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WFP: People-powered Pedal Pub party bike franchise takes happy hour on the road (Jun2'22)
by Beth McKechnie 02 Jun '22

02 Jun '22

SIP AND SPIN People-powered Pedal Pub party bike franchise takes happy hour on the road https://www.winnipegfreepress.com/business/sip--and-spin-576558052.html WINNIPEG’S newest pub crawl has wheels — and pedals, and a maximum speed of about eight kilometres per hour. If you’re in the Exchange District or Osborne Village, you might see Pedal Pub. It’s hard to miss: 15 people on a rectangular four-wheeled vehicle, possibly singing to music while pedalling the “party bike” onwards to their next drink stop. “We want to have fun with it,” said Rylan Adam, one of Pedal Pub Winnipeg’s owners. Pedallers hit up microbreweries and restaurants — up to four per two-hour tour — and cycle roughly 15 minutes between stops. Adam saw the party bike in action last August, when he was visiting Sioux Falls, S.D. “I thought, ‘Wow, that’s really cool, fun — I wonder if Winnipeg has something like that,’” he said. Winnipeg didn’t. So, he and friends Miguel Gauthier and Brandon Guenther looked into franchise opportunities: Pedal Pub has more than 60 locations across North America. The trio received funding through the Canadian Small Business Financing Program and a local credit union to buy three $85,000 bikes and cover franchise expenses. “We wanted to get (this) going as fast as possible,” Adam said. “We just kind of thought, coming out of COVID, everyone’s going to be amped to do something.” The bikes are perfect for special occasions like bachelorette parties, birthdays and corporate events, according to Pedal Pub Winnipeg’s owners. “We’re really focusing on the fact that we’re supporting local,” Adam said. “We’re… trying to bring life back into the businesses that have been hurt by COVID.” A trip through the Exchange District might mean visits to Johnny G’s, The Common, Local Public Eatery and Devil May Care Brewing Company. Over in Osborne, people can buy brews at the Toad in the Hole, Confusion Corner Bar and Grill, Low Life Barrel House and Sookram’s Brewing Company. “The timing couldn’t be better,” said Kevin Byrne, general manager of Confusion Corner Bar and Grill. “I think people are itching to get back out.” About six weeks earlier, Pedal Pub Winnipeg approached Byrne to add Confusion Corner to its roster of stops, Byrne said. “It’s a good partnership,” Byrne said while organizing his 20-table parking- lot patio Wednesday. “You get more people in here that haven’t been here for a long time, and you’re supporting someone else that’s trying to get something off the ground.” Pedal Pub Winnipeg doesn’t take a cut of the profits from bikers’ food and drink purchases. Patrons must finish their drinks before they resume pedalling, and they’re not committing the drinking- and-driving offence they would if they got behind a car’s steering wheel, according to the Winnipeg Police Service. “’Pedal Pub’ is considered a ‘vehicle’ under the (Highway Traffic Act) but does not constitute a ‘motor vehicle,’” Ally Siatecki, a WPS media-relations assistant, wrote in an email. A sober tour guide leads each group. The guide controls the bike’s direction and speed and has an electric assist motor to use if needed, but customers are expected to pull their own weight. “If you’ve got 10 people on there, say, then they need to be pedalling in order to make it move,” Adam said. Pedal Pub Winnipeg didn’t require any City of Winnipeg licences, according to spokesman Kalen Qually. “Similar companies would also not require licensing as long as they can confirm the vehicle they plan to use is compliant with existing regulations,” he wrote. The party bikes are too large for bike lanes and will operate on Winnipeg’s roadways instead, Qually wrote. Adam hopes to eventually have alcohol on the bikes. “We’re always in discussion with the LGCA (Liquor, Gaming and Cannabis Authority),” he said, noting Calgary is among the Pedal Pub locations to offer brews and biking simultaneously. Tours begin Saturday. The bikes will travel on city streets from 11 a.m. to 9:15 p.m., though hours vary by day and location. Groups can book a bike for $549 Monday through Thursday and $599 Friday through Sunday. The company is offering individual-seat tours on Tuesday evenings at $60 a person. Riders must be at least 18. “It’s new experiences like this that help move our industry and Manitoba’s economy forward on our road to recovery,” Lindsay Egan, Travel Manitoba’s partnership manager, said at a news conference. Pedal Pub Winnipeg estimates each tour will elicit $1,200 in spending at local businesses. The bikes have five non-pedalling seats. Fietscafe, a Dutch manufacturer, makes the vehicles. gabrielle.piche(a)winnipegfreepress.com

