- AT-Network - University of Manitoba Mailing Lists

Winnipeg Free Press: Driver fined for speeding 123 km/h near school
by Patman, David 05 Feb '25

05 Feb '25

Caution! This message was sent from outside the University of Manitoba. This is absolutely ridiculous given what happened on Wellington so recently. Driver fined for speeding 123 km/h near school - Winnipeg Free Press<https://www.winnipegfreepress.com/breakingnews/2025/02/04/driver-fined-for-….> Driver fined for speeding 123 km/h near school Posted: 3:37 PM CST Tuesday, Feb. 4, 2025 A motorist has been fined more than $1,000 for driving 123 km/h in a residential zone in Waverley West near a school that was hosting an event on Friday evening. The Pembina Trails School Division alerted families on Tuesday about a police stop that took place shortly after 8:30 p.m. on Jan. 31. "Officers stopped a motorist driving 123 km/h in a 50 km/h zone on North Town Road near Bison Drive, by one of our schools that had an event underway. Buses were in operation, and young pedestrians were present," the school division wrote in a post on X (formerly Twitter). The intersection of Frontier Trail, which turns into North Town Road, and Bison Drive is under 10 minutes by foot from both Bison Run School and Pembina Trails Collegiate. The former, a kindergarten-to-Grade 8 school, celebrated its second birthday last week. The Winnipeg Police Service confirmed the driver was issued a $1,006 fine and a serious offence notice. The individual will have to attend a hearing in front of Manitoba Public Insurance that could result in a lengthy licence suspension. Police had no further details on Tuesday. "Excessive speed puts everyone at risk. It reduces reaction time, increases stopping distance, and makes collisions more severe," WPS wrote in a statement on social media urging motorists to slow down. fpcity(a)freepress.mb.ca [City of Winnipeg logo]<https://winnipeg.ca/> David Patman (he/him) Manager Transportation Public Works City of Winnipeg Telephone: 204-986-5895 Mobile: 204-806-6471 Email: dpatman(a)winnipeg.ca<mailto:dpatman@winnipeg.ca> Website: winnipeg.ca<https://winnipeg.ca/> Address: 101-1155 Pacific Ave., Winnipeg, MB R3E3P1 Connect with us: [Facebook]<https://www.facebook.com/cityofwinnipeg> [X (Twitter)] <https://twitter.com/cityofwinnipeg> [YouTube] <https://youtube.com/thecityofwinnipeg> [LinkedIn] <https://linkedin.com/company/city-of-winnipeg> [Instagram] <https://www.instagram.com/thecityofwinnipeg/> Confidentiality Notice: The information contained in this message is intended solely for the person or entity to which it is addressed and may contain confidential and/or privileged information. Any use, dissemination, distribution, copying or disclosure of this message and attachments, in whole or in part, by anyone other than the intended recipient is strictly prohibited. If you have received this message in error, please notify the sender and permanently delete the complete message and any attachments. Thank you.

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CBC: Winnipeg Transit puts wheels in motion to replace most of its bus routes this summer (Jan30'25)
by Beth McKechnie 30 Jan '25

30 Jan '25

Caution! This message was sent from outside the University of Manitoba. New routes coming to most of the city on June 29, when spine-and-feeder system replaces hub-and-spoke model https://www.cbc.ca/news/canada/manitoba/winnipeg-transit-network-overhaul-1…

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WFP: Go with the floe: Ice Cycles back on river trail (Jan25'25)
by Beth McKechnie 25 Jan '25

25 Jan '25

Caution! This message was sent from outside the University of Manitoba. Go with the floe: Ice Cycles back on river trail https://www.winnipegfreepress.com/arts-and-life/life/2025/01/24/go-with-the… AN ICE bike rental company hopes to slide to success after mild weather cancelled its 2024 season. Ice Cycles has set up shop under the footbridge at The Forks and will be open for business starting today. The company rents four different models of ice bikes — vehicles with the body of a bicycle or tricycle, minus the front wheel and mounted on a blade similar to the kind used in skates or on a short ski. There are two models for individual riders, a tandem model and a “minivan” model that can accommodate up to two adults and three children. Due to their stability and ease of use, ice bikes are an accessible winter activity for people of all ages, according to co-owner Sinan Leylek. “This is a great way to open up Winnipeg’s famous river trail to people who say, ‘I don’t know how to (skate),’” he said. Ice Cycles is Canada’s first ice bike company. It’s a division of Spark Rentals Inc., an event equipment rental business Leylek started in 2015. The company provides audio-visual equipment, lighting, dance floors and staging equipment for weddings, socials, corporate events and film productions. Leylek discovered ice bikes while travelling in northwestern China in 2014. He decided to bring them to North America in 2021, after Spark’s business suffered due to COVID-19 lockdowns. Ice Cycles opened for business in January 2022. Leylek was disappointed last year’s warm weather meant Ice Cycles couldn’t operate in Winnipeg. The company is also an international wholesaler, though, and Leylek sold a fleet of the bikes to the City of Edmonton. He’s also sold ice bikes to customers in the Yukon, Ontario, Michigan and Vermont. “(We want to) validate the markets in Winnipeg and show you how much fun it is, how successful it can be, and then find other municipalities or rental operators that want to bring it into their own cities,” Leylek said. Ice Cycles kicked off its 2025 season Jan. 11 at the Assiniboine Park duck pond with free rentals as part of the park’s three-day We are Winter celebration. More than 500 people rode the bikes that weekend, according to Lewis Keller, Ice Cycles manager. “People were excited that it was back,” Keller said. “It just really proved that people love something to do (outside), even if it is the winter. We are ‘Winterpeg’ — the snow’s never stopping anyone from going out and having fun.” The bikes were a welcome addition to We are Winter, said Laura Cabak, Assiniboine Park Conservancy communications director. “For people who might not have skates, this was another fun activity we could offer,” she said. Ice Cycles will be open this weekend: today and Sunday from 10:30 a.m. to 7:00 p.m. A Captain America impersonator will be on hand for two hours Sunday starting at 2:30 p.m. to take pictures with customers. Walk-ups are welcome, but advanced reservations can be made online at sparkrentals.ca. “I’m hopeful for (good) weather to kind of keep the trail open until mid-March,” Leylek said. The Forks officially opened the Nestaweya River Trail on Dec. 31. The trail is currently four kilometres long and will be extended to its full six km length as soon as today, according to Zach Peters, spokesperson for The Forks. Weather conditions last year meant the trail did not open until late January, with only a small section of it open for nine days. In 2023, approximately 220,000 people used the trail, which was open for 72 days — only three days shy of the longest season (2019). aaron.epp(a)freepress.mb.ca<mailto:aaron.epp@freepress.mb.ca>

