city staff notes more Winnipeggers enjoyed local rivers during the pandemic when other recreation options were at times cut off. “The desire of the public to access the river for both winter and summer activities has been especially evident during the pandemic as a significant number of residents have been pursuing recreational and leisure activities that are available locally and are not impacted by (public health) restrictions,” the report notes. It finds Omand Park at 1430 Portage Ave. to be a viable location for public river access, but it stops short of recommending whether the city should pay for the feature. City officials estimate it would cost between $300,000 and $600,000 to create that access. The head of council’s water and waste committee, which will discuss the report on April 4, said rivers can offer Winnipeggers a different view of their city. “The first time I was… on the river (skating) trail (at The Forks), I was just blown away. You never get this kind of view, (it’s) amazing. It’s like adding a whole different park for four or five months a year,” said Coun. Brian Mayes. The report recommends the city only add access to the river in winter if it also implements a program to regularly monitor ice condition, clear snow and maintain clear safety standards. The report says Omand Park aligns with existing paths and could accommodate a facility that is universally accessible. “It has the greatest visibility from the street to the river and through the whole area. This is a potential deterrent to unwanted activity and possibly a benefit with respect to public safety,” it notes. The report also explored potential access points at: Canora Green at 850 Palmerston Ave.; 2 Arlington St. right-of-way; Aubrey Green at 1020 Palmerston Ave.; William Marshall Park at the Dominion Street right-of-way; 1254-1256 Wolseley Ave. (at Clifton Street); and Greenwood Park at 1270 Wolseley Ave. However, it found those sites aren’t suited to the use, largely due to inadequate space and the potential to damage forests. While Mayes said there is demand to make rivers more accessible, he believes funding a specific access point should be part of a larger budget debate, which could look at entry points close to multiple wards. “I think taking a bigger picture view of it would make more sense,” he said. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP Analysis: Selkirk a model of progressive planning (Mar28'22)
by Beth McKechnie 28 Mar '22

28 Mar '22

Selkirk a model of progressive planning https://www.winnipegfreepress.com/opinion/analysis/selkirk-a-model-of-progr… JUST north of Lower Fort Garry, stretching along the banks of the Red River, is Selkirk. A city with about 10,000 residents, the seventh largest in the province, it has in the past been largely known for its catfish and its steel mill. Today, however, a new image is being crafted. Through several innovative and forward-thinking planning policies, Selkirk is beginning to stake a claim as the most progressive city in Manitoba. About a decade ago, Selkirk started down its path of city-building focused on social, economic and environmental sustainability when a group of dedicated residents and political leaders identified the need for more accessible and inclusive mobility options in their city. After years of hard work, Selkirk became only the fourth city in Manitoba to introduce a public transit system. Operating as a non-profit community organization, Selkirk Transit today provides equitable and sustainable transportation. Since conquering the challenge of public transit, the City of Selkirk has never looked back. In recent years, a long list of strategic plans has been introduced in Selkirk, informing everything from climate adaptation to downtown renewal, recreation and economic growth. Last year, a five-year Active Transportation Strategy was introduced, building on the sustainable mobility that public transit began. The strategy is a comprehensive action plan that will connect neighbourhoods to downtown, recreational facilities, schools, employment and shopping, through walking, biking and accessible transportation like scooters and wheelchairs. As part of this strategy, the city has embarked on the largest street redevelopment in its history, transforming seven blocks of Eveline Street in the downtown. Running along the waterfront, Eveline was Selkirk’s first business street, and at one time featured the first rural streetcar in the West, making the 50-minute journey, five times a day, to Winnipeg. Designed by HTFC Planning & Design, the redevelopment will restore the street’s past prominence by focusing on the pedestrian experience. Intersections will be narrowed, sidewalks widened, benches and lighting will be added, street trees and plantings will line the boulevards, and a shared-use active transportation path will be installed. The redevelopment of Eveline Street will create a natural extension of Manitoba Avenue, which underwent a similar transformation a few years ago. The 2019 redesign of the historic commercial strip returned one-way traffic to two-way, added an off-street bike lane, widened sidewalks and transformed two empty lots into landscaped pocket parks. Together, a redefined Eveline Street and Manitoba Avenue will transform downtown Selkirk into a place for people, attracting new residents, businesses and visitors. Many cities develop great plans, but the true aspirations of a community are found in the lines of its civic budgets, not in the pages of its planning documents. In 2019, the City of Selkirk made a bold move to ensure its planning goals are realized when it purchased 130 hectares of land directly connected to existing neighbourhoods on the west side of the city. Much of the land was a brownfield site, used as a landfill, snow dump and gravel pit, creating a significant opportunity for the city to guide the future direction of its urban growth not only as a regulator, but also as an owner, investor and developer of a major area within the civic boundary. The city recently released the West End Concept Plan, a vision document developed with Winnipeg’s Scatliff + Miller + Murray, that will guide development and growth in this area of Selkirk for the next 50 years. The plan calls for an innovative mixed-use, mixed-income neighbourhood of 5,000 homes that, when built out, will double the city’s current population. The West End plan envisions a pedestrian-oriented development centred on a mixed-use village of higher-density multi-family buildings ranging between four and eight storeys. Commercial ground-floor spaces will line the sidewalk of a neighbourhood high street connecting directly to Manitoba Avenue. Extending out from the mixed-use village will be a network of walkable neighbourhoods of mixed-density housing and small-scale commercial spaces. The development will strive to be modern and innovative by returning to successful development patterns of the past. Tree-lined streets will be laid out in a traditional grid pattern, and new growth will occur as an extension of the existing city streets, instead of typical suburban subdivision islands, replicating the way cities grew in the past, and ensuring connectivity to existing amenities such as schools, shopping and community centres. The compact neighbourhoods will be laced with public green space, promote walkability and active transportation, and be a model for Selkirk’s sustainability and climate adaptation policies. Selkirk may not be grand in size, but it has a grand vision. The city has positioned itself as a leader in sustainable urban development and city-building. The forward-thinking strategic planning being done today, backed by tangible actions supported in annual budgets, will result in a prosperous, livable and equitable city that future generations will fall in love with and proudly call home. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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WFP: Clear path to better transit access (Mar25'22)
by Beth McKechnie 25 Mar '22