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CTV News: Winnipeg cyclists irked with city's 'haphazard' clearing of bike lanes (May25'22)
by Beth McKechnie 26 May '22

26 May '22

https://winnipeg.ctvnews.ca/winnipeg-cyclists-irked-with-city-s-haphazard-c…

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WFP: City advised to reduce project design spending (May25'22)
by Beth McKechnie 25 May '22

25 May '22

City advised to reduce project design spending THE City of Winnipeg could impose strict criteria for when a project warrants a detailed design, following concerns it has spent millions exploring projects that don’t get built. “It’s city practice to do… functional designs, which are detailed designs of major infrastructure projects. And those things are done in advance of having funding for (the project). As a result, we have a number of them on the books that are designed but they’re not funded,” said Coun. Matt Allard. “We have several projects that have a lot of merit and several projects that should be built, if we had the money. However, if you add them up, it’s clear as day that we don’t have the funding.” Allard, who is council’s public works chairman, is calling for city staff to study the idea of putting conditions in place before money is spent on a functional design. He believes each project should have a class five (quite preliminary) cost estimate and a minimum of 40 per cent of its total price included in Winnipeg’s five-year capital budget forecast to qualify for that design. Allard’s motion calls for future functional designs to include a 30-year forecast of operating and maintenance costs for each project, as well as an assessment of how it will affect the city’s tax base, including the impact of properties acquired to make room for it. If public works agrees, the report would also explore options to have city staff to manage functional designs inhouse, without turning to consultants. “I’m trying to get more information on the table and I would like us to not spend money until we know that there’s a political desire to pursue a project,” said Allard. He estimates the city has spent several million dollars in recent years on consultant studies for major projects that remain unfunded, indefinitely postponed or cancelled. That includes $1.25 million to design a widening and grade separation for Marion Street. That project was abandoned in 2016, largely because its $566-million price was deemed too expensive, said Allard. “I think (these proposed changes are) tightening up our processes so that we don’t spend money before we need to do so,” Allard told his colleagues on the Riel community committee just before they approved the motion on Tuesday. “Why not save millions of dollars, do the political work and then actually build something?” The councillor told the Free Press additional design work on the William R. Clement Parkway, Arlington Bridge, Kenaston Boulevard and Chief Peguis Trail cost a combined $7.9 million, while the related projects have yet to be pursued. In an email, city spokesman Kalen Qually said the public service will review Allard’s specific motion. However, Qually said functional and preliminary design studies are needed to develop cost estimates that are “suitable for budgeting purposes.” He said such work often can’t be completed by city staff. “Many functional designs require specialized engineering expertise that may not exist within the public service. In addition, internal staff resources are not available to undertake the investigations necessary to develop many of these projects,” said Qually. The statement cautioned against deeming the functional design spending to be a waste. “Preliminary work may be completed well ahead of construction so it’s difficult to say certain projects won’t be completed,” he said. The public works committee will consider Allard’s motion on June 9. joyanne.pursaga(a)freepress.mb.ca

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WFP: Cyclists urge city to prioritize major bike routes for street sweeping (May23'22)
by Beth McKechnie 23 May '22