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WFP: Demolishing Arlington Bridge a step closer (Jan25'25)
by Beth McKechnie 25 Jan '25

25 Jan '25

Caution! This message was sent from outside the University of Manitoba. Demolishing Arlington Bridge a step closer https://www.winnipegfreepress.com/breakingnews/2025/01/24/demolishing-arlin… The City of Winnipeg is on track to take on another $20 million in debt to begin the long-awaited replacement of the closed Arlington Bridge. Council’s executive policy committee approved a $22-million plan to demolish the bridge, which is between Logan and Dufferin avenues, and start designing its replacement, on Friday. The plan would also draw $2 million from Winnipeg’s share of federal gas tax revenues this year, pending final council approval of the 2025 budget. Mayor Scott Gillingham confirmed the plan is to eventually replace the bridge. “That’s what we’re moving toward. There’s funds here now to … demolish the decommissioned bridge because we are paying money every year just for maintenance to keep that decommissioned bridge up. There’s also funds there to do design work as a next step to moving forward to building the bridge,” said Gillingham. The Arlington Bridge, which opened in 1912, closed suddenly on Nov. 21, 2023, due to structural concerns, raising questions about its future. In November, the city released a proposal to replace the bridge at its current location. It would cost $166 million, plus up to $27 million more in interest, and require six years to build. Coun. Jeff Browaty, council’s finance chairman, said the bridge is a critical link between communities and must be demolished to protect the rail lines below it. “It’s going to have to come down. We know that. I’ve spoken to engineers … and they’ve suggested if we don’t do it now, it’s going to be more expensive to take it apart later. I think this is a smart investment to deal with it now,” said Browaty. Council’s public works committee had approved a motion that would earmark $30 million of future years’ funding for the bridge, along with a “first charge” to allow $20 million to be spent this year. Gillingham said officials worked to refine early cost estimates after that vote, leading the new total to drop by $8 million. The mayor’s inner circle also approved a call to let Downtown Community Safety Partnership move into the shuttered community connections space at Millennium Library for a two-month pilot project from April 1, 2025 to May 31, 2025. Then there is Millennium for All, an advocacy organization that has fought against reductions in funding for the downtown library. That group wants community connections restored to its previous form and is skeptical of the new proposal. One representative of Millennium for All said the proposal would bring a “police-oriented” presence to the library, which is not what advocates want. Let’s dispense with some of the misconceptions critics could use to derail this worthy idea. DCSP is not a “police-oriented” presence. Its outreach workers are not trained in law enforcement, they are trained to navigate social services and intervene with addictions and mental- health crises. They wear a uniform of sorts, but look a lot more like couriers than police officers. And for the record, the library is absolutely the right place to provide this kind of support. Millennium remains one of the last truly open, public spaces in the downtown. All kinds of people who need help connecting with public services already use the library, which has computers, printers and a host of staff to help people apply for identification, government support, housing and health care. For many newcomers, the library is their first stop in building a new life in Canada. Finally, thanks to the fact that the safety partnership is already widely supported by government and other entities, the proposal to move into space in the Millennium Library comes at no additional cost to the city. It’s win (for the city, which is tight for money), win (for DCSP, which needs a storefront presence), and win for the people downtown who need help navigating public services. Who would try to derail a win-win-win proposition like this? One can only hope that it’s no one. dan.lett(a)freepress.mb.ca<mailto:dan.lett@freepress.mb.ca>

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Active Transportation & Road Safety Town Hall | March 15th
by Beth McKechnie 21 Jan '25

21 Jan '25

Caution! This message was sent from outside the University of Manitoba. Councillor Janice Lukes is hosting a public session on active transportation and road safety. You’re invited to join Councillor Lukes, the Public Works committee – Councillors Sharma, Chambers and Eadie, and members of the public service to discuss upcoming Active Transportation and Road Safety projects. See an at a glance AT Funding<https://janicelukes.ca/wp-content/uploads/2025/01/AT-Funding-2025.pdf> A presentation from the public service will be delivered, followed by a robust discussion. Saturday, March 15th Presentation Theatre – RBC Convention Centre 9:00 doors open 9:30 – 10:30 presentation 10:30 – noon, robust discussion Refreshments will be served No need to RSVP – the room holds up to 300 people https://janicelukes.ca/event/active-transportation-road-safety-town-hall/