25 Mar '22

Councillors push for changes to snow clearing policies Clear path to better transit access https://www.winnipegfreepress.com/local/councillors-push-for-changes-to-sno… A WINTER of heavy snows has exposed serious problems with City of Winnipeg sidewalk clearing policies, two of its councillors say. On Thursday, Coun. Cindy Gilroy (Daniel McIntyre) put forward a motion, backed by Coun. Sherri Rollins (Fort Rouge-East Fort Garry), calling for the city to consider a pair of changes while conducting its upcoming review of snow and ice clearing policies. The councillors want low-priority sidewalks near high-frequency transit routes (particularly in their own wards) to be upgraded in priority. They are also asking the city to consider reassuming control over a greater portion of snow clearing services, currently delegated to private contractors. “It’s known (in Daniel McIntyre) we have some of the highest rates of Transit riders in the city… I think when they do the snow and ice clearing review that they need to look at prioritizing areas that have really good Transit lines, because we are looking at getting more people taking Transit,” Gilroy said, making special mention of Portage, Ellice, Wellington and Notre Dame avenues as hot spots in her ward. Gilroy said while streets with a bus route are designated P2 — meaning they are to be cleared to the paved surface within 36 hours of a significant snowfall — when lower-priority streets leading to those routes are uncleared, snow can make Winnipeg Transit difficult to access. Gilroy said she would like to see all sidewalks in her ward upgraded to P2 priority. “In some of the portions of the area… I think we should be cleaning to cement. They are highly used in terms of the business around there and their connection to the different transit routes.” As for bringing more snow clearing services in-house, many times even higher-priority sidewalks were left uncleared or insufficiently cleared, Rollins said. The current system has made it difficult for Winnipeggers to find out who is responsible for a problem and how to fix it, she added. “Oftentimes, councillors and residents alike were told that it was a contractor,” Rollins said. “There were times when the city would even say, ‘Which contractor was it?’ I don’t like that level of accountability.” Joelle Robinson, with the Manitoba League for Persons with Disabilities, said she’s “hugely in favour” of adding more high-priority sidewalks for snow clearing. However, the motion fails to consider other important accessibility issues, she said: “People who have reduced mobility also need to be very much considered and prioritized.” For example, Robinson said, loading zones need to be considered high priority. “We’ve had situations where people have not been able to get to their jobs for three and four weeks because the snow is so bad, and they’re not clearing those spots that Transit Plus would use.” Kyle Owens, president of Functional Transit Winnipeg, said while he was glad to see the motion recognized the importance of Transit to Winnipeg’s plans, it doesn’t go far enough. “The city should invest broadly, so that we have fast, effective sidewalk snow clearing every year,” he said. That would increase Transit accessibility, he said, adding that improved clearing city-wide may also encourage more people to use public transit in lower- frequency areas. Rather than ask for a recommendation or a review, Owens said: “We can reverse service cuts and start funding the (Winnipeg) Transit Master Plan immediately.” fpcity(a)freepress.mb.ca

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WFP: Crosswalk lights initiative shifted back to committee level (Mar19'22)
by Beth McKechnie 20 Mar '22

