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WFP: City split three ways on desired infrastructure path: poll (Jul4'23)
by Beth McKechnie 04 Jul '23

04 Jul '23

[Note: Also see Brent Bellamy's response to the article, pasted below this one.] * * * * * *More recreation space, roads, rapid transit near-equal priorities* *City split three ways on desired infrastructure path: poll* https://www.winnipegfreepress.com/breakingnews/2023/07/03/city-split-three-… TINA Montemayor is like many Winnipeggers, staring at a public policy fork in the road. As a commuter, she knows how frustrating driving in the city can be — especially on Kenaston Boulevard at rush hour. Route 90 has become a no-go zone for her. She takes Shaftesbury Boulevard, then McCreary Road, McGillivray Boulevard and a short stretch on Kenaston to reach her Bridgwater neighbourhood home after work. “For my own mental health, I’m avoiding Kenaston,” Montemayor said with a laugh. “I know how crazy the traffic is.” If another lane were added, however, she says she would take Kenaston all the way home. But when asked to choose between more concrete traffic lanes, more green and recreational space or more rapid transit, Montemayor’s decision mirrors that of most Winnipeggers, according to a new Probe Research survey for the Free Press. While she’s all for widening roadways — like 31 per cent of respondents — Montemayor desires more spending on recreation, which edged out transportation as the top priority in Probe’s poll at 36 per cent. “For me, (it’s) more funding so that people get more active and get to interact with each other,” Montemayor said. With the City of Winnipeg proposing two road-widenings — Route 90 (Kenaston) between Ness and Taylor avenues, and Chief Peguis Trail, at an estimated cost of $1 billion — the Free Press asked Probe to survey residents to ask which of the following would be their top priority: widening major roadways, building more rapid transit, or creating and renovating recreation facilities and other amenities that improve quality of life. The results elicited a near three-way split. Suburban residents in north Winnipeg were most likely to prioritize expanding roadways, as were Progressive Conservative voters. “Not surprisingly, you have… people who live in some of the more suburban areas who are affected by congestion and gridlock (picking roadway expansion),” said Curtis Brown, a principal with Probe Research. However, despite Winnipeg capital spending debates often being framed around “better roads” or more active and rapid transit, the data show “a pretty strong current across the city” of people wanting recreation investment, Brown said. Spending more on recreation topped Robin LaFreniere’s list. “Everyone’s struggling with their mental health,” said LaFreniere, 35. “Wrapping around more wellness and (having) a bit (of a) slower pace for people, I think, would be good.” She’s taken her five-year-old son to parks, pools and play structures. She couldn’t choose a favourite spot — all are “unique” — but more free programming at facilities is needed, LaFreniere said. “I think no matter where you live — whether you live in Wolseley, or whether you live in the far reaches of North Kildonan — you want to have rinks and pools and splash pads that you and your family can use,” Brown said. “It’s pretty much universal.” Graham Lowes considers Winnipeg behind, when comparing it to peers’ recreation centres: “Go to a pool in any place in B.C. or Alberta… even Steinbach.” Support for recreation was widespread throughout Winnipeg, Probe’s survey found. At least one-third of respondents in each area — central Winnipeg, the suburban north and the suburban south — listed recreation centres as their top priority, at 41, 37, and 33 per cent, respectively. Julie Chamberlain, a University of Winnipeg urban studies professor who researches urban development and planning, counted herself among the group to put recreation at the forefront. “It addresses… a whole range of concerns the city has that seem disconnected.” Studies show accessible recreation improves physical and mental health, community safety and connection, she said. “It’s especially important in neighbourhoods where people can’t afford to pay to send their kids to programs, and where there isn’t adequate and safe and attractive greenspace.” Widening roadways, of the three options, was at the bottom of Chamberlain’s list. “The expansion of roadways is…. notoriously poor planning practice. I know it seems counter-intuitive,” she said. “It doesn’t do what people think it does.” Road-widening