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

17 Jan '25

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

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

17 Jan '25

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

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

17 Jan '25

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

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

15 Jan '25

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

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

13 Jan '25

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

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

09 Jan '25

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

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

04 Jan '25

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

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

04 Jan '25

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

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

31 Dec '24

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

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

30 Dec '24

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

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WFP: Chill on wheels (Dec21'24)
by Beth McKechnie 21 Dec '24

21 Dec '24

Caution! This message was sent from outside the University of Manitoba. CHILL ON WHEELS For hardy cyclists, boosts to mind and body override plights of Old Man Winter, poor bike routes https://www.winnipegfreepress.com/arts-and-life/2024/12/20/chill-on-wheels MOST Friday and Saturday evenings in the dark months of winter, the distinctive whir of tire treads can be heard crossing the pavement and ice outside the Centennial Concert Hall, home of the Winnipeg Symphony Orchestra. As the downtown Exchange District buzzes with concertgoers shuffling on icy sidewalks and shielding themselves against the bracing Manitoba cold, Daniel Perry, a double bassist, arrives on his custom-built Osto fat bike. He wears only thin merino-wool base layers, snow pants and a light shell. Ice crystals form on the fabric buff he wears over his face to protect his skin. Perry moved to Winnipeg from Indianapolis, Ind., in 2014. “I had a really shitty Canadian Tire bike I got off Kijiji when I first moved here,” Perry recalls. “I didn’t get very far before I gave up, and I didn’t ride again for a few months.” Cycling in Winnipeg can be challenging. Winnipeg is traditionally a car city — not to mention the fact it is frequently dubbed the coldest city in Canada and is known for its icy winds. In Winnipeg, about 0.5 per cent of the population commutes by bike. This is on par with cities like Toronto and Ottawa but behind Montreal, where 1.2 per cent of the population cycles. Winter cyclists face a myriad of challenges beyond cold toes: unplowed bike lanes make for treacherous riding, road salt corrodes bike chains and snow compacted by car tires makes for an especially slippery commute. Despite these challenges, cyclists in Winnipeg persist, though their numbers dwindle substantially in the winter months. Chris Baker, the active-transportation co-ordinator for the City of Winnipeg, says the city’s bike network is still in its “teenage years.” It’s come a long way since its infancy, but there’s still a lot of work to do. “Winnipeg has only had a bike policy or a plan since 2015,” he adds. That same year, Perry decided to invest in a decent pair of wheels. For him, cycling in the winter was the antidote to seasonal blues and the anxiety of driving, as well as a way to keep in shape — both mentally and physically. ●●● In 2014, Perry had been excited to land a spot in the Winnipeg Symphony Orchestra. It was a prestigious gig: there are only 41 bass spots available across the seven orchestras in Canada that pay above $40,000 per year, and openings are rare. But when he arrived alone on Winnipeg’s distant doorstep, so far from family and friends, Perry felt displaced, anxious and adrift. I know how Daniel felt. I, too, moved from the U.S. to join the WSO. When I arrived 15 years ago, I too struggled to adjust to Winnipeg being my new home. Being part of the city’s professional symphony orchestra, as Perry puts it, felt like being in a “bubble that’s disconnected from the community.” With erratic work schedules and intense daily practice, newcomers to the symphony often settle into an insular, indoor existence, entrenched in the social circle and culture of the orchestra. In Perry’s small friend group, that culture involved many evenings each week of socializing and heavy drinking, not uncommon among symphony musicians. After a year stuck indoors, suffering from asthma and allergies caused by dust and pet dander in friends’ homes, Perry committed to changing his habits. He vowed to stop drinking for a few months, start getting outdoors and begin exercising. Perry traded in his used Canadian Tire bicycle for a new road bike, better suited to longer rides and city streets. He began pulling up the Google Maps bike feature and exploring Winnipeg. Suddenly, he found himself seeing things he’d never noticed while driving. Before long, he was hooked on biking. Within a couple of years, he’d given up his car altogether and relied on his bike as his primary mode of transportation, including riding to work. As a fellow orchestra member, I always felt I could be forgiven for driving to work. My cello — my most precious possession — is, like all stringed instruments, susceptible to extreme cold and heat. It’s also next to impossible to transport by bicycle. Perry faces an even bigger barrier to commuting by cycle in a wintry, windy city — he plays the double bass, one of the largest instruments in the orchestra, alongside the harp and piano. Basses are cumbersome and heavy, nearly two metres tall and extremely delicate. Like all string instruments, they are pricey and can cost as much as buying a car. Perry’s solution: use his second bass to practise at home and avoid transporting his primary bass to and from the concert hall. ●●● Perry’s relationship with Winnipeg has evolved in tandem with its biking infrastructure. There are now more than 400 kilometres of bike lanes, greenways and multi-use paths. “(I discovered) how (routes) are connected to the riverside paths, they go through neighbourhoods and next to green spaces, and (I) actually got to see that side of the city,” Perry says, speaking both scenically and geographically. “I was like, ‘Oh — this is a beautiful place!’” These days, Perry is a local fixture along Winnipeg’s