20 Mar '22

*Crosswalk lights initiative shifted back to committee level * https://www.winnipegfreepress.com/local/crosswalk-lights-initiative-shifted… A safety initiative meant to expedite the addition of eye-level lights at all of Winnipeg’s lighted pedestrian crosswalks will be delayed to determine how best to pay for it. City council’s public works committee looks set to take a second look at how best to fund the lower-mounted safety lights, which a motion seeks to have installed “as soon as possible.” The referral back to public works still awaits a council vote. On Wednesday, Coun. Matt Allard repeatedly told EPC members it’s essential to get the work done as quickly as possible to prevent future collisions. Allard stressed it’s also critical to achieve that without any reduction to the resources devoted to other road safety initiatives. “The city has known since 2013 that these low-mounted lights are a cost effective way, an easy way to better pedestrian safety… I’m convinced there’s capacity within the signals department… to do the work that needs to be done,” said Allard, who raised the motion that calls for the new safety initiative. The executive policy committee ultimately asked council to send the matter back to public works instead of giving it final approval, which Allard eventually agreed to. Multiple EPC members argued the motion failed to pinpoint an appropriate funding source. “I feel like what’s being proposed here… it’s clear as mud in terms of what we are asking the public service,” said Mayor Brian Bowman. Bowman and others stressed they didn’t oppose the idea itself, which Allard raised after safety concerns at lighted crosswalks were raised in a recent Free Press series. The series noted traffic safety activist Christian Sweryda has lobbied the city for more than a decade to add more of the eye-level lights, deeming these easier to spot than overhead lights for drivers whose vehicles are close to an intersection. Sweryda links the lighting issue to six crashes at crosswalks with overhead lighting over a 19-month span from February 2018 to September 2019, which resulted in four deaths. The city has already installed 25 low mounted lights at crosswalks, while 158 locations still await funding. Council approved $145,000 in the 2022 budget to convert 15 more. Allard’s motion proposes to raise that amount to $1.6 million to complete all installations instead. The original motion had called for the public service to fund the work through council’s so-called “rainy day fund,” the local and regional streets renewal budget, savings from an Archibald Street construction project and/ or “another source identified by the executive policy committee.” The head of council’s finance committee said that sparked concern for the following reasons: the Archibald project involved a funding agreement with the provincial and federal governments, so its savings aren’t necessarily available for city use; the street renewal budget was already tapped to cover operating costs in the 2022 budget; the rainy day fund has dwindled to cover COVID-19 pandemic losses; and the call for “another source” of cash is too vague. “I would like to see those lights installed but, at this time, a legitimate funding source has not been identified,” Coun. Scott Gillingham said Friday. Coun. Brian Mayes agreed: “There is no new money identified to do this… We all agreed this is a worthwhile initiative… it’s just something’s got to give to fund it.” Allard could not be reached for an interview Friday. In an email, executive assistant Ryan Palmquist said additional funding options will be explored. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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Lowering speed limits, restricting cars in city centres key to quickly cutting global oil demand, IEA says
by Charles Feaver 18 Mar '22

18 Mar '22

Globe and mail: <https://www.theglobeandmail.com/authors/emma-graney/> EMMA GRANEY, ENERGY REPORTER Lower speed limits, occasional restrictions on car access to city centres and cheaper or free public transportation would quickly cut millions of barrels of daily oil demand, helping avoid a looming supply crunch as the world heads into peak consumption season, according to an international energy watchdog. Taking such steps would also reduce the pain at gas pumps around the world, lessen the economic damage wrought by Russia's war in Ukraine, shrink Moscow's hydrocarbon revenues and help move demand for crude toward more sustainable alternatives, the Paris-based International Energy Agency (IEA) said Friday. The IEA's recommendations, part of a push to curtail reliance on Russian oil, come as the West continues to squeeze Moscow's economy with a series of increasingly strict sanctions. The IEA warned earlier this week that those sanctions and a general reluctance to purchase Russian crude and refined products could wipe three million barrels a day from global supplies. And that, it said, could further raise oil prices, drive up inflation and undercut the global economic recovery. To help ease supply strain and keep prices in check, the IEA recommends that advanced economies take 10 specific, immediate steps - mainly centred on transportation - that it says would lower oil demand by 2.7 million barrels a day within four months. That's equivalent to the demand of all the cars in China. The steps include lowering highway speed limits by 10 kilometres an hour, encouraging more working from home, placing occasional limits on car access to city centres, making public transportation cheaper or even free, and promoting greater use of high-speed rail and virtual meetings instead of air travel.. Charles Feaver 11 Harvard Ave Winnipeg R3M 0J6 204.293.6332

