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WFP Analysis: Imagining what the ‘Windy Corner’ could one day be (Mar11'24)
by Beth McKechnie 11 Mar '24

11 Mar '24

Caution! This message was sent from outside the University of Manitoba. Imagining what the ‘Windy Corner’ could one day be https://www.winnipegfreepress.com/opinion/analysis/2024/03/11/imagining-wha… OPEN Portage and Main. Four simple words. Elections have been fought over them. Friends have become temporary enemies because of them. Family dinners have been ruined by them. A Winnipeg debate that has stirred local emotions and bewildered outsiders for more than half a century. During the 2018 plebiscite, a common refrain in opposition to opening the intersection to pedestrians was that the money required to remove the barricades could be used for more important things. A new Public Works report flips this economic argument on its head, revealing a staggering cost for required repairs to the underground. This construction work would also cause up to five years of traffic delays through the intersection. With this new information, Mayor Scott Gillingham and several city councillors have pulled the pin on that old political hand grenade and announced their support for the less costly and disruptive approach, proposing to close the underground and allow people to cross the street at the sidewalk level. In 2018, the easiest solution was the status quo, so we voted against change. Today the easiest solution is change. The debate will continue as the mayor’s proposal moves through committees and council votes. We know the issue has been a political quagmire and this time will likely be no different. As politicians argue, however, the rest of us might try a new approach for once. Instead of being sucked back into endless circular debates about traffic and safety, informed by gut feeling and speculation, what if we let the traffic engineers solve the traffic engineering? Let the experts be experts, while the rest of turn our thoughts to a vision of what Portage and Main might become. We may be forced into this decision for pragmatic reasons, but that doesn’t mean our response can’t inspire our collective imagination. The mayor has said, “it’s just an intersection.” He’s right, it is. It’s not the mythical beast that has its own climate or was once a battlefield of pedestrian carnage that has lived in Winnipeg lore for generations. But it was once a special place in our city, in our country. What if it was again? What if instead of being a place to drive through, it was a place where we lingered, learned, and loved? As you enter the ‘Cities of the Twentieth Century’ exhibit at the Canadian Museum of History in Gatineau, you are greeted by a giant mural of Portage and Main from a century ago. It once represented the very best of what a city could be — bustling sidewalks filled with optimism at the social and economic heart of a city. Could it ever become that again? Portage and Main began as an Indigenous meeting place, the intersection of two ancient trading routes, its unusual width a legacy of Red River Carts travelling, side by side, as Métis entrepreneurs crisscrossed the open Prairie. When Henry McKenney built his general store at the connection of the two paths in 1862, he planted the seed that a modern city would grow from. Portage and Main would later be the site of Winnipeg’s first city council meeting, and was once the head of Banker’s Row, a stunning line of financial buildings on land as valuable as Wall Street in Manhattan. Western Canada’s first office building once stood there, and in 1969, the west’s tallest building rose from the corner. It would be where the city’s first streetcar ran, and its last. The intersection witnessed the 1919 General Strike, the signing of Bobby Hull and Dale Hawerchuk, and the return of the Jets. A place where we celebrate together, mourn together, and protest together. Imagine a place where this spirit and history was woven together and expressed through art, lighting, landscape, and interpretive design. A vibrant place that is a celebration of our city, one that welcomes visitors to learn about us and a place for us to learn about ourselves. Today, every side of the intersection is seeing renewal and growth — new plazas, new restaurants, new office space, a gym, a soaring new skyscraper filled with hundreds of people who call the nearby intersection home. The familiar old bank that resembles a Greek temple on the southeast corner will see the intersection’s highest impact transformation as it becomes the Red River Métis National Heritage Centre, poetically reclaiming the origins of the place as a celebration of Métis culture and modern spirit. It will stand as a downtown focal point and destination that will draw people to Portage and Main. Imagine if, instead of being hidden behind concrete barricades, this new landmark was surrounded by a grand urban landscape that spills from one corner to the next, drawing all this new activity out from inside the buildings onto the sidewalks and into the public spaces. A celebration of who we are, where we have come from and where we want to go. Most Winnipeggers recognize the lasting impacts of the pandemic have hit downtown hard, and Portage Avenue is no longer the proud street it once was. New ideas are needed to restore its prominent place in our city. Re-imagining Portage and Main as a welcoming place for people won’t solve all of downtown’s issues, but it will make an important statement about who we are as a city and who we aspire to be. The mayor and supporting councilors should be given credit. It will take political courage to move forward, even backed by financial justification. As we do, let’s take some time to dream about the possibilities and shift towards an uplifting dialogue about vision and opportunity, reflecting on what Winnipeg’s famous ‘Windy Corner’ might one day be. Brent Bellamy is creative director at Number Ten Architectural Group.

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WFP: ’Over the moon’: longtime proponents of opening Portage and Main plan ‘crossing the street’ party (Mar3'24)
by Beth McKechnie 03 Mar '24

03 Mar '24

Caution! This message was sent from outside the University of Manitoba. ’Over the moon’: longtime proponents of opening Portage and Main plan ‘crossing the street’ party https://www.winnipegfreepress.com/breakingnews/2024/03/02/over-the-moon-lon… If the concrete barricades are torn down and Portage and Main reopens to pedestrians, you can expect Adam Dooley to be one of the first Winnipeggers to cross the storied intersection. Dooley, who co-chaired the Vote Open campaign during a 2018 plebiscite that denied the reopening, joked about having a “crossing the street” party to celebrate the occasion. “We will definitely be there on day 1, and I know there will be a lot of happy people,” he said. “Once the dust settles, people will applaud this. Even people who were four-square against it.” Dooley and fellow supporters were pleased when Mayor Scott Gillingham announced Friday Portage and Main could reopen to pedestrians by summer 2025, following decades of debate. “I was over the moon. It feels like something that has been a really long time coming,” said Alyson Shane, a digital marketing agency owner who was the official spokesperson of the Vote Open campaign. “It’s nice to see the city making changes that move us in a positive direction.” The downtown intersection closed to foot traffic in 1979, after the city struck a 40-year deal — now expired — with a property developer who built an office tower and an underground mall. In 2018’s non-binding plebiscite, 65 per cent of voters were against restoring pedestrian access. Dooley and Shane said there was a lot of missing information or myths at that time, especially around the potential impacts on travel and safety. When he ran for mayor in 2022, Gillingham was opposed to removing the barricades, saying it would “disrespectful” to ignore the results of the public vote. He’s now in favour, after a new city staff report said it would cost $73 million to repair the leaking membrane under the concrete that protects a pedestrian concourse beneath the intersection. Repairs would involve digging up parts of Portage and Main, which would cause traffic “chaos” for four to five years, the mayor said Friday. Additional costly repairs would be necessary in 30 to 40 years. “We have information today we did not have in 2018, and I did not have during the election in 2022,” said Gillingham. If the report’s findings were available in 2018, the plebiscite’s result likely would have been closer, said Dooley, a public relations executive based in the Exchange District. “When I read about the rationale (Friday), I thought this is a good, common sense policy decision,” he said. In 2018, the Vote Open campaign heard two main concerns: that reopening Portage and Main would be a waste of money, and it would impede vehicular traffic. The report states concourse repairs and maintenance would be costlier, said Dooley. As for traffic impacts, people in the “vote yes” camp pointed to a consulting firm’s 2017 study which suggested only a few minutes would be added to most commutes. The difference would have been negligible, said Shane. Since then, the COVID-19 pandemic has changed work and commuting patterns, and the city has been taking steps, including bus route changes, to improve traffic flow, said Dooley. In 2017, the cost to reopen the intersection was estimated to be $11.6 million, about half of which was for the purchase of new buses. City council could soon vote on a motion which calls for pedestrian access at Portage and Main — the city’s sixth-busiest downtown intersection — by 2025 to coincide with a new Winnipeg Transit route network. Further study would find out how much it could cost to reopen the intersection. Public works chair Coun. Janice Lukes (Waverley West) said the city budget’s road safety plan would provide funding and research to ensure the intersection is safe for pedestrians. Busier downtown intersections are open to pedestrians, she noted. The plan calls for the concourse to be permanently closed to the public. It could cost $20 million to $50 million, and take up to five years to decommission the city’s portion of the concourse, said Gillingham. Dooley said some questions are still to be answered. “We don’t know what the final intersection will look like,” he said. Supporters such as Shane believe a pedestrian-friendly junction will help to improve public safety and vibrancy downtown. “It’s a really exciting and positive step for our city,” she said. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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WFP Analysis: Six years later, ‘Yes’ side gets the last laugh (Mar2'24)
by Beth McKechnie 02 Mar '24

02 Mar '24

Caution! This message was sent from outside the University of Manitoba. Six years later, ‘Yes’ side gets the last laugh OPINION https://www.winnipegfreepress.com/local/2024/03/01/is-the-truth-in-the-end-… BACK in 2018, with Winnipeggers embroiled in a contentious plebiscite about whether to reopen Portage and Main to pedestrian traffic, one of the property owners connected to the concourse beneath the storied intersection suggested city council delay the vote. The roof membrane of the concourse was leaking and would have to be replaced. However, as the plebiscite campaign raged on, the property owners and city had done only very preliminary engineering work to estimate the size and cost of a fix. “It would seem to me to be very premature to vote on the intersection until we get all the engineering information on what expenditures need to be made to the concourse,” said Roseanne Hill Blaisdell, president and CEO of Harvard Developments, owner of 201 Portage Ave. History will show the plebiscite was not delayed and that — without all of the necessary information about the consequences of the concourse repairs — Winnipeggers voted convincingly to keep the intersection closed. Fast-forward five years. The missing information in the debate over Portage and Main was finally unearthed Friday when Winnipeg Mayor Scott Gillingham released an engineering report confirming it would cost $73 million to remove the existing pedestrian barricades and repair the roof of the underground concourse beneath the intersection. Gillingham said once he had the report in hand, he began to see just how pointless it was to repair the concourse. The $73-million investment would only buy the concourse — the city-owned circular walkway that connects the sub-grade retail and commercial levels of four properties at Portage and Main — another 40 years or so, when the entire process would have to be repeated. And because the membrane has to be accessed from street level, significant portions of the intersection would be closed for up to five years. The decommissioning of the concourse will be costly, as well, Gillingham said, with estimates running from $20 million to $50 million. However, that work will not have to be repeated in 40 years and will not require the intersection to be closed at street level, he added. Despite voting against reopening in 2018 and avoiding the issue completely in the 2022 election, Gillingham said he realizes the only sensible option is to close the concourse permanently, which almost automatically means reopening the intersection to pedestrians at street level. “I think it’s the practical decision,” Gillingham said in an interview on the Niigaan and the Lone Ranger podcast. “I think that if the average voter in Winnipeg had this information (back in 2018), that we’d looking at $73 million for this work, that we’d have to do it again in 30 to 40 years and five years of traffic chaos, I think more voters would have said, ‘Open it to pedestrian traffic.’” Rather than get involved in another plebiscite, Gillingham will join Coun. Sherri Rollins in tabling a motion on the floor of city council to close the concourse permanently and reopen the intersection to pedestrians by 2025. In other words, no followup plebiscite. Gillingham should be applauded for putting practical considerations ahead of philosophical ones. But it will still rankle many of the most strident supporters of reopening the intersection who predicted this exact scenario back in 2018. You may remember that former mayor Brian Bowman was actually elected in 2014 on a pledge to reopen the intersection. However, in the leadup to the 2018 civic election, North Kildonan city councillor Jeff Browaty and allies on council challenged the mayor to hold a plebiscite on the issue on the theory that voters in suburban neighbourhoods — where there is typically higher turnout during civic elections — would defeat the idea. Sensing the political mismatch that was developing, the ‘Yes’ campaign immediately went to work educating voters on the truth of the Portage and Main debate, which was afflicted by both a shortage of critical information (engineering estimates) and deliberate misinformation. Browaty, architect of the plebiscite and unofficial leader of the ‘No’ campaign, continued to argue that reopening the intersection would put vehicles and pedestrians at risk and cripple traffic flow. He made the arguments even though there were much busier and larger intersections in downtown that allowed pedestrians to cross at street level safely and efficiently. And Browaty dismissed concerns about the concourse repairs, suggesting that if existing barriers had to be removed as part of repairing the membrane, then it was an opportunity to build something “more aesthetically pleasing” in their place. When Browaty was reminded during the campaign that a full cost estimate had not been completed, he shrugged and started repeating talking points about pedestrian safety. What a lot of people suspected, and what we know now to be true, is that the 2018 plebiscite was a sham. It was a misinformed debate that took place with only partial information about cost implications, all designed to hoodwink voters. For a ‘Yes’ campaign that relied heavily on fact but ultimately fell prey to the forces of fiction, there may be some hard feelings about having to wait five years for the truth to come out. On the other hand, the ‘Yes’ folks do get to have the last say on the matter. They told you so. dan.lett(a)winnipegfreepress.com<mailto:dan.lett@winnipegfreepress.com>

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WFP: Portage & Main - Concourse businesses worried; disability groups cheering
by Beth McKechnie 02 Mar '24

02 Mar '24

Caution! This message was sent from outside the University of Manitoba. Concourse businesses worried; disability groups cheering Winds of change bring mixed reaction https://www.winnipegfreepress.com/breakingnews/2024/03/01/winds-of-change-b… DOWNTOWN senior Marilyn Brazeau is a frequent visitor to the underground concourse at Portage and Main. Brazeau, who lives a few blocks away, is a regular customer of some Winnipeg Square businesses and, after hearing Friday’s traffic-stopping news, expressed concerns about the owners and people who work below the famous intersection. Mayor Scott Gillingham announced earlier in the day that replacing the leaking membrane under the intersection — protecting the concourse below — would cost the city $73 million and take up to five years, creating major construction-related traffic disruptions. The city will instead close the concourse and remove the controversial concrete barriers at street level that have prevented pedestrians from crossing since 1979. Gillingham’s announcement comes more than five years after 65 per cent of voters in a civic plebiscite turned thumbs-down to reopening the intersection to pedestrians. The mayor said he’s working with Coun. Sherri Rollins to draft a motion that recommends the city remove the pedestrian barricades by summer 2025 to coincide with the launch of the new transit network. Brazeau acknowledged that safety is a concern for people who access the concourse via stairwells from the street. “It is kind of scary (in the concourse), to be honest with you but, I mean, it’s scary up here too, right?” she said, adding she’d like to hear more input from downtown residents and business owners and possibly another plebiscite, before the city takes action. “I think it’s really controversial,” she said. “I think that people should have a say, people should vote on it, because it’s going to cost money, it doesn’t matter which way we go.” John Young was 17 years old in 1979. At the time, he found the decision to close the intersection to people shocking. Now the executive director of the Independent Living Resource Centre, which supports people with disabilities in Winnipeg, he is well-versed in the difficulties downtown residents have navigating the corridor. “Just imagine this — you went from Portage Place, you want to get to here,” he said Friday morning, gesturing at the concourse entry adjacent to the Richardson Building. “But then you get to Scotiabank, and the elevator doesn’t work. You can’t keep going. You’ve got to go back home.” He said the city had reached out to the ILRC for input on the possible change. While he’d like to see the concourse stay open, taking down the barriers will make a big difference for many. “One hundred per cent, this would solve it for people with disabilities, it would solve it for older people, it would solve it for a lot of people who live downtown who just want to cross the street,” he said. If the city saves money by closing the concourse, Winnipeg Square eatery Caribbean Vibes owner Melani Bastians said the city should take the difference and invest it into social supports in the downtown core. “If there’s any extra money that’s being saved from this (change), in the downtown core, we should find a warehouse, build a massive kitchen and… we can make massive amounts of food for the hungry,” she said. Lasha Yaeger has managed the Winnipeg Square dessert shop Cookies By George for nearly 25 years and has followed the never-ending debate about the intersection nearly that long. She was thinking about the future of her business Friday. While some customers order ahead over the phone, most of her business comes from people walking up and buying treats on the go — many using the underground concourse to get to her — and she’s not sure business in the winter will keep up if people have to get to her by trudging through the snow. “As a business, it will affect me,” Yaeger said Friday. “I’m not going to get as many people walking up, especially in the wintertime. So I’m a little concerned.” Yaeger wonders how her business and others in the downtown core, still licking their wounds in the aftermath of COVID-19, will adapt again. “I have very mixed feelings on it,” she said. The underground concourse was quiet Friday morning, and many of the businesses inside were empty. Business owners in the area were skeptical about hopes from city council members that the change could help the revitalization of downtown. Mike Publicover, who owns the nearby Stonework’s Bistro, has been working downtown for more than 30 years. “Every mayor, every council, every time somebody has an idea to improve downtown, it hasn’t happened,” he said. malak.abas(a)freepress.mb.ca<mailto:malak.abas@freepress.mb.ca>

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WFP: Portage & Main - Most councillors behind mayor (Mar2'24)
by Beth McKechnie 02 Mar '24