bike lanes. He has also become deeply entrenched in the city’s cycling community. As local cyclist Leslie Parisien puts it, “You can’t throw a rock around here without finding someone that knows Daniel.” He volunteers with organizations like The Wrench, which uses reclaimed parts to refurbish bikes and offers classes, workshops and community programming with the stated aims of “educating youth, empowering volunteers and providing people with affordable, sustainable active-transportation options.” Perry’s infectious enthusiasm for biking has rubbed off on his colleagues at the WSO. “I do try to celebrate that since I started, we’ll have winter days where there are between five and 10 people riding to work in the middle of winter,” Perry says. “For me, that’s where I have power … even if that’s in the smallest of ways, it’s a change, and that’s what I can do.” The municipal government also appears to be taking notice of the growing cycling community: Baker notes the City of Winnipeg has committed to increasing its active-transportation budget. (The 2025 city capital budget for the pedestrian and cycling program is $2.2 million, and is forecast to rise to $5.4 million in 2026). Still, some cyclists feel current efforts aren’t enough. According to Manitoba Public Insurance, every year an average of four cyclists in Winnipeg are killed in collisions with cars, with an additional 78 injured. Edmonton, by comparison, has an annual budget of $33.3 million for cycling infrastructure and plans to expand its bike network through 2026. On average, there was only one cyclist fatality per year there from 2012-22. Few studies have been done on the impact of infrastructure design on cyclists’ safety. Those that have been done have indicated that when dedicated, bike-only infrastructure exists, the risk of crashes and injuries is significantly reduced, in addition to providing sustainable transportation options and benefits to public health. Perry and others believe well-maintained, dedicated bike lanes are essential to prevent fatalities like one in June when longtime cyclist Rob Jenner was killed on Wellington Crescent while riding to work. Patty Wiens is one of those working to ensure city officials make cycling safe. “We have to hold them to task,” Wiens, known as the “Bike Mayor of Winnipeg,” says. (Bike Mayor is a title bestowed on 141 people in dozens of countries by the Bicycle Citizen Network, an Amsterdam-based organization providing support to community-led cycling initiatives and Bike Mayors across the globe). When Weins meets with Mayor Scott Gillingham — she calls him the “Car Mayor” — she pushes for three changes to make roads safer for cyclists: reduce residential speed limits to 30 km/h, eliminate right turns for cars at red lights and remove all slip lanes. Weins, who rides an e-bike, finds her sense of community enriched by cycling activism: “We’re too isolated. I think that is why the bike community has become so crucial. We find these people who feel the way we do. We bond together, and then we’re outside together. I’ve added probably 200 new friends to my life that I can honestly say are friends.” ●●● While Winnipeg’s punishing winters and fragmented bike routes scare off many cyclists, Perry remains undeterred. And his relationship to the WSO has changed for the better as well. With a deeper connection to the community, he says, “now for me, this is more of a job than an identity.” Finding a healthier work-life balance has allowed Perry to explore the world of competitive winter marathon bike races. As he gradually increased his distance, he started to eye the 268-kilometre Toscobia Winter Ultra in Wisconsin. “It sounded kind of ridiculous, but also attainable enough that I wanted to go for it.” He thought, “If this is an actual event, and people do this all the time, why can’t I be one of those people?” Now, Perry is not only one of those people, but he is incredibly successful. He finished first in the 2023 Tuscobia Ultra, in which he also won a spot to compete in Alaska’s fabled Iditarod Trail Invitational — a behemoth fatbike ultra-marathon that takes place every February, covering more than 560 km. Perry, one of only a few rookies on the trail this year, rode to a fourth-place finish. Though Perry and I have sat in close quarters on the orchestra stage for 10 years, I visited his home for only the second time about a month after that race. I found him sitting cross-legged on his sleek grey sofa, sipping a cup of black coffee. Bella, a small, elderly rescue he was dog-sitting, was curled up like a croissant at the opposite end of the couch. Sporting a mullet and trimmed beard, he was “still processing” the Iditarod experience and seemed philosophical. “I’m not just obsessed with bikes,” he says. “I use it as a tool or an avenue for other things.” Perry spends a lot of time on his bike in reflection, he says, doing what he calls his “inner work.” And without his bike, Perry knows his connection to his community in Winnipeg wouldn’t be as rich. Beyond the physical benefits of cycling year-round, biking has also propelled Perry’s personal development and community activism. Cycling is no longer simply a mode of transportation. ●●● There are many sub-zero evenings when Perry arrives at the concert hall, rosy-cheeked and refreshed from his commute. He’s already started mentally and physically preparing for his performance on his ride to work. “I like to take time to think about my breathing and my posture and my muscle engagement while I’m riding… this helps me warm up and think about using my entire body to play bass,” he says. He wheels his bike backstage, past colleagues already in their evening dress. Perry and the other bassists he inspired to ride to work leave their bikes in a large instrument-storage room. Fat bikes parked between instrument cases and storage lockers spark conversations about recent rides, road conditions and weather. Layers of sweaty clothing are peeled off and hung on handlebars to dry, as orchestra members change into tuxedos, dresses and other formal wear. As the ice melts and drips from his bike tires, Perry sits on stage, just one cog in the wheel of the orchestra, anticipating his ride home after the concert amid the snow falling gently outside. Perry is thankful for the relationship he has cultivated with cycling. “I needed something that I did on my own terms, that I could have as a passion away from music,” he says. “My world is so much bigger now.” Emma Quackenbush is a writer and cellist who has performed with the Winnipeg Symphony Orchestra for 15 years.

