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

09 Jan '25

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

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WFP: City studying scooter speed limits (Jan4'25)
by Beth McKechnie 05 Jan '25

05 Jan '25

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

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

04 Jan '25

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

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

31 Dec '24

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

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

30 Dec '24

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

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

21 Dec '24

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

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

20 Dec '24

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

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

15 Dec '24

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

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

15 Dec '24

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

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

14 Dec '24

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

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

14 Dec '24

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

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

11 Dec '24

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

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

11 Dec '24

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

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

09 Dec '24

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

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CBC: Wellington Crescent speed-reduction motion loses momentum after committee vote (Dec5'24)
by Beth McKechnie 06 Dec '24

06 Dec '24

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

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WFP: Mayor’s cabinet puts brakes on reduced speed on Wellington Crescent (Dec6'24)
by Beth McKechnie 06 Dec '24

06 Dec '24

Caution! This message was sent from outside the University of Manitoba. Mayor’s cabinet puts brakes on reduced speed on Wellington Crescent https://www.winnipegfreepress.com/breakingnews/2024/12/05/mayors-cabinet-pu… The mayor’s cabinet has rejected the call to slash the speed limit on Wellington Crescent. The executive policy committee cast a three-two vote against reducing the speed limit to 30 km/h from 50 km/h on Wellington, from River Avenue to the western end of Academy Road. A final council vote is still required. While more than 50 delegates spoke to support the change, EPC members were told it drew ample backlash in at least one ward. “When they called my office, I got mostly people in opposition,” said Coun. John Orlikow (River Heights-Fort Garry). Orlikow said some residents fear reducing the speed limit could divert more drivers onto Kingsway, increasing traffic around some schools. He said elected officials shouldn’t impose the change without having city traffic experts study it first. “Arbitrarily deciding (to reduce the speed) without a report, that’s breaking the trust I have with the neighbourhood. I told them I wouldn’t do that… We have to think not just of Wellington Crescent (and) not just of cyclists,” said Orlikow. An expedited speed limit reduction could have unintended consequences and fuel opposition to reduced speed limits in general, he said. “It’s going to be very hard to educate people if we decide… we don’t care what you want and think,” said Orlikow. Derek Rolstone, the only unelected delegate who spoke against the change at the EPC meeting, said reducing Wellington’s speed would divert traffic to several nearby residential streets. Rolstone urged councillors to study the change in much more depth. “This is a ridiculous, knee-jerk reaction to a terrible crime,” he said. Several delegates linked their support for the speed reduction to the death of cyclist Rob Jenner, who was killed June 6 when he was hit by a vehicle on Wellington Crescent that was driving 159 km/h. Beckham Severeight, 19, pleaded guilty to dangerous driving causing death. Rolstone said a lower speed limit couldn’t have prevented that tragedy or others like it. After a lengthy discussion, EPC split the motion into parts and narrowly rejected the speed limit reduction, with Mayor Scott Gillingham joining councillors Vivian Santos and Evan Duncan to oppose the change and councillors Sherri Rollins and Janice Lukes voting to support it. Coun. Jeff Browaty was away on city business and absent from the vote. The mayor said he was not prepared to support the speed reduction without further study over concerns that could have a domino effect on other routes. “If we drop the speed to 30 (km/h), we don’t know the impact of that on (other) residential streets in the neighbourhood. Would it push traffic off of Wellington into residential streets? What impact would it have on our transit system? …It’s time to analyse that and (have) our road safety team take a look at the impact,” said Gillingham, in an interview Thursday. The mayor said he’s heard mixed reaction to the idea and personally believes a separated bike lane would be the most effective option to make the route safer. Santos said she supports reduced speed limits on residential streets but believes council should wait for the outcome of current pilot projects that are testing the change before taking further action. “To do one-offs, it irks me a little because it kind of starts to (favour) one area,” she said. On Thursday, Lukes stressed the vote included steps to make Wellington Crescent safer. EPC unanimously voted to direct staff to report on an interim solution to improve cyclist safety on the route that can be implemented in 2025. A report on that work is expected back in about four months. Mark Cohoe, executive director of Bike Winnipeg, said the decision did offer some hope. “I think there was strong sentiment (among) the delegates to move towards 30 km/h, so obviously there’s disappointment there. At the same time, (the) other motions that were in there have important ramifications… I think (city council members) are sincere in their desire to see something (change) in 2025,” said Cohoe.

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WFP: Committee backs 30 km/h speed limit on Wellington Crescent (Nov29'24)
by Beth McKechnie 30 Nov '24

30 Nov '24

Caution! This message was sent from outside the University of Manitoba. Committee backs 30 km/h speed limit on Wellington Crescent https://www.winnipegfreepress.com/breakingnews/2024/11/29/committee-backs-3… The proposal to slash the speed limit on Wellington Crescent is moving forward, along with a plan to study additional options to make the street safer. More than 20 delegates went to city hall to advocate for the speed reduction Friday. Later, council’s public works committee voted to reduce the speed limit to 30 km/h from 50 km/h on Wellington, from River Avenue to Academy Road, until a protected bike lane is added along the route. The change cannot be implemented until council votes on it. Coun. Janice Lukes, chairwoman of public works, noted Friday’s vote reflected an “incredible outpouring” of safety concerns, which will require more than one change to address. “We need to look at a super short-term solution, then a short-term (one), then a long-term solution… This is a major, major transportation corridor and we really want to be sharing the space more equitably,” said Lukes. The Waverley West councillor told transportation staff she hopes the speed limit can be reduced by February. The committee ordered a staff report, which is due back in about four months, on potential changes that can help calm the street next year, and directed staff to hold consultations on longer term safety solutions. Prior to the vote, Lukes told reporters she feared changing a speed limit alone wouldn’t address all safety concerns on the route. “It’s one thing to put a speed limit up, it’s another thing that it become effective. We don’t have enough police in the city to monitor every speed on every road. When a road is designed, like Wellington, to kind of flow and go, there’s a natural tendency for speed to increase (But) … I know for a fact that it is proven, time and time again, that lowering speeds reduces (crash) fatalities,” she said. Lukes said she didn’t think the city needed traffic experts to further study the topic before elected officials took action, despite some councillors’ concerns about acting without that input. “Cities all around the world have been studying (this.) We know that reducing speed saves lives. But we also know that when you change the built environment, it’s more effective,” she said. Without changes to the design of the street, a lower speed limit could wind up creating a false sense of security, Lukes added. Coun. Sherri Rollins, who pushed for the speed reduction, said frequent reports of crashes, near-misses and vehicles repeatedly knocking down the fence at St. Mary’s Academy warrant a quick response. “I don’t need or want a study on 30 (km/h) between River and Academy… The evidence base here that I’m leaning on is 30 (km/h) saves lives,” said Rollins (Fort Rouge-East Fort Garry). The councillor said she’s aware “the odd person” won’t like the speed reduction but believes a large majority of residents want it. “As someone who’s interested in more bike lanes, the quickest way possible to obtain that is not by multi-millions of (dollars of) infrastructure but to slow everything down to 30 (km/h),” she said. Safety on the street has been in the spotlight in recent months, especially after a cyclist died in a crash this spring. Rob Jenner, 61, was killed in a collision with a speeding vehicle while cycling to work on Wellington Crescent near Cockburn Street on June 6. A 19-year-old driver pleaded guilty to dangerous driving causing death after travelling at least 159 km/h despite the 50 km/h speed limit. Cycling advocates said the crash makes it clear the road’s design is far too conducive to speeding. While it may not have prevented the crash that killed Jenner, they argue a lower speed limit could alleviate other safety concerns. “How do we make streets safe? We reduce speeds. This has been studied all over the world… When a vehicle hits somebody at 30 km (per hour) or less, typically, the people survive,” said Andrew Single. Some delegates told the committee the risk of a crash prevents them from taking up cycling. “I’m too scared to ride a bike in Winnipeg because of how dangerous it is,” said Nathalie Kleinschmit. Kleinschmit said slowing down traffic would greatly reduce the risk. “No one is a perfect driver, neither car nor bike, but slowing that down provides the necessary room for error and adjustment, with safer interactions for those who share the road,” she said. The proposal would set the lower speed limit year-round. That would add to the seasonal bike route that applies a 30 km/h speed limit to Wellington between Academy Road and Guelph Street in the summer. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Deteriorating Omand Park bridge needs replacement: city report (Nov26'24)
by Beth McKechnie 26 Nov '24

26 Nov '24

Caution! This message was sent from outside the University of Manitoba. Deteriorating Omand Park bridge needs replacement: city report https://www.winnipegfreepress.com/breakingnews/2024/11/25/deteriorating-oma… A PLAN to replace the Omand Park pedestrian bridge could soon be on the way, as city staff warn the deteriorating structure could fail at any time. A report seeks city council approval to plan and design a replacement bridge for construction “no later than 2029.” The path over Omand’s Creek, connecting the park to Wolseley, is in poor condition and at risk of closure, the report notes. “It may be permanently closed at any time without warning when it is no longer considered safe for public use,” writes Brad Neirinck, the city’s manager of engineering. A new bridge would be about 2.8 metres higher than the existing one to avoid seasonal flooding and is expected to cost between $3 million and $5 million, which could potentially be funded through a city reserve. Preventing further flooding is deemed key to the project. “In addition to age-related deterioration, the bridge is also frequently closed due to flood,” it states. The city says the bridge has been covered in water for more than 600 days over the last 10 years and doesn’t meet current accessibility standards. Coun. Janice Lukes, chairwoman of council’s public works committee, said she supports the study, since the bridge is part of a key active transportation route. “This is a key link and it’s a beautiful area, a beautiful park. It’s very well used,” said Lukes (Waverley West). The councillor said raising the height of the bridge is necessary to address flooding but could also significantly change the park’s appearance. “This will be interesting because in order to raise the bridge so it doesn’t flood, it will fundamentally have a major effect on the park. It will change the look of the park,” said Lukes. The public works committee will debate the idea on Friday. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: City report delivers less-expensive plan to replace Arlington Bridge (Nov26'24)
by Beth McKechnie 26 Nov '24

26 Nov '24

Caution! This message was sent from outside the University of Manitoba. City report delivers less-expensive plan to replace Arlington Bridge https://www.winnipegfreepress.com/breakingnews/2024/11/25/city-report-deliv… A NEW proposal to replace the Arlington Bridge at its current location could cost $166 million, plus up to $27 million more in interest, and require six years to build. A long-awaited report on the bridge’s future comes about a year after it closed suddenly on Nov. 21, 2023, due to structural concerns. The decaying bridge first opened to traffic in 1912. While the city explored repairing it, that is no longer a viable option, Brad Neirinck, the city’s manager of engineering, writes in the report. “It is not feasible to repair the existing truss spans of the bridge due to severe deterioration and lack of strength to support construction loading and operations… load testing showed the foundations could not support a new bridge superstructure,” Neirinck notes. The price to replace the bridge has plummeted from a 2019 proposal, a version expected to cost $319 million. That earlier plan would have created a much wider, three-lane structure with two protected one-way bike lanes and two sidewalks. The new plan offers a narrower, two-lane bridge with two shared, multi-use active-transportation paths. The newer proposal would also require fewer property acquisitions. “It became a much shorter project, a narrower bridge and a much more modest project…. We would restore the traffic back to what it was pre-2023,” Neirinck told reporters Monday. The new bridge would be able to support Winnipeg Transit buses, unlike the now-closed structure, while also improving access for cyclists and pedestrians. It would be designed to offer a minimum 75-year service life. Coun. Janice Lukes, chairwoman of council’s public works committee, said the construction is needed to restore a critical transportation route. “I think it’s really obvious that the need is there if you look at the volume of traffic and you see the uptake in other parts of the city (after the bridge closed),” said Lukes (Waverley West). In the report, Neirinck notes all modes of traffic have faced significant delays since the Arlington Bridge closure, with some pedestrians forced to add more than a kilometre to their routes. Morning peak traffic flows now last an hour longer at the McPhillips Street underpass, with afternoon peak traffic extended two hours. McPhillips Street and Logan Avenue now operate at 25 per cent above its capacity during afternoon rush hour, while traffic on the Slaw Rebchuk Bridge has increased by about 5,000 vehicles per day. “It’s a critical link, so I’m very supportive of proceeding with (the bridge). We just have to see how we can fit it into the budget,” said Lukes. Even with a smaller price tag for a downsized bridge, the cash-strapped city could struggle to cover the cost. The city has only $149 million left to borrow within its council-imposed debt strategy, the report notes. Mayor Scott Gillingham said that fiscal reality shows why the city needs a new funding formula from the province, with some form of growth revenue. “If we funded the Arlington Bridge by ourselves as the city, we completely eat up the rest of our debt capacity… (and) this project also competes with an array of other important infrastructure projects,” said Gillingham. The report recommends city council approve the replacement design and refer it to next year’s budget process. Coun. Ross Eadie (Mynarski) plans to lobby senior governments to support the new bridge. “It’s very critical. It’s already going to be six years to (get this work) done… so we have to start now,” said Eadie. The project’s price includes $16.9 million to demolish the existing bridge, which city engineers say must be done within the next five years to mitigate risks to the rail lines below it. Neirinck said large parts of the bridge are also unsafe to move. “We need to demolish the bridge in place by using explosives and dropping it span by span onto the railway tracks,” he said. About $27 million in interest costs would be expected if the project is funded solely through debt. The new structure would result in Dufferin Avenue closing at Arlington Street, with the bridge ending about halfway between Dufferin and Stella avenues. If the intersection of Dufferin Avenue and Arlington Street remained open, the city would need to acquire more properties and spend about $8 million more on the project, the report notes. The bridge design would require modifications for Canadian Pacific Kansas City rail operations beneath the bridge, which the company would need to approve. That includes abandoning one track and the realignment/relocation of a few others. The report says consultations over those changes are still underway and have been “generally positive.” — with files from Malak Abas joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Widow of cyclist killed in hit-and-run pushes for speed-limit reduction as proposal moves ahead (Nov19'24)
by Beth McKechnie 19 Nov '24