draws more traffic and pollution, and often comes at the expense of green space, Chamberlain said. Ciara Okumura, 25, would prefer to not own a vehicle. Lately, she’s been living the lifestyle; her car broke down. “I think we should be moving away from a car-oriented city anyways,” Okumura said, waiting at a rapid transit station near Pembina Highway. “Just for our carbon footprint.” Thirty-two per cent of survey respondents crowned rapid transit their top priority. The number jumps to 45 per cent when counting respondents ages 18 through 34, and 43 per cent when considering households earning less than $50,000 annually. Nearly half of NDP voters — 47 per cent — ranked rapid transit a top priority, as did central neighbourhood residents (45 per cent). “We need a way better bus system,” Okumura said. “Not even just rapid transit, just all the buses working better.” She’d like reliable bus service — especially in the winter, as she’s waiting in freezing temperatures for a ride to university. It’s not uncommon for buses to be late or pass her by, too full to stop. The Linden Woods resident said she needs a car because buses don’t come frequently or transport her everywhere she needs. Chamberlain, who lives in the North End, echoed that concern. “By the time I’ve waited for the bus to come, I could’ve ridden my bike there already,” Chamberlain said. Kyle Owens, president of Functional Transit Winnipeg, believes increasing bus frequency — and returning the fleet to 2018 levels — is the first step to improving Winnipeg Transit. “No one can be forced onto a bus with enough advertising,” Owens said. “It has to be a more convenient option than just taking your car.” Speeding up implementation of the city’s Winnipeg Transit Master Plan is also critical, Owens said. “So many families are suffering economically,” he added. “The existing system does not meet the needs of so many people who would be happy to not buy a car, not use their car or get rid of their car.” Winnipeg Transit has made headlines for a persistent driver shortage. Meantime, the City of Winnipeg is projecting a $27-million deficit this year, one which is expected to drain its so-called “rainy day” fund. Several people the Free Press spoke to highlighted the need for more active transit, including Lowes, who bikes on major arteries such as Kenaston Boulevard. “If they’re going to widen the roads, they should put a (protected) bike lane,” he said, adding he regularly visits a bustling Assiniboine Avenue cycle track. “When you build that infrastructure, people use it.” Survey respondents answered online from May 31 through June 13, after being randomly recruited via phone call. The survey has a 95 per cent accuracy, plus or minus four percentage points, if Winnipeg’s entire adult population had been surveyed. gabrielle.piche(a)winnipegfreepress.com * * * * * Winnipeg’s three Rs: recreation, roads, rapid transit https://www.winnipegfreepress.com/local/2023/07/03/winnipegs-three-rs-recre… The *Winnipeg Free **Press* and Probe Research recently conducted a poll asking people to identify their top infrastructure spending priority for the City of Winnipeg. The results reveal Winnipeggers have diverse opinions about how to improve their quality of life. Thirty-six per cent of respondents identified their top priority as building and renovating recreation centres and related amenities such as community clubs, parks, splash pads and arenas. Thirty-two per cent favoured building a rapid transit network. Thirty-one per cent preferred widening and expanding roads. [image: WENDY SAWATZKY / WINNIPEG FREE PRESS] <https://www.winnipegfreepress.com/wp-content/uploads/sites/2/2023/07/probe-…>WENDY SAWATZKY / WINNIPEG FREE PRESS At first glance, the responses appear to be distinct priorities whose implementation would require choosing one over another. With careful and strategic planning however, they can be tied together in a symbiotic relationship that allows the city to achieve the goals of each. The poll illustrates Winnipeg’s connection to its community centres runs deep. While many cities have moved to a big-box recreation model that combines several uses into large, regional complexes, Winnipeg has been able to maintain a wonderful network of community centres deeply woven into the fabric of neighbourhoods. For generations, they have supported physical and mental health, providing people from youth to seniors with places for social connection and relationship building. Skating at the local rink or joining an after-school program, creates a sense of community and represents