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WFP Analysis: Slower speeds for safety on residential streets (Dec20'24)
by Beth McKechnie 20 Dec '24

20 Dec '24

Caution! This message was sent from outside the University of Manitoba. Slower speeds for safety on residential streets HILLARY ROSENTRETER https://www.winnipegfreepress.com/opinion/analysis/2024/12/20/slower-speeds… JUST days ago, I heard another one of those familiar sounds — crunch. It’s the sound two-ton hunks of metal and plastic make when they collide. I looked over from a snow-packed multi-use path lined with footprints and bike tire tracks to see people clamouring out of their vehicles to inspect the damage. Although this sound is not unique to the winter months, unfavourable weather conditions do highlight just how dangerous our roads and sidewalks can be. On Dec. 12, I spoke before city council on this very topic. After passing through multiple committees at City Hall, seeing record turnout for such an issue with over 50 delegations in an executive policy committee meeting in support, and shapeshifting to the wills of various councillors multiple times in the process, a motion addressing the hidden dangers of the beautiful Wellington Crescent was on the agenda. Much to the dismay of many, the motion titled “Item No. 4 of the Report of the Standing Policy Committee on Public Works dated Nov. 29 — Speed Limit Reduction on Wellington Crescent,” did not contain any provisions for a speed limit reduction. To help you understand why I stood at City Hall’s podium that day — aside from standing on the shoulders of those who came before me — I need to take you back in time, six months ago, to June 6, the day Rob Jenner was killed on Wellington Crescent. Already before lunch that day, our online Winnipeg Cycling Community’s main message thread was ablaze over news about a cyclist being hit by a driver along Wellington Crescent earlier in the morning, and taken to hospital in critical condition. We were anxious and devastated. To be honest, we were also angry. We were desperate for more information. Our group has many residents of the wards of Coun. John Orlikow (River Heights), Coun. Sherri Rollins (Fort Rouge-East Fort Garry) and Coun. Cindy Gilroy’s (Daniel McIntyre). They use Wellington Crescent for their daily commutes because it’s their only choice, being right at their doorstep. They know better than anyone that this beautiful right-of-way hides darks secrets among the cracks in its narrow sidewalks, with unmarked pedestrian crosswalks the width of four lanes and the frequent speeders along the Crescent. They would be the first to tell you that Jenner’s death was an inevitability. Even though Jenner was among the most cautious cyclists, he is not with us today. Jenner’s death was entirely preventable. And to be clear, I did not speak to city council because of a reckless driver. I can promise you nearly every single person who walks or rolls along Wellington Crescent has a harrowing story about a few near death experiences. I am here because one death is one too many, and change needs to happen. Since moving back to Winnipeg in 2021, I have avoided Wellington Crescent after having a white-knuckle experience on my very first time using the route, almost exactly where Rob was hit. And yes, the driver in Jenner’s case was reckless. (In case you were not aware, the vehicle that hit Jenner was travelling at nearly 160 kilometres per hour down Wellington Crescent.) Wellington Crescent encourages high speeds. It is incredibly wide and winding, and hints at drivers that they can travel at highways speeds along what is, first and foremost, as residential as a street can be. Wellington’s design is built to kill and we need to make sure Jenner’s death is the last on the street. And in an ideal world the last death at the hands of a driver, but we have already had more deaths since then. Much of June 6 was agony, to be honest. We could all see ourselves and our loved ones in Jenner. When the photos of the crime scene were added to media articles, my stomach sank. The lead shot was Jenner’s bike on the boulevard. I know my way around a bicycle, so I immediately noticed that not only was the rear wheel severely mangled but the rim had been completely obliterated. I need to emphasize here that it takes an incredible amount of force to do that. It was so clear to me that the cyclist had been hit from behind. It tore me up. I had a terrible feeling about their chances of survival. Being hit by a driver from behind is basically a worst-case scenario. I know because I speak from experience. I was heading home along Waterfront Drive near Higgins below the Disraeli Bridge. I was so fortunate that the driver and I were slowing down as we approached a red light. Being hit from behind is scary because you have no way of anticipating it, especially on roads without dedicated, separated and well-maintained infrastructure. One moment you’re rolling along, the next your body and the pavement become one. Had the driver and I not been going at similar speeds I would probably be dead today. My partner and mom got a message saying: “I’ve been hit. But I’m OK.” It took me a few minutes to type up the message through tears and although bike riding is the most joyful experience on the planet for me, I will always carry a twinge of anxiety about whether my life will be cut short too. Not a single person in our group knew Jenner personally. But we were all grieving. There had been a life involuntarily taken too soon by entirely preventable causes. Like Nardia Bedward, Tammy Bateman, Doris Porter, and too many others. My ask to city council was to amend the motion to include provisions for a 30km/h speed limit along the Crescent. Coun. Brian Mayes (St. Vital) rattled on about all the calls he receives from people in his ward about lowering their street’s speed limit to 30km/h and, like some other councillors, used this as an excuse to “not treat Wellington Crescent like a special case.” The irony of this type of argument is not lost on me. I am completely in favour of consistency in our 30km/h speed limits, believing they should be year round and apply to all residential streets in the city. Consistency is safer and more practical for everyone. Unfortunately, city council did not amend the motion to include reducing the limit to 30km/h, but we heard from multiple councillors to hold tight until the city’s report on their 30km/h pilot streets would be released some time in 2025. Maybe with a study completed on a pilot, city council will finally take action on life and death matters. Hillary Rosentreter is an advocate for safe streets.