23 May '22

Cyclists urge city to prioritize major bike routes for street sweeping Grinding their gears https://www.winnipegfreepress.com/local/grinding-their-gears-576527232.html AFTER carefully steering through a layer of road sand on key bike lanes to avoid losing their grip, some cyclists are urging the city to guarantee a quicker spring cleanup in the future. Bicycle commuters argue it’s time the busiest active transportation routes and on-road bike lanes are prioritized to promptly sweep away the debris. “At this time of year, the existing infrastructure … is not properly maintained and it makes it borderline impassable in a lot of spots,” said Evan Krosney, who regularly commutes to work by bike. “The winter that we’ve had has certainly exacerbated the problem this year but it is a recurring scene.” Krosney recently took his complaints to social media, tweeting images of the Maryland Street bike lane, between Broadway and Sara Avenue, which he said was still not cleaned up by Friday. “The bike lanes that are most heavily used seem to fall to the bottom of the priority list,” he said. Krosney is urging the city to prioritize major bike routes for street sweeping, in a similar fashion to the snow-clearing schedule, which bases the plowing order on the demand level for each type of route. Cyclist Julie Penner said she expected some delay on bike lane sweeping due to this year’s spring snowstorms. But she questions why her own quiet residential street was cleaned weeks ago, while at least part of a key bike route connecting Wolseley to the downtown was only partially cleared this week. “There were so many examples of … unsafe cycling conditions that I had to stop and just start taking pictures. In some areas, you kind of just have to cycle at a crawl basically, because if you’re going to be making turns and there’s so much gravel, you run the risk of wiping out,” said Penner. After tweeting her photos of the route, Penner received a social media response from the city that noted spring cleanup will continue until June 19, urging her to report any routes that aren’t cleared by that date. “It’s a month away. That to me is not acceptable,” said Penner. Active transportation advocates argue the city should give bike routes a higher spring cleaning priority because excess gravel and sand can prove more treacherous to bicycles than motorized vehicles. “(At some spots) there’s probably three inches of sand sitting in the bike lane and that’s more than enough to easily cause someone to lose control of their bike… If you’re making a turn, it’s very easy to lose that contact with the pavement. It’s almost like you’re back on ice,” said Mark Cohoe, executive director of Bike Winnipeg. Cohoe said quicker cleaning of the routes would support Winnipeg’s goal to combat climate change by making it easier for more residents to switch from single-passenger vehicles to active transportation. Anders Swanson, executive director of the Winnipeg Trails Association, said spring cleaning delays pose a “chronic issue” for cyclists. “At some point… a proper bike lane network (must be) maintained to a standard that makes everybody feel safe and comfortable, period. And that includes not having a beach in the middle of a bike lane,” said Swanson. Current city policy does not set a demand- based priority system for street and bike lane sweeping. That differs from the standards for Winnipeg snow clearing, which require the busiest streets and active transportation routes to be cleared first, said Michael Cantor, the city’s manager of streets maintenance. Instead, a spring maintenance program targets set geographic zones for clearing, with the goal of ensuring entire areas can be cleaned up quickly while minimizing traffic and noise concerns, he said. “There’s no priority system, really. In spring cleanup, we are cleaning the (non-regional bus routes and collector streets) and (residential) streets during the days and the (major routes) during the night because of traffic. So we do everything at the same time,” said Cantor. He said it would be possible for council to change the policy and add a priority element for clearing the busiest bike lanes and paths but that would cost taxpayers more. “It’s a matter of resources and budget and what the city would like to do to do it faster and sooner. Bottom line, it’s always about funding,” said Cantor. The current spring cleanup process is expected to cost the city about $6 million this year and usually takes about six weeks to complete. Cantor noted inclement weather has played a key role in delaying the cleanup this year. The city wasn’t able to start street and path sweeping until May 1, when it’s usually able to do so by mid-April. Even after it finally stopped snowing and began warming up, a series of rainstorms caused some additional delays, Cantor said. The process is now expected to wrap up around June 24, instead of the usual June 1. “It’s really weather dependent and this a ripple effect from this interesting winter that we had, when we had lots of snow and melting snow, so it was wet all the time. And we had rain events, so it’s kind of a perfect storm happening for us,” he said. City crews had swept about 33 per cent of all Winnipeg bike lanes by Thursday afternoon. While cyclists have complained about some residential roads being swept before major bike lanes, Cantor said it’s tough to compare the two. He noted buffered bike lanes require smaller equipment to access, meaning they’re maintenance dates compete for resources with sidewalks, not roads. “We sweep all of the inventory within six weeks. There will be streets that will be swept on the last week and there will be bike paths that will be swept on the (last week),” said Cantor. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Approved, paid-for bike, walking lanes didn’t appear when roads rebuilt (May21'22)
by Beth McKechnie 21 May '22