19 Nov '24

Caution! This message was sent from outside the University of Manitoba. Widow of cyclist killed in hit-and-run pushes for speed-limit reduction as proposal moves ahead ‘I don’t want it to be too late for other families’ https://www.winnipegfreepress.com/breakingnews/2024/11/18/wellington-cresce… THE widow of a cyclist killed on his way to work urged the city to reduce the speed limit on part of Wellington Crescent — where collisions and near misses continue — before tragedy strikes another family. Rob Jenner, 61, was killed in a collision with a speeding vehicle while cycling to work on Wellington Crescent near Cockburn Street on June 6. On Monday, Jenner’s wife urged the city centre community committee to take action. “Although it’s too late for my husband, Rob Jenner, to benefit from separated bike lanes and lower speed limits on Wellington Crescent, I don’t want it to be too late for other families,” said Wendy Van Loon. Van Loon said the area remains unsafe, though she believes a 30 km/h speed limit would reduce the risk, leading many drivers to slow down or avoid the route entirely. “I’m hoping that the city will do something before another tragedy does occur … for all pedestrians, cyclists, neighbourhood people, transit users and even car drivers themselves,” Van Loon told reporters. Beckham Severight, 19, pleaded guilty last month to dangerous driving causing death and leaving the scene of an accident in the crash that killed Jenner. His sentencing date has not been set. On Monday, the city centre committee voted in favour of reducing the speed limit from 50 km/h to 30 km/h on Wellington Crescent, from River Avenue to Academy Road, until a protected bike lane is added along the route. Any change to the speed limit would require full city council approval. Coun. Sherri Rollins (Fort Rouge-East Fort Garry) said a “flood of calls” to her office noted road safety risks in the area warrant immediate attention. “The motion (was) grounded in a whole host of dangerous situations. Accidents that get reported in my office on the routine, near misses that scare people,” said Rollins. The councillor said bus stops have been damaged in crashes, while a fence at St. Mary’s Academy has been repeatedly hit by vehicles. “The fence has got a car plowing through it and as soon as it’s fixed, it’s broken again,” said Rollins, noting two collisions were reported on Wellington the day Jenner died. While acknowledging some people will “hate” the speed reduction, Rollins said she believes it would slow down many drivers at least to 40 km/h. “I absolutely receive pushback from community when I make moves on 30 km (per hour speed limits). It’s not as popular as some might think, but I think the evidence points to (it being) the right thing to do to save lives and to keep the community safe,” she said. While the vehicle that hit Jenner was travelling at least 159 km/h in a spot where the posted speed limit is 50 km/h, Rollins stressed the overall safety of the road would improve with a reduced speed limit. During the committee meeting, area resident Steve West said he narrowly avoided being hit by a bus on Wellington in June. “The weaving of traffic is a common and dangerous problem,” said West. Van Loon and West both said they would prefer to see the 30 km/h speed limit applied permanently, even after any new bike lanes are in place. Mark Cohoe, executive director of Bike Winnipeg, said details about a future bike lane have yet to be determined and there is no set timeline to build one. Cohoe said he would like to see vehicle lanes reduced to make room for a raised bike lane that creates a clear separation between modes of traffic on Wellington, which could prevent vehicles from weaving in and out of lanes used by cyclists. “It (would) also provide better cues that you are in a slower speed zone as well,” he said. Rollins originally pushed for the speed reduction to be implemented on a broader stretch of Wellington, from River Avenue to Kenaston Boulevard, but agreed to amend her motion after Coun. John Orlikow (River Heights-Fort Garry) expressed concerns about imposing the more extensive change without first receiving advice from city traffic experts. “I’m shocked that we, as councillors, would decide to be traffic engineers. I think that’s quite a new step for me. I’m also a little shocked that there’s no referral to a (city staff) report,” said Orlikow. In the summer, a seasonal bike route applies a 30 km/h speed limit to Wellington between Academy Road and Guelph Street, while the proposal would set a lower speed year-round until the new bike infrastructure is in place. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca>

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CBC: 14 pedestrians, 2 cyclists have died in vehicle collisions in Winnipeg this year: MPI
by Beth McKechnie 16 Nov '24

16 Nov '24

Caution! This message was sent from outside the University of Manitoba. https://www.cbc.ca/news/canada/manitoba/pedestrian-fatalities-2024-winnipeg…

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WFP: Lower speed limit on Wellington sought (Nov13'24)
by Beth McKechnie 13 Nov '24

13 Nov '24

Caution! This message was sent from outside the University of Manitoba. Councillor’s traffic-law motion follows death of cyclist hit by speeding car last June Lower speed limit on Wellington sought https://www.winnipegfreepress.com/breakingnews/2024/11/12/councillor-seeks-… A WINNIPEG city councillor is trying to get the speed limit lowered to 30 km/h on a busy bike route where a cyclist was fatally mowed down by a speeding car five months ago. A motion by Sherri Rollins (Fort Rouge-East Fort Garry) to reduce the speed limit on Wellington Crescent from River Avenue to Kenaston Boulevard until a protected bike lane is in place will be presented to the city centre community committee when it meets Monday. “Tragic deaths and troubling near-misses involving both pedestrians and cyclists… demonstrate an unacceptable level of risk posed to vulnerable road users travelling along this stretch of road,” her motion reads. Rob Jenner, 61, was killed while cycling to work on the morning of June 6 on Wellington Crescent near Cockburn Street. Jenner was hit by a car that was travelling at least 159 km/h in a spot where the posted speed limit is 50 km/h. Beckham Severight, 19, pleaded guilty last month to dangerous driving causing death and leaving the scene of an accident. His sentencing date has not been set. “That’s a main route for people cycling,” Mark Cohoe, executive director of Bike Winnipeg, said Tuesday. The non-profit group has long advocated for safer routes for cyclists and others. “The tragedy of Rob Jenner’s death moved that to the forefront,” Cohoe said. Wellington Crescent between Academy Road and River and Stradbrook avenues is “a major gap in the city’s planned primary bicycle network,” Rollins’ resolution states. It has no bike lane, which forces cyclists to ride in mixed traffic along a roadway with traffic volumes and speeds where separation of people on bikes from motor vehicles is recommended. Wellington Crescent is used by a high volume of pedestrian and bicycle traffic that is anticipated to double by 2030, as per the City of Winnipeg climate plan. There’s been a significant increase in bike traffic during the summer on the stretch between Academy Road and Guelph Street when it operates as a seasonal bike route, with a 30 km/h speed limit. That shows a “strong desire for a permanent, year-round, low-stress cycling route on Wellington Crescent,” the resolution says. The city is finalizing updates to its transportation master plan and pedestrian and cycling strategies, which are expected to go before council this winter. “I wouldn’t expect anything until the new year,” Rollins said about her proposal to lower the year-round speed limit from Kenaston Boulevard to River Avenue. “I certainly think one of the aims is safeguarding before the majority of cyclists head back to Wellington, and that would be spring time.” She said she expects there will be pushback from residents. “When it’s such an important thoroughfare, the length that this motion attempts to address will, no doubt, be challenged,” Rollins said. Reducing the speed limit to 30 km/h from 50 km/h is known to reduce collisions, she said. “It was a very problematic spring and summer for Wellington,” said the councillor. She’s seen, over the years, the fence at St. Mary’s Academy, at Wellington and Academy) damaged many times from vehicles crashing into it “which really connotes the speed at which people are going,” said Rollins, who hears from ward residents when cyclists get hit. The collision involving Jenner was one of two that day that ward residents had notified her about, she said. Rollins said she informed Jenner’s partner, Wendy Van Loon, about the reduced speed motion. Van Loon told a July 25 gathering of cyclists outside the Canadian Museum for Human Rights, where Jenner had worked, that she wants others to be able to experience his joy of cycling, and to be safe while doing so. “There’s nothing we can do to bring him back, but let’s make sure his death wasn’t in vain,” she said at the time. Wellington Crescent is identified as a high priority pathway in the draft bike route priority map, highlighting the need for safety interventions, her resolution points out. Weeks after Jenner was killed, a teen cycling with her father was injured July 29 after she was struck by a vehicle near the intersection of Wellington Crescent and Academy Road. On July 30, an estimated 180 cyclists blocked cars at the intersection of Academy and Wellington to demand safer road design. Advocates placed a “ghost bike,” which was donated by Van Loon and painted white, near the scene of the fatal collision as a tribute to Jenner and to remind drivers to slow down and be careful near cyclists. Bike Winnipeg plans to have a presence at Monday’s community committee meeting to support the resolution for a reduced speed limit until a low stress, all-ages-and-abilities cycling route can be provided along the route, Cohoe said. “We’re grateful that the councillors are taking this issue seriously and are moving forward with steps both short term and long term,” Cohoe said. carol.sanders(a)freepress.mb.ca<mailto:carol.sanders@freepress.mb.ca>

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Official Manitoba Hydro Survey: Creating our energy future
by Beth McKechnie 10 Nov '24

10 Nov '24

Caution! This message was sent from outside the University of Manitoba. [MB Hydro.png] Survey Link: https://manitobahydro.ca1.qualtrics.com/jfe/form/SV_0vlQjz8GscaAwsK Please Like &/or share if you filled it out! Instagram: https://www.instagram.com/p/DCNESr8P0Sz/ Facebook: https://www.facebook.com/permalink.php?story_fbid=pfbid0rbBJa1D6pWLys3vJxyC… X/Twitter: https://x.com/fff_manitoba/status/1855711796494991391

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WFP: Cost of reopening Portage and Main expected to jump by $8M (Nov2'24)
by Beth McKechnie 02 Nov '24

02 Nov '24

Caution! This message was sent from outside the University of Manitoba. Cost of reopening Portage and Main expected to jump by $8M Price tag for intersection now pegged at $21.3M https://www.winnipegfreepress.com/breakingnews/2024/11/01/cost-of-reopening… REOPENING Portage and Main to pedestrians is set to cost the city $8 million more than expected, a new report says. In March, city council voted to open the pedestrian crossing at the intersection in 2025, budgeting $13 million for the work. However, the city has since received just one bid on the project, which will raise the overall price to $21.3 million. “The additional budget is attributed to an aggressive schedule requiring significant labour and risk to complete it on time, the requirements of sub-contractor works requiring significant oversight, complex interaction between public right-of-way and private properties, and that construction will primarily occur over the winter months, which brings several logistical challenges,” Brad Neirinck, manager of engineering for public works, wrote in the report. Neirinck notes the intersection “must be opened” to pedestrians by the time Winnipeg Transit begins to overhaul its network, which is expected to begin on June 29. The report calls for the public works committee to award the contract to M.D. Steele Construction Ltd. It also notes a consultant warned it would be difficult to pin down the project’s price. “Due to the unique nature of the project, it was challenging to calculate an estimate for it as there were no comparable projects to refer to,” wrote Neirinck. Mayor Scott Gillingham said he supports a staff proposal to cover the significant cost hikes through transfers from the road renewal and downtown streets budgets, so the work can be done on time. “It will be an aggressive timeline with construction in the dead of winter — which doesn’t always happen — at the corner of Portage and Main. There are obviously increased costs associated with the type of very unique project that it is,” said Gillingham. The mayor said he isn’t concerned taking money out of the roads budget will lead other projects to be cancelled. “My understanding is the projects wouldn’t be lost but simply deferred,” he said. Reopening Portage and Main to pedestrians has proven divisive for years. While 65 per cent of Winnipeggers voted against the idea in a 2018 plebiscite, Gillingham said the option is better than spending $73 million to repair a membrane to renovate the site’s underground concourse. “What we’ve got here is short-term pain for longer-term gain,” he said. The mayor has called for the underground concourse to close. The city is set to commission a study on how that could occur, which council will then consider. Pedestrian traffic has not been allowed at the intersection since 1979. The mayor stressed it is essential that access is restored in time for Winnipeg Transit’s route overhaul. “With the change of the transit network, all major lines are going to go through Portage and Main. If we delayed this project … we would do the changeover to the new network and then immediately slow the network down with construction at Portage and Main,” said Gillingham. Coun. Janice Lukes, chairwoman of public works, said she also supports covering the rising cost of the project. “When you’re (building) something … in the winter and, when you’re doing it in a shortened timeline, there’s a risk element in it,” said Lukes (Waverley West). “It’s also a high-profile project. I know companies that didn’t want to bid on it because it was a high-profile project (and) because it was (in) the winter.” Not all councillors think the project is worth its rising price. Coun. Jeff Browaty, who serves as finance chairman, said he remains opposed to the change because he thinks adding foot traffic will create significant traffic delays. Browaty (North Kildonan) said he is also concerned about the increased cost. “It’s pretty (concerning) how much over the budget it is. And it would be interesting (to see) if there’s any good estimates as to what it would cost to do regular-season construction (instead),” he said. Coun. Russ Wyatt said he opposes covering the cost hike, arguing the cash strapped city has much more pressing priorities to fund. “The city should reverse the decision (to reopen). We have better things to do in this city than talk about Portage and Main. We’ve got a whole mental-health and addictions crisis … we have our infrastructure crumbling, we’ve got Arlington Bridge closed,” said Wyatt (Transcona). The cost hike requires only the approval of the standing policy committee on public works, not a full council vote. After a Nov. 6 meeting to determine the latest round of standing policy committee members, Lukes expects to continue to chair the committee, alongside councillors Devi Sharma, Ross Eadie and Markus Chambers as its other members. Coun. Evan Duncan said he hasn’t decided if he supports covering the cost hike. “This sends some pretty big red flags up in the air that, potentially, the folks that are ballparking these costs for us are not doing a great job at it,” said Duncan (Charleswood-Tuxedo-Westwood). He also criticized the project’s timing. “The timing on it is obviously garbage. Going through winter months is going to be extremely expensive,” said Duncan. A request to interview city staff about the cost hike was not granted Friday. In an email, communications director Felicia Wiltshire noted the same rationale for the hike that was noted in the staff report, including the desire to support the Transit overhaul in June. “Retendering the work for summer construction only would result in earliest completion in late Fall 2025,” wrote Wiltshire. The public works committee is expected to vote on the matter Thursday. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: City finally fixes hazardous crater at St. James pathway (Nov1'24)
by Beth McKechnie 01 Nov '24