02 Mar '24

Caution! This message was sent from outside the University of Manitoba. Most councillors behind mayor WINNIPEG Mayor Scott Gillingham said he thinks a motion to reopen Portage and Main to pedestrians by the summer of 2025 has the support of most of his fellow councillors. He was joined at his city hall press conference by councillors Cindy Gilroy (Daniel McIntyre), Janice Lukes (Waverley West), Sherri Rollins (Fort Rouge - East Fort Garry) and Vivian Santos (Point Douglas) who spoke in favour of it. “Once we start opening things up, we’re going to see a flurry of businesses,” said Gilroy. “When people are around, there is more safety. It builds a downtown where people want to come and live,” she said. Rollins said she and her colleagues have reached out to business organizations about the impact on retailers in the concourse. “We want to keep businesses in the downtown,” she said. “We care a lot about the empty spaces that we want to see filled above ground, too.” Santos said businesses and residents have been asking to open up the intersection and improve access to businesses and services at street level. Others also expressed support. “These types of decisions require leadership and I am glad to see the mayor has taken that approach,” said Evan Duncan (Charleswood-Tuxedo-Westwood). “Open the intersection to pedestrian traffic, close the lower level and let’s get on with life,” Duncan said in an email. Markus Chambers (St. Norbert-Seine River) said he, too, is in favour. So is St. James’ Shawn Dobson. “Opening Portage and Main might be the best financial decision we can make,” Dobson said. The cost of repairs to the concourse membrane, a reduction in pedestrian volume since the pandemic and a need to reinvigorate downtown are three reasons he cited for supporting reopening the intersection. Ross Eadie (Mynarski) said he will vote “yes” but has “concerns and conditions” he wants addressed. Eadie said $73 million would be better spent on replacing the Arlington Bridge. Matt Allard (St. Boniface) and Devi Sharma (Old Kildonan) both said they weren’t prepared to comment Friday. Some other expressed opposition for different reasons. Jeff Browaty (North Kildonan) said repairing the underground concourse is worth it and questions the cost involved in closing it for good. “The reality is we don’t know what the actual costs are to do the mothballing, to close the concourse entirely,” he told reporters after the mayor’s press conference. “We don’t know how long that’s going to take, what the level of construction is to fill it in, so to speak.” He said the $20 million to $50 million cost suggested by the mayor “is really from the back of a cocktail napkin.” The mayor was “putting too much emphasis” on the traffic interruptions if the $73-million repair goes ahead, said Browaty who supports spending to keep the underground concourse open. “I think there’s a lot of advantage to our downtown for people who work in that core for people to use the retail amenities in the underground concourses.” Holding another plebiscite on the matter is unwarranted, he said. “Winnipeggers have spoken. They don’t want it open.” Russ Wyatt (Transcona) said a plebiscite is necessary and Winnipeggers should decide on reopening Portage and Main. “Their voice is being completely ignored by city hall today and being undermined.” He said the city should be getting a second opinion. Brian Mayes (St. Vital) said he’s neither for nor against the reopening — it’s the timeline for making a decision that he called “very troubling.” “I am disturbed by the rush to get this decided,” he said Friday. “This is a pretty big issue.” Councillors Jason Schreyer and John Orlikow did not respond to a request for comment.

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WFP: The great debate returns - Mayor crosses street in decades-old controversy (Mar2'24)
by Beth McKechnie 02 Mar '24

02 Mar '24

Caution! This message was sent from outside the University of Manitoba. The great debate returns… with a $73-million price tag Mayor crosses street in decades-old controversy after report reveals repairs to membrane protecting concourse will cost $73M, disrupt traffic up to five years https://www.winnipegfreepress.com/breakingnews/2024/03/01/mayor-calls-to-re… PORTAGE and Main could reopen to pedestrians by summer 2025 after decades of debate and political wrangling over the fate of the iconic downtown intersection. On Friday, Winnipeg Mayor Scott Gillingham announced he’s now in favour of removing the concrete barricades at each corner preventing pedestrian crossing after a new report said it would cost $73 million to repair the leaking membrane under the concrete that protects the concourse below it. The repairs would involve major construction-caused traffic disruptions for up to five years at what is now Winnipeg’s sixth-busiest downtown intersection, the report said. A motion is being drafted to call for the pedestrian intersection to reopen by summer 2025 to coincide with the launch of the new Winnipeg Transit route network. The engineering report goes to the city’s property and development committee on Thursday. “The goal is to get this approved by the end of the month,” said Gillingham, who previously was opposed to reopening the intersection. He said learning the costs and inconvenience of keeping the concourse open changed his mind. “I think it’s time we put this question to bed once and for all and move onto more important issues like addressing homelessness, safety, housing and improving commuting options for people throughout our entire city.” The so-called “coldest and windiest corner in Canada” has been closed to pedestrian traffic since 1979 under an agreement the city signed with a developer who agreed to build two office towers, a hotel, a bank and an underground mall. The city agreed to force people who wanted to cross the street to do it underground, benefiting businesses in the mall. Permanently closing the city’s portion of the underground concourse could take up to five years and cost $20 to $50 million, Gillingham said. “It’s too soon to tell at this point, but there wouldn’t be access through the concourse once it’s decommissioned,” he said. Public works chairwoman Coun. Janice Lukes said Portage and Main has lower volumes of traffic than other downtown intersections and is the only one closed to pedestrians. Funding and research to ensure the intersection is safe for pedestrians would come through the city budget’s road safety plan, said Lukes (Waverley West). Former mayor Brian Bowman promised to reopen the intersection while in office, but after 65 per cent of voters registered their opposition in a non-binding 2018 plebiscite, he dropped it. Instead of a plebiscite, Gillingham and property and development chairwoman Coun. Sherri Rollins will draft a motion calling for Portage and Main to reopen to pedestrians and the mayor expects the majority on council will support it. “There’s a lot that has changed in the past six years,” said Gillingham, who maintained his opposition to taking down the pedestrian barriers during his 2022 mayoral campaign, pointing to the 2018 plebiscite and saying it would be “disrespectful” to the public to ignore the results. However, Winnipeggers were in the dark concerning how much it would cost and how long it would take to replace the membrane, he said Friday. Since the non-binding vote, a global pandemic has changed commuting and work patterns and a transit network design is helping to improve traffic flow, he said. “We have information today we did not have in 2018 and I did not have during the election in 2022,” the mayor said. Coun. Jeff Browaty, who was one of the loudest voices in opposition to opening the intersection in 2019, said civic officials still don’t have enough information and he doesn’t think there’s been adequate consultation with affected property owners. James Richardson & Sons issued a brief statement Friday saying that it is “in favour of improving and revitalizing Winnipeg’s downtown, including taking the step of opening the Portage and Main intersection to pedestrian traffic.” “We understand that the City (of Winnipeg) is considering closing the underground pathway as part of the re-opening of the intersection to aboveground pedestrian traffic, but without time to consider the details of such a plan, it is too early for us to comment further,” the statement said. A prominent tenant at Portage and Main applauded the push to remove the concrete barricades. “Not only do we care in terms of the downtown at large, but… as tenants that are going to be accessing that intersection every day,” said Winnipeg Chamber of Commerce president and CEO Loren Remillard. Four or five years of anticipated traffic disruptions would add to the challenges already facing downtown, Remillard said. “This isn’t just the responsible decision,” he said. “It is the only logical decision.” Federal Northern Affairs Minister Dan Vandal, a former city councillor, said he supports “100 per cent” closing the underground concourse and removing the barriers. “I wish we would have done it 15 years ago,” the St. Boniface MP said at an unrelated news conference in the city Friday. “COVID really did a number on the underground pedestrian walkway and infrastructure is expensive, and I think it’s the right move,” Vandal said. “I’ve long advocated for opening up Portage and Main when I was a (city) councillor… I think this is an example of a good idea will always rise to the top. And it’s quite clear that there were challenges with closing pedestrian traffic and maintaining the underground vitality.” Premier Wab Kinew, who opposed the reopening in the 2018 plebiscite, didn’t offer provincial help to repair the membrane to keep the concourse open. “Mayor Gillingham and I share a commitment to downtown redevelopment and, if he believes this is a cost-effective path forward, then our government won’t stand in the way,” he said in a prepared statement. — with files from Maggie Macintosh, Malak Abas and Katie May carol.sanders(a)freepress.mb.ca<mailto:carol.sanders@freepress.mb.ca> Closed intersection timeline December 1976: City council awards a contract to build an underground parking garage and pedestrian corridor at Portage and Main, and agrees to prohibit pedestrians from crossing the iconic intersection for 40 years. February 1979: A city committee votes to immediately ban pedestrian traffic at the intersection, although crossing from the south corner was permitted to continue until a connection was completed between the concourse and street. March 1979: A caravan of protesters — many using wheelchairs — make three circuits of the intersection to protest the closure. A Winnipeg police sergeant told them, “I must warn you that you are in violation of a traffic-control device.” Officers wrote down the names of about a dozen protesters and gave them to the Crown attorney’s office. August 2014: Mayoral candidate Brian Bowman holds a campaign news conference to announce he would open the intersection to pedestrians, with the goal of getting it done by 2019. “We’ll all be here when the Winnipeg Jets win the Stanley Cup,” he said. October 2018: Voters re-elect Bowman to a second term. Winnipeggers also vote overwhelmingly (65 per cent “no”) against reopening the intersection in a non-binding plebiscite. October 2022: Scott Gillingham is elected mayor. He said during the campaign that he was opposed to reopening the intersection. The second-place candidate, former mayor Glen Murray, previously supported reopening Portage and Main but said that month that “the people have spoken about it once already.” April 2023: The city releases a discussion paper outlining the issues surrounding the intersection, including a massive project to repair the membrane protecting the Winnipeg Square concourse and options to improve pedestrian access.

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CBC: 'A lot has changed,' Gillingham says as he pushes to reopen Portage and Main by summer 2025
by Beth McKechnie 01 Mar '24

01 Mar '24

Caution! This message was sent from outside the University of Manitoba. Mayor says fixing intersection to save walkway below would cause 'traffic chaos' and cost $73M https://www.cbc.ca/news/canada/manitoba/portage-main-reopening-gillingham-1… Winnipeg Mayor Scott Gillingham made it official Friday morning and announced his desire to reopen Portage and Main to pedestrians by summer 2025. A new report from the city's acting urban planning manager says fixing the leaky membrane at Portage Avenue and Main Street in order to protect the city-owned underground pedestrian crossing would create traffic delays for four or five years and cost at least $73 million. Gillingham said Friday at a news conference he cannot support years of traffic disruptions and will not support the plans, outlined in the new report, to fix the leaky membrane at the city's sixth-busiest intersection. "Repairing the membrane would require completely tearing up Portage and Main in sections and create traffic chaos downtown for four to five years," Gillingham said. "We need to pursue a more practical alternative. It's time to reopen Portage and Main to pedestrian traffic." Gillingham's plan, which must be supported by council, would permanently close the circular underground walkway. Reopening the intersection in summer 2025 would coincide with the implementation of Winnipeg Transit's new route network, which will include a transit hub at Portage and Main. Portage and Main has been closed to pedestrians since 1979. An agreement with neighbouring property owners to keep it closed expired in 2019. James Richardson & Sons, which owns the Richardson office tower at the northeast corner of the intersection, said it supports pedestrian crossings at the intersection. "James Richardson & Sons Ltd. is in favour of improving and revitalizing Winnipeg's downtown, including taking the step of opening the Portage and Main intersection to pedestrian traffic," spokesperson Barb Perreaux said in an emailed statement. "We understand that the city is considering closing the underground pathway as part of the reopening of the intersection to above-ground pedestrian traffic, but without time to consider the details of such a plan, it is too early for us to comment further." The Manitoba Métis Federation, which owns the former Bank of Montreal building on the southeast corner of Portage and Main, supports reopening the intersection. President David Chartrand said above-grade crossings will increase the vibrancy of downtown Winnipeg and enable foot traffic to the Métis heritage centre under construction at the Bank of Montreal. That centre is slated to open in 2026, he said. CBC News has reached out to Harvard and Artis, the owners of the office towers at the northwest and southwest corners of Portage and Main. Former mayor Glen Murray sought to reopen the intersection and held a contest to redesign it. That plan was shelved by his successor, Sam Katz, who said he wished to honour a 40-year deal with adjacent property owners to keep the intersection closed. * Refresh coming to Fairmont Winnipeg after hotel acquired by James Richardson & Sons<https://www.cbc.ca/news/canada/manitoba/fairmont-winnipeg-hotel-purchase-ri…> * 'Would have been a step backwards': Winnipeggers vote to keep Portage and Main closed<https://www.cbc.ca/news/canada/manitoba/winnipeggers-vote-portage-main-1.48…> Brian Bowman, Katz's successor, initially promised to reopen the intersection to pedestrians but shied away after a majority of Winnipeggers who voted in a non-binding plebiscite in 2018 indicated they opposed the idea. Gillingham did not support reopening in 2018. "There's a lot that has changed in the past six years. We have information today we didn't have then," Gillingham said. "We didn't know then that replacing the membrane would disrupt traffic for four to five years. We didn't know that it would cost $73 million. We didn't know that we were going to have a global pandemic that would permanently change commuting and work patterns. "We didn't have the transit network design, which will actually help to improve traffic flow at the intersection, and I think if voters did have that information in 2018, I think they probably would have made a different choice. I know I would have. Gillingham said he is not asking the province for money to help with decommissioning the underground concourse. City councillors Sherri Rollins (Fort Rouge-East Fort Garry), Janice Lukes (Waverley West), Cindy Gilroy (Daniel McIntyre) and Vivian Santos (Point Douglas) stood alongside Gillingham at the news conference. Rollins, Gilroy and Santos represent every Winnipeg ward adjacent to downtown, while Rollins also chairs council's property committee and Lukes chairs council's public works committee. Gillingham said he expects some city councillors to oppose his decision. Transcona Coun. Russ Wyatt is one of them. He questioned why a city planner wrote the report and not a city engineer. "It raises alarms and concerns that we would rush to judgment that we would overturn a plebiscite decision made by the citizens of Winnipeg not to open that intersection," Wyatt said in an interview. e later jumped up to the podium where Gillingham spoke at the news conference and addressed people who were there. City hall staff responsible for audiovisual equipment turned his microphone off. Kate Fenske, executive director of the Downtown Winnipeg Business Improvement Zone, said reopening Portage and Main to pedestrians will improve the vibrancy and safety of downtown. Adam Dooley, who was the co-chair of the "vote open" campaign during the 2018 plebiscite, said the city was aware keeping the underground concourse would come with significant costs. The decision should never have been put to a vote, said Dooley, the public relations manager at communications firm UpHouse.