21 May '22

Approved, paid-for bike, walking lanes didn’t appear when roads rebuilt Missing: active pathways, millions to pay for them https://www.winnipegfreepress.com/local/missing-active-pathways-millions-to… ON paper, it seems like a pair of simple projects that could easily be done to move Winnipeg’s active transportation agenda forward. But like most things in the city, what is budgeted and what actually happens are two different things. In the case of the bike-lane and multi-use path projects, the cost of which total $2.2 million and were supposed to be completed last year, no one can clearly explain why the work wasn’t done. Or where the money went. The University Crescent road reconstruction project was launched with Phase 1 of construction beginning in 2021 and Phase 2 scheduled for this year. City council approved $9.9 million for the project, including $900,000 for a protected bike lane in the first phase, and $1.2 million for active transportation infrastructure in the second. But there was no bike lane when last year’s construction was completed. The council-approved 2015 pedestrian and cycling strategy identified the location (near the University of Manitoba) as one of the highest priorities in the city for active transportation infrastructure. Coun. Matt Allard, who chairs the public works committee, said he’s repeatedly asked that department and chief administrative officer Michael Jack what happened on the project and why the bike lane wasn’t built — to no avail. “I’m concerned. I’m frustrated. I’m waiting for answers,” said Allard (St. Boniface). “I’ve had multiple meetings with staff from the public works department. I’ve had a meeting with the CAO. I’ve requested a subsequent meeting with the CAO. “There is a lot of uncertainty in terms of what is going on, as it pertains to approved budgets, council policies and what has happened on the ground.” The city refused a Free Press request for an interview with staff about the University Crescent project. Instead, Ken Allen, communications co-ordinator for the public works department, sent a written statement. “The project is ongoing and certain sections have been completed. Work on completing the entire active transportation pathway is contingent on finalizing land acquisition and addressing land drainage issues,” Allen wrote. But he did not address the request for details on why the protected bike lane wasn’t built and what happened to the $900,000 set aside for its construction. Allard said the University Crescent project is not a one-off. The city’s budget set aside $1.3 million for a multi-use path on Keewatin Street near the Logan Avenue underpass, to be completed last summer as part of a road rehabilitation project. The path wasn’t built, and it’s not clear where the money went. In his written statement, Allen said the $1.3 million earmarked for the path had been “erroneously identified” in both the 2021 capital budget and the 2015 pedestrian and cycling strategy. In other words, the city set aside $1.3 million for an active transportation project — in both its 2015 long-term strategy document and its 2021 budget — by mistake. “With that said, a preliminary design study is underway to identify potential off-road active transportation options, including budget and scope, to connect Selkirk to Burrows. There will be no re-work required related to last year’s pavement rehabilitation,” Allen wrote. Allard said the issue is bigger than just the University Crescent and Keewatin Street examples. He points to a 2008 council motion and the council-approved 2015 pedestrian and cycling strategy, which state that building the city’s active transportation network will be tied to annual road work. “It was understood at the time that we voted on this, that we would build the network incrementally. So, piece by piece, the network would be built… using the road-renewal budget, and eventually we’d have a complete active transportation network,” Allard said. “I’ve been voting for budgets — budget after budget — with the understanding that, despite the very large, record spending on roads, in the event that roads were identified (by the 2015 strategy), that those roads would be getting active transportation treatments.” But he pointed to at least three other cases — on Roblin Boulevard, Hargrave Street and Day Street — where that work wasn’t done. “What’s concerning is we’ve got streets which have clearly identified, prescribed treatments for active transportation, and yet they didn’t happen. The streets got reconstructed and the active transportation isn’t there,” he said. “And I’m concerned and I’m frustrated that despite the budgets, despite the policies in place, the public service is renewing and rehabilitating these roads without the required active transportation components.” Dave Elmore, one of the founding directors of Bike Winnipeg, said the city’s pedestrian and cycling strategy is not ambitious enough. “We’re not seeing the kind of funding required to even meet their so-called award-winning strategy.… They’re simply not following through with the funding required to make it happen — not even close,” Elmore said. “The city has indicated that with road renewals, active transportation will be considered. But it hasn’t always happened. And it’s been disappointing to watch.” Allard said he has requested a report from the public works department explaining what active transportation projects are planned for this year, and what projects have not been done in the past — in contravention of the city’s 2008 and 2015 policies. The public service was given until September to produce the report. “If the issue is not council policy, if the issue is not council budgets, then the issue is with the public service, and the public service implementing council policy and council budgets as they are written… I have a number of outstanding questions,” he said. “There were projects constructed with explicit dollars assigned for active transportation. It wasn’t built and I don’t know where those monies are at… In a nutshell: I feel like I didn’t get what I paid for. I didn’t get what I voted for.” A request for comment sent to the Winnipeg Association of Public Service Officers was not responded to by deadline. Allard said he is hopeful answers will be forthcoming in September. If not, he said an audit would be the last available avenue to get to the bottom of what’s been going on. “Ultimately, I don’t just want answers. I want projects getting built,” he said. “I want projects getting built for the budgets we approved and the policies we approved.” ryan.thorpe(a)freepress.mb.ca Twitter: @rk_thorpe