01 Nov '24

Caution! This message was sent from outside the University of Manitoba. City finally fixes hazardous crater at St. James pathway https://www.winnipegfreepress.com/breakingnews/2024/10/31/city-finally-ridd… A massive hole that plagued a city pathway for more than a year is now under repair. The gaping depression that appeared to stretch at least seven metres long, three metres wide and up to one metre deep in August had long triggered complaints. It reached roughly six metres long in June 2023, just before bright orange fencing was installed to surround it as a safety measure. Coun. Shawn Dobson said work is well underway on a permanent fix for the large gap, which is concentrated mostly on the path that connects an Amarynth Crescent playground to the busy Sturgeon Creek active transportation route. “It’s very important that it gets fixed, that there’s no hazard to the people. ... It’s great for everyone who walks, cycles, etc.,” said Dobson. The St. James councillor said a multistep repair began last week. Construction crews started work to reshape and grade the creek bank to improve stream flow during periods of high water, install a concrete erosion control blanket to improve bank stability and re-establish the asphalt pathway. The final step may need to wait until spring, if Winnipeg has prolonged cold daytime temperatures soon, Dobson said. “I believe now it will be fixed once and for all,” he said. The city’s naturalist services branch plans to restore vegetation surrounding the path next year. The long-standing gap was deemed an eyesore by residents, who complained it took on water easily, attracting mosquitoes. Some residents also feared it posed a risk to kids, who could fall into it, since it is located close to a playground. Dobson said it took time to determine how best to fix the hole, since the city had filled it with limestone, followed by wood chips, both of which washed away. “We would always like (things) fixed instantly but what we want to do is … fix it once versus fix it multiple times,” said Dobson. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: joyanne_pursaga

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WFP: New pedestrian crossing on Dunkirk (Oct28'24)
by Beth McKechnie 28 Oct '24

28 Oct '24

Caution! This message was sent from outside the University of Manitoba. NEW PEDESTRIAN CROSSING ON DUNKIRK DRIVERS travelling south on Dunkirk Drive approaching Fermor Avenue will now occasionally experience red lights after the recent installation of a pedestrian crossing signal. Previously, only southbound traffic turning left from Dunkirk onto Fermor could get a red light. Northbound traffic has always experienced a red-light cycle. “It’s important for people to know this is here now because drivers have experienced a constant green light at this intersection for 58 years,” Coun. Brian Mayes (St. Vital) said in a news release Saturday. “We need drivers to be aware of this change.” Both north and southbound traffic will be stopped when a pedestrian pushes a button at the southeast or southwest corners of the intersection. The signal was installed to prepare for a new transit stop on eastbound Fermor that will begin service in December.

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WFP: City on Portage and Main: stay away (Oct26'24)
by Beth McKechnie 27 Oct '24

27 Oct '24

Caution! This message was sent from outside the University of Manitoba. City on Portage and Main: stay away Drivers can expect shifting lane closures as intersection is prepared for pedestrians https://www.winnipegfreepress.com/breakingnews/2024/10/25/imminent-portage-… WINNIPEG’S public works chair has a warning for drivers and bus riders before major construction begins at Portage Avenue and Main Street to eventually reopen the intersection to pedestrians. “I’m telling everyone to find a different route, because lanes will be closed, lanes will be opened and more lanes will be closed,” said Coun. Janice Lukes. “It’s going to be a major headache for people who take that route.” Lukes, who drives through the downtown intersection to get to and from city hall, expects the seven- month project will add a “significant” amount of time to commutes when construction starts Nov. 15. “A lot of work will be happening at once,” the Waverley West councillor said. Mayor Scott Gillingham urged people to leave earlier than usual if they head downtown while the project is under way. Lukes hopes downtown employers will consider flexible schedules or work-from-home arrangements for eligible staff, if they don’t already, due to anticipated traffic jams at peak times. “The big thing is for people to plan right now,” she said, noting snowfall will probably slow traffic even more. Drivers began facing lane closures and delays when pre-construction work got underway earlier this week. “It’s not really that bad right now, but it’s really going to get intense starting in November,” Lukes warned. “It’s going to be intense construction, because it’s accelerated.” The city is aiming to finish construction by June 27, two days before the launch of Winnipeg Transit’s new primary network. The intersection is scheduled to reopen to foot traffic by July 1 for the first time since 1979. Details of specific lane closures and traffic impacts are expected to be released before Nov. 15. “We are working to minimize congestions and delays as best we can,” city spokesman David Driedger wrote in an email. “It’s also anticipated that some work may occur on weekends and during off-peak times on weekdays to help minimize potential disruptions.” He said drivers should use the Waze app to find the fastest route to their destination. Portage and Main closed to pedestrians 45 years ago, after the city struck a 40-year deal with a property developer who built an office tower and an underground mall. Debate over whether to reopen the intersection has gone on for years. Opponents feared a change would be too expensive and delay traffic. Supporters believed it could help rejuvenate and better connect downtown. In March, city council approved the reopening in an 11-3 vote and earmarked an initial $13 million, even though 65 per cent of voters opposed restoring pedestrian access in a non-binding plebiscite in 2018. The council vote was spurred by a staff report that said it would cost $73 million and cause up to five years of traffic disruption to repair a leaking membrane, or waterproofing layer, that protects an underground pedestrian concourse at the intersection. Additional costly repairs would be expected in 30 to 40 years. Council decided to study the cost and impacts of closing the underground concourse, which was initially proposed at an estimated cost of $20 million to $50 million. Before the March vote, a Free Press/ Probe Research poll of 600 residents found 61 per cent strongly or somewhat supported restoring pedestrian access, while 39 per cent were strongly or somewhat opposed. Gillingham said upcoming traffic delays will be a “short-term inconvenience,” compared with years-long disruption that would come with membrane replacement. Portage and Main would have to be ripped up to fix the layer. For the pre-construction phase, Gillingham said he is leaving home five to seven minutes earlier than usual when he heads to city hall in the morning. “That has been ample time right now,” he said, noting he may have to leave earlier or take a different route when construction “intensifies” next month. “I want to thank motorists in advance for their patience.” Crews are currently installing conduit at Portage and Main’s corners to prepare for new traffic signals, said Lukes. Sections of curb and median lanes will be closed intermittently. During the actual project, large concrete barricades will be demolished to make way for new sidewalks and curbs. Medians will be repaired and adjusted. Hoarding and heating will be used to pour concrete in cold weather. The city doesn’t run road construction projects 24-7 because it doesn’t have the money or volume of work to merit around-the-clock operations, said Lukes. An earlier study cited increased safety risks for workers and the public after dark, noise disruption for residents and higher costs. Lukes said “other players,” including contractors and public utilities, would also have to work or be on call if the city ran construction projects overnight. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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WFP: Fixing The Forks’ bike, pedestrian span could cost $10M: report (Oct25'24)
by Beth McKechnie 26 Oct '24

26 Oct '24

Caution! This message was sent from outside the University of Manitoba. Bridge repair cost cuts like a knife Fixing The Forks’ bike, pedestrian span could cost $10M: report https://www.winnipegfreepress.com/breakingnews/2024/10/24/forks-bridge-clos… IT could cost more than $10 million to repair the historic rail bridge at The Forks, a favourite with pedestrians and cyclists, which has been closed for 16 months. Preliminary repairs to remediate the counterweight that sits above the bridge is expected to begin next week, said Zach Peters, communications manager of The Forks. The price tag and timeline were outlined in engineering reports, which took longer than expected to conduct because of mild temperatures last winter. Peters said upon reviewing the assessment, The Forks leadership is looking at short- and long-term solutions for the bridge, which closed without notice in June 2023. “The bridge is a vital access point to and through The Forks,” Peters said in an email. “It’s certainly a priority for us to get it reopened.” Peters declined to discuss the findings in the engineering reports. A timeline for the bridge’s repair and reopening was not provided, with The Forks only saying it is in the process of determining a permanent solution. Construction work on the 110-year-old bridge could be seen Thursday afternoon. Active transportation advocate Mark Cohoe said with a $10-million price tag, The Forks should consider asking the city and province to chip in to fast-track the repair work. “When it’s out of commission, it puts a fairly big hole in our (transportation) network,” said Cohoe, who serves as executive director of Bike Winnipeg. The former railway structure, which allows pedestrians and cyclists to cross the Assiniboine River from South Point Park to The Forks, has been closed since a routine assessment revealed potential safety issues. The Forks has not released significant updates to the bridge’s future since December, to the frustration of some who use the crossing. Jas Patel once travelled the bridge regularly on his commute to work but now has to detour on sidewalks and streets. He now rides down St. Mary’s Road and through downtown side streets, a commute that is longer and less safe, the cyclist said. “The city already has few access points for bikes … it’s a pain to deal with,” Patel said while at The Forks Thursday. The city has not been approached about sharing in the cost of repairs and it isn’t currently being considered in the capital budget, spokesperson Kalen Qually said in an email. A provincial spokesperson declined to comment, saying the federal government holds jurisdiction over any funding for the bridge. Peters did not say whether The Forks would seek external funds to help pay for the bridge repairs. Patel said it could be worth tearing down the old bridge and building anew, but cyclists are anxious to have the access point reopened in any way. “We need something back,” he said. Meanwhile, another city bridge more than a century old remains closed to traffic. The Arlington Bridge, which links downtown to the North End, shuttered in November 2023 after an inspection revealed the structure was beyond the point of repair. Council is studying options to replace the 112-year-old bridge, including a $171-million bridge option that would involve closing Dufferin Avenue at Arlington Street. A second proposal would see a $180-million version travel over Dufferin, leaving it open for vehicle traffic. In 2019, a preliminary design estimated a new bridge could cost $319 million. nicole.buffie(a)freepress.mb.ca<mailto:nicole.buffie@freepress.mb.ca>

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WFP: Ontario plans to make cities seek bike lane approval (Oct16'24)
by Beth McKechnie 17 Oct '24

17 Oct '24

Caution! This message was sent from outside the University of Manitoba. Ontario plans to make cities seek bike lane approval Cites gridlock for new veto over changes that remove lanes of vehicle traffic https://www.winnipegfreepress.com/canada/2024/10/15/ontario-to-make-cities-… TORONTO — Ontario cities would have to seek the province’s permission to install new bike lanes that remove lanes of vehicle traffic under upcoming legislation, the transportation minister announced Tuesday. Too many drivers are stuck in gridlock as a result of bike lanes installed during the COVID-19 pandemic and the process is “frankly, out of control,” Transportation Minister Prabmeet Sarkaria said at a press conference. “When strategically placed, bike lanes are a vital part of every city, offering residents a safe and reliable way to move around,” he said. “What cities should not be doing, however, is taking away lanes of traffic on our most congested roads.” The first government bill to be introduced when the legislature resumes sitting next week will focus on tackling gridlock, the province said. It is expected to contain a requirement that municipalities receive provincial approval for certain bike lanes and demonstrate the proposed bike lanes won’t negatively affect vehicle traffic. Premier Doug Ford, who lives in the west end of Toronto, has complained about bike lanes that were installed on Bloor Street West, saying the street is jammed and first responders are having a hard time getting through the congestion. “There’s a petition just in Etobicoke for 50,000 people signing to get rid of these bike lanes,” he said last month. “You might see four or five bikes as you see traffic lined up all the way down the road for kilometres and kilometres. … It’s an absolute disaster.” Toronto Mayor Olivia Chow said she does not support limiting city powers. “It’s always better when we work together to get things right,” she wrote in a statement. “To tackle congestion and keep people safe on city roads we need all types of transportation. The province should focus on their job of finally getting the Eglinton Crosstown and Finch LRT open, which will have a huge impact on congestion in our city.” Sarkaria, who made his announcement Tuesday with the Bloor bike lanes as a backdrop, said the province is not ordering the removal of those lanes at the moment, but is asking for more data and pausing the installation of any new, similar bike lanes. A City of Toronto report on an earlier stretch of bike lanes on Bloor, which were added in 2016 as a pilot project, found that collisions and near misses with cyclists decreased, the number of cyclists increased by 56 per cent, customer spending at area businesses increased and vehicle volumes decreased, while drivers’ travel time increased. The city’s report said that travel time increased by up to 8 ½ minutes, depending on the section of Bloor, but after traffic signal adjustments were made, that went down to four minutes during afternoon rush hour. Sarkaria said data that cities have used to justify bike lane decisions don’t take into account low usage on rainy days, during periods of extreme heat, or in the winter months. One local bar owner’s security camera showed just nine cyclists in a 24-hour period in February, Sarkaria said. “I think all of that has to be taken into consideration,” he said. “But the data is in commute times. I hear it from every single person … those members on Bloor Street that use this road every single day, on University, on Yonge, travel times have gone up and we have to have a balanced approach.” The Green Party asked in a press release, “Is this government for real?” “The ‘evidence’ this government has based this decision off of is one man’s security camera outside his bar in Etobicoke,” deputy leader Aislinn Clancy wrote in the statement. “Is that how they make decisions for this province now?” The province is asking municipalities for data on any bike lane project launched in the last five years. Sarkaria also said the province is moving ahead with a plan to increase the speed limit to 110 kilometres per hour on all 400-series highways, where it is safe to do so. The government said it is developing a design standard that could allow vehicles to travel safely at speeds higher than 120 km/h on new highways. — The Canadian Press