a vital building block of a walkable neighbourhood. The community centre model in Winnipeg is unique from other Canadian cities in that they are owned by the city but governed and operated by volunteers. It’s estimated each year, 17,000 volunteers devote more than 1.2 million hours to them. As important as the facilities are, they are facing significant challenges, including the ability to maintain such a level of volunteer support. The challenges facing Winnipeg’s 63 community centres can in many ways be connected to how the city has grown and developed over the last 50 years. Most of Winnipeg’s mature neighbourhoods have at least 30 per cent fewer people living in them today than in the 1970s, largely due to smaller household sizes. In contrast, population growth has exploded in new suburban neighbourhoods. The impact is recreation services in older areas are underused and being supported by a smaller community, while at the same time, new facilities are being built to support new communities. This growth pattern has meant more thinly-spread volunteer support and a stretching of city budgets to maintain facilities and programming. In 2018, 40 per cent of Winnipeg’s community centres, and 100 per cent of city-run arenas, were evaluated to be in poor condition, requiring funding for maintenance and new construction to meet modern building codes, evolving recreation trends and community needs. Rapid transit, the second priority identified in the Probe/*Free Press* poll, offers part of the solution to the challenges recreation facilities face. Rapid transit can address issues of social equity, cost of living, and environmental sustainability, but it can also be used as a strong urban development tool. When rapid transit is effective and convenient, large numbers of people want to use it, creating market pressure for high-density residential development near the system’s access points. This can create powerful magnets for population growth in established communities. Known as transit oriented development (TOD), it allows planners to strategically locate rapid transit stations to target areas for infill growth and densification. This has proven to be particularly successful with light rail transit systems. Growing a mature neighbourhood’s population through TOD can breathe new life into existing community centres by increasing the number of potential users and broadening the volunteer pool. This also allows overall population to grow without creating the need to build new facilities to serve new residents. With more taxpayers supporting a smaller number of recreation facilities, the city’s financial model becomes more viable, freeing up funding to improve maintenance schedules and explore redevelopment options for existing community centres. The financial advantages of higher-density existing neighbourhoods stimulated by initiatives such as TOD also hold true for the recent poll’s third identified priority: building and expanding roads. Larger roads aren’t necessarily the end goal, but higher levels of maintenance and lower levels of traffic congestion are likely to be. Using TOD as a tool to direct population growth to mature neighbourhoods means more people using roads that already exist, requiring fewer expensive, new roads to be built. More taxpayers paying to maintain less road naturally results in better road conditions. As for reducing traffic congestion, a good rapid transit system has consistently proven to be far more effective than increasing vehicle capacity. Bigger roads result in more cars — always. The speed, lower cost and reliability of rapid transit make it an attractive alternative to driving. This mode shift can reduce the number of cars on the road and the corresponding traffic they create. In Calgary, as an example, the convenience and affordability of the C-Train has made it North America’s busiest light-rail system, attracting almost half of downtown commuters to transit. An important takeaway from this poll is city building is an interconnected network of priorities. The ability to implement one can be directly affected by another. When strategic investments are made that more efficiently use existing resources, it creates financial flexibility for other priorities. Rapid transit is just one example of an infrastructure investment that, if combined with strong planning strategies, can transcend its primary function — to become a city-building tool that enables a wide range of other quality-of-life public investments. *Brent Bellamy is senior design architect for Number Ten Architectural Group*