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WFP: City seeks public input on addressing icy sidewalks (Feb29'24)
by Beth McKechnie 29 Feb '24

29 Feb '24

Caution! This message was sent from outside the University of Manitoba. City seeks public input on addressing icy sidewalks https://www.winnipegfreepress.com/breakingnews/2024/02/28/city-seeks-public… WHILE city crews are proactively seeking out slippery sidewalks to sand, they’re also asking Winnipeggers to point out trouble spots, after a recent freeze-thaw cycle created treacherous conditions. A City of Winnipeg post on X (formerly Twitter) asks residents to report the streets, sidewalks and paths that need sanding the most. “We’ve got thousands of kilometres of sidewalk and pathway. We do have city staff actively out trying to address public areas by putting out sand … but the more we can work together as a community to help, the better we will be,” said Coun. Janice Lukes, chairwoman of public works. “So, we’re encouraging residents to help, to call in these trouble spots.” For sidewalks, Lukes (Waverley West) said public reports help target sanding where it’s needed most. “When (the temperature is) back and forth like this, for sure we get more calls, because every day the conditions are different. And it is frustrating because people have strollers, they want to walk, it’s slippery. This last spell (of winter weather) was a real bad one … but if we’re notified of the troubled areas, we’ll get out there,” said Lukes. The councillor noted repeated freeze-thaw cycles have made some routes more treacherous this winter, but stressed the city has invested more to keep sidewalks and active transportation paths clear. That included spending $3 million to buy 15 sidewalk snow-clearing machines, which arrived in time for this winter. The recent weather patterns made sidewalks especially tough to navigate on Monday, when Rachel Unger fell on a slick patch of ice covered by a layer of snow. “I think it was an issue of weather just because it melted so much and just got really, really cold. It was snow-covered ice, so I didn’t even see that it was there. … It all happened very fast,” said Unger, who uses they/ them pronouns. The fall caused a torn knee ligament, so they may require surgery. Unger suspects sanding might have prevented the injury altogether and hopes the city will take additional proactive measures to sand sidewalks, such as by adding set timelines to complete the treatment. “This winter has just been so wild and very unpredictable from anyone’s standpoint. This is not typical … (but) it would be nice to have a more standardized approach, knowing that it’s not going to prevent all injuries. If we could prevent some (injuries) that would be amazing,” they said. Lukes said requiring all sidewalks to be sanded within a set amount of time would prove challenging and may not be the most effective use of tax dollars, since sidewalk conditions can vary on a block-by-block basis. “You can literally go down two blocks and see (both) frozen ice and dry sidewalk … I really don’t think sanding every sidewalk in the city (would) be a very efficient use of our resources,” she said. The timing of sidewalk sanding is currently based on visual inspections and weather conditions, spokeswoman Julie Horbal Dooley said in an email. “Sanding/ice control isn’t a matter of one-and-done completeness; often, when conditions are suitable, we will sand the entire Priority 1 (major route) and Priority 2 (collector street) sidewalks after a full network plow. Outside of plowing operations, we will sand if and where conditions require it — not on a city-wide or priority-(based) basis,” wrote Horbal Dooley. Coun. Matt Allard, who has repeatedly called for enhancements to sidewalk snow clearing, said he’s not sure more sanding is the answer. Allard (St. Boniface) said his call to have all sidewalks cleared at the same priority level as major route roads, which was recently rejected by city council, would be more effective in keeping sidewalks passable. “(It would) mean comparable conditions for someone who’s driving a car on a (major route) and someone who’s walking on a sidewalk. It would, in my opinion, involve a situation where a slippery sidewalk is the exception and not the rule when you’re looking at the freeze-thaw conditions,” he said. City policy dictates that roads on Priority 1 major routes be cleared to bare pavement, with plowing completed within 36 hours after a snow event ends. Crews are expected to plow downtown sidewalks to a paved surface when “conditions allow,” while sidewalks along major routes and collector streets are cleared to a compacted snow surface, both within 36 hours after a storm ends. Residential sidewalks are to be maintained to a compacted snow surface, with plowing completed within five working days after work starts. Allard said more frequent sanding may be less effective than changing snow-plowing timelines and standards, since sand can be frozen over during freeze-thaw cycles. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca> X: @joyanne_pursaga

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WFP: Calls to curb cars on Cambridge (Feb29'24)
by Beth McKechnie 29 Feb '24

29 Feb '24

Caution! This message was sent from outside the University of Manitoba. Calls to curb cars on Cambridge Residents complain about traffic volume https://www.winnipegfreepress.com/breakingnews/2024/02/28/calls-to-curb-car… A RIVER Heights neighbourhood where residents are fed up with rush-hour drivers treating their streets as shortcuts could get relief in the form of traffic-calming measures. At its March 5 meeting, city hall’s public works committee is set to ask staff to explore interim measures for Cambridge Street north of Corydon Avenue, and the possibility of a longterm traffic management plan with a wider look at the community. “The objective is to try to make the streets calmer and safer for everybody,” said Coun. John Orlikow (River Heights-Fort Garry). He said cut-through traffic has been an issue and Cambridge Street is among the residential streets where it is excessive. If his motion is approved, city staff will be given four months to report back on possible measures. The motion says cut-through traffic is increasing as the south end of Winnipeg densifies and grows. A short-term plan would seek input from River Heights residents and consider possible ramifications for streets adjacent to Cambridge, said Orlikow. He said the city would look at how recent construction work on corridors such as Stafford and Harrow streets has affected nearby residential streets. Last year, Cambridge residents told the Free Press drivers were using the street as a shortcut during the construction projects. About 3,900 vehicles per day use Cambridge between Corydon and Grosvenor avenues, the city said. Lower totals were recorded between Grosvenor and Kingsway (3,400) and Kingsway and Academy Road (2,400). Daily totals are as high as 6,500 between Corydon and Grant avenues, where Cambridge is wider and designed to accommodate more traffic. Tim Fennell, a founding member of a residents group, Calm Cambridge, that has lobbied city hall for traffic calming measures, welcomed the potential for interim solutions. “I believe there is some political will to make this happen,” he said. “We need support from all the different members of council.” The group proposed five interim calming measures in its pitch to city hall. It suggested extending the red light interval for north-south traffic at Cambridge and Corydon, installing temporary speed bumps between Corydon and Academy and temporarily reducing the speed limit to 30 km/h on that stretch. The group has asked the city to consider extending left-turn restrictions, from Grant and Corydon to northbound Cambridge, to include the afternoon rush hour. It also suggested blocking existing slip lanes at Grosvenor and Cambridge, and using the intersection as a normal four-way stop. Fennell said there is some risk of traffic being redirected onto adjacent streets by any new measures on Cambridge, but he believes drivers would choose corridor streets rather than other residential streets. He began lobbying for calming measures out of concern for the safety of Cambridge residents and road users, given the volume of traffic and high speeds of some vehicles. He said Cambridge is narrower between Corydon and Academy, and not designed to handle as much traffic as it does. Some sections do not have sidewalks. Fennell said he obtained Manitoba Public Insurance data that showed 179 reports of collisions on Cambridge and 80 on neighbouring Oxford Street from 2014 to 2022. The highest annual total for Cambridge was 31 in 2019. Wayne Manishen, a Winnipeg doctor, wants the city to consider traffic control measures at Cambridge and Taylor Avenue, an intersection he uses regularly. “I call it the ‘Cambridge carnage and chaos corner,’” said Manishen, who provided photos of a collision that happened last summer and a congested intersection during the afternoon rush. In 2018, council rejected a request for a temporary traffic light during construction of the nearby Waverley Street underpass. Manishen believes another option could be turning restrictions for some directions of travel during certain hours. “You don’t necessarily need lights, but you need something,” he said. “The status quo is still a dangerous option.” A long-term community study would take many months to complete. Last year, public works chair Coun. Janice Lukes told the Free Press a community plan would be more effective than individual changes. A community study in Lord Roberts began in 2018 and closed in 2023, with ongoing monitoring. It proposed about two dozen solutions, including reduced speed limits on some streets, new sidewalks, parking restrictions and cyclist crossing improvements. Meanwhile, the public works committee will also consider a recommendation to include traffic-calming measures, where feasible, in road renewal projects in locations that have higher volumes of “vulnerable” road users, starting next year. A staff report cites school and playground zones, and neighbourhood greenways as examples. chris.kitching(a)freepress.mb.ca<mailto:chris.kitching@freepress.mb.ca>

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WFP: Council ponders price hike for residential parking pass (Feb28'24)
by Beth McKechnie 28 Feb '24

28 Feb '24

Caution! This message was sent from outside the University of Manitoba. Council ponders price hike for residential parking pass https://www.winnipegfreepress.com/breakingnews/2024/02/27/council-pondering… WINNIPEGGERS who require permits to park on their home street may soon pay much more to do so. Annual residential parking permits are required to park in time-limited areas. They cost $25 each, with each household able to apply for up to three. A new tiered approach would raise that fee to $50 for a first permit per household, $75 for a second and $200 for a third. Pending approval in the city’s 20242027 budget, the new fees would take effect in 2024, and would increase with inflation each year after. Coun. Jeff Browaty, the head of council’s finance committee, said the substantial hikes are meant to deter street parking and encourage greater use of driveways, garages and other alternatives. “This wasn’t really done as a big revenue generator. What we’re really trying to do is discourage long-term on-street parking, wherever possible,” said Browaty. When asked why the fees will increase so much at once, the North Kildonan councillor said he thinks the cost remains relatively low. “Car ownership, like it or not, is not an inexpensive proposition. … Even on a very small car, $50 is basically the cost of a simple tank of gas,” said Browaty, who added the permit fee has also been frozen since 2006. Other councillors agreed the change is warranted. “It opens up the street. It allows other people to park and have turnover. … These are public streets, they’re not public parking lots,” said Coun. Janice Lukes, chairwoman of public works. However, one councillor fears many inner-city residents, who more often lack garages and other parking alternatives, would face an unfair burden if the new rates are approved. “Now, not only are you charging for the parking pass, you’re going to have to have a massive increase for them. It’s just very unfair for residents who are living in the inner city,” said Coun. Cindy Gilroy. The Daniel McIntyre councillor said she already receives complaints about the $25 annual passes and hopes to convince fellow council members to reject the increases. “I don’t think this is a popular move. I think they should look at other ways to generate revenue,” said Gilroy. There are currently about 3,200 active residential parking permits for Winnipeg vehicles, including 86 permits issued for a third vehicle in one household, according to the Winnipeg Parking Authority. If council approves the changes, the higher fees will likely be imposed sometime this summer, said Lisa Patterson, the manager of parking and facilities for the WPA. “We’re really trying to encourage people to not use the city street as car storage. … Try to use the spaces on your property first,” said Patterson. She said such fees are already higher in other Canadian cities and more revenue is needed to cover the program’s cost. While annual operating costs for the permitting program were not provided, Patterson said fee revenues fall short of paying for staff, software and other expenses, though that figure includes an unspecified dividend to be transferred to general city revenues. Overall, the parking authority is expected to transfer about $7.8 million to general city coffers this year. Patterson suggested the higher fees could also entice more Winnipeggers to consider alternate forms of transportation to personal vehicles. “There’s a cost to car ownership and if there’s a way to encourage people to utilize a different method of transportation, that’s something we’re trying to do,” she said. Coun. Sherri Rollins supports the changes as a move away from “subsidizing” vehicle use. “Generally speaking, when you own things like vehicles or bicycles, you have a place where you are going to keep them. When that place is (in) the public realm … then the public sphere acts like a subsidy,” said Rollins (Fort Rouge-East Fort Garry). “I will get arguments, as soon as you publish this, that $50 is too low (for the first car per home), that we should not at all be subsidizing vehicles.” Rollins said she believes the proposed fees — which would affect residents of multiple streets in her ward — are fair. “I’m concerned about affordability on a lot of fronts, including housing. … I’m not concerned about it here, not at these price points. Not at the first car. I still think the third car (permit price) is still too low,” she said. City council will cast a final budget vote on March 20. joyanne.pursaga(a)freepress.mb.ca<mailto:joyanne.pursaga@freepress.mb.ca>

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WFP: Vehicle hits three people in crosswalk (Feb23'24)
by Beth McKechnie 23 Feb '24

23 Feb '24

Caution! This message was sent from outside the University of Manitoba. Child and two adults taken to hospital, driver flees scene Vehicle hits three people in crosswalk https://www.winnipegfreepress.com/breakingnews/2024/02/22/two-adults-child-… A CHILD and two adults were hit by a vehicle Thursday morning in a River Heights pedestrian crosswalk close to an elementary school and two daycare centres. The student at J.B Mitchell School, a crossing guard and another adult were taken to hospital, police said. The collision happened at about 8:50 a.m. in the warning light-equipped crosswalk at the intersection of Grant Avenue and Lanark Street. “Winnipeg Fire and Paramedic Service members were on scene when police arrived and the pedestrians were transported to hospital in stable condition for precautionary measures,” Winnipeg Police Service spokesperson Const. Dani McKinnon said. “The driver, who was not on scene when police arrived, has been identified and is co-operating with police.” McKinnon said the investigation into the incident is ongoing, but no charges have been laid. Police told the Free Press at one point Thursday the incident was a hit-and-run but later said that has yet to be determined. No evidence of the incident remained near the scene by late morning. When school let out around 3:30 p.m., two crossing guards were stationed at the intersection wearing fluorescent safety vests and activating the crosswalk lights — which were fully operational — before ushering children and adults across the street. When the roadway was clear, a steady stream of motorists cruised past. A Winnipeg School Division spokesperson referred to the crossing location as “very busy.” Multiple parents who were parked near the school waiting to pick up their children said school officials had notified them about the incident via email earlier in the day. “I have a daughter who is in the same class as that little (child who was struck),” said one mother, who did not provide her name. “The school brought in some extra people for the kids to talk to.” One neighbour who lives near the crosswalk but did not witness the collision said it is frequently used by parents who park on Lanark south of Grant before walking their kids to the school located at the corner of Lanark and John Brebeuf Place. As far as the man is aware, the lights have always functioned normally and vehicles typically stop as expected, he said. “It doesn’t seem like a trouble spot, but if I had kids, I’d just be careful; you’ve got to be careful at every corner,” he said. While Lanark is designated as a school zone to the north and south of the intersection, motorists travelling eastbound or westbound on Grant are not required to slow their speeds below the 50 kilometre per hour limit. At least one home on Lanark has a yard sign that urges drivers to “please slow down.” Collisions between drivers and pedestrians are not uncommon on city streets. City council approved the Road Safety Strategic Action Plan in 2022, a year in which drivers killed 11 pedestrians in Winnipeg. The document outlined several infrastructure improvements and safety recommendations, including the creation of a road safety committee, a road safety branch within the public works department and three new full-time safety-focused staff positions. One of those positions was filled early this year, a city spokesperson said Thursday. The 2023 city budget allocated $282,000 in funding for the project. In just over a year, Winnipeg police have issued news releases about 10 incidents in which pedestrians were seriously injured or killed by motorists. Of those, four occurred in the last two months. Most recently, a 23-year-old woman died after being struck by a 58-year-old driver on the 1400 block of Pembina Highway the night of Jan. 26. Investigators learned the woman had run in front of the vehicle, which was travelling southbound on Pembina near Clarence and Boston avenues. The driver stopped and remained on scene. On the morning of Jan. 13, an 18-year-old man was struck and killed near Notre Dame Avenue and Cecil Street. Investigators again determined the victim had run in front of the involved vehicle, which was heading southbound on Notre Dame. Police said the driver stopped his vehicle, called police and provided emergency medical care to the victim until an ambulance arrived. The week prior, a 48-year-old man was killed after being run over by a motorist attempting to pull into a car wash. The man had been lying near the entrance, police said. Finally, a woman died after a driver struck her near Kildonan Place mall on Jan. 5. Police said the victim had been involved in an earlier collision with another vehicle, got out of her car to exchange information with the other motorist and was hit by a passing truck. The driver remained on scene. Thursday’s collision is not the first time a child accompanied by an adult was hit by a vehicle at a city crosswalk. Rezene Habtegergish, 4, and her mother were hit by a vehicle at a crosswalk on Isabel Street at Alexander Avenue the morning of March 18, 2019. Rezene later died. Surafiel Musse Tesfamariam, 8, was struck and killed at a crosswalk on St. Anne’s Road, between Bank and Varennes avenues, the morning of Feb. 13, 2018. He was crossing the road with his mother. Signs were later put up on Varennes with the honorary name Surafiel Way. tyler.searle(a)freepress.mb.ca<mailto:tyler.searle@freepress.mb.ca>

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WFP Analysis: Commuters, meet Marchetti (Feb20'24)
by Beth McKechnie 20 Feb '24

20 Feb '24

Caution! This message was sent from outside the University of Manitoba. Commuters, meet Marchetti https://www.winnipegfreepress.com/opinion/analysis/2024/02/20/commuters-mee… IF you’re ever hosting a dinner party and you get the feeling that urban planning theory might be just the right topic to spark some lively conversation, casually bring up Marchetti’s Constant. It might make you the hit of the party. It’s a simple but powerful idea that has defined the shape and size of cities for thousands of years and is a key determinant of the sprawling metropolises we live in today. In 1994, Italian physicist Cesare Marchetti published a research paper titled Anthropological Invariants in Travel Behaviour. The study looked at how people of all cultures have moved around their cities from ancient times to the present day and recognized a consistent human behaviour, now known as Marchetti’s Constant. His research identified that when taking the average across a population, the maximum time people will comfortably dedicate to urban commuting is one hour per day — half an hour in each direction. Marchetti found that the half-hour commute has remained consistent throughout time, and the size of the cities we live in has been defined by how far we can commute in that time, using the transportation technologies of the day. He looked at Ancient Rome and found that even as it became the largest city on Earth with more than a million people, it never grew past four kilometres in diameter. With an average human walking speed of four kilometers per hour, a person could do a pedestrian commute from the periphery to the city centre in half an hour. Despite incredibly high densities and no natural boundaries to stop outward expansion, the size of the city remained defined only by how far people could comfortably walk. Cities across the world, from China, to Mesoamerica, to Europe, roughly maintained this size well into the Industrial Revolution. With the invention of bicycles and the development of streetcars in the late 1800s, the speed of urban mobility increased, and the size of cities followed, but the half-hour commute time remained constant. Commuters on bikes or riding streetcars could travel about six kilometres in half an hour, and the streetcar cities that developed across North America during this time followed by growing to this dimension. The pre-automobile city of Winnipeg with 400 streetcars serving 100 million riders per year, was about five kilometres from downtown to the periphery, about a half-hour commute. Today, the size of cities is defined largely by vehicles and the road networks they travel on, but Marchetti’s Constant remains. Comparing major Canadian cities, average commute times are remarkably consistent despite vast population differences, with the three largest cities averaging about 30 minutes and smaller cities ranging between 23 and 27 minutes. This consistency can be attributed to larger transportation networks in more populous cities. Calgary as an example, covers twice the area of Winnipeg, yet its commute times are only about a minute longer because it has a much larger road network. Intuitively, this would seem to indicate that cities should be striving to build larger roads to reduce travel times, but this is where the lessons of Marchetti’s Constant become important. Cities don’t build their transportation networks to create 30-minute commutes, they naturally expand to the 30-minute limit that their transportation systems will accommodate. We often expect that expanding a road network works like replacing a small pipe with a larger one, creating more room for water to flow smoothly through. When it comes to roads, however, it’s more like installing a larger pipe that naturally draws more water into itself until it’s filled again. When a road is made larger, people can drive faster, and commute times are reduced. Because of Marchetti’s Constant, people will naturally begin to live farther away, until that magic half hour commute time limit is once again reached. This brings more cars travelling longer distances to the enlarged road, resulting in traffic congestion that increases commute times beyond half an hour. Residents will again lobby for larger roads in response, and the cycle will begin again. The result is that cities are not only saddled with the prohibitive cost of constructing larger roads, but they must also pay to service and maintain more infrastructure in an ever-expanding urban area. Continually stretched civic budgets, with reduced services and crumbling infrastructure, are the result of cities being caught in this unsustainable growth cycle. All of Winnipeg’s long-term strategic plans and guidelines encourage higher density and inward growth to make our city more livable, affordable, economically viable, and environmentally sustainable. Experience demonstrates that when we build bigger roads, we are not only making it impossible to achieve these strategic goals, but we are also not solving the problem of traffic congestion. Bigger roads invariably lead to physically larger cities and more vehicle traffic. An alternative strategy to increasing road capacity is to address congestion by incentivizing ways for people to live closer to where they are commuting to. These inward growth patterns can reduce driving distances and in turn, the number of cars on the road. With higher densities and shorter commuting distances, alternative mobility options like walking, biking and public transit become more viable. Targeted investments to make these different transportation modes more attractive can reduce vehicle use and further alleviate traffic congestion. From ancient Rome to North American streetcar suburbs, and the sprawling cities of today, Marchetti’s Constant has demonstrated for thousands of years that transportation systems are fundamental in shaping cities, and they can either be used to expand urban sprawl, or they can naturally push growth and development inward in a more sustainable way. Brent Bellamy is creative director at Number Ten Architectural Group.