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WFP: Property-tax spending drives city in wrong direction (Oct8'24)
by Beth McKechnie 08 Oct '24

08 Oct '24

Caution! This message was sent from outside the University of Manitoba. Property-tax spending drives city in wrong direction OPINION https://www.winnipegfreepress.com/local/2024/10/07/property-tax-spending-dr… SOMETHING’S got to give. This year has been — in my humble, anecdote-based opinion — one of the most challenging for driving in and around Winnipeg. Rush hour is more intense, starts earlier and lasts longer. Construction seems to be everywhere, choking off entire parts of the city during our overly short construction season. All the trend lines point to a near-term future where, despite our status as a medium- sized city, we will have traffic congestion worthy of much larger places. Once we accept that this is our future, we’ll have to accept the need to start doing things differently to avoid or at least mitigate the impending traffic apocalypse that’s headed our way. A good place to start would be to radically change the way we dedicate portions of annual property taxes to make a final, determined effort to de-emphasize roads and expand transit. Currently, Winnipeg property owners are facing a 3.5 per cent general rate increase this year. Of that total increase, two per cent will be dedicated to road repairs and only 0.33 per cent to public transit operations. None of the annual increase in property taxes is dedicated to expanding Winnipeg’s stunted rapid-transit system. The current approach to allotting property taxes is — literally and figuratively — a road to disaster. Ignoring transit to invest heavily in roads — whether it’s to repair, expand or lengthen — does nothing to encourage people to get out of their vehicles and use other modes of transport to get where they are going. This is particularly true when it comes to commuting to work. This creates a vicious cycle for the city: increasing investments are made in roads while transit is starved of needed money; transit continues to attract few new riders because of limited service; people continue driving, one person to a car in traffic that continues getting worse; as traffic volumes increase so, too, does the wear and tear on roads, which then require more frequent repair and reconstruction. Have you ever asked yourself why one of the major streets you use each day to drive back and forth to work is being repaired again, just a year or two after the last time it was torn up? It’s because traffic volumes have continued to escalate, causing more damage to road surfaces. It’s not hard to see how, eventually, we are going to have the worst of all worlds: crappy streets, crappy transit and worsening traffic jams. Think that’s an exaggeration? Consider that Winnipeg is already hitting way above its weight in traffic congestion. I recently wrote a newsletter on this topic, highlighting traffic data that showed we have the third-worst traffic of all Canadian cities. In short, the data showed that our average commuting times are going up and the distances we can travel in a 30-minute window are going down. And if you’re not depressed enough by that current snapshot, consider that increasing traffic volumes also translates into increasing carbon emissions that — in case you hadn’t noticed — are helping to warm the planet and trigger increasingly extreme weather events. There is a way to avoid this future, but many of us are not going to like it. We have to start now to make it increasingly unattractive to commute by car while, at the same time, making transit much more attractive. Next year’s reimagining of Winnipeg Transit — with new routes and schedules — may help in that regard. But we also need to dedicate more lanes of existing roadways to buses (both downtown and on major routes to and from the downtown) while expanding rapid-transit busways. In the short term, this will put a lot of pressure on traffic by compressing it into fewer lanes on feeder routes and making it harder for drivers to get into, out of and around downtown. And all this requires a new approach to property taxes. It can be done. Halifax, for example, dedicates roughly two-thirds of annual property tax increases to a “climate fund” that pays for improvements in things such as electric vehicle charging stations, the purchase of more electric buses and installation of solar panels on city buildings. Small gestures such as those can add up to significant changes, but it’s never going to be enough. Even if Winnipeg were to flip the way it divides up property tax increases, or push employers to subsidize transit passes, it would never generate enough money to build the transit system necessary to supplant vehicular traffic. The provincial and federal governments have largely focused their support on building or expanding rapid transit. However, just about every major city in this country is suffering from massive transit system operating deficits. Transit needs to be the No. 1 infrastructure funding priority for governments of all levels to ensure that we have sensible and climate-friendly alternatives to hopping in the car and driving to and from work. Even so, the city could send a strong message to citizens by starting with the way it divides up property tax increases. It won’t be enough to solve the problem, but it will represent one small step away from the traffic and climate apocalypse. dan.lett(a)winnipegfreepress.com<mailto:dan.lett@winnipegfreepress.com>

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WFP Editorial: Blocking bike lanes — and writing tickets (Oct8'24)
by Beth McKechnie 08 Oct '24

08 Oct '24

Caution! This message was sent from outside the University of Manitoba. Blocking bike lanes — and writing tickets https://www.winnipegfreepress.com/opinion/editorials/2024/10/08/blocking-bi… ANYONE who cycles regularly in Winnipeg has probably seen them: cars or trucks blocking bike lanes. It is illegal to park or stop a motor vehicle in a bike lane. Doing so is subject to a $70 fine. Trouble is, it is — at best — loosely enforced and overly reliant on public complaints. It is not a priority for the city. It should be. If the city is serious about promoting active transportation as a viable way of travelling to work, school and other destinations, it has to make bike lanes a priority. It also has to make safety in bike lanes a priority. That includes ensuring they’re not used as parking lots or loading zones by cars and trucks. The city handed out 70 tickets between January and August to motorists who were blocking bike lanes, which works out to about two tickets per week on average. It doesn’t seem like much considering how common it is to see vehicles blocking bike lanes throughout the city. Even the fine amount, $70, does not seem that high. A larger fine might help hammer the point home that it’s not OK to park a vehicle in a bike lane. Not only does it obstruct the path of cyclists, it is unsafe because it often forces cyclists off bike lanes and onto roadways. City officials say they rely primarily on public reporting to respond to blocked bike lanes. The problem with that is enforcement officers often arrive too late after a call is placed and the offending motorist may no longer be there. The city should be doing more patrolling as a proactive way of discouraging this practice. A public information campaign would also be useful. Many motorists see bike lanes as optional pathways for bikes. They think the paths, even the protected ones, are fair game for parking their vehicles. That culture has to change. An information campaign launched by the city, perhaps in collaboration with bike groups, might help more motorists realize that blocking bike lanes is not only an inconvenience for cyclists, doing so is dangerous. In Toronto, bicycle patrol officers are often tasked specifically with monitoring bike lanes across the city. They also recently raised their fine amount from $60 to $200. Toronto has made the safety of bike lanes a priority. Winnipeg should consider doing the same. Winnipeg has made good progress on expanding protected bike lanes across the city, including downtown. However, much more needs to be done to make the city’s bike network more interconnected. There are still far too many gaps in the network when travelling between certain destinations. Public opinion polls and surveys have shown consistently that people are more willing to cycle as a mode of transportation if they have access to safe, unobstructed protected bike lanes. While there are far more bike lanes in Winnipeg today than there were a decade ago (especially protected ones), the city still has a long way to go to expand that network. But more bike lanes alone are not enough. They must be kept safe, clean and unobstructed. They should be given at least as high a priority as roads — if not special attention for a period of time — if the city truly wants to encourage people to get out of their vehicles and onto bikes. It’s a culture shift that needs to happen. If Winnipeg is serious about fighting climate change, promoting active transportation should be a priority. Ensuring bike lanes are safe and accessible is an important part of that goal.

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Equitable Cities is next week!
by Mel Marginet 04 Oct '24

04 Oct '24

Caution! This message was sent from outside the University of Manitoba. Greetings, Green Action Centre and Peg City Car Co-op are excited to welcome Charles T. Brown to Winnipeg for Equitable Cities<https://3common.com/equitablecities> on October 9th! Don’t have your tickets yet? If you are a student or representing a community organization or nonprofit, use ECStudent or ECCommunity at checkout to save! Charles T. Brown is the founder and principal of Equitable Cities, a minority- and veteran-owned urban planning, public policy and research firm focused at the intersection of transportation, health and equity. He is also an adjunct professor at the Edward J. Bloustein School of Planning and Public Policy at Rutgers University. He is the host of Arrested Mobility<https://arrestedmobility.com/>, a podcast that asks: What can we do to change the outcomes when people of colour step out their door to exist in the world? In this keynote presentation, Charles addresses how our transportation system in Winnipeg, like communities across the country, underserves and disproportionately harms those who are most vulnerable. By understanding inequities in our transportation system, Charles identifies potential strategies for action. Following the keynote, attendees will have the opportunity to take part in two breakout sessions that bring the themes of Charles’ keynote into our local context. Breakout topics are: POINT DOUGLAS: A Neighbourhood of Opportunity Facilitated by: Sel Burrows Point Douglas is one of Winnipeg’s oldest neighbourhoods. Like similar communities across North America, Point Douglas has suffered decades of disinvestment. For those who call Point Douglas home, they see endless untapped potential. Not only is this neighbourhood beautiful, with its canopy of trees and historic architecture, but also it is home to resilient people and organizations who want to see it thrive once again. The City of Winnipeg has committed resources to creating a neighbourhood plan for Point Douglas. This breakout session will give participants the opportunity to learn more about Point Douglas, and how neighbourhoods can thrive when everyone has access to what they need for health, happiness and opportunity. FREEDOM TO MOVE: How do we build an accessible city for all? Facilitated by: Sarah Manteuffel Winnipeg’s urban footprint ballooned after the second world war, spreading people and places further apart. At the same time, the city invested less in transit and active transportation, and more in roads for personal vehicles. We now live in a car-oriented city and the disability community often finds themselves on the margins, forcing the choice to use personal vehicles, or being reliant on infrastructure and transit that can be inconvenient and uncomfortable. This session will focus on what we all lose when our city is inaccessible, while also asking: how can Winnipeg become more inclusive for everyone? ARRESTED MOBILITY: Moving While Indigenous Facilitated by: Adrian Alphonso Winnipeg is home to the largest Indigenous population in Canada. Indigenous people are overrepresented as victims of traffic violence, policing and poverty. In this session, we examine Winnipeg’s transportation system to discover and discuss its long history of inequity, as well as opportunities for change. In this session we’ll ask: what can we gain when all people feel safe moving about our cities and towns? We look forward to welcoming Charles T. Brown to Winnipeg for Equitable Cities<https://3common.com/equitablecities>, and we hope to see you at the Norwood Hotel on October 9th! Thank you to our sponsors Builder [45354-PC-PegCity-Logo-RGB-Release.png] Influencer [HTFC-CMYK.png] [Selkirk_logo_RGB.png] Advocate [image.png] [image.png] Supporter [Lankmark Logo - White on Green - JPG.jpg] [image001.png] Mel Marginet | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 300-286 Smith Street, Winnipeg, Manitoba, R3C 1K4 | 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. [https://mail.google.com/mail/images/cleardot.gif] 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/> [https://ci3.googleusercontent.com/mail-sig/AIorK4xnHIzg-oNAxItLMxFnB1HS5HGb…]<http://gomb.ca>

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WFP: Cyclists call for enforcement as bike lane violations go largely unticketed (Oct3'24)
by Beth McKechnie 03 Oct '24