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WFP: Police seek help in cyclist hit-and-run
by Beth McKechnie 03 Jul '23

03 Jul '23

Police seek help in hit-and-run A cyclist is recovering in hospital after a hit-and-run Friday, police say. Winnipeg police say they responded to a report of a vehicle-cyclist collision at the intersection of Isabel Street and Notre Dame Avenue Friday at 8 p.m., according to a release. At the scene, police found a 63-year-old man unconscious on the road. He was taken to hospital in unstable condition and later downgraded to critical but stable condition. The vehicle fled the scene. Police later located an abandoned “heavily damaged” grey 2007 Pontiac G6 in the 100 block of Juno Street. Four men were seen fleeing the vehicle. When traffic collision investigators took over, they learned that the cyclist was crossing Notre Dame Avenue and Isabel Street against a red light when the vehicle struck him, projecting him onto the road. Those with information are asked to contact traffic division investigators at 204-986-7085 or Crime Stoppers at 204-786-TIPS (8477).

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WFP: Bike safety programs roll on, active transportation concerns persist (Jul1'23)
by Beth McKechnie 01 Jul '23

01 Jul '23

*Bike safety programs roll on, active transportation concerns persist* https://www.winnipegfreepress.com/breakingnews/2023/06/30/bike-safety-progr… Sharee Hochman wants Winnipeggers to choose active transportation over cars. “Simply, the way our city is built is just not prioritizing people to get out of their cars to move in different ways,” said Hochman, a sustainable active transportation program co-ordinator with the Green Action Centre. “(The city) is still focusing on providing more space, more money and more capacity to vehicles, rather than trying to provide safer and reliable options.” On average, 200 cyclists are injured or killed on Manitoba roads each year, making cycling dangerous, especially when riders have to share the road with vehicles. In the hope of reducing fatalities, Manitoba Public Insurance has expanded free cycling safety programs. MPI expects to reach a whopping 50,000 Manitobans of all ages, said Kristy Rydz, manager of communication. The Crown auto insurer estimates 13,000 children will be educated through its Cycle Safely Bike Rodeos — the widest reach in the program’s 50-year history. Since 2015, the Bicycle Education & Skills Training in Schools program has had great success in educating middle school students about bike safety. Every year, a fleet of bicycles travels from school to school to deliver hands-on safety training to middle schoolers in the Seven Oaks School Division, thanks to a partnership between MPI, Bike Winnipeg, WRENCH and Green Action Centre. “Those instructors are providing cycling skills, information, things like road positioning, parts of the bike, signals, what to watch out for, where the hazards are, different things like that,” said Mark Cohoe, executive director of Bike Winnipeg. Despite the expansion of MPI programs, Winnipeg was given a failing grade of 32 out of 100 on bike safety by PeopleForBikes, which is based in Colorado. To boost the city’s score, Hochman suggests installing additional protected bike lanes, offering bike parking and dedicating more municipal funding to infrastructure. Coun. Matt Allard (St. Boniface) said that while progress has been made on the active transportation front over the past several years, more must be done. As an avid cyclist himself, he said the main problem is the lack of connectivity between designated cycling routes. “We know that a lot of people aren’t using their bicycles because they don’t feel safe on the streets,” Allard said Friday. “Until we have a complete network, there are a whole lot of people that won’t be using their bicycles to get around the city.” Compared to past years, the City of Winnipeg has allocated more funding to active transportation, which includes walking, cycling and other forms of human-powered transportation. In the 2023 preliminary budget, it committed $17.6 million to active transportation projects, subject to council approval — an $8 million increase from 2022. Winnipeg also has more protected bike lanes than it did five years ago. In 2021, the Wolseley-to-downtown bike lane was completed, equipping the neighbourhood with protected lanes on Westminister Avenue/Young Street/Balmoral Street between Maryland and Osborne streets. This year, protected lanes will be installed on River and Stradbrook avenues, and Wellington Crescent. Without proper infrastructure, cyclists are forced to ride with vehicular traffic, which turns off many would-be cyclists, Cohoe said. “If you’re on a street with buses, with trucks, and a fair bit of traffic, that’s a thing that really discourages people,” he said. “It’s really a no-go situation for a lot of people.” Recent municipal consultations suggest demand is high for protected bike lanes. Seventy-seven per cent of St. Boniface residents consulted by the city were in favour of installing one-way lanes on Provencher Boulevard, a major thoroughfare in the neighbourhood. Describing 2023 as the “worst year for traffic,” Allard believes drivers who dread rush-hour congestion would benefit from more robust cycling infrastructure. “Usually, people riding bicycles on roads are riding at speeds that are less than people who are driving automobiles,” he said. “I would suggest that every time a new cycling facility is introduced, particularly separated facilities, that’s good for commuters.” Hochman credits advocacy by active transportation groups for boosting awareness and a desire for safer conditions on the road. At the same time, she knows they can’t do it alone. She wants civic government to be more responsive. “A lot of this does need the support from the city to help make this a more safe, attractive and reliable option for a lot of people,” Hochman said. “There’s only so much that organizations can do. We do need the decision makers to support this shift.” cierra.bettens(a)freepress.mb.ca

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WFP Book Review: Parking problems pleasingly parsed (Jun30'23)
by Beth McKechnie 30 Jun '23