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The Beaverton: “Why is Toronto traffic so terrible?” wonders man in car
by Beth McKechnie 15 Dec '24

15 Dec '24

Caution! This message was sent from outside the University of Manitoba. Sorry, couldn't resist sharing this timely article as well: https://thebeaverton.com/2024/12/why-is-toronto-traffic-so-terrible-wonders…

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The Beaverton: Ontario passes bill allowing bike paths that lead to walls with tunnels painted on them
by Beth McKechnie 15 Dec '24

15 Dec '24

Caution! This message was sent from outside the University of Manitoba. https://thebeaverton.com/2024/12/ontario-passes-bill-allowing-bike-paths-th…

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WFP: Arlington Bridge & Omand Park pedestrian bridge replacements a go (Dec14'24)
by Beth McKechnie 14 Dec '24

14 Dec '24

Caution! This message was sent from outside the University of Manitoba. ARLINGTON BRIDGE REPLACEMENT A GO A $166-MILLION proposal to replace the Arlington Bridge at its current location is moving forward, though funding has not yet been approved to actually build the structure. On Thursday, city council approved the initial design plan for the bridge, which suddenly closed on Nov. 21, 2023, due to structural concerns. Since the city’s preliminary 2025 budget doesn’t include money to build the bridge, funding for the project will be debated during a January public works meeting, said Coun. Janice Lukes. The deteriorating bridge initially opened to traffic in 1912. PEDESTRIAN BRIDGE REPLACEMENT GREENLIT A revamped Omand Park pedestrian bridge is one step closer. City council has approved a plan to design a replacement for the bridge with construction “no later than 2029.” A city report deems the path over Omand’s Creek to be in poor condition and at risk of closure. A new bridge would be about 2.8 metres higher than the existing one to avoid flooding. The new bridge could cost between $3 million and $5 million.

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WFP: Wellington Crescent speed limit reduction rejected (Dec14'24)
by Beth McKechnie 14 Dec '24

14 Dec '24

Caution! This message was sent from outside the University of Manitoba. WELLINGTON CRESCENT SPEED LIMIT REDUCTION REJECTED WELLINGTON Crescent won’t be subject to a year-round speed-limit reduction. On Thursday, city council cast a final vote against slashing the speed limit to 30 km/h from 50 km/h on Wellington, from River Avenue to the western end of Academy Road. While dozens of delegates spoke out in support of the reduced speed to improve safety, some councillors expressed concerns about having elected officials impose the change without seeking feedback from traffic experts. Council also ordered a staff report on steps that could make Wellington safer for cyclists next year.

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WFP: After 45 years, opening Portage and Main intersection to pedestrians begins in earnest (Dec11'24)
by Beth McKechnie 11 Dec '24

11 Dec '24

Caution! This message was sent from outside the University of Manitoba. Rest in pieces: barriers fall After 45 years, opening Portage and Main intersection to pedestrians begins in earnest https://www.winnipegfreepress.com/breakingnews/2024/12/10/beginning-of-the-… IT has been 45 years since the concrete barriers preventing pedestrians from crossing the street at Portage and Main were installed, forcing people into the concourse under the storied intersection. Construction crews began working Tuesday to reopen the crosswalks at “Canada’s windiest corner,” the beginning of the end of the ferocious, decades-long debate that has burned at the centre of the city for nearly a half-century. “It’s all coming down!” a worker exclaimed over the din as backhoes and skid-steers clawed at the much-maligned barricades along Portage Avenue as afternoon traffic slowly made its way past the blocked eastbound lane between Main and Fort streets. The closure was part of a deal the city struck with a developer to build the concourse connecting all four corners under the street. The decision to reopen the intersection — voted down by a margin of nearly two-to-one in a non-binding 2018 civic election referendum — came suddenly last spring when a report revealed it would cost approximately $73 million to repair the leaking membrane protecting the retail concourse under the street. Citing that cost and the need to make changes because of a planned Winnipeg Transit route overhaul, city council budgeted $13 million last spring to effect changes at street level enabling foot traffic again. In November that cost ballooned to $21.3 million after the city received only one construction bid on the project, which is expected to be completed by July 1 to align with the transit system changes. A worker who used a grinder to remove a “Portage and Main” marker fastened to a barricade at one corner sent orange sparks into the snowy air, marking the beginning of a new era for the downtown. Laz Merasur will be happy to use the crossing instead of the underground concourse, which he said is inaccessible at times. The circus limits its hours from 7 a.m. to 12:30 a.m. daily. “It’ll just be a lot better for seeing people downtown, and just make it a lot more accessible for everybody,” said Merasur, who frequents the downtown core. “They make us go underground but you can’t even get through it sometimes.” Design architect and Free Press columnist Brent Bellamy already has his outfit picked out for the intersection’s Canada Day opening ceremony. The longtime advocate of taking down the barriers will triumphantly navigate the crossing sporting a navy-blue T-shirt emblazoned with a photo of the infamous 2018 plebiscite map showing the urban support and suburban opposition. “It’s a funny thing, because we’ve kind of been pushed into it with the cost of the roof membrane really being the driver of the decision and not some sort of greater aspirational goals of creating a better city,” Bellamy said Tuesday. “But you know what? I’ll take a win wherever it comes. I think in a few years, we’re gonna wonder why we worried about it for so long, and why it was such a big deal and it’ll just be a part of our city again.” Bellamy said while Winnipeg doesn’t have mountains or oceans to enjoy, the gritty city has special places — including Portage and Main — and should work to develop and protect the landmarks it has. “I know it is an intersection, but it could be much more, and maybe one day it actually will be in a place that tourists come to, and a place that really interprets our history,” he said. That sounded good to Merasur. “We have all these really big intersections everywhere, like New York, but ours is one you have to go underground… which never made sense to me,” he said. Long-term lane closures at Portage and Main appeared last week, including the closure of the southbound curb lane on Main between Portage and Pioneer avenues and the closure of the eastbound curb lane on Portage Avenue between Fort and Main. A permanent no-right-turn restriction from northbound Main onto east Portage has been implemented. Pre-construction traffic signals and underground work at the intersection concluded last week and sewer repairs and demolition of the existing barricades began earlier this week, the city said. Winnipeggers are being encouraged to consider alternate routes, as traffic will be restricted at the intersection over the next six months. Kara Boychuk, who works in the office tower at 201 Portage, wasn’t initially supportive of the idea due to the cost, but has since come around. “I figured the city spends our tax dollars on worse things,” she said. nicole.buffie(a)freepress.mb.ca<mailto:nicole.buffie@freepress.mb.ca>