03 Oct '24

Caution! This message was sent from outside the University of Manitoba. Battle of the bike lanes Cyclists call for enforcement as bike lane violations go largely unticketed https://www.winnipegfreepress.com/breakingnews/2024/10/03/battle-of-the-bik… WHETHER it’s moving vans, food delivery services or everyday drivers, vehicles stopping in bike lanes aren’t an uncommon sight in Winnipeg. While it is illegal — and subject to a $70 fine — city data shows it isn’t always being ticketed. There were 70 tickets handed out between January and August. Most of those tickets (43) were given out in January and February while the other months saw fewer than 10 tickets handed out. There was a single ticket for parking in a bike lane given out in May. Similarly, in 2023, there were fewer than 10 tickets sent out monthly from April to October. Andrew Kohan, a father of two who describes himself as a “utility cyclist” who uses his bike to transport him and his family as much as possible, said those numbers don’t match the reality on Winnipeg roads. “I see people parked in unprotected bike lanes all the time, often with their hazards on, treating it like it’s just a place you can stop and in the protected bike lanes as well — if it’s a wide enough lane, people will fit their car in it, and will get upset with you if you mention to them that that’s not a place to park,” he said. “It’s incredibly frustrating to hear that the city isn’t prioritizing enforcement of parking bylaws in bike lanes, because it’s so dangerous when a car is blocking that space.” He’d like to see proactive bike infrastructure that would make it harder for drivers to circumvent the rules. “For me, it’s a family safety issue, it’s a life-and-death issue, potentially, and I don’t want to be in that position where I’m forced out of that small amount of safe infrastructure we have,” he said. This year, most tickets have been handed out on Bannatyne Avenue, Notre Dame Avenue and Arthur Street. While parking in a bike lane has been a bylaw offence since 2016, the city’s bike infrastructure was integrated into the Winnipeg Parking Authority’s enforcement mapping system to include them in regular officer patrols in late 2023, after a “peak in non-compliance” and a spike in complaints, said Lisa Vermette, the authority’s manager of regulation and compliance. The parking authority also moved away from issuing tickets through the mail and instead focused on handing out tickets — and tow orders, which she said were included with every ticket handed out in 2024 — on site. “Compliance rates are sometimes a very tricky thing to measure,” she said. “The ticket data tells one side of that story.” Vermette said she hopes compliance is increasing — data over the past few years shows more tickets were handed out in winter months (25 tickets were given out in January 2024, compared to seven in March), which may mean drivers are unknowingly stopping in bike lanes without curbs and avoiding them in other months. What has decreased, she said, are complaints to 311 about cars in bike lanes. In 2023, the city received around 60 complaints, and there have been less than 20 calls made this year so far. While there are 13 to 15 vehicles patrolling in Winnipeg at any given time, she said, the parking authority still relies heavily on public reporting. “If a cyclist says, for example, ‘Every morning I travel this path, there are vehicles parked almost every morning,’ we can also set up more routine patrols and a more concentrated effort in those areas, rather than try to cover the whole bike infrastructure throughout the city to try to really minimize the rate of non-compliance in one or several specific areas,” she said. The complaint system isn’t enough to hold drivers to account, argued Patty Wiens with advocacy group Bike Winnipeg, as the city’s standard 90-minute turnaround time for complaints isn’t always quick enough. “The way it works is we call 311, and maybe by the time that the parking authority gets there, they’re still there … they are not actively seeking this,” she said. She pointed to Toronto, where bicycle patrol officers are, at times, tasked specifically with monitoring bike lanes across the city and recently raised the fine for parking in a bike path from $60 to $200. “Here — one, we can’t even get bike lanes, and two, we can’t get the officers to come out,” she said. malak.abas(a)freepress.mb.ca<mailto:malak.abas@freepress.mb.ca>

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WFP Analysis: Building a city to keep the next generation here (Oct1'24)
by Beth McKechnie 01 Oct '24

01 Oct '24

Caution! This message was sent from outside the University of Manitoba. Building a city to keep the next generation here https://www.winnipegfreepress.com/opinion/analysis/2024/09/30/building-a-ci… WHEN the Jets play a road game in another Canadian city, the familiar “True North” chant can always be heard loud and clear as ex-pat Winnipeggers celebrate their former hometown. The chant is an expression of pride from those who have moved away, but its prevalence might also be an indication that Winnipeg is losing a different competition against other Canadian cities — the battle to attract and retain its young people. Every year Winnipeg loses thousands of people to other cities, many of them young, educated adults looking to establish their roots elsewhere. The inability of Winnipeg to retain its young people has always been a problem, but in the face of changing demographics, it’s an issue that has today become even more pressing. Our country is aging quickly. Fifty years ago, the median age in Canada was 25 years old, today it’s 41. This demographic shift is making young people more important to cities than ever before, needed to backfill an aging workforce and drive social vitality and economic innovation in our communities. Young people have grown up in an interconnected, technology-driven world. Their digital fluency and focus on social and environmental priorities make them a key demographic in the knowledge-based economy that creates modern, prosperous cities. The Manitoba Chambers of Commerce and Canada West Foundation recently released an important study called, Finding Their Place: Manitoba Youth Mobility. It takes an in-depth look at why young people leave Winnipeg and Manitoba. As expected, many of the conclusions focused on jobs and economic opportunity in bigger centres, but the study revealed a fascinating and often overlooked factor that deserves much more public attention. A large percentage of young people consider vibrancy and urban quality a key factor in their desire to move to other Canadian cities. The study showed that almost 80 per cent of young people in Winnipeg would consider moving to another Canadian city if it offered a higher quality of life. This was the same percentage as those who would consider economic factors. When the study looked deeper into what defined quality of life for young people, the answers were not larger backyards, more big box stores or less vehicle traffic, it was the ability to live a socially connected urban lifestyle. The most important factor that was identified by 53 per cent of all respondents was a desire to live in a walkable neighbourhood. Across North America, today’s young adults have consistently demonstrated a generational shift toward urban living with a greater preference for diverse, higher density communities, generally closer to the city centre, with shops, restaurants, services, entertainment, employment, and education within walkable access from their home. Many young people in Winnipeg are no different. The next most desirable factors that young people are looking for in the city they choose to call home, followed this urbanist trend. Easy access to urban parks ranked second and high-quality public transportation was third. Almost 20 per cent identified much-maligned bike lanes as a top quality-of-life factor when considering a move to another city. These findings are backed up by real world evidence in Winnipeg. Compared to the city average, almost twice as many young adults live in walkable, urban neighbourhoods such as Osborne Village, Corydon-Earl Grey and Broadway-Assiniboine. Residents in these areas use public transit almost twice as much as the city average and walk or bike to work three to four times more often than average — seven times more than those living in suburban neighbourhoods like North Kildonan or Linden Woods. The top destinations for Winnipeg’s young people are Vancouver, Calgary, and Toronto, together attracting more than all other cities combined. Despite housing costs being far higher in those cities, young people are attracted to the socially connected, urban lifestyle they offer, something that is largely unavailable to them in Winnipeg. If we want to slow the exodus of our young people to other Canadian cities, we must begin by asking ourselves, who are we building our city for? The answer to this question should define the lens through which we view our city-building decisions. We have largely been using the priorities of older generations to guide policy, which has created an overwhelmingly suburban and vehicle-dependent city, offering fewer urban lifestyle options that are attractive to many younger people. The study clearly describes what many young people are looking for, unfortunately, building that type of city often meets with resistance and opposition from older generations. When we prioritize our residential streets for vehicle traffic, oppose bike lanes, fight reduced speed limits and traffic calming measures that help create more connected, urban and walkable neighbourhoods, we are rejecting the type of city that many young people want. When homeowners protest higher density and mixed-use infill development in mature neighbourhoods, they are fighting against the ability for young people to access to the communities they want to live in and are pushing them to other cities where they can find those lifestyle opportunities. When we contemplate spending three-quarters of a billion dollars to expand Kenaston Boulevard for cars, we might consider that Winnipeg will soon be the only city of Canada’s ten largest without light rail rapid transit. Understanding that we compete against these cities for our young people, we might instead prioritize mobility investments that are more attractive to the next generations. If we want our children and grandchildren to choose Winnipeg as the place they call home, we must begin by building a city that responds to their priorities and dreams, not only to those of their parents and grandparents. Brent Bellamy is creative director at Number Ten Architectural Group.

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WFP: Replacing Arlington Bridge could come cheaper (Sep26'24)
by Beth McKechnie 26 Sep '24

26 Sep '24

Caution! This message was sent from outside the University of Manitoba. New proposals tens of millions less than original $319-M estimate Replacing Arlington Bridge could come cheaper https://www.winnipegfreepress.com/breakingnews/2024/09/25/replacing-arlingt… THE city has studied two proposals to replace the Arlington Bridge that could cost tens of millions of dollars less than previously expected, a city councillor says. A few months ago, city officials told councillors they were considering two key options to replace the decaying bridge, after the vital transportation link to the North End suddenly closed 10 months ago. “They’re talking about replacing it, on the same trajectory as it sits today, with slight differences,” said Mynarski Coun. Ross Eadie. The councillor said a $171-million bridge option would involve closing Dufferin Avenue at Arlington Street, while a $180-million version would travel over Dufferin, leaving it open for vehicle traffic. Winnipeggers will need to wait at least another month to read final options to address the structure that was shut down in November 2023. Eadie said he was told the options are much cheaper than previous estimates to replace the bridge because a past option accommodated three lanes of traffic, while these versions would only have two. Past designs also included more property expropriations, adjustments to rail lines below the bridge and separated spaces for bike and pedestrian paths, which also contributed to the higher cost, he said. Eadie said the new options would have one shared active transportation path. In 2019, a preliminary design estimated a new bridge could cost $319 million. Eadie stressed the bridge’s replacement is critical. He plans to buy ads that urge Winnipeggers to push all city council members to support funding for the project. “The first step is to fund the removal of the old bridge because it’s very dangerous right now,” said Eadie. In 2016, city engineers deemed the Arlington Bridge, which opened to traffic in 1912, to be near the end of its life. Eadie said the bridge is in urgent need of replacement, describing it as a critical link used by several communities and a common route used to reach Health Sciences Centre, prior to its closure. “It’s more than just my ward… the Arlington Bridge should be the No. 1 project for this city, in terms of major infrastructure. Yeah, the St. James Bridge needs work but it’s still open,” he said. Coun. Janice Lukes cautioned against banking on either of the options becoming final proposals, calling both “preliminary” and noting both prices and options could change before a final report is released. “We don’t have the final facts yet because the report’s not done. It may change. It’s just not finished yet,” said Lukes (Waverley West), the chairwoman of council’s public works committee. “It’s an option that was presented to us, yes. … Really, we’re looking at a wide range of designs and options and that brings a wide range of prices. They have not, to my knowledge, decided on anything yet. What Coun. Eadie is (talking about) is a concept but they’ve got multiple concepts,” she added. Lukes expects a final council-ordered report on rehabilitation options for the bridge, which was expected in October, will now be released publicly in November. She warned the actual replacement of the bridge, should council find a way to fund it, would take years. “Even if we come out with (the decision) we’re going to replace it, we’ve still got to take the old bridge apart. So, it’s still going to be at least another two or three years … bare minimum,” she said. Lukes said she’s “optimistic” the bridge will be replaced but that would likely require funding from other levels of government. The city announced the sudden closure of the bridge on Nov. 21, 2023, after a condition assessment found steel corrosion had accelerated, raising the risk involved with keeping it open. Mayor Scott Gillingham said he wants the final options to cope with the bridge as soon as possible. “The consultants and our staff do need to take the time to get the report finalized … but I am eagerly anticipating that report,” said Gillingham. This summer, the city budgeted $1 million to replace multiple bearings on the bridge to prevent it from falling on the rail yard below it, work that did not help reopen or demolish it. A spokeswoman said that work was “completed as planned.” As they wait to learn the bridge’s fate, some residents say its absence is creating frustrating traffic delays. “It’s very important (to fix) … (On) McPhillips, Salter and Main, the traffic is just crazy now,” said Darrell Warren, president of the William Whyte Neighbourhood Association. Warren said he’s frustrated that no decision on the bridge’s future has been made, years after the city acknowledged it was nearing the end of its useful life. “They’ve known for years that bridge is going to need replacement and they kept putting it off and putting it off,” he said. — with files from Gabrielle Piché joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Work at Portage and Main starts Nov. 15 (Sep21'24)
by Beth McKechnie 21 Sep '24

21 Sep '24

Caution! This message was sent from outside the University of Manitoba. Famous intersection closed to pedestrians in 1979 Work at Portage and Main starts Nov. 15 https://www.winnipegfreepress.com/breakingnews/2024/09/20/work-to-reopen-po… CONSTRUCTION to reopen Portage Avenue and Main Street to pedestrian access appears set to begin in two months — 45 years after it was cut off. The City of Winnipeg is seeking a contractor to begin construction by Nov. 15 and reopen the intersection to foot traffic by July 1, 2025, as per tendering documents released Friday. Mayor Scott Gillingham said he’s received mostly positive feedback on the idea since council voted to reopen it in March, despite 65 per cent of Winnipeggers voting “no” to opening the intersection to pedestrians in a 2018 plebiscite. “Not everyone is in agreement but there has been a lot of people who have said to me, ‘This is the right decision. It’s time to treat this intersection like every other intersection,” said Gillingham. Debate over letting people cross the intersection on foot has raged for years. Opponents feared the change would be costly and delay traffic, while supporters argued it could help rejuvenate and better connect downtown. Pedestrian access was cut off at the crossing in 1979. In a press release, the city notes construction is needed to support the safe movement of traffic when pedestrians return. The construction will include: demolishing barrier walls; installing new traffic signals and street lights; adding a curb extension on the southeast corner to allow for shorter pedestrian crossing distance across Portage Avenue and more pedestrian space at the corner; repairing and adjusting the medians; and installing new curbs and sidewalks to accommodate pedestrian crossings on all four corners. “Certainly, our staff are focused on improving the intersection, changing the intersections to make it safe for everybody… There will be a real focus on maximizing movement and traffic flow,” said Gillingham. However, a councillor who has long opposed the reopening remains concerned it will delay traffic. “I do think it will slow traffic down, particularly those p.m. rush-hour movements,” said Coun. Jeff Browaty (North Kildonan). “Winnipeg does not have freeways… so, in terms of getting through the city, we use major arterial roadways and… making sure that those work efficiently is important.” Originally, the mayor proposed closing the intersection’s underground concourse as part of the plan but council voted to study the idea further before acting on it, said Browaty. He said next year’s budget might include funding to study the cost and impact of that change. “I still think the underground concourse plays a very important part of… the way people move around and work and live downtown in the winter,” he said. The councillor said the city should explore whether property owners at the intersection would cover the difference between the price of closing the concourse and the cost of repairing it and keeping it open. In March, Gillingham said it would cost $73 million to repair the leaking membrane to protect the concourse, while closing the city’s portion of the site could cost roughly $20 to $50 million. Multiple business leaders noted the closure cost was vaguely defined and stressed that many people rely on the underground connections to travel between businesses, especially in winter. Loren Remillard, president of the Winnipeg Chamber of Commerce, said his organization looks forward to the street-level pedestrian access but the city must study any underground changes before acting on them. “We need to understand exactly how that functions, in terms of the connectivity into the walkway system, into servicing the various towers… The underground is a vital connection point for so many,” said Remillard. Gillingham said there’s no target timeline for the potential closure of the underground. “The underground won’t be closed this year nor next year,” he said. In March, council earmarked $13 million to pay for the initial reopening of the intersection to foot traffic. Additional design work for the intersection is expected to be part of a rapid transit design study, which is expected to begin in 2025. The pedestrian access is timed to resume shortly after a new primary transit network begins operating on June 29, 2025. While most of the construction period to prepare for that falls in the winter, Coun. Sherri Rollins said the timeline appears realistic. “The demo and removing of the barriers, the traffic signals, this is work that we do all year round,” said Rollins (Fort Rouge-East Fort Garry). She noted she’s excited to see the pedestrian barriers come down. “They are an eyesore. It’s long overdue,” she said. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: City carpooling program jump-started (Sep13'24)
by Beth McKechnie 13 Sep '24