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Re: Plans for twining Mcgilvary west bound from tracks to perimeter...what do you think?
by Mark Cohoe 19 Feb '24

19 Feb '24

Caution! This message was sent from outside the University of Manitoba. Thanks Terry, I hadn't seen this, and we never got an invite to participate as a stakeholder on this (we usually do). It does seem to completely ignore the city's cycling strategy as well as OurWinnipeg 2045. I'm very glad that you contacted us and sent this my way. Cheers, Mark On Fri, Feb 16, 2024 at 5:22 PM Terry Zdan <tjzdan50(a)gmail.com<mailto:tjzdan50@gmail.com>> wrote: I think a grade separated pedestrian/cycle crossing such as gateway @ chief peguis would be most appropriate. Anything less not so much. Have to also address access to Bison Crossing. Apparently you can comment at this site https://engagemb.ca/pth3 ? -- Mark Cohoe Executive Director Bike Winnipeg t: 204-894-6540 e: mark(a)bikewinnipeg.ca<mailto:mark@bikewinnipeg.ca>

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WFP: Eyebrows raised over what’s not in City of Winnipeg's budget (Feb9'24)
by Beth McKechnie 09 Feb '24

09 Feb '24

Crucial infrastructure projects aren’t financed Eyebrows raised over what’s not in budget https://www.winnipegfreepress.com/breakingnews/2024/02/08/eyebrows-raised-o… THREE major infrastructure projects are notably absent from the City of Winnipeg’s proposed multi-year budget; no funding was earmarked for the now closed Arlington Bridge, Kenaston Boulevard (Route 90) widening or Chief Peguis Trail extension. That’s despite some councillors and advocates pushing the city to prioritize replacement of the 112-year-old Arlington Bridge, a major connection between the North End and West End over the Canadian Pacific Railway yards. Funding demands grew louder in November when the city suddenly closed the bridge — even for pedestrians — due to structural concerns. “We should (have started) funding a replacement (bridge) quite some time ago because we knew it was going to fail,” said Coun. Ross Eadie (Mynarski), whose ward includes the structure. Eadie said he would have liked to see the city devote part of the revenue raised from frontage fees, which the previous 2023 budget raised by $1.50 per foot, to start saving for a replacement. A 2018 report suggested a new bridge would cost about $330 million. Eadie said the bridge is a “critical” link between communities, with emergency response times to some homes likely running longer since its closure. Mark Cohoe, executive director of Bike Winnipeg, said the loss of the bridge also cut off a key active transportation route. “Realistically, we need to be seeing money to replace the Arlington Bridge to include (new) protected bike lanes … or to see money going into rail relocation (so the bridge is no longer required),” said Cohoe. While the Chief Peguis, Kenaston and Arlington Bridge projects aren’t financed in the draft 2024 to 2027 budget, it notes Mayor Scott Gillingham promised revenue from the 2023 frontage fee hike could be used for the road projects. That revenue was allocated to general road repairs but would be diverted to Chief Peguis and Kenaston “trade corridor” projects, if federal and/or provincial funding is confirmed. “Once we’re ready to proceed with Kenaston (that can raise money) to pay for the city’s portion of it,” said Coun. Jeff Browaty (North Kildonan). Browaty, who leads council’s finance committee, said unallocated roads funding in the six-year capital plan could also be used. The proposed municipal budget assumes the province’s strategic infrastructure funding to the City of Winnipeg will remain frozen at $89.8 million each year until 2027, with all the money already allocated to various capital projects. Ian Bushie, Manitoba’s municipal relations minister, was tight-lipped about a possible increase to the city’s infrastructure funding being included in the NDP’s first budget in the spring. It will be up to the city to bring forward a proposal that prioritizes the Arlington Bridge and other major capital projects before the provincial government makes any decisions about financial support, said Bushie. “We’ve had continued… discussions to see how we can best accommodate the City of Winnipeg with their significant challenges,” Bushie said, He said a seven-year freeze on the city’s provincial operating grant under the former Tory government is forcing it to catch up in a lot of areas. “When they bring their priorities to the table, we’re open to having those discussions.” As for the widening of Kenaston Boulevard and the western extension of the Chief Peguis Trail, Bushie said discussions continue across levels of government. “I can assure you that we are more than willing to be an advocate and open to those discussions to see how we can best support,” Bushie said. The mayor plans to wait on the results of business case studies on the feasibility of the Kenaston and Chief Peguis projects before taking further city action. Browaty noted the city will wait for an ongoing engineering study on Arlington to be finished before deciding its fate. All three studies are expected this year. If approved, the Chief Peguis Trail extension would stretch from Main Street to Brookside Boulevard and Kenaston Boulevard would be widened to include three lanes in each direction between Ness and Taylor avenues for a combined cost of about $1 billion. — With files from Danielle Da Silva joyanne.pursaga(a)freepress.mb.ca X: @joyanne_pursaga

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WFP: Treacherous walkways (Feb9'24)
by Beth McKechnie 09 Feb '24

09 Feb '24

Treacherous walkways Wacky winter weather is making sidewalks a risky, slippery mess https://www.winnipegfreepress.com/breakingnews/2024/02/08/mild-weather-has-… WENDY Scharf watched from the steps of her home in the Central St. Boniface neighbourhood Wednesday afternoon as passing pedestrians shuffled, slid and sidestepped over slick sections of ice and pools of water covering the northbound sidewalk. It’s a common sight, she said, and part of living in a residential area typically considered lower priority by city street-clearing crews. “It’s like this all the time. I mean, all the time,” Scharf said, pointing toward the brown, slush-covered sidewalk. “It is very dangerous this time of year to be out here. I think it adds a level of difficulty, especially for the elderly and people who have strollers.” Winnipeg is experiencing an uncommon pattern of weather conditions that have contributed to the issue this winter, with mild temperatures causing a freeze-thaw cycle that generates ice on roads and sidewalks and in gutters and drains. Reports of slippery conditions have spiked as a result, with the city receiving 562 requests for service related to icy sidewalks and active transportation pathways since Oct. 1. During the same period the previous year, it received just 121 such complaints, city data shows. Last year, when there was more snow, the city received 1,622 requests for service related to blocked sidewalks and active transportation pathways. The same period this year generated just 402 complaints, the data show. Overall, the requests for sidewalk maintenance are down by 44 per cent so far this season, the city said. Coun. Janice Lukes, who leads the public works committee, and Coun. Matt Allard, who has been a vocal proponent of improved snow clearing, traded barbs on the subject during a committee meeting last week. Allard (St. Boniface) demanded better service on sidewalks, saying they should be plowed to the pavement, while Lukes (Waverley West) argued the city is doing everything it can to stay ahead of challenging conditions on major thoroughfares. Up to four centimetres of snowfall and sub-zero temperatures were forecast for Winnipeg beginning Thursday afternoon. The city organizes its snow-clearing schedule in order of priority, with major thoroughfares and adjacent sidewalks classified as Priority 1, non-regional bus routes and collector streets designated as Priority 2 and followed by Priority 3 residential streets. P1 areas are typically plowed to bare pavement within 36-hours of snowfall and then salted. Sidewalks along P1 and P2 streets are plowed after a five-centimetre snowfall and maintained to “a compacted snow surface,” except for downtown sidewalks, which are supposed to be cleared to bare pavement. Sidewalks in residential areas are considered the lowest priority and are plowed to a compacted snow surface only after all the other sidewalks have been plowed. Recently, a number of groups advocating for persons with disabilities launched the S(NO)w Plow campaign to lobby for better clearing of sidewalks. The groups say for persons with disabilties, sidewalks can be impassable when not properly cleared of snow. Michael Cantor, manager of streets and maintenance, said the current sidewalk-clearing equipment operated by the city is incapable of stripping pathways to bare pavement, owing to their uneven surfaces. Clearing sidewalks in such a way could damage equipment or infrastructure — whichever breaks first, he said. City workers would need to use salt and chemicals to reach bare pavement, but current bylaws restrict the use of such materials to P1 streets in an effort to reduce their associated negative environmental impacts, he said. Cantor said he’s looking forward to colder temperatures that will temporarily halt the thaw and allow workers to spread sand to improve traction. In the current conditions, sand mixes with melting ice and has a negligible effect. Allard noted the city has unsuccessfully attempted to pass various motions approving a plow-to-pavement pilot project for P3 zones at least three times in recent years. He believes investments in improved sidewalk-clearing equipment could improve maintenance quality without draining the city’s coffers, saying the snow-clearing budget reserved for roadways is often overspent, while the sidewalk clearing budget is underspent. Lukes pushed back on the idea, saying even if equipment was able to clear pathways to the pavement, the resulting ice and snow would need to be hauled to one of the city’s snow storage locations at an exorbitant cost. She pointed out that Winnipeg’s approach to sidewalk clearing is unique, given that some other municipalities — including Calgary, Edmonton, Regina, Saskatoon, Toronto and Vancouver — require homeowners to clear walks in front of their homes. The topic has been raised in recent years, but as snow-clearing bylaws are currently written, the City of Winnipeg can fine residents who take it upon themselves to clear snow and ice from city property. Allard said he is opposed to the idea of residents being asked to clear walkways, given such maintenance is an expected return on taxpayer funds. However, he believes the current bylaw should be amended to protect residents from fines, should they choose to do so. Martin Pollock, a Winnipeg lawyer specializing in personal-injury cases, said it is difficult, but not impossible to prevail in a slip-and-fall lawsuit against the city on its property. Municipalities are exempt from certain sections of the Occupiers Liability Act, meaning they cannot be held liable under the legislation for injuries occurring on their property. “Now, that doesn’t mean you can’t sue them for negligence,” Pollock said. “The question becomes, how often did they inspect that piece of the sidewalk? Did they know about it? Did somebody call them five times? “It all depends on the circumstances.” The Winnipeg Regional Health Authority said it does not reliably track slip-and-fall injuries, but noted “hundreds of Manitobans are injured from slipping on snow and ice, most commonly in and around parking lots and on sidewalks and especially when temperatures fluctuate around freezing temperature.” tyler.searle(a)freepress.mb.ca

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WFP: Online campaign targets city’s sidewalk clearing (Feb1'24)
by Beth McKechnie 01 Feb '24

01 Feb '24

Online campaign targets city’s sidewalk clearing https://www.winnipegfreepress.com/breakingnews/2024/01/31/online-campaign-t… ORGANIZATIONS that speak for seniors and people with disabilities hope pictures of poorly cleared sidewalks in Winnipeg will force politicians and bureaucrats to step up. The S(NO)w Plow campaign, which launched on Facebook this week, is made up of several organizations including the Manitoba League of Persons with Disabilities, Cerebral Palsy Association of Manitoba, Transportation Options Network for Seniors and the Visually Impaired Resource Network. “We want Winnipeggers to share their photos and their stories to show the people who make these policy decisions that it is not a few complainers here, it is a citywide problem,” said Melissa Graham, executive director of the league, on Wednesday. “It creates inequality when your sidewalk is cleared at a different level… I know people who don’t leave their houses this time of year because they feel the sidewalks are too unsafe.” Graham said a social media site that uses photos to highlight the problem is needed because she and the other groups have tried many times to persuade councillors to improve sidewalk plowing. For example, on Tuesday, councillors on the city’s public works committee failed to act on a motion that would have required all sidewalks in the city to be plowed as quickly as major streets such as Portage Avenue and Pembina Highway following a snowfall. “I’m disappointed,” Graham said. “To me, sidewalks should be the most prioritized ones in the city for plowing because they impact everyone.” Graham said the problem extends to the recent spell of mild temperatures that has created slushy conditions. It means the wheels of her power wheelchair get stuck in the slush. David Kron, executive director of the cerebral palsy association, said while councillors have shelved the latest motion, “a larger debate has to be made. “There is more work to this than to just say no. It is not going away.” Kron said having online photos that show plowing problems on sidewalks is better than simply making a complaint to the city’s 311 system. “I know we live in a place with snow and winter, but reasonable accommodation needs to be made,” he said. “The city is liable for people who fall on sidewalks and roads. It can happen to anyone.” Coun. Janice Lukes, the public works chairwoman, said all sidewalks could be done to the same level as those on top priority streets, but it would cost millions of dollars more each year. Lukes said a report last year found the city would have to buy 54 more sidewalk plows for about $12 million, spend $7 million to operate them annually and also build a garage to store them during the off season. Even if this was done, Lukes said it wouldn’t solve the problem of sidewalk accessibility during winter. “There is snow left on either side of the sidewalk when a plow goes down and when it melts it goes into the trough — the sidewalk,” she said. “The only way it could be prevented is to remove all of the snow there. You would need plows, trucks and equipment and then you haul it all to the snow dumps. Imagine what this would cost. “We fiscally and financially can’t remove all of the snowbanks. But I really think Winnipeg is one of the best cities for removing snow.” Lukes said a report into this year’s snow-clearing effort, including where improvements need to be made, is expected in June. kevin.rollason(a)freepress.mb.ca

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WFP: Councillor demands better sidewalk clearing (Jan26'24)
by Beth McKechnie 26 Jan '24

26 Jan '24

Counillor demands better sidewalk clearing https://www.winnipegfreepress.com/breakingnews/2024/01/25/councillor-demand… A CITY of Winnipeg councillor is pushing to make the clearing of sidewalks right down to pavement the same priority as removing snow on the busiest streets. “People are getting hurt,” said Coun. Matt Allard, who introduced a motion at council’s meeting Thursday. It calls for snow and ice to be cleared from sidewalks at the same level as Priority 1 streets, regardless of whether the sidewalk or active transportation path is on a Priority 1, 2 or 3 (residential) street. The motion also calls for plow operators and contractors to be subject to fines if they push snow onto sidewalks and don’t remove it, and for the city to establish a reserve fund for snow-clearing operations. He has advocated for improved snow clearing for several years, but recently while taking the bus, the councillor for St. Boniface said he noticed the road was bare but the sidewalk hadn’t been plowed and pedestrians were having to trudge through snow. The difference in clearing was obvious along Archibald Street. When he posted about the issue on social media, he heard similar complaints from Winnipeggers who have struggled to walk on sidewalks during this relatively mild winter. “People slip and fall, get injured and, in some cases, some injuries can lead to fatalities, so people are suffering,” Allard said. “I don’t think, as a human rights city, that our snow-clearing policy conforms to human rights,” he said. The councillor maintained the current snow-clearing policy fails to uphold the rights of mobility and equal access to government services. He said people with mobility issues and people who don’t drive cars should be able to get around just as easily as motorists do in winter. “To me, this is a blatant violation of people’s human rights because of freedom of mobility and equality of access to services from government.” His motion was referred to the public works committee. Winnipeg’s council-approved snow clearing policy was recently updated, and this is the first winter the city has had 15 additional sidewalk snow-clearing machines to put to use. They’ve been out since late last year. “Anecdotally, our crews and inspectors say it has definitely made a positive difference in the service we are able to provide,” stated Julie Dooley, communications co-ordinator for public works. The cost of snow clearing so far this winter season is not yet available, a spokesperson for the public works department said Thursday. Every winter for about a decade, the city has gone over-budget on snow removal. That’s part of the reason Allard’s motion asks for a reserve fund, which he said would make the spending more transparent. A reserve fund existed in the past, but was removed due to cost pressures, he said. “There has been progress, but I think there’s a lot more work to do,” he said. The city’s priority levels for snow clearing are set based on traffic volumes and result in the busiest streets being cleared first. Priority 1 roads are supposed to be cleared to bare pavement within 36 hours of an average snowstorm, and are then salted. Sidewalks along Priority 1 and 2 streets are plowed after a five centimetre snowfall and maintained to “a compacted snow surface,” the policy states, except for downtown sidewalks, which are to be cleared to bare pavement. Typically, sidewalks in residential areas have been the lowest priority. Sidewalks along Priority 3 roads are plowed to a compacted snow surface only after all the other sidewalks are plowed. The policy was changed last year to prioritize sidewalk plowing near elementary schools, and a deadline was added, stating sidewalk plowing should normally be finished within five days (not including weekends or holidays). katie.may(a)winnipegfreepress.com

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WFP: City seeks input on new potential cycling routes downtown
by Beth McKechnie 25 Jan '24

25 Jan '24

WINNIPEGGERS can weigh in on new potential bike routes as part of a vision to revitalize downtown. The city has launched a survey to gather feedback on the alignments for cycling routes along St. Mary Avenue and York Avenue, as well as Notre Dame Avenue and Cumberland Avenue. The potential alignments are posted online. Residents can also register to attend a virtual Zoom event at 7 p.m. on Feb. 7. More information about the survey and virtual event is available at https://engage.winnipeg.ca/centreplan2050.