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WFP Analysis: Wellington Crescent: a call for timely action (Dec11'24)
by Beth McKechnie 11 Dec '24

11 Dec '24

Caution! This message was sent from outside the University of Manitoba. Wellington Crescent: a call for timely action RACHAEL ALGUIRE https://www.winnipegfreepress.com/opinion/analysis/2024/12/11/wellington-cr… IMAGINE walking down Wellington Crescent, the sun setting over the river, as neighbours meet and catch up. Someone cycles by after picking up their child from school, safely seated on a cargo bike. Families stroll along the sidewalk, sharing a space where pedestrians, cyclists and drivers can co-exist together. This could be the year-round reality of one of Winnipeg’s most iconic streets. Wellington Crescent, linking a historic, high-density neighbourhood to a world-class park, is currently failing its community. Inconsistent speed limits and a racetrack-like design have turned what should be a safe, shared space into a death trap. The city’s executive policy committee has voted down the motion to lower the speed limit to 30 km/h year-round but approved plans for temporary bike lanes, which will go before full city council on Dec. 12. There is still a chance to revisit the speed limit reduction, and it’s essential the city doesn’t let this opportunity slip away. Making this stretch of road safer for all residents aligns with over 20 years of city reports advocating for this change. It’s time for the city to follow its own recommendations. Reducing the speed limit isn’t just a good thing to do — it’s a moral obligation. We know that speed limits and traffic-calmed streets save lives. This motion comes nearly six months after the death of Rob Jenner, a cyclist killed by a speeding driver on Wellington Crescent. His passing adds to the growing list of names: Tammy Bateman in Fort Rouge Park; Doris Porter on Harry Lazarenko Bridge; and Nardia Bedward standing at a bus stop on Portage Avenue. These are just a few of the 14 pedestrians and two cyclists killed by traffic violence on Winnipeg streets this year alone. These weren’t “accidents.” They were completely preventable and the result of deadly road designs and decades of neglect. How many more lives will Mayor Scott Gilligham gamble with before taking action? He’s seen study, after study, after study calling for slower speeds. He’s witnessed the ghost bikes and grieving families, yet he continues to do nothing. Every preventable death on our streets is a direct result of his inaction. How many more ghost bikes must appear before he finally acts? The May-to-October 30 km/h limit on part of Wellington Crescent has already shown that slower traffic makes the space a place people want to be, not just move through. Extending this limit year-round from Academy Road to River Avenue would make this a safer, more welcoming space for everyone. So, what are we waiting for? The excuse that enforcing a 30 km/h speed limit is too difficult is weak. Well-designed traffic calming and permanent cycling infrastructure will narrow the road, making it impossible to speed. These measures are proven to work in cities worldwide, and it’s time Winnipeg followed suit. Frankly, I don’t want another ghost bike put up on my street. At the Nov. 29 public works meeting, deputy mayor Janice Lukes said it best as she advocated for the change: “People, it’s going to take you three more minutes in your nice heated car.” City leaders love to talk about a sustainable, forward-thinking Winnipeg. Policies like Our-Winnipeg 2045 and the draft Transportation Master Plan: 2050 lay out a vision for reducing greenhouse gas emissions, building active transportation networks and creating vibrant neighbourhoods. But these goals are too distant. This motion on Wellington should have been passed on June 7, 2024, the day after Rob Jenner’s death. Yet here we are, six months later, still begging for the bare minimum. The 2022 Enhanced Summer Bike Route survey showed strong public support for lower speeds on Wellington Crescent. People want safer streets — it’s that simple. Yet, the time it takes for most drivers to go through the Tim Hortons drive-thru is often considered more important than the lives of people who move around the city outside of a car. Young people in this city are watching. Cars are a luxury we cannot afford and do not want. We’re tired of living in a city where cars are king and driving is the default. We want a Winnipeg that values people over vehicles — a city where streets are safe, livable and vibrant. The city needs to think bigger and believe in a future where personal vehicles are no longer the dominant form of transportation and the needs of real people are prioritized. Every neighbourhood deserves 30 km/h speed limits year-round. Slower speeds in residential areas transform streets into vibrant, shared spaces. Streets become places for connection, not just thoroughfares for cars. This shift encourages local businesses to thrive, as people are more likely to linger and engage in the community. In the midst of a loneliness epidemic, this kind of third space is needed more than ever. This isn’t just about Wellington Crescent. It’s about what kind of city Winnipeg wants to be. Will we start making choices that reflect the needs of all our residents — not just those who can afford cars? Or will we keep enabling individuals who feel entitled to speed down our streets at the expense of everyone else? To city council: the time for half-measures, more studies and excuses is over. The future of our city depends on the choices we make today. Let’s make it a place where people come first. Pass this motion, including the speed limit reduction, and show us you value human lives. You owe it to the people you serve to act decisively and prevent any further tragedies. Rachael Alguire is a Wellington Crescent resident.