13 Sep '24

Caution! This message was sent from outside the University of Manitoba. City carpooling program jump-started https://www.winnipegfreepress.com/breakingnews/2024/09/12/carpooling-progra… A WINNIPEG non-profit is encouraging Manitobans to save money — and curb pollution — with what it calls “the Kijiji of carpooling.” Members of the Green Action Centre joined provincial Environment and Climate Change Minister Tracy Schmidt at the Seel transit hub in south Winnipeg on Thursday to announce the reboot of GoManitoba. The online platform connects users looking to share a ride to work, school, appointments or special events. “In Manitoba, our leading cause of (greenhouse gas) emissions is transportation,” Mel Marginet, the Green Action Centre’s lead for workplace commuter options, said. “Manitobans often rely on single-occupancy vehicles to get them to their destinations … This has resulted in communities where it’s difficult to live your life without access to a personal vehicle.” The GoManitoba tool aims to help reduce single-passenger drives by helping users find carpool partners for frequent commutes or one-off trips. The service also encourages users to ride the bus, walk or cycle by providing route maps and connections with other active transportation travellers. Similar to Kijiji or Airbnb, the platform allows users to find and message other commuters who log similar trips. Once a connection is made, users can choose to swap contact information and build a network of commuting buddies. “We believe everyone should have the opportunity to choose transportation modes that don’t harm the environment, that are affordable and good for our health and, at the same time, modes that create connections and build communities,” action centre executive director Josep Seras-Gubert said. GoManitoba was first introduced in 2017 and amassed nearly 3,000 users before COVID-19 social distancing protocols came into effect. The pandemic lockdowns and work-from-home policies led to a drop-off in GoManitoba users, Marginet said, but also triggered a “bike boom” and prompted Manitobans to start thinking differently about how they travel. With more Manitobans back to their regular commutes, “We thought this was a really good time to do a relaunch with some more user- friendly tools,” she said. GoManitoba was upgraded this year to streamline the digital experience and — hopefully — reach more users. Marginet said she would like to see the user base grow to 5,000 Manitobans, including more rural and northern carpoolers. The action centre is also looking to work directly with businesses, schools and other organizations to create dedicated ride-sharing networks for staff members through the GoManitoba platform. The upgrades have come with a little help from the province, which provided $30,000 to cover technology costs. The NDP government announced in April it would restore nearly $400,000 in annual funding for environmental non-profits, including $230,000 for the action centre, which had been cut under the previous Tory government. “Finding greener transportation options is critical to reduce our (greenhouse gas) emissions, and we believe that Go Manitoba will not only help reduce our transportation emissions, but will also help folks have a bit more money in their pockets,” Schmidt said during the launch event. julia-simone.rutgers(a)freepress.mb.ca<mailto:julia-simone.rutgers@freepress.mb.ca>

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Equitable Cities is less than one month away!
by Mel Marginet 12 Sep '24

12 Sep '24

Caution! This message was sent from outside the University of Manitoba. Greetings, Green Action Centre and Peg City Car Co-op are excited to welcome Charles T. Brown to Winnipeg for Equitable Cities<https://3common.com/equitablecities> on October 9th! Don’t have your tickets yet? Don’t delay! From now until September 20th you can take advantage of our September Sale, saving yourself $25 per ticket. Just use ECSeptSale at checkout. Charles T. Brown is the founder and principal of Equitable Cities, a minority- and veteran-owned urban planning, public policy and research firm focused at the intersection of transportation, health and equity. He is also an adjunct professor at the Edward J. Bloustein School of Planning and Public Policy at Rutgers University. He is the host of Arrested Mobility<https://arrestedmobility.com/>, a podcast that asks: What can we do to change the outcomes when people of colour step out their door to exist in the world? In this keynote presentation, Charles addresses how our transportation system in Winnipeg, like communities across the country, underserves and disproportionately harms those who are most vulnerable. By understanding inequities in our transportation system, Charles identifies potential strategies for action. Following the keynote, attendees will have the opportunity to take part in breakout sessions that bring the themes of Charles’ keynote into our local context. Topics include: FREEDOM TO MOVE: How do we build an accessible city for all? Facilitated by: Sarah Manteuffel Winnipeg’s urban footprint ballooned after the second world war, spreading people and places further apart. At the same time, the city invested less in transit and active transportation, and more in roads for personal vehicles. We now live in a car-oriented city and the disability community often finds themselves on the margins, forcing the choice to use personal vehicles, or being reliant on infrastructure and transit that can be inconvenient and uncomfortable. This session will focus on what we all lose when our city is inaccessible, while also asking: how can Winnipeg become more inclusive for everyone? POINT DOUGLAS: A Neighbourhood of Opportunity Facilitated by: TBA Point Douglas is one of Winnipeg’s oldest neighbourhoods. Like similar communities across North America, Point Douglas has suffered decades of disinvestment. For those who call Point Douglas home, they see endless untapped potential. Not only is this neighbourhood beautiful, with its canopy of trees and historic architecture, but also it is home to dedicated people and organizations who want to see it thrive once again. The City of Winnipeg has committed resources to create a neighbourhood plan for Point Douglas. This breakout session will give participants the opportunity to learn more about Point Douglas, and how we can think about transportation as a way to bring freedom, opportunity and wellness to those who call it home. We look forward to welcoming Charles T. Brown to Winnipeg for Equitable Cities<https://3common.com/equitablecities>, and we hope to see you at the Norwood Hotel on October 9th! Thank you to our sponsors Builder [45354-PC-PegCity-Logo-RGB-Release.png] Influencer [HTFC-CMYK.png] [Selkirk_logo_RGB.png] Advocate [image.png] [image.png] Supporter [Lankmark Logo - White on Green - JPG.jpg] [image001.png] Mel Marginet | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre<http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 300-286 Smith Street, Winnipeg, Manitoba, R3C 1K4 | 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. [https://mail.google.com/mail/images/cleardot.gif] 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/> [https://ci3.googleusercontent.com/mail-sig/AIorK4xnHIzg-oNAxItLMxFnB1HS5HGb…]<http://gomb.ca>

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FW: Design Guide for Bus Steps Adjacent to Cycling Infrastructure - Free Webinar for CARSP and ITE Members / nominal fee for non-members
by Michelle Porter 05 Sep '24

05 Sep '24

Hi all! Here is a webinar opportunity that you might be interested in. Please note there is a nominal fee for non-members. Michelle Michelle M. Porter, PhD, Professor | Faculty of Kinesiology and Recreation Management | Director, Centre on Aging | 338 Isbister Building | University of Manitoba | Winnipeg, MB CANADA | R3T 2N2 | (204) 474-8795 michelle.porter(a)umanitoba.ca<mailto:michelle.porter@umanitoba.ca> | www.umanitoba.ca/aging<http://www.umanitoba.ca/aging> | https://twitter.com/coaporter | linkedin.com/in/michelle-porter-639890150<https://www.linkedin.com/in/michelle-porter-639890150> From: CARSP/ACPSER <brenda.suggett(a)carsp.ca> Sent: September 5, 2024 9:02 AM To: Michelle Porter <michelle.porter(a)umanitoba.ca> Subject: Design Guide for Bus Steps Adjacent to Cycling Infrastructure - Free Webinar for CARSP and ITE Members / nominal fee for non-members Canadian Association of Road Safety Professionals L'Association canadienne des professionnels de la sécurité routière [https://gallery.mailchimp.com/abd86bfa37a97091490314c26/images/9f1c3699-299…] <https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…>[https://mcusercontent.com/abd86bfa37a97091490314c26/images/84da7771-4df5-31…]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…><https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Free Webinar for CARSP & ITE members! Oct 8, 2024, 12pm-1:00pm ET As part of our partnership agreement, CARSP and the Institute of Transportation Engineers (ITE) Canada are pleased to present our second joint webinar. The topic will be of interest to anyone involved in road safety, as well as those focused on promoting equity and accessibility for all users. TransLink, in partnership with the B.C. Ministry of Transportation and Infrastructure (MoTI), recently retained Urban Systems to create the Design Guide for Bus Stops Adjacent to Cycling Infrastructure to provide province-wide guidance to develop “island platform bus stops” or “floating bus stops” in British Columbia. The Design Guide provides a comprehensive set of planning and engineering guidelines offering solutions for the planning, design, operation, and maintenance of bus stops adjacent to protected cycling infrastructure in a range of contexts and applications throughout British Columbia, along with guidance for education and engagement. This Design Guide is the first of its kind in North America and addresses a significant gap in knowledge on how to design bus stops to meet the needs of people with disabilities while also being comfortable for cyclists of all ages and abilities. The Design Guide was developed with extensive stakeholder engagement, including pilot projects in five municipalities in British Columbia. This session will provide an overview of the Design Guide as well as lessons learned from municipal staff from two case study communities. The Design Guide was awarded both the ITE Canada Stan Teply Outstanding Technical Project Award and the ITE International Transportation Achievement Award – Planning Award in 2024.. SIGN UP QUICKLY - SPACE IS LIMITED! [https://mcusercontent.com/abd86bfa37a97091490314c26/images/3ce72de7-a440-9c…: Brian Patterson, RPP, MCIP, PMP, RSP1 Brian is a senior transportation planner and brings over 20 years of experience in active transportation planning and design, multi-modal transportation planning, and safety and accessibility. Brian has developed over hundreds of plans, designs, and studies for communities of all sizes across Canada and has been recognized with numerous industry awards. Brian led the development of the Design Guide for Bus Stops Adajcent to Cycling Infrastructure and has led numerous other design guides, including the BC Active Transportation Design Guide. [https://mcusercontent.com/abd86bfa37a97091490314c26/images/b68fd8a2-33d1-db… Therrien, MPH Suzanne is an Active Transportation Planner at the City of Kelowna. Her work focuses on programs, resources and partnerships to promote more trips by active modes. She holds a Master degree in Public Health with specialty in population health and has over decade experience in active transportation research. [https://mcusercontent.com/abd86bfa37a97091490314c26/images/e9adb3ba-ae94-e1… Bot, RPP, PMP Mo is a collaboratively-minded project manager specializing in multimodal transportation policy development, infrastructure design and construction. Mo has worked across Canada on everything from big city major transit projects to site specific high impact public realm and active mobility improvements. They are always keen to hear all perspectives and strive to support physical and social spaces where learning and justice are centred. Rather than give everyone a space at the table, Mo invites you to smash the table to pieces and build something new that explores the collective experience together. Registration is open until Oct 7th. Space is limited, so sign up soon to reserve your spot! Register Now!<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [Twitter]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Twitter<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [LinkedIn]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> LinkedIn<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [YouTube]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> YouTube<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> [Facebook]<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Facebook<https://carsp.us7.list-manage.com/track/click?u=abd86bfa37a97091490314c26&i…> Copyright © 2024 CARSP-ACPSER, All rights reserved. You are receiving this email as you have chosen to be on the CARSP email distribution list. Our mailing address is: CARSP-ACPSER 2846 Arrowsmith Court Stevensville, ON L0S 1S0 Canada Add us to your address book<https://carsp.us7.list-manage.com/vcard?u=abd86bfa37a97091490314c26&id=b56b…> unsubscribe from this list<https://carsp.us7.list-manage.com/unsubscribe?u=abd86bfa37a97091490314c26&i…> update subscription preferences<https://carsp.us7.list-manage.com/profile?u=abd86bfa37a97091490314c26&id=b5…> [Email Marketing Powered by Mailchimp]<https://login.mailchimp.com/signup/email-referral/?aid=abd86bfa37a970914903…>

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WFP: Changes urged to make central intersections safer (Aug31'24)
by Beth McKechnie 31 Aug '24