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WFP: Mayoral hopeful vows to bus, cycle and walk the climate walk (May20'22)
by Beth McKechnie 20 May '22

20 May '22

Mayoral hopeful vows to bus, cycle and walk the climate walk SHAUN Loney promises to walk, bike, bus or carpool to city hall if he’s elected to become Winnipeg’s next mayor. Loney expects the pledge, made Thursday, would allow him to leave most of the mayor’s $550 monthly transportation allowance unspent. “In my career working downtown, I have commuted actively or with transit. In fact, sometimes I skate or canoe, if I’ve got time. It’s my normal practice, but, primarily, I really want Winnipeggers who want a big-city transit system, who value active transportation, to know I am their candidate in this election,” he said. Loney said he hopes to spend just $50 per month of the allowance to load his Peggo card to use Winnipeg Transit instead. However, the current expense policy notes “normal daily travel between home and the normal work location (i.e. city hall)” is not an eligible expense for the mayor to claim, since the funding is meant to cover other costs, such as workday trips, mileage and parking. Loney said he would cover alternative travel expenses through his discretionary budget, if needed, while pursuing council changes to the policy itself. The social enterprise leader hopes his commitment will highlight the value of public and active transportation, options he will make future pledges to improve. “If we’re going to have a big-city public transportation system, Winnipeggers need to use it because it’s the best option for them... We want something that people take… because it’s faster, it’s cheaper and it’s more convenient,” he said. Over four years, he says reliance on public transportation, instead of a personal vehicle, could save thousands of dollars that could be used to purchase bus tickets for clients of non-profit support groups. That would also require a change to the current mayoral expense policy, which automatically diverts unspent funds to the city’s general revenues. Coun. Matt Allard, council’s public works chairman, welcomed the commitment to rely on greener transportation options to commute to city hall. “I think initiatives by leaders like that in the community, who are visible and who are able to promote that message, are good… as someone who is running for public office, (that example could) encourage other people to do it,” said Allard. The St. Boniface councillor said some residents have told him his own pledge to exclusively commute by Winnipeg Transit throughout January 2018 inspired them to follow suit. Four years later, he remains a regular bus rider. Seven other mayoral candidates have registered to run for mayor so far, including Jenny Motkaluk, Don Woodstock, Christopher Clacio, Rick Shone, Scott Gillingham, Robert-Falcon Ouellette and Idris Ademuyiwa Adelakun. Mayor Brian Bowman is not running for re-election. In an email, Gillingham said he frequently rides a bike or bus to work as the city councillor for St. James. Woodstock told the Free Press he “strongly supports” biking, walking and public transportation to get around, and he also owns an electric car. The remaining candidates could not be reached for comment. Winnipeggers will elect their next mayor and council on Oct. 26. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Winnipeg pedestrian killed in hit, run and cyclist critically injured (May19'22)
by Beth McKechnie 19 May '22