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WFP: Downtown Selkirk to get makeover (Mar18'22)
by Beth McKechnie 18 Mar '22

18 Mar '22

THE City of Selkirk will spruce up the downtown section of Eveline Street. Selkirk CAO Duane Nicol said medians will be installed at intersections to make them safer, sidewalks will be widened, a cycling path will be added, and trees will be planted. An underground storm water management system will be added. The $7.2-million project is a key part of the revitalization of downtown Selkirk, Nicol said, adding the area has needed an upgrade for almost 30 years. “I’m extremely excited to see this happen… We know that businesses in the area, the residential developments are really excited to see this happen to bring more foot traffic and people into the downtown area,” he said. “We want to build a place that people want to be and spend time in after five o’clock in the evening.” Nicol said like many cities, Selkirk is trying to increase downtown density. “It brings vibrancy to the community, and it makes the streetscape safer because you get more eyeballs on the street,” he said. The plan is off to a quick start: three residential developments slated to begin on Eveline Street in the next two years. “A big part of that is their knowledge that we are investing in ourselves and in our downtown area,” he said. Construction will involve seven blocks from Eaton Avenue to Selkirk Park. The target date for completion is Sept. 30. “It’s a very aggressive timeline,” Nicol said. “Everything has to go quite well.” Selkirk will pay the full cost after it was denied a grant under the federal Building Canada Fund.

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WFP: Province seeks to clear path for e-scooter arrival (Mar17'22)
by Beth McKechnie 17 Mar '22

17 Mar '22

*Province seeks to clear path for e-scooter arrival * https://www.winnipegfreepress.com/local/province-seeks-to-clear-path-for-e-… PROPOSED legislation would pave the way for e-scooters to hit roadways in Manitoba, after years of stalled efforts to launch micro-mobility services. On Monday, Transportation and Infrastructure Minister Doyle Piwniuk introduced Bill 21, which would allow the government to approve pilot projects for dockless e-scooters, low-speed vehicles, and other micro-mobility devices currently prohibited on public right of ways. “Expanding the use of low-emissions vehicles will help to reduce Manitoba’s greenhouse emissions,” Piwniuk said. “These changes will allow devices like electric kick scooters, low-speed vehicles to be tested safely while ensuring Manitoba keeps pace with other jurisdictions that are already testing and allowing these devices.” Since early 2019, officials with the City of Winnipeg have been preparing for the arrival of dockless e-scooters, which have become popular in urban centres in Canada and Europe. The e-scooters can be deployed on boulevards, in parks and plazas and rented through a smartphone application. An administrative report from summer 2020 recommended the city ask the provincial government to approve a trial to operate on its transportation network. At the time, a provincial spokesperson said the legislative framework to test e-scooters did not exist but could be considered in regulations under the Vehicle Technology Testing Act, which passed into law in May. Ultimately, the Vehicle Technology Testing Act would only cover autonomous vehicles. Pilot project regulations for self-driving cars are still in development. In a statement, Ryan Palmquist, executive assistant to public works chairman Coun. Matt Allard, said the proposed legislative changes are welcome news. Allard was out of town Tuesday and unavailable for an interview, Palmquist said. “At most recent communication, we understand the industry to still be interested in coming to Winnipeg with both scooter- and bike-share options,” Palmquist said. “With these welcome (Highway Traffic Act) amendments from the province, we can now resume working with the public service to develop an appropriate bylaw to allow this new micro-mobility and mode-shift service in Winnipeg.” Chris Luvancigh, general manager for Lime Canada, said the company is also open to exploring the possibility of bringing micro-mobility services to Winnipeg. The company currently has a network of electric scooters, mopeds and e-bikes in more than 30 countries and four Canadian cities. “Lime is glad to see more and more Canadian cities warming to micro-mobility as a way to build transportation systems that are more sustainable, affordable, and accessible to all,” Luvancigh said in a statement. Bill 21 would also allow municipalities to designate streets as “shared streets” for drivers, pedestrians, cyclists and other users with speed limits of no more than 20 km/h. Palmquist said an administrative report on the past two years of the city’s open streets and enhanced bike route programs is expected in April. Last spring, pedestrians were told to stick to the sidewalk after taking to the streets in 2020, when some seasonal active transportation routes were opened to foot traffic. Under the Highway Traffic Act, pedestrians are prohibited from walking on roadways where a reasonably passable sidewalk is present. “It’s our hope that many of the more successful routes, particularly those which filled gaps and improved connectivity of our active transportation network, can return in their original shared use form from 2020 on a permanent basis,” Palmquist said. “We have already reached out to the public service for their take on how these amendments can strengthen this program.” danielle.dasilva(a)freepress.mb.ca

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