31 Aug '24

Caution! This message was sent from outside the University of Manitoba. Changes urged to make central intersections safer https://www.winnipegfreepress.com/breakingnews/2024/08/31/changes-urged-to-… The City of Winnipeg is being urged to ramp up road safety in central neighbourhood intersections, where a report finds pedestrians have been more at risk of getting injured or killed in collisions. The planning consultant’s report on intersection collision data from 2012 to 2020 found 44.9 per cent of 39 fatal pedestrian-vehicle crashes at intersections were located within or near the city centre or downtown. “Most fatalities happen in the same areas around downtown or in the neighbourhoods surrounding downtown, like Point Douglas or West Alexander … but also most prominently around (the Winnipeg) School Division. If we pay attention to those areas, in my opinion, it’s a good beginning for us to start (making streets safer),” Jairo Viafara, who wrote the report, said. His transportation equity analysis focused specifically on crashes that took place at intersections, for which the most specific geographic data is available. Viafara found 1,118 (61.3 per cent) of the 1,822 pedestrian-vehicle crashes that caused major and minor injuries took place within the catchment area of the school division. About one-third of the fatal pedestrian collisions he studied took place in the downtown east, downtown west, North Point Douglas and South Point Douglas areas, he said. “In certain neighbourhoods, residents continue experiencing a persistent lack of safe pedestrian facilities,” he wrote in the report. Viafara suggests a lack of progress to improve the most collision-prone intersections “may indicate to the public that pedestrian safety is not being considered a priority concern by local decision-makers.” The head of a local residents committee said she’s seen several road safety hazards in her neighbourhood. “I’ve wanted to go walk my dog around the Louise Bridge. It’s impossible to get across there safely … You just take your life in your hands and run,” Catherine Flynn, chairwoman of the Point Douglas Residents Committee, said. Flynn said there are also too few controlled crossings to help pedestrians cross key sections of Main Street and Higgins Avenue, where many folks jaywalk. “I’m not an urban planner, but I think when you’ve got a city that (can get) so cold, one of the things you’ve got to think of is what is the number of safe crossings … It could be -30, -40, windy … of course (pedestrians are) going to run across the street (wherever they are),” she said. Viafara said the affected neighbourhoods appear more likely to rely on walking to get around. Many of the residents have lower incomes than other Winnipeggers, he said. His transportation equity analysis focused specifically on crashes that took place at intersections, for which the most specific geographic data is available. Viafara found 1,118 (61.3 per cent) of the 1,822 pedestrian-vehicle crashes that caused major and minor injuries took place within the catchment area of the school division. About one-third of the fatal pedestrian collisions he studied took place in the downtown east, downtown west, North Point Douglas and South Point Douglas areas, he said. “In certain neighbourhoods, residents continue experiencing a persistent lack of safe pedestrian facilities,” he wrote in the report. Viafara suggests a lack of progress to improve the most collision-prone intersections “may indicate to the public that pedestrian safety is not being considered a priority concern by local decision-makers.” The head of a local residents committee said she’s seen several road safety hazards in her neighbourhood. “I’ve wanted to go walk my dog around the Louise Bridge. It’s impossible to get across there safely … You just take your life in your hands and run,” Catherine Flynn, chairwoman of the Point Douglas Residents Committee, said. Flynn said there are also too few controlled crossings to help pedestrians cross key sections of Main Street and Higgins Avenue, where many folks jaywalk. “I’m not an urban planner, but I think when you’ve got a city that (can get) so cold, one of the things you’ve got to think of is what is the number of safe crossings … It could be -30, -40, windy … of course (pedestrians are) going to run across the street (wherever they are),” she said. Viafara said the affected neighbourhoods appear more likely to rely on walking to get around. Many of the residents have lower incomes than other Winnipeggers, he said. “So, there is a connection between … fatalities and traffic accidents involving people of low income,” Viafara said, noting that appears to be common across Canada. Coun. Janice Lukes, chairwoman of council’s public works committee, is calling for city traffic experts to review the report. “The city does know that there are a lot of collisions in the downtown because anywhere where there’s more density, there’s more collisions … It’s (about) putting the spotlight on the vulnerable road user.” The Waverley West councillor said the city has four staff members devoted to implementing a road safety action plan, who prioritize new projects using an “equity lens.” “It’s a huge pillar in what we do,” Lukes said. The city expects to spend $30 million on road safety improvements over the next six years, she said. Viafara is urging the city to make several changes to make core-area intersections safer. The recommendations include prioritizing pedestrian safety countermeasures for downtown and adjacent neighbourhoods, conducting “walkability assessments” near frequent collision sites, improving collision data collection and preparing safe route to school plans. He said countermeasures could include adding lights, medians and other road treatments to help minimize the risk of crashes. “Transportation (needs) to be part of the revitalization effort,” Viafara said.

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New machines have sights set on tracking City sidewalk conditions
by Beth McKechnie 23 Aug '24

23 Aug '24

Caution! This message was sent from outside the University of Manitoba. Released: August 23, 2024 at 10:01 a.m. Winnipeg, MB – Winnipeggers – don’t be alarmed if you see a futuristic-looking quad out on Winnipeg sidewalks this month. It’s not a real-life Transformers moment – it is a new-to-us data collection tool designed to help the City of Winnipeg better assess, maintain, and improve sidewalk and pathway conditions. Two sidewalk surface testers will collect data on nearly 3,200 km of asphalt and concrete sidewalks and pathways over the next few months. “This new technology will make a real difference in how we keep sidewalks in good shape,” said Mayor Scott Gillingham. “By using these advanced tools, we’re improving how we assess and maintain our infrastructure, which means better service for all Winnipeggers. This is a practical step toward ensuring our sidewalks are safe and accessible for everyone.” We have previously collected data on surfaced street, back lanes, and pathways, but not sidewalks. The machines will record information about: * Sidewalk length and width * Surface material * Tripping hazards and cracks * Steepness * Factors that could reduce the sidewalk’s usable width “For the first time ever, we’re collecting citywide baseline data on the conditions of our sidewalks,” said Janice Lukes, Chairperson of the Standing Policy Committee on Public Works. “This data will help us determine what we’re working with now, what we may need to do to keep sidewalks serviceable in the future, and how much money we require to keep Winnipeggers moving on them.” Once the sidewalk surface testers have inventoried the whole city, we will segment the sidewalk network and assign each a general condition (new, good, fair, poor, very poor), similar to our existing street conditions assessments. The data will help us plan renewals and maintenance activities, including helping determine whether funding amounts are adequate to meet our future service level targets. The City plans to collect the same data in 2027 and every three years after. https://www.winnipeg.ca/news/2024-08-23-new-machines-have-sights-set-tracki…

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Green Action Centre seeks Bike Education Instructor
by Beth McKechnie 19 Aug '24

19 Aug '24

Caution! This message was sent from outside the University of Manitoba. Position: Bike Education Instructor Contract: During months of September-October and May-June Rate: $250-$300 per day based on experience, for total of 75 days Location: Winnipeg, Manitoba Application Deadline: August 26, 2024 Details: Bike Education Instructor<https://greenactioncentre.ca/jobs-bike-education-instructor/>

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WFP Traffic lights turned on near FortWhyte at McGillivray (Aug17'24)
by Beth McKechnie 17 Aug '24

17 Aug '24

Caution! This message was sent from outside the University of Manitoba. TRAFFIC LIGHTS TURNED ON NEAR FORTWHYTE A NEW set of traffic lights is now working at McGillivray Boulevard and Brady Road, near FortWhyte Alive. A new entrance to the wildlife preserve and recreation area is expected to open next to the intersection this winter. “These four-way lights increase safety and connectivity in Winnipeg’s active transportation network and will provide much-needed crossing controls for pedestrian, cycling and vehicular traffic at this very busy intersection,” Coun. Janice Lukes, chairwoman of the City of Winnipeg’s public works committee, said in a news release Friday morning.

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WFP: Canada’s public transit in crisis (Aug17'24)
by Beth McKechnie 17 Aug '24

17 Aug '24

Caution! This message was sent from outside the University of Manitoba. Operating costs sinking transit systems: report Canada’s public transit in crisis https://www.winnipegfreepress.com/business/2024/08/16/broke-and-broken-repo… OTTAWA — A new analysis warns that Canada’s major cities — including Winnipeg — are struggling to keep their transit systems running and says public transit is heading for a “downward spiral” unless major new streams of operating revenue open up. In a report published in late May, Leading Mobility Canada said the $120-billion in expansions planned for those transit systems won’t help cities that are struggling to keep the buses and trains running at current levels. David Cooper, the principal at Leading Mobility and the study’s co-author, said the majority of transit is funded through passenger fares and property taxes and cities have very limited options for other sources of revenue. The federal government is allocating billions to expand transit. “It’s great we’re getting these investments but you actually can’t materialize the benefits of these investments if the cities actually can’t afford to run it,” he said. The analysis looked at the budgets, revenue sources and long-term plans for eight transit systems in Vancouver, Calgary, Edmonton, Winnipeg, Ottawa, Toronto, Montreal and Halifax. Most of them are already reporting budget shortfalls. Calgary’s shortfall was $33 million in 2023, the same year Toronto reported a $366-million gap. Montreal anticipates its budget shortfall will exceed $560 million in 2025 and grow to $700 million by 2028. Halifax expects it will be up to $22 million short in 2026 — more than 15 per cent of its total transit budget — while Vancouver warns of a structural deficit of $600 million by the same year. All of them say the planned expansions, such as new light rail lines in Ottawa, bus rapid transit in Halifax and subway expansions in Toronto, will incur operating costs well above what they can afford. Vancouver estimated bus and light rail expansions will cost $1.2 billion extra. Calgary said in 10 years its operating budget will be $127 million higher. Edmonton said by 2033 its budget deficit will grow to $174 million a year, while Winnipeg estimated its expansion plans will add $37 million in annual costs. The provinces and federal government are only offering limited operating funding to go with the growth and even that is temporary. For example, Ontario has agreed to provide $1.2 billion to help Toronto run two new LRT lines for a three-year period. In late July, Vancouver’s TransLink warned that it will have to make significant service cuts if its structural deficit isn’t solved, including cancelling 145 of its 245 bus routes and reducing service on the SkyTrain and SeaBus. The result would push more than half a million people out of walking distance from a transit stop or station. On Aug. 8, Ottawa Mayor Mark Sutcliffe sounded the alarm about a “transit crisis” because of a $9-billion hole in OC Transpo’s long-range financial plan, including the opening of the nearly $5-billion second phase of light rail. “It’s nice to dream of building more light rail but we don’t even have the money we need to operate our existing system,” Sutcliffe said. “If we don’t get the help we need, it won’t even make financial sense to open Phase 2 of light rail. We’d be better off from a financial perspective not to open and run the system.” The report makes clear that COVID-19 hastened some of the structural funding problems plaguing transit systems when work-from-home policies took a massive bite out of ridership. Leading Mobility said before COVID-19, passenger fares covered an average of 59 per cent of the costs of transit in Canada, far higher than the 38 per cent in the United States. By 2023, fares covered as little as 23 per cent of costs in Ottawa and as much as 43 per cent in Toronto. Most cities have seen ridership return — though not quite to pre-pandemic levels — but people are using the system differently, with fewer people buying monthly passes, and in some places, more using subsidized transit passes or tickets. Property tax is most often the second-biggest source of revenue for public transit but inflation and affordability have put massive pressures on cities and there is limited ability for transit to get more money from property taxes. Vancouver’s TransLink gets a share of gas tax funding but with B.C. drivers adopting electric vehicles more rapidly than anywhere else, that funding source is shrinking fast. Gas tax revenues were down $34 million in 2023 from the year before. Halifax has a benefit area tax, a surtax on properties located within a certain distance of transit, which in 2023 accounted for almost half its total revenues, or $58.6 million. Montreal gets about five per cent of its operating revenue from a vehicle registration levy. Vehicle levies and benefit taxes are among the suggestions the Leading Mobility report makes for cities. It also suggests considering a tax on electric vehicle charging, or adding congestion pricing that taxes vehicles in the busiest parts of cities, similar to what’s in place in London and New York City. The report calculated what may work best in each jurisdiction but also notes that many cities need permission from their provincial governments for such changes. It recommends provinces make legislative changes to allow transit systems to raise new money. The report also calls for a national commission on transit operating funding, bringing together provinces and municipalities to determine the best way to save their systems. Cooper said cutting service is a death knell because people will only use transit if it is reliable and affordable. If ridership drops, revenues drop, and then more cuts follow. Marco D’Angelo, president of the Canadian Urban Transit Association, said he feels there is a will to solve this problem and it is not insurmountable. He noted that when ridership plummeted during the pandemic, federal and provincial governments stepped up to help. “We had leadership when it was needed to keep Canada’s transit systems running,” he said. “This is a different scenario but it was handled before by provinces and the federal government recognizing the national importance of public transit.” — The Canadian Press

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WFP: Driver tried to flee after hitting boy (Aug14'24)
by Beth McKechnie 14 Aug '24

14 Aug '24

Caution! This message was sent from outside the University of Manitoba. DRIVER TRIED TO FLEE AFTER HITTING BOY: POLICE A driver is facing charges after he allegedly struck a young boy riding a bicycle and tried to flee the scene. An officer with the Winkler Police Service was on patrol in the area of Pembina Avenue and Main Street when he saw the collision at about 1:06 p.m. Monday. A red Chevrolet Silverado turned east onto Pembina from southbound Main and struck a small child who was crossing the intersection on a bike. The truck briefly stopped in the roadway before the driver accelerated eastbound in an apparent attempt to leave the scene, the police service said later that day. The officer was able to stop the suspect before trying to give the victim first aid. An off-duty local doctor approached the scene and gave the boy medical care. The boy was transported to hospital by paramedics in stable condition with undetermined injuries. The driver of the truck, a 50-year-old Plum Coulee man, is facing charges of dangerous driving causing bodily harm, failure to stop after a collision causing bodily harm and driving without a licence.