30 Jun '23

Parking problems pleasingly parsed https://www.winnipegfreepress.com/arts-and-life/entertainment/books/2023/06… WINNIPEG drivers like to think that finding a space to park our cars is our civic, if not human, right. American journalist Henry Grabar’s new book, Paved Paradise: How Parking Explains the World, will disabuse us of the notion we are in any way special. According to Grabar, the unrealistic expectation of convenient, immediately available and free parking is held by every North American with a driver’s licence. “It would be unimaginable to hold any other good or service to the same standard,” writes Grabar, who covers urban policy issues for Slate. “Once, I missed an entire summer afternoon at the beach because I refused to pay for parking, and while I hunted, my passengers (wisely) left on the island ferry without me.” In his snappily written and well-researched tome, Grabar surveys wrong-headed urban decisions made over many decades. These have turned downtowns into traffic-clogged disasters and suburbs into grey expanses of strip malls surrounded by seas of empty asphalt and concrete. The book’s main virtues are Grabar’s grasp of the subject matter and his impressive writing ability. Policy-wonk books are seldom so fluent and entertaining. A big downside, at least for Canadian readers, is Grabar’s American focus. In his hundreds of anecdotes, profiles and examples, he seldom strays from the contiguous 48 states. He gives us a single mention, in a paragraph about per-capita car ownership. Canada, he reports, has about 655 cars per 1,000 population, compared to 600 per 1,000 in Western Europe and 800 in the U.S. C’est tout for Canuck content. Well, except for his title, grabbed from the lyric of Joni Mitchell’s song Big Yellow Taxi: “They paved paradise and put up a parking lot.” Grabar acknowledges his research leans heavily on the work of progressive urban thinkers who have, uh, paved the way for him. Chief among them is California-based economist Donald Shoup, best-known for his 2005 book, The High Cost of Free Parking. The big evil for Shoup is “parking minimums,” municipal bylaws that command property developers to include unrealistically high numbers of parking spots in their plans for both commercial and residential buildings. These rules put construction costs out of reach and result in non-drivers in, for instance, apartment blocks, absorbing in their rent the cost of other tenants’ parking spots. Another common mistake is improper pricing of downtown street parking. If it’s too low, downtown workers will snap up the spots by 9 a.m., leaving only high-priced lots for everyone else. Most parking-policy errors made in the U.S. have been imported to Canada, but it would be useful to know if and how our regulatory framework differs. *Shoup, by the way, presented his ideas in Winnipeg in 2019 in a workshop sponsored by the Downtown BIZ and the Green Action Centre.* The book contains much else of interest. Included is a portrait of the inventor of the shopping mall, the Holocaust refugee Victor Gruen, an amusing chapter detailing how parking lots attract fraudsters, and another filled with eye-opening stats about the over-availability of parking spots in U.S. cities. “By square footage,” Grabar writes, “there is more housing for each car in the United States than there is for each person.” Kudos in particular to the publisher for illustrating the text with nifty line drawings, by Alfred Twu, instead of predictable photos. *Morley Walker is a retired Free Press writer and editor.*

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Drop in Calgary neighbourhood speeds shown two years into limit change
by Beth McKechnie 29 Jun '23

29 Jun '23

https://livewirecalgary.com/2023/06/27/drop-in-calgary-neighbourhood-speeds…

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Academic behind ‘cyclists seen as less human’ study: “If you have a safe and normal cycling culture, how could you see people as anything but human?” | road.cc
by Beth McKechnie 26 Jun '23

26 Jun '23

From: Terry Zdan <tjzdan50(a)gmail.com> https://road.cc/content/feature/cyclists-seen-less-human-academic-helmets-a…

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Student's Invention Creates as-Needed Bike Lanes Wherever You Ride
by Beth McKechnie 26 Jun '23

26 Jun '23

From: Terry Zdan <tjzdan50(a)gmail.com> https://www.bicycling.com/news/a44321576/invention-creates-as-needed-bike-l…

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WFP: City plans to demolish filthy access to concourse under Portage and Main (Jun23'24)
by Beth McKechnie 23 Jun '23