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WFP: Higher density key to fixing budget woes (Dec9'24)
by Beth McKechnie 09 Dec '24

09 Dec '24

Caution! This message was sent from outside the University of Manitoba. Only way to become more economically viable is to allow city to grow inwards and upwards Higher density key to fixing budget woes https://www.winnipegfreepress.com/breakingnews/2024/12/09/higher-density-ke… ALARM bells have been ringing at Winnipeg City Hall ahead of Wednesday’s 2025 budget update. It might be the annual doom and gloom dance, done to lower expectations before every budget announcement, but with the city’s rainy-day fund being emptied and a significant deficit projected, it does feel like this time the warnings are real. Like many before him, Mayor Scott Gillingham has responded by being vocal about the need for the province to come to the table with new funding sources for the city. Two polls — one conducted for the mayor’s office, and one for the Federation of Canadian Municipalities — were recently released in support of this campaign. The surveys identified that Winnipeggers believe the top priority for civic spending should be repairing infrastructure, with 81 per cent indicating road quality as the top civic issue impacting quality of life. A majority also believe the city needs additional municipal funding, with strong support shown for increased provincial transfers. The only immediate solution appears to be more tax dollars, either civic or provincial, but asking taxpayers to take more money from their pockets is a Band-Aid that avoids addressing the core issue that got us here. Winnipeg, like most Canadian cities, has been on an economic slippery slope for a long time. That slope is called suburban sprawl. It makes many people defensive to hear it, but our crippling infrastructure deficit and annual budget crunch at city hall can be directly linked to the city’s financially unsustainable, low-density growth patterns over the last 50 years. The concept is simple. Lower density means fewer people are paying for more things. Ten people living on a street have their taxes divided by 10 to maintain the road. If only five people live on that same street, each taxpayer is responsible for twice as much. On a macro scale, this is how Winnipeg got to where it is. Our city has been growing three times faster in area than in population, meaning overall density has been dropping as it grows. In 2019, the city compared the built-up area of Winnipeg over 50 years and found that the footprint of the city had increased by 96 per cent, almost doubling, while the population increased by only 37 per cent. If Winnipeg had simply maintained the density it had in the 1970s, the city’s footprint, and its corresponding infrastructure would be 30 per cent smaller than it is today. This would have gone a long way to balancing our civic budgets. From the founding of Winnipeg until the late 1960s, the city grew simply by extending the existing street grid. Ride your bike from Wellington Crescent to Taylor Avenue on any street in River Heights and you will see a different decade of houses every two blocks. As the city grew, the streets just got longer. After this time, we started building isolated subdivisions with long stretches of infrastructure connecting them back to the older neighbourhoods. This development pattern wildly increased the city’s overall footprint and reduced its density. Every Winnipeg taxpayer is today responsible for maintaining 10 per cent more roads than they were in 2010. Fewer people paying for more things. Greater distances between neighbourhoods meant that existing civic amenities like schools, libraries and community centres, could no longer be shared with new growth, requiring new ones to be built. This issue was compounded by opposition to higher density, new development in existing neighbourhoods that meant, as household sizes naturally decreased, neighbourhood populations fell. Most of Winnipeg’s mature neighbourhoods have 20 to 30 per cent fewer people living in them today than 50 years ago. This resulted in existing civic amenities being underused, while at the same time we were building new ones in outer suburbs. Again, fewer people paying for more things. The types of neighbourhoods we started building also impacted the city’s economic viability. With apartment buildings, townhouses and single-family homes mixed on every street, the higher density of mature neighbourhoods makes them far more productive at generating tax revenue than newer single-family subdivisions. Per square foot of land, the assessed tax value of neighbourhoods like Wolseley, West Broadway, and Osborne Village, is twice that of Island Lakes or Whyte Ridge. The impacts of sprawl are not limited to where we live but also includes where we shop. Older neighbourhoods were centred along commercial streets and former streetcar lines, fronted with shops that people could walk to from their home. That pattern has been replaced with big box stores and oceans of asphalt parking that push the footprint of the city outward. This retail development pattern is a similarly unproductive tax base. The handful of small buildings and shops on a single block of Corydon Avenue has a collective assessed tax value that is equal to a Costco in south Winnipeg that consumes five times more land area. Longer travel distances in the expanding city has created a greater reliance on private vehicles. Car ownership per capita has increased by 20 per cent in only 20 years, and the number of vehicles on Winnipeg’s roads increases by about 7,500 every year. This results in more parking lots and bigger roads that push the city even further out in a never-ending cycle of economically unsustainable sprawl. The solution to the perennial budget woes at city hall requires that we take a step back and re-evaluate our city-building choices. The city is growing quickly, and the only way to become economically viable in the long term is for each of us to welcome more neighbours into our communities, allowing our city to grow inwards and upwards, instead of outwards. More people paying for fewer things. Brent Bellamy is creative director at Number Ten Architectural Group.

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CBC: Wellington Crescent speed-reduction motion loses momentum after committee vote (Dec5'24)
by Beth McKechnie 05 Dec '24

05 Dec '24

Caution! This message was sent from outside the University of Manitoba. https://www.cbc.ca/news/canada/manitoba/wellington-crescent-speed-reduction…

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