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WFP: One pedestrian killed, two injured in three accidents (Aug12'24)
by Beth McKechnie 12 Aug '24

12 Aug '24

Caution! This message was sent from outside the University of Manitoba. One pedestrian killed, two injured in three accidents https://www.winnipegfreepress.com/breakingnews/2024/08/10/one-pedestrian-ki… A 49-year-old woman is dead after she was struck by a vehicle while reportedly lying down on the Harry Lazarenko Bridge, while two other people are in hospital in critical condition after they were hit while crossing Winnipeg streets in just over six hours. Winnipeg Police Service officers were called to the bridge, which connects Redwood Avenue with Main Street, about an injured woman at about 1:45 a.m. Saturday. Police found the woman with serious injuries, but she died before paramedics were able to arrive to try to revive her. Traffic investigators, in a preliminary probe, found the woman was lying on the road when she was hit by a driver headed west. The driver of the vehicle stayed at the scene and spoke with officers, police said. Investigators have identified the victim and informed her family of her death. Police are also still investigating another serious collision between a vehicle and pedestrian on Pembina Highway at Adamar Road, which also occurred overnight. Officers were called to the intersection at about 4 a.m., where they found a man with serious injuries. Paramedics took the man to hospital in critical condition. The driver of the vehicle stayed at the scene and spoke with police. Police have determined the man was walking eastbound across Pembina near the intersection when he was hit by a driver headed east. Earlier Friday, at about 9:45 p.m., police were called to Smithfield Avenue and Main Street, where a 57-year-old man was in critical condition on the road. He was rushed to hospital. Investigators believe the man was crossing Main Street against a red light when a vehicle, travelling south, hit him. The driver stayed at the scene. Police have asked anyone with further information, including video or dash camera footage from the areas near the collision scenes, to call the traffic division at 204-986-7085<tel:204-986-7085> or Crime Stoppers anonymously at 204786-8477<tel:204786-8477>. The death of the woman on the Harry Lazarenko Bridge is the second fatal collision between a pedestrian and a vehicle this week. A man was struck near Queen Elizabeth Way (Main Street) and Mayfair Avenue near The Forks at about 3:30 a.m. on Thursday by a driver that fled the scene. He was taken to hospital in critical condition, but later died. Police have said investigators were closing in on the kind of vehicle that hit the man on Thursday. fpcity(a)freepress.mb.ca<mailto:fpcity@freepress.mb.ca>

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WFP: City seeks stronger analysis of traffic data (Aug9'24)
by Beth McKechnie 09 Aug '24

09 Aug '24

Caution! This message was sent from outside the University of Manitoba. Proposal request aims to improve road safety City seeks stronger analysis of traffic data https://www.winnipegfreepress.com/breakingnews/2024/08/08/city-hopes-enhanc… A new system to collect traffic counts and collision data is on the way to Winnipeg in an effort to improve road safety. Coun. Janice Lukes, chairwoman of public works, said the addition is great news. “If we have better data and better ability to sift, sort and analyze the data, then it becomes clear to us where we need to make changes and investments to improve the system. At a punch of a few buttons, we can see sooner where the collisions are, we can analyze when they happen,” said Lukes (Waverley West). A request for proposals seeks a company to implement the new system for Winnipeg’s traffic monitoring program. “The City of Winnipeg has greatly expanded their traffic-monitoring program in the last five years and needs a solution that will support the acquisition, validation, analysis and dissemination of all its data sources,” the document notes. It states the city’s current tracking program has “major limitations,” since it lacks a central database and information is difficult for the public to access. “Short-duration studies are currently managed through a series of disconnected excel files that result in poor scheduling, duplication of efforts, and data entry error,” the RFP notes. The new system is expected to let the city make better use of Manitoba Public Insurance collision data that municipal officials already receive. “(With this system) if we see a particular intersection is always either getting bogged down or there are collisions on a regular basis and then we can analyze it in a more rapid manner, then we can fix it sooner,” said Lukes. A request to speak with a city traffic official was not granted on Thursday. In an email, a city spokeswoman said the system will make better use of vehicle, cyclist and pedestrian counts, which are gathered through radar, intersection video cameras, pneumatic road tubes (tubes laid across the road to gather data) and other devices. “More than 40 permanent count stations have been installed across Winnipeg in the past five years and hundreds of other traffic studies have been collected with portable equipment as part of the traffic-monitoring program,” wrote spokeswoman Pam McKenzie. “The (new system) will help the city consume all of the data from these devices and present it in an easy-to-digest format that will help… derive more meaningful insights.” Lukes said ensuring all of the data can be quickly assessed to support safety decisions will help the city more efficiently select the changes most likely to reduce collisions. She said she hopes Winnipeggers will eventually see fewer collisions as a result. “If we can have a better technology to capture and monitor and analyze this data, it really helps us make better decisions,” she said. The RFP notes council approved a road safety strategic action plan in 2022, which this system would support. “Several of the 67 actions identified in the (plan) relate to the need to improve and better integrate safety data into divisional practices,” the document notes. For example, city officials expect the new system will help track performance toward a municipal goal to reduce fatal and serious injury collisions by 20 per cent between 2022 and 2026 and conduct road safety reviews with detailed collision analyses. In an email, Mayor Scott Gillingham’s communications director said the system is part of a renewed focus on road safety. “It started with council adopting the road safety strategic action plan in 2022, then we created a new unit to oversee the plan last year, and now we’re looking to improve our systems to make better use of traffic count and collision data,” wrote Colin Fast. The winning bidder is expected to implement the data system for four years, with a possible three year extension. The city expects to spend $200,000 on the contract. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Police using video to zero in on suspect involved in fatal pedestrian collision (Aug9'24)
by Beth McKechnie 09 Aug '24

09 Aug '24

Caution! This message was sent from outside the University of Manitoba. Driver can hit, run but can’t hide Police using video to zero in on suspect involved in fatal pedestrian collision https://www.winnipegfreepress.com/breakingnews/2024/08/08/police-zero-in-on… POLICE said they are closing in on a suspect in a hit-and-run that killed a pedestrian near The Forks early Thursday as officers canvassed the area for witnesses and additional surveillance footage. Although police haven’t identified the person responsible, investigators have “a good idea on the general type of vehicle that was involved, based on surveillance video and some roadway evidence,” Patrol Sgt. Brian Neumann said. “Ultimately, there will be evidence on that vehicle of this collision, so when we obtain that vehicle, we should be able to gather the evidence necessary to complete our investigation.” Officers responded to Queen Elizabeth Way (Main Street) and Mayfair Avenue at about 3:30 a.m. A seriously injured man was found and taken to hospital in critical condition but later died. The preliminary investigation indicated the man was walking across Queen Elizabeth Way when he fell and was struck by a southbound vehicle as he struggled to get up. The driver took off, police said. Neumann, who co-ordinates collision investigations, said officers rerouted traffic to gather evidence from the scene. Investigators have yet to release information about the vehicle involved in the collision but will provide an update to the public when they are ready, the patrol sergeant said. “What we are having to do is just expand our knowledge of what we have so far, so that when we want to be able to take that action, we have sufficient (evidence) to effect an arrest or bring a person in for an interview,” he said. “I’ve got investigators out who are viewing video and compiling their opinion on what they are finding… Especially in an urban environment, we tend to be able to follow them throughout their movement in the city until we get (the suspect) identified.” Speaking generally, Neumann said suspects identified in hit-and-run investigations can range from motorists with a clean driving record to people with criminal records. In some cases, drivers panic after a collision and flee the scene. Later, they turn themselves in to the police. Other times, motorists try to cover their tracks by destroying evidence or getting their vehicles washed, he said. Impairment can be a contributing factor that leads to a collision or influences a person’s decision to flee, he said. He urged anybody involved in a hit-and-run collision to do the right thing and come forward to police. “You may be wrong and you may be (held) accountable but you have to step up and take that. Just like you would expect someone else to do that if it happened to you or someone in your family,” he said. “In the case of something like today’s incident… you’re just compounding the problem. It’s not going to get easier.” Investigators ask anybody who was travelling near Mayfair Avenue and Queen Elizabeth Way around the time to call investigators, particularly if they have video footage, Neumann said. Investigators can be reached at 204986-7085<tel:204986-7085> or Crime Stoppers anonymously at 204-786-8477<tel:204-786-8477> (TIPS). Manitoba Public Insurance recorded 384 reports of hit-and-run collisions that resulted in injuries in Winnipeg since 2022, including 92 incidents as of July 31. Nine people were killed in hit-and-runs during the same period, including three this year. The numbers do not include Thursday’s fatality, MPI said. One hit-and-run investigation in which a person was injured remains unsolved from 2023, Neumann said. A cyclist was crossing Notre Dame Avenue and Isabel Street on the evening of June 30. The vehicle fled the scene before the police arrived. An empty but heavily damaged grey 2007 Pontiac G6 was later found in the 100 block of Juno Street. It was subsequently learned that four men were observed fleeing the vehicle, police reported. tyler.searle(a)freepress.mb.ca<mailto:tyler.searle@freepress.mb.ca>

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City News: Calls for bike safety in Winnipeg continue after girl hit by vehicle in Wolseley neighbourhood (Aug7'24)
by Beth McKechnie 08 Aug '24

08 Aug '24

Caution! This message was sent from outside the University of Manitoba. https://winnipeg.citynews.ca/2024/08/07/calls-bike-safety-winnipeg-latest-i…

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WFP: Cyclist dies after crashing into parked semi (Aug7'24)
by Beth McKechnie 07 Aug '24

07 Aug '24

Caution! This message was sent from outside the University of Manitoba. Man riding at high speed when collision occurred Cyclist dies after crashing into parked semi https://www.winnipegfreepress.com/breakingnews/2024/08/06/cyclist-dies-afte… A 67-YEAR-OLD male cyclist died after crashing into the back of a parked tractor-trailer on the side of Kenaston Boulevard, near Waverley Street, on Friday. The cyclist was riding at high speed when he collided with the rear of the trailer, which had its hazard lights activated on the northbound shoulder, shortly before 2:30 p.m., the Winnipeg Police Service said. “It’s always tragic. You feel for the family,” said Mark Cohoe, executive director of Bike Winnipeg, which advocates for increased cycling awareness and safety in the city. “The bottom line is it’s just tragic,” said local Coun. Janice Lukes (Waverley West). The WPS provided limited information in a news release Tuesday. Police would not provide more details about the cause of the crash, which is being investigated by the traffic division. The cyclist’s name was not released. His family has been notified, police said. He is at least the second cyclist to be killed on Winnipeg’s roads in as many months. Police wouldn’t say if the man was wearing a helmet. The crash happened on a stretch of Kenaston that has one separated cycling route (on the west side) north of Waverley, and none to the south between Waverley and the Perimeter Highway. While details are limited, the incident points to a gap in Winnipeg’s active transportation network, and the importance of separated lanes for cyclists, said Cohoe. “You don’t have a pathway in that section,” he said. “It just showcases that we want to have a separation on those roadways.” There are plans to build a separated lane on the east side of Kenaston north of Waverley, said Lukes, chair of city hall’s public works committee. She said there are currently no plans for bike routes on Kenaston between Waverley and the Perimeter, given the province’s previously announced plans to build a bypass in the area. “When the St. Norbert bypass comes into play, then stuff like (bike lanes) will happen,” said Lukes. In 2015, the former NDP government said construction of a new $400-million route bypassing St. Norbert — by linking Kenaston and Highway 75 — would begin in five years and be completed within 10 years. The proposal included a cloverleaf interchange at Kenaston and the Perimeter. Almost 10 years later, no construction has taken place. The NDP lost the 2016 provincial election to the Progressive Conservatives, who ordered studies and held public information sessions while in government. The Tories lost last year’s election to the NDP. A provincial spokesperson said a 2020 design study proposed an interchange at Kenaston and the Perimeter as part of the long-term Winnipeg One Million Perimeter Freeway Initiative. Active transportation routes were considered in the study, the spokesperson said. Cyclists rallied in Winnipeg last month to call on the city to make streets safer for them, following a fatal collision in June and a separate crash that injured a teenage girl. Both collisions occurred on Wellington Crescent. Cohoe wants Winnipeg’s road-safety strategic action plan, passed by council in 2022, to be fully funded and implemented to help reduce fatal and serious injury collisions involving all road users. “The goal of the city really needs to be that we don’t see people dying in collisions,” he said. The plan comprises 67 actions for improved safety for all road users, and a goal of reducing fatal and serious collisions by 20 per cent over five years. Each year, Winnipeg averages 13 fatal collisions and 145 crashes resulting in serious injuries, according to city data. Across the province, an average of four cyclists are killed and 78 are injured in collisions per year, Manitoba Public Insurance’s website stated. A helmet was not worn in almost 90 per cent of cases in which a cyclist was killed in a collision with a vehicle, according to MPI. The WPS, meanwhile, is asking anyone with information about Friday’s crash or video from vehicle dashboard or home surveillance cameras to call investigators at 204-986-7085<tel:204-986-7085> or Crime Stoppers anonymously at 204-786-8477<tel:204-786-8477>. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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