19 May '22

Cyclist critically injured after being struck by garbage truck in separate incident Winnipeg pedestrian killed in hit, run https://www.winnipegfreepress.com/local/winnipeg-pedestrian-killed-in-hit-r… A PEDESTRIAN has died and a cyclist is in critical condition after two collisions in less than six hours on Winnipeg streets. City police had not yet identified the drivers in either of the apparent hit-and-runs, nor the woman who died, as of late Wednesday afternoon. Police said first responders went to the intersection of Henry and Higgins avenues at about 11:30 p.m. Tuesday for a report of a pedestrian collision. They found a seriously injured woman lying in the road; she later died in hospital. Traffic investigators have not yet identified the victim, police said Wednesday. She is described as Indigenous, 45 to 55 years old, with a small, thin build and shoulder-length salt-and-pepper hair. She was wearing brightly coloured galaxy-print sweatpants and a grey sweatshirt, with white, pink and yellow New Balance runners. She had “Klyde love you” tattooed on her right wrist and “Rohdy” in half of a red heart, as well as a star symbol tattooed on her left forearm. Police ask anyone with information to call the traffic division at 204-986-7085 or the police non-emergency line at 204-986-6222 after hours. A heavy police presence remained in the mostly industrial area near the Canadian Pacific rail yard early Wednesday, as a forensics officer photographed evidence markers laid out in the street. Hours later, in the West End, a cyclist was critically injured after he was struck by a garbage truck. Police said officers responded to a collision at the intersection of Erin Street and Sargent Avenue at about 5 a.m. The man, in his 30s, was taken to hospital. Initial investigation indicates the cyclist was struck by the truck, which then drove off, noting it’s too early to say whether the driver was aware of the collision, police said. It’s unclear what company the truck belonged to; traffic investigators are still seeking to identify it and the driver. When asked whether the red light camera in the area was operating at the time of the collision, a City of Winnipeg spokesman would not comment, instead directing the Free Press to police. As of mid-Wednesday, the one-way Erin Street remained blocked off to south-bound traffic, as debris sat strewn across the street. Two crumpled bicycles, both belonging to the injured cyclist, lay in the middle of the road, along with clothing. A forensics officer carrying a camera walked through the scene behind yellow tape, while other police stood watch in the area, before they packed the evidence into the back of a van. “It’s a bad corner, someone’s always running a light,” said Gerald Dudley, 65. “If you go on the corner over there, you’ll see all the auto parts, there’s pieces all over the place all the time.” Dudley, who has lived on nearby Clifton Street for 41 years, said he knows someone who was recently hit at the intersection while riding their bicycle by a driver who ran a red light. Police also asked anyone with information on the Erin Street collision to call the traffic division. erik.pindera(a)freepress.mb.ca Twitter: @erik_pindera

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NHTSA estimates show traffic fatalities reached a 16-year high in 2021; up 10.5% over 2020 - Green Car Congress
by Terry Zdan 18 May '22

18 May '22

https://www.greencarcongress.com/2022/05/20220518-nhtsa.html Bike fataloties up 5%

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FW: [EXTERNAL] Free webinar – Encouraging active transportation for children
by Kristine Hayward 17 May '22