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INVITATION: Winterpeg is For Everyone: Exercise and Adventure for Persons with Disabilities
by Anders Swanson 24 Jan '24

24 Jan '24

Hello winter warriors! You are invited to Winterpeg is For Everyone outdoor adventures tailored to persons with disabilities. Hosted by Winnipeg Trails and Paralympian and Coach Olex Korniiko *Who* You! Persons with disabilities who would like to share their experience with a community and/or learn new skills. *What:* (Optional) Olexercise Tailored exercise session for persons with any disability with Paralympian and Coach Olex Korniiko. Join in person or ask for an online link to join at home. (Main event) Equipment and support for winter adventures. Somewhere new each week! Get fresh tracks. Join mobile ski library afterward. Invite friends and family and do both! *HOW TO JOIN: * Click the event link for full info and to RSVP: https://winterpeg.org/events/olexercise-and-other-cool-programming-for-peop… Or email olex(a)winnipegtrails.ca or call Olex at 431-334-5527 *When: * SATURDAYS in winter 11:00am - Olexercise! 12:00 noon - Winterpeg is For Everyone Winter Adventures *Where:*UPCOMING LOCATIONS AND DATES Saturday January 27th - Fort Garry CC Saturday February 3rd - St.Norbert CC Saturday February 10th -Seine River Adventure @ Kilter Brewery Saturday February 17th - Lindenwoods CC Friday February 23rd - Brewski at Assiniboine Park (+18) (6:30pm start) NOTE: Saturday February 24th - No program. Saturday March 2nd - St.Norbert Community Centre More Winter events in March as weather allows. Get in touch for spring and summer events too! *Why: *Have fun. Build community. Try new things. *Note: Persons with disabilities welcome at all Winterpeg events of course. Visit Winterpeg.org for the full calendar of events and some info on accessibility of the event site and equipment that may be available. * *Image caption note for persons with disabilities: attached poster shows the same information as the PDF and includes with an image of a person using a sit ski, and the Winterpeg logo, showing a stylized face "eating" a snowflake. *

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Reduced-Speed Neighbourhood Pilot | Phase 2 drop-in events
by Beth McKechnie 16 Jan '24

16 Jan '24

https://engage.winnipeg.ca/reduced-speed-neighbourhood-pilot We want to share what we’ve learned so far. Join us at a drop-in (come-and-go) community event as part of Phase 2 engagement! We are holding one event in each pilot neighbourhood. Preview the presentation boards <https://engage.winnipeg.ca/29627/widgets/120073/documents/121866>. The events provide the opportunity for you to talk to the project team, learn more about the project and share your experiences, expectations, and opinions. Bourkevale Date: Monday, January 29, 2024 Time: 4:30 p.m. to 7 p.m. Location: Bourkevale Community Centre, 100 Ferry Rd(External link) <https://maps.app.goo.gl/sHc6TNUdKHxaWkYBA> Format: Drop-in (come-and-go) Tyndall Park (South) Date: Tuesday, January 30, 2024 Time: 4:30 p.m. to 7 p.m. Location: Sir William Stephenson Library, 765 Keewatin St(External link) <https://maps.app.goo.gl/YUwD77RnH7Njx9eU8> Format: Drop-in (come-and-go) Richmond West Date: Wednesday, January 31, 2024 Time: 4:30 p.m. to 7 p.m. Location: South Winnipeg Community Centre – Richmond, 666 Silverstone Ave(External link) <https://maps.app.goo.gl/AXNz3mSCAAhzJCcm9> Format: Drop-in (come-and-go) Worthington Date: Thursday, February 1, 2024 Time: 4:30 p.m. to 7 p.m. Location: Norberry-Glenlee Community Centre, 26 Molgat Ave(External link) <https://maps.app.goo.gl/ceiTAD1r846vxu7v9> Format: Drop-in (come-and-go)

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WFP: Blue Line is Transit’s busiest route and packed with lessons for system expansion (Jan2'24)
by Beth McKechnie 02 Jan '24

02 Jan '24

Despite initial bumps in the road, the express Blue Line is Transit’s busiest route and packed with lessons for system expansion The future is Blue https://www.winnipegfreepress.com/breakingnews/2024/01/01/the-future-is-blue IT’S 7:31 a.m. Wednesday, Dec. 13 outside Balmoral Station when the metaphorical whistle blows — a text exchange between a bus rider and motorist ending with, “Race on.” The former is a reporter. The latter is a photographer, who is competing against Winnipeg Transit’s Blue Line in a marked Free Press vehicle during rush hour. The rules are straightforward: Start driving when the rapid transit bus leaves its first downtown stop of the route, follow the speed limit and stop the timer upon parking at the University of Manitoba. Just over 22 minutes later, the vehicle driver is first to arrive. An accordion bus pulls up to the Fort Garry campus’ main stretch at 8:11 a.m, capping off a public transit commute nearly twice the length of a drive. Winnipeg Transit’s Bjorn Radstrom would argue that an asterisk must be attached to the vehicle driver’s win, especially given both the skies and roads were clear. Radstrom said “rapid transit” is a misnomer because while he said speed is valued, the most important thing for the local Transit service, per rider feedback, is reliability. (Frequency is also high up on the service’s list of priorities, he said.) “If somebody is driving to the U of M or from the south end of the city to downtown and traffic is going really well, sure, odds are they’re going to be faster in their car than on a bus. But when things get really congested for cars, the bus should always take roughly the same amount of time,” said the manager of Transit service development at the City of Winnipeg. “You can rely on that and not be concerned your whole day is going to be messed up because of a snowstorm or bad traffic.” To his point, the city’s Navigo trip-planner estimated the morning Transit trip from downtown to Fort Garry would take 38 minutes via the express route, and it ended up taking just shy of 40 minutes. ••• The Blue Line spans 11.2 kilometres in length — much of it parallel to Pembina Highway, on a roadway that was built to keep buses separate from other traffic and allow them to travel at speeds up to 80 km/h. The $467-million project, also known as the Southwest Transitway, sought to divert traffic from a busy commuter corridor between downtown and the U of M. And it’s been successful in doing so. Despite initial bumps in the road, the express line is now the busiest in Winnipeg Transit’s network. The first phase of the transitway was unveiled in 2012. The completed project’s highly anticipated launch happened eight years later, during a historic low in public transit use and as city officials were pleading with residents to stay home to slow the spread of COVID-19. Daily boardings across the city have returned to 94 per cent of pre-pandemic levels. On the Blue Line, the number of weekday boardings is more than four times what it was shortly after its rollout in April 2020. On average, there were 3,906 daily user transactions on the Blue Line during the fall of the launch year. That figure climbed to 7,112 in 2021, 13,715 in 2022, and is currently sitting at 16,937. “I don’t think I’ve ever been on a bus (en route home) that hasn’t been packed,” said Elise D’Aoust, a U of M student who takes the Blue Line to and from classes. D’Aoust, who lives in Charleswood, parks her car at Chancellor Station and rides the bus if she does not need her vehicle to get to work later in the day. She said she can typically count on the Transit ride taking fewer than 15 minutes in either direction. Costly parking and the U-Pass — a discounted bus pass that provides post-secondary students with unlimited rides during their studies, in exchange for the entire student body paying a mandatory fee — are both motivators to use a sustainable mode of transportation, D’Aoust said. Another bonus is she has free hands to scroll social media or read a textbook on the bus. “If I want to force myself to study, I’ll make sure that I bus,” she added. ••• Forty-one per cent of all students, staff and faculty members travel via public transit to U of M’s main campus, one of the most popular transit hubs in the city — second only to the downtown core. Driving alone is the second most popular mode of transportation, followed by carpooling, walking and biking — accounting for 25 per cent, 11 per cent, four per cent and one per cent of all commuters, respectively. Sixteen per cent of individuals work or study from home, and the remainder did not disclose their exact commute logistics in the university’s 2023 campus commute survey. Nearly 6,000 community members, representing a 15 per cent response rate, completed the online poll between Jan. 16-31, 2023. “There’ve been a few shifts — for staff, especially, in the 2023 survey because there has been a little more flexibility in terms of some work-from-home days so that has changed the commute lens a little bit,” said Jessie Klassen, U of M’s sustainability projects co-ordinator, during a recent episode of Not Necessarily the Automobile — a campus radio show that explores public and active transportation issues. Citing respondents’ frustrations about late buses, overcrowding and pass-bys due to full loads, a report on the latest commuter findings includes a call for administration to address service-level concerns with Winnipeg Transit. “Our students pay for a lot of Transit and get the absolute minimum,” one participant said in their 2023 submission. Another wrote they often cannot catch a transfer until five or six packed buses come and go during rush hour. Several community members indicated they purchased vehicles because of their poor service experiences. Transit service development boss Radstrom said he welcomes formal complaints — the more specific, the better — so that staffers know where the problems are and can work to fix them. “Ridership has really come back very strongly (post-pandemic) and if anything, it’s higher than we expected it to be, so what we’re struggling with now is really high passenger loads on the Blue Line,” he said. The aftermath of COVID-19’s system-wide halt, government funding approval delays and supply chain problems are currently causing Winnipeg Transit challenges, he said. Radstrom noted that Transit needs more of the articulated or “bendy buses,” each of which can fit about 50 more passengers than traditional 40-foot-long vehicles, because the existing fleet is aging. That aging, in turn, adds to service issues because there are not enough usable buses to meet ridership demands. ••• Blue Line buses are scheduled to make stops along the main line — which splits in two around Waverley Heights so drivers can service U of M and St. Norbert loops — every four to five minutes during weekday rush hours. Buses become more infrequent during quieter times, although passengers are never supposed to wait more than 35 minutes for a ride at a major stop, per Winnipeg Transit’s schedule. The successes of the transitway, including its spine and feeder model, are now informing plans to overhaul the city’s wider network. Radstrom said change is required to simplify and straighten out routes by minimizing left turns, among other updates that will speed up run times and increase the efficiency of the existing system, which he calls “convoluted.” The host of UMFM’s Not Necessarily the Automobile has no shortage of ideas on how to improve service and in turn reduce CO2 emissions in the city — more than half of which are currently linked to transportation. Adam Johnston said the city needs to implement universal low-cost fares, bolster advertising efforts to attract riders, and do a better job of linking bus routes to active transportation paths. “If Winnipeg wants to get to a million people, we can’t just keep expanding freeways like Kenaston and Chief Peguis,” Johnston said. “We have to have serious discussions about land use and getting out of the car and building sustainable communities, and that does include a more equitable Transit system here in the city.” maggie.macintosh(a)freepress.mb.ca

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Brandon Sun: Driver charged in Brandon crash that killed 15-year-old cyclist (Dec29'23)
by Beth McKechnie 29 Dec '23

29 Dec '23

Driver charged in Brandon crash that killed 15-year-old cyclist Car travelling twice speed limit: police https://www.winnipegfreepress.com/breakingnews/2023/12/28/driver-charged-in… POLICE have charged a 24-year-old Brandon man in the death of a 15-year-old boy who was struck by a car while cycling in the northwest area of the western Manitoba city in early October. Police said at the time that authorities expected charges would be laid against the driver, who remained at the scene after the collision and waited for police and emergency responders. Antoine Sutherland, a Vincent Massey High School student, was killed in the collision. The driver, who was not hurt, is facing a charge of dangerous operation of a motor vehicle causing death. Brandon Police Service public information officer Sgt. Kirby Sararas told the Brandon Sun that fatal collision investigations can be lengthy. Once completed, police consult with a Crown attorney who then must go before a review panel for charges to be determined. “It is a process, it does take time and then of course the investigation itself is very technical,” Sararas said. The investigation by the BPS traffic section, forensic identification unit and a collision analyst determined that the vehicle was travelling more than twice the speed limit when the cycling youth was hit just before 5 p.m. on Oct. 5. The boy was heading north on McDiarmid Drive when he was struck by the vehicle travelling westbound on Victoria Avenue, a main artery in Brandon. He was taken to hospital where he was pronounced dead. Sararas said a collision analyst uses forensic mapping devices and computer software to investigate collisions, and data pulled from a black box or data recorder in the vehicle is used to obtain information including airbag activation, speed and brake application. “The investigation itself takes a bit of time to ensure that we’ve got all the right pieces in place before we send it to the Crown,” she said. A sacred fire and walk in memory of the teen, who was of Indigenous and Ethiopian descent, were held the weekend following his death. A pedestrian corridor was installed at the intersection in 2022. A safety review three years earlier found that daily traffic counts at the intersection saw approximately 18,000 vehicles and 780 pedestrians and recommended that a pedestrian corridor be installed at any intersection where traffic volume exceeds 9,000 vehicle movements. The driver was released after his arrest and is scheduled to appear in Brandon court on Feb. 26. — Brandon Sun

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WFP: Probe of bridge at The Forks on hold (Dec28'23)
by Beth McKechnie 28 Dec '23

28 Dec '23

Warm weather prevents engineers from assessing structural integrity Probe of bridge at The Forks on hold https://www.winnipegfreepress.com/breakingnews/2023/12/27/warm-weather-keep… MILD weather has delayed efforts to assess the structural integrity of The Forks Historic Rail Bridge, which has remained closed for months with no reopening date in sight. 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 an assessment in June revealed potential safety issues, The Forks North Portage chief executive officer Sara Stasiuk told the Free Press. “We are doing some pretty extensive investigations with engineers to find out what exactly is wrong with it,” Stasiuk said, speaking Dec. 22, after an unrelated announcement. “It is kind of deemed not safe at the moment and we need to look at the structural steel and concrete to see what exactly the issue is and what our solutions might be.” While the initial assessment is expected to be completed this winter, the work cannot begin until the river ice below freezes solid, allowing engineers and equipment to access the underside of the bridge. At this point, the extent of required maintenance is unknown, Stasiuk said. “There is the potential that it could be closed for a long time and that the work is very expensive and extensive.” The Forks first alerted the public to the Winnipeg bridge’s indefinite closure in social media posts June 5, but it has not released subsequent updates, frustrating some active transit proponents. “You’d think they would actually be more forthcoming and give at least some proper notice or knowledge to people about what is going on, letting people know where they are at with it and how long it’s going to take,” said Tim Woodcock, owner of Woodcock Cycle Works. “Even if they don’t have all that completely, just some communication would be helpful because it is a main artery for people commuting. Whether by walking or cycling, that’s a very popular route to get through to St. Boniface or vice versa.” The lack of information highlights a disparity between cyclists and motorists, Woodcock said, asserting the latter receives regular updates when traffic routes are disrupted. Cyclists and pedestrians who are familiar with the bridge have found alternative routes in the interim, but newcomers or visitors to the city might find themselves stranded — particularly if they rely on cycling maps provided by the City of Winnipeg, which still present the bridge as an active route, Woodcock said. “It’s pretty straightforward, things do wear out and (The Forks is) doing it for people’s safety, well, come out and say that,” he said. “You might wonder why people get upset about it… but when there is no information whatsoever, it opens it up to speculation and people look at it in more of a negative light than it needs to be.” Such speculation includes a belief among some in the cycling community the closure was possibly influenced by the May 31 collapse of an elevated walkway at Fort Gibraltar that sent 17 people to the hospital, Woodcock said. The Forks has repeatedly said the Historic Rail Bridge inspection was routine and unrelated to the incident at the nearby site. Stasiuk acknowledged the impact of the closure and offered assurances that further updates and information will be released to the public as they are available. “It’s a huge impact. It’s super frustrating and disappointing for active transportation,” she said. “We recognize that it’s a huge deal, but safety (comes) first.” Construction on The Forks Historic Rail Bridge began in 1913, placing it among a raft of aging local structures that continue to carry pedestrians and traffic despite being more than a century old. Others include the Redwood/ Harry Lazarenko Bridge (1907-08), Louise Bridge (refurbished for automobile traffic in 1910) and Elm Park Bridge (1912-13). The Arlington Bridge (1910-12) closed indefinitely Nov. 21, due to safety concerns relating to its structural integrity. That closure has been similarly disruptive for cyclists and pedestrians travelling in the northwest region of the city, Bike Winnipeg executive director Mark Cohoe said. “The deciding factor for somebody who is considering cycling is not the best part of the ride, but the worst part,” Cohoe said. “The city is working to close those gaps… but as we close those gaps, it’s obviously critical that we don’t open new gaps — and these are both two new gaps.” Cohoe said if the rail bridge assessment identifies the need for extensive reconstruction, he would like to see the city pitch in to help The Forks cover the expense and ensure the active transit “thoroughfare” is not permanently closed. — with files from Jura McIlraith tyler.searle(a)freepress.mb.ca