23 Jun '23

City plans to demolish filthy access to concourse under Portage and Main Stairway (not) to heaven A STAIRWELL used by the public to enter the concourse under Portage and Main has become a regular place for people to relieve themselves and pester people for money. A sanitation worker who was cleaning the stairwell, at the northeast corner of the intersection, Tuesday morning said he has to remove human excrement and litter with a broom and soap. “They poop here, they pee here, they smoke inside this,” he said while cleaning the site at the northeast corner of the intersection. He said he expected there would be more litter when he returned later in the day to clean up again. An employee at the nearby Fairmont Hotel said if he can, he’ll avoid using the concourse after dark. “If you’re going after, I would say 9 p.m. or 10 p,m., then that’s not safe,” he said. While he said he’s witnessed bad behaviour in the stairwell, most people just ask for money and don’t pose a threat. “Not all of them will be really bad or aggressive,” he said. “They’re just looking for spare money or change, that’s it.” The City of Winnipeg is looking at demolishing the stairwell and working with staff of the nearby Richardson Building to open its concourse to the public during hours it would normally be closed. On Tuesday, the property committee will discuss a recommendation that $1.65 million be paid to Richardson Centre Ltd. for the cost of removing the stairwell. It would conduct the work while constructing the adjacent Richardson Plaza. An agreement would be signed to allow the public to access the concourse via the Richardson Building. It’s not a new idea. In 2017, the idea was raised as part of a discussion to improve accessibility and safety. About $1.5 million was allotted for work on the concourse below 201 Portage Avenue, including removing the bunker in question. The report notes the sidewalk may have to be re-excavated when the roof membrane over the concourse is replaced in future. Committee chairperson Coun. Sherri Rollins said while she plans to support the idea, she is concerned about pedestrians having to rely on a private property to enter the public space. “In this, too, are real public interest questions with respect to access agreements,” she said. “Most Winnipeggers want to not have to rely on a private-sector access agreement to be able to access their city in a meaningful way.” The concourse is open from 6:30 a.m. to 10:30 p.m. Until a way to cross Portage and Main at the ground level exists, Rollins said, the public stairwell is in dire need of refurbishing and called this “the most cost-efficient way of getting that job done.” “It stinks, it doesn’t feel safe. This isn’t a way to design a city with bunkers,” she said. “It’s really past its prime.” Mayor Scott Gillingham said he’s undecided and would wait to hear Tuesday’s discussion, but he called ensuring public access on par with what the city could provide “paramount” to his decision. “Whether it’s through an access agreement with the property owner on that corner, or whether it’s through upgrading and maintaining that stairwell, we need to ensure that access is provided to the public,” he said. malak.abas(a)freepress.mb.ca

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WFP: Civic report recommends road-renewal tax hikes for years (Jun22'23)
by Beth McKechnie 22 Jun '23

22 Jun '23

*Civic report recommends road-renewal tax hikes for years* https://www.winnipegfreepress.com/breakingnews/2023/06/21/civic-report-reco… WINNIPEGGERS could be paying property tax hikes to fund road renewal well into the next decade. A funding strategy for road and bridge infrastructure suggests council consider extending the practice long term, beginning with the 2024-2027 multi-year budget process. A public works report proposes to continue levying at least part of those tax revenues through 2037. “I’m supportive of it… it clearly identifies where we’re going as a council to maintain our existing roadways. That, in turn, is good for city staff, it’s good for contractors,” said Coun. Janice Lukes, chairwoman of the public works committee. The report also calls on city council to make more projects eligible for the dedicated tax dollars, by adding in tree-replacement and preservation projects in 2024 and expanding to include road-safety and pedestrian/cycling programs in 2026. The City of Winnipeg began raising property taxes with the money dedicated to road renewal in 2013. For 2023, property taxes rose 3.5 per cent, with revenue from two percentage points of the increase devoted to roads and 0.33 percentage points earmarked for the Southwest Rapid Transitway. The new proposal would continue to ensure road renewal is a priority, said Lukes. The proposed plan aims to improve the “level of service for roadway condition.” That would require devoting revenue from two percentage points of annual tax hikes to roads again from 2024 through 2028, then gradually decreasing the amount. Only 0.5 percentage points of property tax hikes would be earmarked for roads between 2034 and 2037. “Assuming service level targets are met by 2037, no additional dedicated property tax increases for street renewal reserve purposes are projected for 2038 and the foreseeable future thereafter,” writes Brad Neirinck, the public works department’s manager of engineering, in the report. The roads target would be achieved once 85 per cent of Winnipeg’s regional streets are in good or very good condition, as well as 75 per cent of residential roads, 75 per cent of industrial streets and 55 per cent of alleys. Council could consider the report as soon as next month. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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CBC: Research offers financial case for big city bike lanes
by Beth McKechnie 21 Jun '23

21 Jun '23

https://www.cbc.ca/news/business/biking-lanes-business-health-1.5165954

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