17 May '22

Hi AT folks. Upcoming webinar by Parachute on Encouraging AT for Children – May 31 and the theme for Safe Kids Week -May 30-June 5 is making roads and transportation safer for kids so they can #WalkBIkeAndWheel See information and links below. K Kristine Hayward (she/her) Physical Activity Promotion Coordinator Population Public Health Winnipeg Regional Health Authority 2nd floor - 490 Hargrave Street (currently working from home) Winnipeg, MB R3A 0X7 Telephone 204 232-7546 Fax 204 940-2690 Email khayward(a)wrha.mb.ca Bike racks are available in front of the building at the corner of Hargrave and McDermot. Plan your Winnipeg Transit trip: http://winnipegtransit.com/en/navigo Metered street parking and pay lots in the area – please note designated loading zones and spots requiring a disability permit. Follow Winnipeg in motion on Twitter - @wpginmotion<https://twitter.com/search?q=wpginmotion&src=typd> Check out our videos on Youtube - https://www.youtube.com/user/Winnipeginmotion Scent Free Facility - visitors are asked to refrain from wearing perfumes/colognes/heavy-scented lotions/oils We are located on Treaty 1 Territory and the homeland of the Métis Nation. The water we drink comes from Shoal Lake First Nation. From: Parachute Vision Zero Network <info(a)parachute.ca> Sent: Tuesday, May 17, 2022 9:05 AM To: Kristine Hayward <KHayward(a)wrha.mb.ca> Subject: [EXTERNAL] Free webinar – Encouraging active transportation for children [https://r20.rs6.net/on.jsp?ca=eeedbfdb-3d90-41c6-8562-d7c21b3a0af0&a=110361…] [https://files.constantcontact.com/81471b4f001/9a8d2976-3aa8-45a2-a823-d9aad…] Parachute Vision Zero presents: Encouraging active transportation for children [https://files.constantcontact.com/81471b4f001/8bc69cb7-39a8-4cb4-bdc7-a7351…] Tuesday May 31, 2022 2:00 p.m. to 3:00 p.m. ET Active transportation – such as waking, biking and wheeling – are sustainable forms of mobility that not only gets us to where we want to go, but also improve our physical and mental wellbeing. Join moderator Pamela Fuselli, President & CEO of Parachute, as we discuss how to create and sustain active spaces for children to get to and from school and move though their communities safely. Panel Dr. Leigh Vanderloo Scientific Director ParticipACTION Dr. Alison MacPherson Professor Faculty of Health York University Dr. Suzanne Beno Paediatric Emergency Medicine physician Hospital for Sick Children Register<https://r20.rs6.net/tn.jsp?f=001ki302aZBZWYKIrnOdFgPDwfiNsAVHX0O9lE_bsqB9Xc…> More info at parachute.ca/webinar<https://r20.rs6.net/tn.jsp?f=001ki302aZBZWYKIrnOdFgPDwfiNsAVHX0O9lE_bsqB9Xc…> Supported by Desjardins Safe Kids Week May 30 to June 5 promotes #WalkBikeAndWheel Check out and share our resources<https://r20.rs6.net/tn.jsp?f=001ki302aZBZWYKIrnOdFgPDwfiNsAVHX0O9lE_bsqB9Xc…> and information to help parents and caregivers encourage their children to #WalkBikeAndWheel. Parachute’s vision is to make the roads safer so that every kid can walk, cycle or wheel to encourage mental, physical, social and emotional well-being. Find out more<https://r20.rs6.net/tn.jsp?f=001ki302aZBZWYKIrnOdFgPDwfiNsAVHX0O9lE_bsqB9Xc…> [null]<https://r20.rs6.net/tn.jsp?f=001ki302aZBZWYKIrnOdFgPDwfiNsAVHX0O9lE_bsqB9Xc…> Parachute | 150 Eglinton Ave. East, Suite 300, Toronto, Ontario M4P 1E8 Canada Unsubscribe khayward(a)wrha.mb.ca<https://visitor.constantcontact.com/do?p=un&m=001ZH8cm0mwpXVSIl5hbMkk5w%3D&…> Update Profile<https://visitor.constantcontact.com/do?p=oo&m=001ZH8cm0mwpXVSIl5hbMkk5w%3D&…> | Constant Contact Data Notice<https://www.constantcontact.com/legal/customer-contact-data-notice> Sent by info(a)parachute.ca<mailto:info@parachute.ca> powered by [Trusted Email from Constant Contact - Try it FREE today.]<http://www.constantcontact.com/index.jsp?cc=nge&rmc=VF21_3GE&pn=whiteboards…> Try email marketing for free today!<http://www.constantcontact.com/index.jsp?cc=nge&rmc=VF21_3GE&pn=whiteboards…> Disclaimer : This email (including any attachments or enclosed documents) is intended for the addressee(s) only and may contain privileged, proprietary or confidential information. Any unauthorized use, disclosure, distribution, copying or dissemination is strictly prohibited. If you receive this email in error, please notify the sender immediately, return the original (if applicable) and delete the email. Avis : Le présent courriel (y compris toute pièce jointe) est destiné à la personne ou aux personnes à qui il est adressé, et peut contenir des renseignements confidentiels, privés ou protégés par un privilège juridique. Toute utilisation, divulgation, distribution, copie ou diffusion non autorisée est strictement défendue. Si vous avez reçu le présent courriel par erreur, veuillez en informer immédiatement l’expéditeur, retourner l’original (le cas échéant) et supprimer ce courriel.