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WFP: City study of Osborne slip lane due in spring (Nov28'23)
by Beth McKechnie 28 Nov '23

28 Nov '23

City study of Osborne slip lane due in spring https://www.winnipegfreepress.com/local/2023/11/27/city-study-of-osborne-sl… A municipal study on getting rid of an Osborne Village slip lane has yet to begin, but a local architect says making pedestrian-friendly changes is long overdue. Slip lanes, which allow drivers to make a right turn while bypassing an intersection, can speed up car commutes but slow down pedestrians and cyclists who must cross that uncontrolled lane of traffic. Architect Brent Bellamy, creative director at Number Ten Architectural Group, bikes daily through the slip lane at Academy Road and Stafford Street. He describes them as “highway infrastructure that have somehow crept into the design of residential streets,” and have no place in pedestrian-frequented areas. “Every single morning I think, this is what they’re going to write on my tombstone: ‘He died crossing the slip lane,’” Bellamy said with a laugh. “Because I’ve had so many close calls and they are just the bane of my existence.” A City of Winnipeg report on replacing the slip lane at Osborne Street and River Avenue with pedestrian sidewalks isn’t expected to be complete until the spring and submitted to the public works committee on May 7, a city spokesperson said. The city is considering whether to eliminate that slip lane as part of a traffic-calming proposal that also looks at closing Assiniboine Avenue to vehicles between Fort and Main streets. The idea to replace the Osborne Village slip lane with some kind of pedestrian scramble was proposed in the spring in a new blueprint for the neighbourhood by the Osborne Village Business Improvement Zone. The city’s public service has been tasked with studying the elimination of the slip lane and considering, instead, wider sidewalks, continuous sidewalks or a pedestrian scramble, according to an Oct. 10 directive from the standing policy committee on public works. “We should do everything we can to invite pedestrians to Osborne, not make them feel unsafe or uncomfortable for being there,” Bellamy said. Other cities, such as Montreal and Edmonton, have removed some slip lanes, sometimes placing planters there instead in a process that is neither lengthy nor too expensive, Bellamy noted.

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WFP: NEW BIKE REGISTRY ROLLING FORWARD (Nov1'23)
by Beth McKechnie 01 Nov '23

01 Nov '23

*NEW BIKE REGISTRY ROLLING FORWARD* A CALL to endorse a new bike registry for Winnipeggers is rolling forward. On Tuesday, council’s community services committee voted in favour of a call to end a city-run bike registry and instead urge citizens to register their bikes with 529 Garage, a free, cloud-based system. The city registry has a $7.35 registration fee. If council approves, the new registry would share data with hundreds of police agencies and Winnipeg civic officials in hopes of getting more stolen bikes returned to their owners. The proposal also includes about $50,000 in each of the next four years to implement a new registration and theft-prevention program. The city sought new bike registration options in June, noting up to 2,000 bicycles are reported stolen in Winnipeg each year; about 1,000 are recovered but less than 10 per cent are successfully returned to their owners.

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WFP: City boosts bike path plowing (Nov1'23)
by Beth McKechnie 01 Nov '23

01 Nov '23

Aim to clear snow on active routes quicker City boosts bike path plowing https://www.winnipegfreepress.com/breakingnews/2023/11/01/city-boosts-bike-… SNOW is expected to be removed from most active transportation routes in less than two days this winter, as the city adds special plows to its snow-clearing arsenal. Avid cyclists hope more snow-free paths will mean fewer road rage incidents, as cyclists won’t be forced into the street. Michael Cantor, the city’s manager of streets maintenance, said snow days for active transportation paths will be shorter, now that the city has added 15 new bike path and sidewalk snow-clearing machines to its fleet of 31. Cantor said the extra machines, coupled with ones owned by private contractors, will allow the city to clear the sidewalks and paths along major streets and bus routes within 36 hours, if five centimetres of snow has fallen. Paths and sidewalks beside residential streets will be cleared in five days. “These machines are like a small truck plow that has a blade at the front or a snow blower and they are both on these new units,” he said. “They can also pull sand behind them. They look exactly like a snow blower you use at home only they are bigger, wider and stronger.” Cantor said the extra machines should allow the city to meet snow-clearance times mandated by council. St. Boniface Coun. Matt Allard, who regularly cycles to city hall from his ward, said he’s pleased the city has more capacity to clear bike paths because it is safer for cyclists and reduces road rage incidents. But Allard said he has noticed a change in how cyclists are treated on the streets in recent years. “I think attitudes are changing. There’s an understanding now that there are many road users, not only motorists, but also cyclists and pedestrians,” he said. “Yes, there are still some moments where a motorist, when there is no active transportation route or it hasn’t been plowed, gets upset and they honk or they come close, but I think public opinion is moving to a much greater appreciation for those who use active transportation. “In general, we need to be kind to each other.” Bike Winnipeg’s Mark Cohoe said he has also noticed more positive change in peoples’ attitudes while cycling. He said it could be because there are more bike paths in the city — and more are on their way, including paths along River and Stradbrook avenues, as well as Goulet Street and University Crescent. But there are still major gaps, Cohoe said, including Regent and Nairn avenues, where there aren’t dedicated bike paths. Ian Walker, an elementary school teacher, said he was recently targeted in a road rage incident on Nairn. “The driver in a pickup truck didn’t like I was taking the lane and he came up behind me and then went around me horn blaring, scaring me,” Walker said. “I then felt a bunch of liquid on me and thought it was a snowball. It turned out it was coffee. I had to go to a meeting with principals covered with coffee. Walker said motorists have vented their rage at him in the past when he had to pedal on the street with no bike path, or when it was filled with snow. Despite the recent incident on Nairn, Walker said it is still better to ride a bike now than a few years ago. “I think it is getting better, honestly. I think people are more tolerant.” kevin.rollason(a)freepress.mb.ca

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WFP: City eyes imposing speed limits on active transportation paths (Oct28'23)
by Beth McKechnie 28 Oct '23

28 Oct '23

City eyes imposing speed limits on active transportation paths https://www.winnipegfreepress.com/local/2023/10/27/city-eyes-active-transpo… THE City of Winnipeg will study the idea of imposing speed limits for electronic bikes and scooters. On Thursday evening, Winnipeg city council approved a call to have city staff study the potential new restriction, which could affect all motorized devices used on active transportation pathways. Traditional bicycles will be excluded. Coun. Janice Lukes said it’s great to see a hike in the number of people relying on active transportation. However, she said concerns about unsafe speeds of travel are triggering complaints and raising a need to consider new rules. “We’ve got people calling (about) getting hit (while) standing in the (path) and a dog’s leash got caught up in an e-bike… There are scenarios that are unfolding that are requiring us to look to see what other cities are doing that have addressed this issue,” the public works chairwoman said during the meeting. She noted Calgary has already imposed such a speed limit. The Alberta city requires all pathway users, including those riding manual bikes, to travel at or below posted speed limits. The maximum speed is typically set at 20 km/h, the City of Calgary’s website notes. The decision comes amid criticism an active transportation speed limit could prove difficult to enforce. Prior to ordering the report, the majority of Winnipeg council members opted to remove traditional bicycles from the potential speed limit. Coun. Matt Allard, who moved that amendment, told council members he feared including manual transportation could prove complicated. “I do believe that some of these (electronic) devices, particularly those that have been modified from the original manufacturer’s specifications, may achieve speeds that are significant. I would hope that we would not move in the direction of establishing maximum speeds for (traditional) bicycles because that would… likely mean installation of speedometers on bicycles and all sorts of issues with enforcement,” said Allard. Coun. Ross Eadie, who said he was once struck by a manual bicycle many years ago, voted against removing traditional bikes from the potential speed limit, suggesting all active transportation options should be limited to a maximum speed of 30 km/h. “If somebody gets hit by a bike moving really fast, believe me, it hurts… The older you get, the worse the injuries are,” said Eadie. Manitoba’s Highway Traffic Act already sets a restriction of 32 km/h for “power-assisted” bicycles with motors of up to 500 watts. Coun. Shawn Dobson, who raised the speed limit motion, argues an even lower cap is needed. “Thirty-two (km/h) on an active transportation path is way too fast. Probably anywhere from 10 (km/h) to 20 (km/h) would be reasonable,” Dobson said in an interview Friday. Dobson said he supported the call to remove traditional bikes from the speed limit to avoid holding up the report, but believes the option could be revisited in the future. joyanne.pursaga(a)freepress.mb.ca X: @joyanne_pursaga

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WFP: City to consider new bike registry (Oct26'23)
by Beth McKechnie 26 Oct '23

26 Oct '23

CITY TO CONSIDER NEW BIKE REGISTRY WINNIPEG could soon endorse a new bike registry in hopes of reuniting more stolen cycles with their owners. A new public service report calls for the city to urge citizens to register their bikes with 529 Garage, a free, cloud-based system that would replace an internal city-run bike registry that has a $7.35 registration fee. Council would also consider providing about $50,000 in each of the next four years to implement a new registration and theft-prevention program. The city sought new bike registration options in June, noting up to 2,000 bicycles are reported stolen in Winnipeg each year; about 1,000 are recovered but less than 10 per cent are successfully returned to their owners. If council approves, the new registry would share data with hundreds of police agencies and Winnipeg civic officials to help get more bikes returned.

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WFP: City seeks feedback on speed-limit reductions (Oct19'23)
by Beth McKechnie 19 Oct '23

19 Oct '23

(Adding to Dave Elmore's earlier message) *City seeks feedback on speed-limit reductions* THE City of Winnipeg is seeking feedback from residents in select neighbourhoods where speed limits have been reduced for several months. The city announced Wednesday it is entering the second phase of its reduced-speed neighbourhood pilot, in which speed limits in the Bourkevale and Tyndall Park neighbourhoods were reduced to 30 km/h, and limits in Worthington and Richmond West were reduced to 40 km/h per hour. “The pilot will tell us if changing the speed limit changes how fast vehicles actually travel, and if lowering the speed limit within a residential area affects neighbourhood livability,” the city said in a news release. The city has created separate surveys to assess the effectiveness of the program — one for residents living within the reduced speed limit areas, and another for the rest of Winnipeg residents. “Survey responses will help us understand both pilot area residents’ experience with the speed limit change and broader perspectives on speed limits in general,” the city said. In addition to the surveys, the city released the findings of a public engagement survey conducted in the program’s first phase before the limits were reduced. Sixty per cent of respondents felt residential speed limits should not be changed, while 40 per cent agreed with lowering them. The city is organizing a series of forums to be held early next year in which residents will be able to discuss the program. The first forum will take place at the Bourkevale Community Centre on Jan. 29 at 4:30 p.m. Further discussions will continue in each respective neighbourhood between Jan. 30 and Feb. 1. The survey is available online <https://www.winnipeg.ca/news/2023-10-18-winnipeggers-invited-talk-residenti…> on the City of Winnipeg website, along with a list of forum dates and locations.

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Thanks
by Dave Elmore 19 Oct '23

19 Oct '23

The City of Winnipeg put this survey about residential speed limits and the neighbourhood pilots. Please share widely! https://www.winnipeg.ca/news/2023-10-18-winnipeggers-invited-talk-residenti… Thanks Dave o _ ( \ _ (X)\ /(X)

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WFP Editorial: Cities must adapt to new bike tech (Oct17'23)
by Beth McKechnie 17 Oct '23

17 Oct '23

*Cities must adapt to new bike tech* https://www.winnipegfreepress.com/opinion/editorials/2023/10/17/cities-must… IT’S a bike, it’s a car, it’s something in between. If you spent any time travelling around Winnipeg this summer, you probably noticed some new vehicles whizzing around the city’s roadways and active transportation routes. Electric bicycles and scooters have accelerated into common use recently with riders of all stripes jumping on the bandwagon. The battery-powered vessels have seen a surge in popularity thanks to their environmental advantages, accessibility and fun factor. But their presence isn’t beloved by all. Last week, the city’s public works committee agreed to commission a report on the viability of establishing speed limits on active transportation paths for bikes, e-bikes, scooters and other devices. The motion, raised by Coun. Shawn Dobson last month, argues speed restrictions are necessary to protect all path users from collisions. The department has 300 days to report back. As in other jurisdictions, the issue is proving to be a contentious one, with some Winnipeggers expressing safety concerns about mingling with the speedy personal vehicles on pathways and others raising questions about the effectiveness of speed limit enforcement. All are valid viewpoints, which is why the city needs to take an holistic approach to regulations. With every new form of transportation technology, governments have had to grapple with their application on roadways. When horses and buggies were the norm, they were barred from being “driven at a gallop” on New York streets or risked incurring a hefty fine. Alberta introduced its first speed limits in 1906, capping automobile travel at 32 and 16 km/h on highways and within city limits, respectively. Road safety has improved as speed limits have increased thanks to a combination of regulation, enforcement, infrastructure and public education. The city must acknowledge each of these factors when drawing up new rules around e-bikes and scooters. Doing too little will create undue tension between users on active transportation routes. Doing too much will impede e-bike and scooter use, which has the potential to take vehicles off the road and reduce carbon emissions. Speed limits are a good starting point, but they need to come with cost-effective enforcement strategies. In the absence of a fleet of bicycle bylaw officers, signage and public education campaigns can encourage self-policing. Currently, Manitoba’s Highway Traffic Act restricts “power-assisted” bicycles to speeds of 32 km/h with an electric motor of up to 500 watts. That’s faster than vehicles are allowed to travel in school zones — a regulation designed to protect young pedestrians from death or injury. In Calgary, most active transportation routes have a maximum speed limit of 20 km/h for all path users. The bylaw also requires users to use a bell or vocal signal when passing others and denotes which vehicles are allowed on which pathways. Fines range between $100 and $400. The rules are clearcut and fair, while setting a standard for decorum on shared roadways. The latter is likely more important for e-rider and pedestrian safety than speed limits. Recent studies from Europe and the United States found that while e-bike users suffer higher rates of more severe injuries than traditional cyclists, rider behaviour and user error were the main culprits of collisions, followed by road conditions, such as speed limits. E-bikes and scooters are not a passing trend. While city councillors are busy mulling speed limits, they should also be thinking about how these increasingly popular modes of transportation will fit into future infrastructure and active transportation developments. Giving residents many different options to get where they need to go offers a direct path to improving Winnipeg’s livability.