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WFP Analysis: More city than we can pay for (May16'22)
by Beth McKechnie 16 May '22

16 May '22

More city than we can pay for https://www.winnipegfreepress.com/opinion/analysis/more-city-than-we-can-pa… AS people in Winnipeg emerged from a long, frigid and snowy winter, they found a city with roads bearing a striking resemblance to the surface of the moon. This, despite the City of Winnipeg having had its highest road renewal budget in history for each of the last three years. With drought followed by flood, freezing followed by thaw, Manitoba gumbo has been having its way with our city’s roads. We can’t change the weather, or the soil, and significantly raising taxes wouldn’t be popular, so how will we ever manage our worsening pothole problem? There is one straightforward answer — build fewer roads and get more people to live on the ones we already have. The solution to managing potholes is simple math that reads like a Grade 9 pop quiz. If 10 taxpayers live on a street that is one kilometre long, each one pays to maintain 100 metres of road. If 10 taxpayers live on a street that is one and a half kilometres long, each one pays to maintain 150 meters of road. Every tax dollar being stretched more thinly by lower density means reduced maintenance and more potholes. It’s a simplistic example, but this is precisely what has happened in Winnipeg, and in most sprawling North American cities, over the last 50 years. Since the 1970s, Winnipeg’s low-density, suburban growth patterns have resulted in the population increasing by 37 per cent while the built area of the city has almost doubled. Each taxpayer today is responsible for about 40 per cent more land area and its corresponding infrastructure. Looking at infrastructure such as water pipes, according to the city, each Winnipegger today is responsible for nearly 2.5 times more length of pipe than they were in the 1940s, 70 per cent more than in the 1970s. The math is simple. We have built more city than we can pay for, and our moonscape roads are the result. Looking deeper, the math doesn’t get better. An excellent source of information regarding the cost of Winnipeg’s growth can be found at the Dear Winnipeg Blog (dearwinnipeg.com), written by Michel Durand-Wood. He found that the replacement cost for all of Winnipeg’s roads is about $17 billion, and if we maintain our current road renewal budgets, again, the largest in the city’s history, the replacement cycle will be more than 100 years. The only solution to our infrastructure deficit is to rethink what growth looks like in Winnipeg and begin embracing higher density and more diverse residential and commercial development in our existing neighbourhoods. Locating more development around infrastructure that is already in place, and less development on the periphery of the city that requires new infrastructure to be built, is the only way we will ever inch towards greater economic sustainability. The infrastructure in most need of replacement, for now, exists in older neighbourhoods. The combined sewer system is an important example. Replacing the system is non-negotiable and it will cost billions of dollars to do. To be most cost-effective, our goal must be to have as many people as possible using and paying for that new infrastructure, instead of spending money to replace it while also building new elsewhere. This example translates to all infrastructure and city services, including roads, pipes, sewers, fire halls, community centres, libraries, transit, snow clearing and everything the city pays for. The more taxpayers sharing it, the less costly and the better maintained it will be. By growing our existing neighbourhoods, we will also be investing in our most productive tax base. Despite being filled with high-value homes, new suburbs typically generate far less tax revenue than less-affluent inner-city neighbourhoods because of their lower overall density. Central neighbourhoods like Wolseley, West Broadway, Spence and Earl Grey generate between 50 and 80 per cent more taxes per hectare than new suburbs built on the edge of the city. Osborne Village generates more than twice as much tax revenue per hectare than Bridgwater, Whyte Ridge or Island Lakes. This is also true for commercial development. The single block of Corydon Avenue between Daly and Cockburn streets is lined with old, nondescript, two- and three-storey buildings and shops, but its collective assessed tax value is equal to a Costco in south Winnipeg that uses five times more land area, contributing significantly to the city’s overall footprint, infrastructure and maintenance costs. Not only does the compact nature of mature neighbourhoods produce more revenue, but it also significantly reduces the city’s cost to service them. A study by the Halifax Regional Municipality found that when all infrastructure and public services are calculated, an average home in a central neighbourhood costs $1,416 per year to support, compared to $3,462 in a distant suburb. By embracing density and infill growth, welcoming change in our neighbourhoods and creating policies that support a more compact urban form, we can grow our most productive tax base and spend less to service it. We can complain about soils, weather and construction techniques, but in the end the severity of our pothole problem comes down to simple math. The only solution is to change the equation. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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

14 May '22

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

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

05 May '22

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

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

01 May '22

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

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

30 Apr '22

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

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

25 Apr '22

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

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

22 Apr '22

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

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

20 Apr '22

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

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

14 Apr '22

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

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

11 Apr '22

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

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

09 Apr '22

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

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

08 Apr '22

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

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

08 Apr '22

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

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

08 Apr '22

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

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

08 Apr '22

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

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

05 Apr '22

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

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