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CTV News: New bike lanes cause close quarters driving along Goulet
by Beth McKechnie 14 Oct '23

14 Oct '23

https://winnipeg.ctvnews.ca/near-impossible-new-bike-lanes-cause-close-quar…

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WFP: Speed limit proposed for bike paths (Oct6'23)
by Beth McKechnie 06 Oct '23

06 Oct '23

Speed limit proposed for bike paths https://www.winnipegfreepress.com/breakingnews/2023/10/05/speed-limit-propo… A WINNIPEG councillor’s bid to create a speed limit for bicycles, electric bikes and scooters on active- transportation pathways is raising questions of whether such a restriction would be adequately enforced. Coun. Shawn Dobson argued a speed limit is necessary for the safety for all path users. “I’m trying to be proactive on our pathways because we have a number of bicycles, e-bikes, etc., that are going too fast,” the St. James councillor said Thursday. “I could see this getting much worse.” The potential for collisions increases with speed, he said, noting the growing use of e-bikes and scooters. A motion raised by Dobson at city council’s Sept. 29 meeting asks city staff to study the matter and report back. The motion was referred to the public works committee’s Oct. 10 meeting for consideration. “I just thought it made sense. We can’t turn them into raceways,” he said. Dobson wants staff to look at what other cities are doing. Calgary has a speed limit of 20 km/h for its paths and sidewalks. Fines range between $100 and $400. Dobson’s motion doesn’t recommend a specific speed limit or fine for Winnipeg. “It could be 10, 20 km/h,” he said. The limit would apply to bikes, e-bikes, scooters and other devices, according to the motion, which states many Winnipeggers are afraid to use pathways because they fear being in a collision. Manitoba’s Highway Traffic Act sets a restriction of 32 km/h when power-assisted bicycles are using an electric motor of up to 500 watts. The minimum driving age is 14. Helmets are required. Only bicycles with a rear wheel diameter of 410 millimetres or less are allowed on sidewalks. Enforcement of a city-imposed speed limit on pathways could be an issue, according to some cyclists and e-bike users, as well as public works chair Coun. Janice Lukes. “The police have more important things to do,” said Jeff Bowes, manager of retailer EBike Winnipeg. He thinks a speed limit is a good idea. Bike Winnipeg executive director Mark Cohoe said a speed restriction shouldn’t be viewed as the only solution for matters such as safety. “It’s something we have to consider, but we have to consider carefully,” he said. “We have to look for solutions that are going to work for us and be enforceable and manageable and fair.” He would like cities to consider ways to integrate e-bikes into current and future active-transportation networks. The bikes exploded in popularity when many of Winnipeg’s paths were already in place or designed. Bowes agreed Winnipeg must be more bike-friendly. He and Cohoe said a majority of people who would be affected by a speed limit ride responsibly. Ian Walker, an e-bike user and spokesman for Safe Speeds Winnipeg, believes the increase in electric bicycles, coupled with limited space on paths, is leading to more complaints about speed. There is a need for wider and more pathways, he said. “Our paths are small. There is not a lot of space for passing, which is a problem,” said Walker. He encouraged people to slow down when passing. Lukes, who supports a speed limit on paths, recently discussed e-bikes with police after some residents contacted her with questions. “It is definitely time to take a look at this and make a decision on what we’re going to do,” the deputy mayor said. Whatever the city chooses to do, it must not discourage people from using bicycles or e-bikes, she said. Lukes believes an effective education campaign would encourage a large majority of people to comply with a speed limit. “I think, sometimes, things can self-enforce,” she said. Safe Speeds Winnipeg has lobbied city council to reduce the speed limit for vehicles to 30 km/h on all residential streets. Doing so would reduce the risk of fatal or serious injury collisions, while encouraging more cyclists or e-bike riders to use the roads, it argues. That proposal should be a higher priority for council than speed restrictions on paths, Walker said. Dobson does not support lowering the speed limit for all residential streets. “There’s no way people would follow that,” he said. Last March, the city turned four streets into 30- or 40-km/h zones as part of a pilot project. chris.kitching(a)freepress.mb.ca Twitter: @chriskitching

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WFP: Assiniboine Avenue closure considered (Oct5'23)
by Beth McKechnie 05 Oct '23

05 Oct '23

ASSINIBOINE AVENUE CLOSURE CONSIDERED VEHICLE traffic may lose access to a key section of Assiniboine Avenue if a proposed pilot project to enhance the area for pedestrians is approved. On Oct. 10, council’s public works committee will consider a call to order a report on a pedestrian-prioritized pilot project that would close Assiniboine Avenue to vehicle traffic between Fort and Main streets. Coun. Janice Lukes, chairwoman of public works, said shutting down vehicle access at this stretch of Assiniboine Avenue would improve safety for cyclists and pedestrians. “Vehicles would not have a right or left turn onto Assiniboine Avenue (from Main Street), basically closing Assiniboine Avenue,” said Lukes. A pilot project could help determine how best to use the space and to study its impact on traffic and safety. Lukes suggested the area could include more green space and/or a plaza in the future. The motion also calls for options to eliminate the right turn lane at River Avenue and Osborne Street and consider adding a pedestrian scramble in that area. At a pedestrian scramble, all vehicle traffic has a red light at the same time in order to let pedestrians cross in all directions at once.

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WFP: City spring cleanup crews to make on-road active-transportation routes a priority (Oct4'23)
by Beth McKechnie 04 Oct '23

04 Oct '23

City spring cleanup crews to make on-road active-transportation routes a priority https://www.winnipegfreepress.com/local/2023/10/04/city-spring-cleanup-crew… Starting next spring, some Winnipeg active transportation routes will be cleared of winter sand and grit before other roads, with the goal of making them accessible sooner. A new city staff report notes the city’s on-road active transportation network will be prioritized for cleaning first in the spring. The prioritized routes include bike paths, active transportation priority routes, seasonal bike routes and neighbourhood greenways. (The city defines neighbourhood greenways as on-street routes that typically use reduced speeds and traffic-calming measures to safely move cyclists, pedestrians and vehicles.) The off-road network of sidewalks and pathways will continue to be cleared based on the priority level of associated streets. “It is anticipated that the on-road active transportation network can be cleaned within two weeks (as opposed to the larger network’s five to six weeks), providing a safer environment to users earlier in the season,” Michael Cantor, city manager of streets maintenance, writes in the report. An active transportation advocate welcomed the change Wednesday, suggesting it will reduce the risk of injuries on routes where cyclists travel at higher speeds. “What it means is that if you’re on your bike, there’s less risk that you’re going to be crashing because there’s loose gravel out on the roadway,” said Mark Cohoe, executive director of Bike Winnipeg. Since Winnipeg tends to have lengthy, snowy winters that require the repeated spreading of sand to improve traction, Bike Winnipeg has advocated for the change in the past. Cohoe said the on-road routes tend to collect more sand than other active transportation ones, partly because nearby motor vehicle tires can push excess debris into curbside spaces designated for bikes. He would like the city to also prioritize spring cleanup for separated sidewalks and paths, in order to encourage more people to use active transportation routes. Coun. Janice Lukes, head of council’s public works committee, said she would also like to see all active transportation routes prioritized for spring cleanup, but considers this change an important first step. “We’re starting with the roads for the vulnerable road user… It’s just to try and get more people to use active transportation and to have it presented to them (earlier in the year) and in a safe manner,” said Lukes. Since the change mainly adjusts the schedule of existing spring cleanup efforts, the city councillor said it’s not expected to cost more money. Street sweeping typically starts in mid-April, weather permitting. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Speed limits sought for active pathways (Sep30'23)
by Beth McKechnie 30 Sep '23

30 Sep '23

SPEED LIMITS SOUGHT FOR ACTIVE PATHWAYS https://www.winnipegfreepress.com/local/2023/09/29/councillor-suggests-spee… THE City of Winnipeg should study the merits of imposing a speed limit for bikes, electric bikes, scooters and other devices on active transportation pathways, according to one councillor. Coun. Shawn Dobson raised a motion at Friday’s council meeting that seeks a staff report on the potential change, which states collisions and injuries are more likely when speed increases. “Many residents are afraid to use our pathways for fear of being struck and injured by speeding bikes, e-bikes, scooters and other devices,” the motion states. The matter was referred to council’s public works committee, which will consider it next month.

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WFP: Cyclist injured in apparent road rage incident with truck (Sep20'23)
by Beth McKechnie 20 Sep '23

20 Sep '23

Cyclist injured in apparent road rage incident with truck https://www.winnipegfreepress.com/breakingnews/2023/09/20/cyclist-injured-i… A cyclist is recovering after an alleged road rage incident in which a motorist attempted to ram him with his truck, severely damaging his bike and sending him sprawling to the pavement. “I’m still processing this in a really big way,” Elliot Long said, describing how a seemingly innocent interaction with a motorist allegedly turned hostile. “I’m really shaken up. I would like to continue cycling, but it is really scary.” Long, a student at the University of Winnipeg, said he was cycling northbound on Roslyn Road near Osborne Street around 9 a.m. Monday when a car cut him off and stopped at a red light. When he gestured for the driver to give him more space, an unrelated motorist behind the wheel of a burgundy truck began shouting at him. “I don’t even know why he got involved,” Long said. “He started foaming at the mouth, screaming all kinds of stuff, just completely losing it at me.” Long stepped off his bike and turned to face the incensed motorist. When the light turned green, the man in the truck “backed up a little bit and crashed right into me,” he said. Long said he managed to dive away in order to avoid being run down, and watched from the ground as the truck sped off with his bike trapped beneath. The bike broke loose a few metres away with its rear tire, chain and gears reduced to a twisted wreck. Shaken up and sore, but relatively unharmed, the cyclist got to his feet and took note of the truck’s licence plate. He went immediately to Winnipeg Police Service headquarters and filed a report, he said. Numerous witnesses approached him in the aftermath of the crash, including a staff member at a nearby convenience store who said they had video footage; that evidence has since been submitted to police, Long said. On Tuesday, WPS confirmed it received the report but did not provide additional details. “They asked me if I want to press criminal charges,” Long said. “(I said) yes. This is not OK. There are cyclists killed often and you cannot behave that way. It’s completely inappropriate.” Manitoba Public Insurance data shows an average of four cyclists are killed and 78 are injured in collisions annually throughout the province. While every situation is different, claim reports suggest fault is often shared between drivers and cyclists. In June, a 63-year-old man was struck on his bike and sent to the hospital in critical condition after a hit-and-run incident near Isabel Street and Notre Dame Avenue. In May, a cyclist in his 30s was critically injured after being struck by a garbage truck near Erin Street and Sargent Avenue. Javed Musharraf, 22, died late last year after colliding with a front-end loader while riding his electric bike near the intersection of Mission and Plinguet streets. A separate 2019 MPI report found roughly 30 per cent of drivers admit to committing acts of road rage, including shouting, cursing, making rude gestures or — in extreme cases — forcing other motorists off the road. Long estimates the cost of damage to his bike, helmet and eyeglasses will exceed $1,000. The number does not account for physical or emotional damage suffered as a result, he said. He intends to file a claim with MPI. “Everybody I know who is a cyclist has been in an accident at some point,” he said, “Drivers seem to think cyclists are supposed to ride on the sidewalk sometimes, which is not the law and is much more dangerous. I wear my helmet, I follow the rules of the road, but it is scary.” tyler.searle(a)freepress.mb.ca

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WFP: Montreal-area police equip school kids with backpacks that display speed cameras (Sep7'23)
by Beth McKechnie 07 Sep '23

07 Sep '23

Montreal-area police equip school kids with backpacks that display speed cameras https://www.winnipegfreepress.com/canada/2023/09/06/montreal-area-police-eq… MONTREAL — Children in the Montreal area are becoming living speed cameras to get drivers to slow down in school zones as the city charges ahead with efforts to increase road safety. On select dates, police in the metro area will equip a handful of schoolchildren with backpacks that display passing vehicles’ speeds. The concept, developed in Quebec by police in the suburb of Laval, north of Montreal, in 2021, spread to Longueuil on the south shore of the St. Lawrence River last year. On Wednesday, the Montreal police force presented its first “living radars.” The striking demonstrations are part of a series of measures municipalities are deploying to better secure school zones this year — an effort that took on renewed urgency last December when a seven-year-old girl who had recently arrived from Ukraine was killed in a hit-and-run on her way to school east of downtown Montreal. “Living environments are not shortcuts, and they must guarantee safe travel for everyone,” Montreal Mayor Valérie Plante said in a statement this week. “Road safety is everyone’s business. Every motorist must prioritize safety over speed.” Police in Montreal, Laval and Longueuil have all announced operations to crack down on dangerous driving around school zones this month. Montreal is reshaping its streets to better protect children, ramping up work to envelop school zones with pedestrian safety and traffic calming measures, such as raised crosswalks, enlarged sidewalks, speed humps and lane size reductions. The program — the first of its kind in Quebec, according to Plante — has made 92 schools safer since its launch in 2020, the city says. Eighteen more projects are underway and scheduled to wrap up by the end of the year. Longueuil is following suit, with its own school zone safety plan coming shortly, the city’s mayor, Catherine Fournier, promised last week. On Tuesday, Plante pointed to the rising number of serious road collisions as motivation to push forward with the urban redesign. Quebec’s public automobile insurance corporation counted 38 fatal accidents in the Montreal region, including the city and on-island suburbs, in 2022, compared with 29 in 2021. “Our aim is to do more, faster,” the mayor said. — The Canadian Press

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WFP Community Review: Mobility fair for older adults to be held Sept. 13
by Beth McKechnie 06 Sep '23

06 Sep '23

*Mobility fair for older adults to be held Sept. 13* https://www.winnipegfreepress.com/our-communities/east/2023/09/06/mobility-… Options to help some of the city’s more senior citizens get out and about will be explored at an upcoming free community event. Green Action Centre, in collaboration with the Transportation Options Network for Seniors, will hold a mobility fair for older adults on Wednesday, Sept. 13 from 10 a.m. to 2 p.m. at Corydon Community Centre, River Heights site (1370 Grosvenor Ave.). The fair, which will be held in a drop-in format, will include presentations, information and resources provided by a number of organizations, including the two host organizations, such as Winnipeg Transit, Bike Winnipeg, Easy Street Rehabilitation, Peg City Car Co-op, Plain Bicycle, and Freedom Concepts. Organizers say the goal of the event is to showcase a selection of local transportation options that older individuals can utilize to maintain a healthy, independent and sustainable lifestyle. “It’s very exciting for us to do this,” Ariel Desrochers, a sustainable transportation co-ordinator at Green Action Centre, said. Desrochers, who lives in Wolseley, said the organization tends to serve younger audiences — with initiatives such as its Active and Safe Routes to School program — and individuals across the board with any number of active transportation initiatives, so it’s especially satisfying to be tailoring the upcoming fair to an older demographic. She said the event will be helpful to community members with a cross-section of different needs and interests, whether it’s those who are looking for different transportation alternatives, such as people potentially looking for more sustainable alternatives to cars; folks who want to maintain their independence as they age; or maybe those with mobility issues that are seeking prudent options. “It’s something I’m looking forward to. When we talk about sustainability and environmental initiatives, maybe older folks sometimes get left out of the conversation. I really hope this event can be inclusive to this age group and help expand their horizons,” Desrochers said. “Accessible travel isn’t always sustainable, so we’re looking forward to bringing these options to older individuals in the community.” According to Green Action Centre’s website, limited refreshments will be provided. As well, many of the vendors will be stationed outside, so attendees are encouraged to wear comfortable footwear and dress according to the weather. There will be limited bicycle and vehicle parking, as well as street parking. Desrochers said the fair’s drop-in format will allow visitors to pick and choose what they’d like to see and do. Go online at greenactioncentre.ca for more information.

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WFP: Repair coming for longtime safety hazard on Sturgeon Creek path, city promises (Aug30'23)
by Beth McKechnie 30 Aug '23

30 Aug '23

Repair coming for longtime safety hazard on Sturgeon Creek path, city promises https://www.winnipegfreepress.com/breakingnews/2023/08/29/repair-coming-for… A MASSIVE hole at one edge of the busy Sturgeon Creek active transportation route is still drawing safety complaints from residents months after it was first reported. The city said Tuesday a repair is on the way. The Free Press first reported the problem — where the Sturgeon Creek route meets a smaller path that leads to a playground on Amarynth Crescent — on June 7. At the time, it had one barricade posted at each of its ends and appeared to be about 75 centimetres deep and at least six metres long. The next day, the city erected snow fencing around the entire perimeter of the hole. Randall Hull first complained to 311 about the safety hazard on April 23. Hull said he’s relieved to hear some action will be taken soon, since it’s about to get a lot more use. “Once kids get back to school, there’s a lot of kids that use that pathway to either go to school by bike or walk,” he said. The city pumped standing water out of the trench, which now appears to be about 1.8 metres deep, he said, adding the snow fence doesn’t extend far enough to block access to the hole in its entirety. “The snow fence is good on two of the four sides but it isn’t really adequate at the end … it stops (about 1.2 metres) short of going all the way around and therefore it’s easy for kids to go underneath the snow fence,” he said. “At the proper angle, you see how grossly inadequate it is.” A city public works spokesman said the repair process will begin soon. “The gap in Sturgeon Creek pathway by Amarynth Park is the result of an underground washout that needs further investigation. The site will be inspected by a riverbank stabilization engineer in mid-September to determine the cause of the gap and the appropriate next steps for making the repair, Ken Allen wrote. “Temporarily filling the hole with gravel as an interim measure is not a sufficient or appropriate repair method for this type of issue.” Allen said a crew will also inspect the snow fence and could repair it before the hole itself is fixed “in the weeks ahead.” The damaged path is in St. James Coun. Shawn Dobson’s ward. He said city officials suspect an old land drainage line may be linked to the problem. “They can’t (just) fill up (the hole). It’ll keep sinking until they determine the cause,” said Dobson. In June, the councillor called the hole “monstrous” and agreed it posed a significant safety concern. He said it appears even larger now, but he believes the highly visible barrier surrounding it greatly reduces any risk. Dobson said it makes sense to take the time needed to ensure a more permanent repair. “It’s a complicated fix because you can’t just throw gravel in it and say it’s done. ... They have to figure out what’s causing (the washout) and that means they have to get in there and dig,” he said. Dobson said the pathway may need to be realigned and rebuilt. While there is not yet a cost estimate or timeline to fix the problem, he said he’s confident money will be available. Hull said he’s glad the city has promised to take action. And while he’d love to see a quicker repair, he said it does make sense to pursue a long-term fix. “Until there’s something permanently done, it’s probably a good point not to throw money at (fixing it if) you know it’s not going to last,” he said. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP Editorial: It shouldn’t take a squeaky wheel (Aug25'23)
by Beth McKechnie 25 Aug '23

25 Aug '23

It shouldn’t take a squeaky wheel https://www.winnipegfreepress.com/opinion/editorials/2023/08/25/it-shouldnt… DESPITE a convoluted response from city staff last week, hazardous pavement heaving on a well-used local bike path was patched within days of a Free Press story highlighting the issue. It’s a chain of events that raises questions about the inner workings of City Hall, as well as its active transportation priorities. For months, cyclists have been skirting around a section of dangerously uneven pavement at the corner of Rover Avenue and Hallet Street in North Point Douglas. The soil under the sidewalk had shifted, causing the concrete slabs to buckle and creating a large ridge at the roadway. One daily user interviewed by the Free Press said the fissure had developed in the spring, forcing cyclists to dismount or find an alternate route during the height of bike season. The junction would likewise have been impassable for wheelchair users, pedestrians with limited mobility or parents with strollers heading to nearby Michaëlle Jean Park. In its initial response, a city spokesperson pointed to riverbank failure as the cause of the newly formed curb. A costly and lengthy proposal and investigation process was needed before the sidewalk could be fixed. “Making the repair is not as simple as just repaving the pathway,” read the emailed statement. Yet, within 24-hours of that assessment, new asphalt had been poured by public works and the gap corrected. The patch may not be a permanent solution to the underlying issue of ground shifting in the area, but it does make the neighbourhood’s infrastructure usable again. While a gap of several inches might seem like a minor inconvenience in a city with pockmarked streets and thousands of potholes, it’s the latest in a growing list of controversies that illustrate the city’s dismissive attitude toward active transportation routes. This past winter, Winnipeggers took up shovels to clear ice and snow from local bike paths in response to the city’s lackluster clearing efforts. Last year, Free Press reporting found that two multi-use path projects in the city had been funded, but not completed. When pressed, the city couldn’t answer where the budgeted money went or why the projects were stalled. An inquiring city councillor was met with similar silence. In the winter of 2019, two Wolseley residents took it upon themselves to clear ice from the Omand’s Creek footbridge after the city determined the job was too difficult and that the busy bridge should be left impassable until the spring melt. A request for information by the Canadian Taxpayers Federation following the incident revealed 97 pages of internal communications related to the bridge-clearing decision. Time after time, Winnipeggers who opt for active transportation — either by choice or by necessity — are forced to deal with physical and bureaucratic roadblocks during their daily commute. It’s an embarrassing state of affairs that hampers the city’s livability and its environmental goals. Last week, Coun. Janice Lukes rightly described the North Point Douglas issue as “completely unacceptable” and promised that maintenance of Winnipeg’s active transportation network would be a priority for the public works department next year — an admission that suggests bike and pedestrian pathways aren’t currently very high on the agenda. Our infrastructure isn’t the only thing in desperate need of repair. It appears the municipal workflow could also use a tune-up. While the promise of better city-wide bike infrastructure has yet to be delivered, commuting has gotten a little smoother for one cohort of local cyclists. It’s too bad those users had to wait for media coverage in order to find a fix.

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WFP weekly: Women’s cycling group strikes a chord (Aug23'2023)
by Beth McKechnie 23 Aug '23

23 Aug '23

Women’s cycling group strikes a chord SHELDON BIRNIE https://www.winnipegfreepress.com/our-communities/east/2023/08/21/exceeding… When Sarah Gravelle-MacKenzie set out to start a bi-weekly guided bike ride for mature women around northeast Winnipeg this spring, she knew there’d be interest. Even so, the response has surprised her. “It has been phenomenal,” Gravelle-MacKenzie, 68, said. “I don’t think I could have dreamt it would be this successful.” Cycling with Sarah launched in May. Following three introductory rides in the spring, Gravelle-MacKenzie ran two group rides per week, on Tuesdays and Thursdays. A total of 53 women registered, with more than 40 on the waiting list. “We were at the max,” she said. “The goal is for next year, if we want to try to grow it, we’ll have to get more ride leads and sweeps.” This summer’s rides wrap up with group rides on Aug. 29, Sept. 7 and 14. There will also be a wind-up party at Bikes & Beyond (227 Henderson Hwy.) on Tuesday, Sept. 19. “Once formal rides end, we can still ride. People have made friendships, which is something special,” Gravelle-MacKenzie said. “The bonds that have been created are pretty special.” Sponsored by Liv Canada, Bikes & Beyond, and the Manitoba Cycling Association, Gravelle-MacKenzie is planning to extend a series of events into the fall and, hopefully, the winter as well, to keep the group together and stay active. “Fall, pre-snow, we’re doing hiking groups and going to different places. We’ll set up a schedule and women can sign up,“ she said. “Once the snow comes we’re going to do snowshoeing and cross-country skiing and I want to do tobogganing at Silver Springs here in East St. Paul. It’s a good workout and it makes you feel like a kid again.” Gravelle-MacKenzie, who started cycling seriously when she retired a few years ago, is also keen to introduce more women to winter cycling, if informally at first. “I love winter cycling,” she said. “I have talked about winter cycling and there are some women who want to try it.” Gravelle-MacKenzie believes part of the success of the group has been that it serves an under-represented demographic. “A lot of the women, as older women in their sixties and seventies, said they felt invisible,” Gravelle-MacKenzie said. “So for a group to be formed just for them is really powerful. It’s been neat to watch it all develop and everyone being so enthusiastic about it. Come spring, we’ve got so many people who want to ride. It’s evolving really nicely.” For more information, follow @CyclingWithSarah on Instagram or email cyclingwithsarah(a)gmail.com

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Stats Can: Commuting to work by car and public transit grows in 2023
by Beth McKechnie 22 Aug '23

22 Aug '23

https://www150.statcan.gc.ca/n1/daily-quotidien/230822/dq230822b-eng.htm

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WFP: The great barricade debate (Aug5'23)
by Beth McKechnie 05 Aug '23

05 Aug '23

The great barricade debate Residents worry about extra traffic from drivers looking for shortcut https://www.winnipegfreepress.com/breakingnews/2023/08/04/heg-5 BARRICADES have been removed from an East St. Paul route reserved for pedestrians, cyclists and emergency vehicles, allowing general traffic to access the hotly debated link to Winnipeg. It is sparking safety concerns from some area residents, while others argue it’s time to open the paved road for good. The walking-biking route on Raleigh Street in the Rural Municipality of East St. Paul offers a “through-pass” under the northeast Perimeter Highway. A City of Winnipeg boundary on Raleigh is located just south of it. Someone removed the wooden barricades in early July, raising concerns of potentially excessive traffic. “This is a… residential neighbourhood with residential streets… None of them were designed with the notion of becoming another Henderson Highway or Pembina Highway,” said Victor Mikolayenko, who lives nearby. Mikolayenko is urging the province, which owns the infrastructure, to replace the barricades as soon as possible. As traffic from East St. Paul currently has just one permanent connection to Lagimodiere Boulevard, he fears allowing general traffic on the Raleigh link between Sperring (north) and Foxgrove (south) avenues would create a very busy route, increasing noise and the risk of collisions. “It doesn’t take much imagination to see that it would be used as a shortcut… Residents on Headmaster Row between Gateway (Road) and Lagimodiere would be severely impacted, as would any other residents along that way,” said Mikolayenko. He believes the wooden barricades were removed by vandals. During a Free Press visit to the site Friday morning, a broken wooden barrier was spotted in the grass beside the structure. Coun. Jeff Browaty (North Kildonan) said the barricades were removed at least three weeks ago and he’s asked the province to replace them. Browaty said he’s most concerned about future traffic, as East St. Paul’s population grows. “There’s a big chunk of East St. Paul that, when this is open, would find it desirable to take this underpass south of the Perimeter Highway and then (connect through) to get to Lagimodiere. That’s the cut-through traffic that is really problematic for the design and the build of Headmaster (Row),” said Browaty, noting Headmaster is a residential street with many driveways that back directly onto it. Before the link was built, a City of Winnipeg public service report also opposed allowing general traffic along the “through-pass.” “Gateway Road and Raleigh Street north of Chief Peguis Trail have not been built or planned to accommodate high volumes of vehicle traffic… (To do so, these routes) would require a major infrastructure investment by the city that would not at this time be supported by residents in the North Kildonan ward,” a 2015 report noted. Browaty is urging the province to cut off general traffic at the site once again, arguing the area isn’t set up to handle it. He said it could be possible to allow traffic in the future, but only after extensive public consultation, traffic studies and potential infrastructure improvements, with no cost to the city. East St. Paul should also first provide guarantees its future development around the site won’t be dense enough to greatly increase traffic, he added. However, one East St. Paul councillor said he believes the route should open up to allow local traffic permanently, to create an efficient route and alleviate the need for detours. “I think the province and everybody (else) foresees… that you’ve got to not land-lock the community. You’ve got to keep (this area open),” said Charles Posthumus. Posthumus said he’s heard ample support for making the change from both Winnipeg and East St. Paul residents. In an email, a provincial spokesperson said road signs were initially placed along the route to note it is restricted to emergency vehicles, pedestrians and cyclists, with movable barricades used to ensure emergency vehicle access. Road signs to alert drivers to the restriction did not appear to be present Friday. The province indicated vandalism has been a persistent problem at the site. “These barricades are subject to frequent vandalism and theft. Therefore, barricades may or may not be present at any given time… signage is also subject to frequent vandalism so signage may or may not be present at any given time,” the statement said. The spokesperson said Manitoba Transportation and Infrastructure will work with East St. Paul and the City of Winnipeg to resolve any concerns. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP: Resourceful thieves sabotaging bike racks (Aug3'23)
by Beth McKechnie 03 Aug '23

03 Aug '23

Resourceful thieves sabotaging bike racks Riders locking cycles to altered, non-secure structures https://www.winnipegfreepress.com/breakingnews/2023/08/02/damaged-bike-rack… WATCH out for altered bike racks, a cycling advocate says, after local riders have posted online warnings of security structures damaged by would-be thieves to make pilfering bicycles easier. One such rack had been cut or sawed at St. Boniface-area strip mall Dominion Centre, with the cut masked with a piece of tape, one post said in an online group focused on preventing Winnipeg bike thefts. On Wednesday afternoon, the damaged rack remained, but no cyclists stopped to lock up. Mark Cohoe, executive director of advocacy organization Bike Winnipeg, said he hadn’t personally encountered that specific method of thievery, but noted he’s heard of people damaging racks to ease such thefts. “Sometimes, you might get a rack or a post that’s been unbolted… I haven’t seen it personally, but I’ve heard… where racks are either partially cut or they’re cut through,” he said Wednesday. “In some ways, it’s not surprising — I’ve seen it on social media in other cities, and the tools are here, but I don’t know if it’s widespread.” Bike theft, however, is widespread in Winnipeg, with city data suggesting as many as 2,000 bicycles reported stolen a year, but far fewer returned to rightful owners. Cohoe said he’s also heard of bolts being removed from the base of racks, allowing the rack to be removed from the sidewalk or ground, or a rack being cut most of the way through, allowing a thief to break it with a hammer and slip off a bike’s lock with ease. The advocate, who's had many bikes stolen over the years, said if someone spots a damaged rack, they should report it to the business that owns it or the City of Winnipeg. “But ultimately, we need to have more racks out there and have better enforcement to make sure we’re installing racks in good places, too, to ensure they’re in visible places where it’s a little harder to do that and maybe a quicker response if someone notices it has been vandalized… or prepared for easier theft,” Cohoe said. More short-term street parking and long-term bicycle storage programs need to be developed, he added. “Like into apartment buildings, into workplaces, places where if a bike’s going to be stored on a regular basis, that it’s much more protected than where it’s just sitting out, and ultimately a grinding tool will get to it fairly quickly.” The advocate recommended cyclists choose parking spots in visible locations with foot traffic, and to check bike racks by physically shaking them to ensure it is secured, before locking the frame and a wheel of the bike to the rack. Frequent bike thefts in the city have dissuaded some from cycling more frequently, he said. “If you assume your bike’s going to get stolen, you’re not going to take it out there. And the reality is, people are getting their bikes stolen,” said Cohoe, adding he would like to see Winnipeg police assign an investigator to focus specifically on bike thefts, as well as online platforms to crack down on illicit sales. erik.pindera(a)freepress.mb.ca

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Group wants to see more active transportation in Steinbach
by Beth McKechnie 31 Jul '23

31 Jul '23

Group wants to see more active transportation in Steinbach https://www.winnipegfreepress.com/the-carillon/local/2023/07/30/group-wants… Strong Towns Steinbach held its first public event on Sunday at E.A. Friesen Park in Steinbach. The group met with their bikes and with like-minded citizens to bring awareness to active transportation. “We’re living in a city that is well suited for getting around by car and it’s possible to actually get around by walking and by riding. So, I think we’re wanting to encourage people to think more consciously about the fact that they can get to so many places by bike and do it efficiently and safely,” said Gary Snider, co-founder of Strong Towns Steinbach. While there are bike routes in the city, the group feels that there needs to be more especially at major roadways. “There are in the original square mile – the older community – there are a lot of bike paths. The challenges is where you come into crossing the larger streets like Main street and (Highway 12) there isn’t a lot of access for that…I have three kids that are under six-years-old and I would like them to cycle safely with me on their own bikes and really to be able to get anywhere in Steinbach,” said co-founder Wade Wiebe. “As more people choose cycling as a way of getting around they will let the councillors know what we need is more access to bike paths, which are separate from car paths. Bike paths alongside car paths are OK, but it’s not ideal for kids unless they’re with an adult and even with an adult it can be challenging or intimidating sometimes. We want to make a push to make that happen.” Wiebe hopes that within 10 to 15 years there will be bike paths all over the city and that biking will be encouraged. “I think we can do a lot better as a city and that’s the hope,” he said.

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CBC: These Canadian cities are making it easier for cyclists and pedestrians to get around this summer
by Beth McKechnie 28 Jul '23

28 Jul '23

---------- Forwarded message ---------- From: Terry Zdan <tjzdan50(a)gmail.com> Date: Fri, 28 Jul 2023 09:13:04 -0500 Subject: Pedestrians & Cyclists: some cities https://www.cbc.ca/news/canada/open-streets-efforts-canada-cities-2023-1.69…

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WFP: City expands active-transportation network with new pathway in north Winnipeg (Jul27'23)
by Beth McKechnie 27 Jul '23

27 Jul '23

City expands active-transportation network with new pathway in north Winnipeg https://www.winnipegfreepress.com/breakingnews/2023/07/27/city-expands-acti… Also Global News: https://globalnews.ca/news/9860934/winnipeg-multi-use-pedestrian-cycling-ne… The wheels of a few dozen cyclists sliced through several metres of ribbon in place of the classic, comically-large pair of scissors during an offbeat ribbon-cutting ceremony Thursday marking the official opening of Winnipeg’s newest active-transportation path. After a soft opening earlier in the week, the Northwest Hydro Corridor Multi-Use Path was formally unveiled to the public during a news conference Thursday at Simkin Park in Garden City. “By embracing the opportunity to partner and invest in our transportation network, we are ensuring that we provide healthy opportunities for safe and accessible pathways for our residents,” Old Kildonan Coun. Devi Sharma told the gathering. Cyclists and pedestrians could be seen using the new trail while councillors, the mayor and representatives from Manitoba Hydro, Trails Manitoba and the Manitoba government delivered speeches. The 4.5-metre-wide path, running parallel to McPhillips Street, consists of a 2.4-kilometre stretch between Leila and Church avenues. It cost a total of $2.5 million and was funded, in part, by a $450,000 grant from Trails Manitoba and the province. The multi-use trail will service a wide range of shops, workplaces and institutions in north Winnipeg, including the Garden City Shopping Centre, Seven Oaks Hospital and several schools. Don Denesiuk cycled north from his home in Downtown Winnipeg to test out the path and gather with other bike enthusiasts. “Any kind of infrastructure, especially if it separates the bike from traffic, is going to be a good thing,” Denesiuk said. “The points of contention are going to be where it crosses the major thoroughfares.” To improve cyclist and pedestrian safety in the future, Denesiuk wants the city to address more gaps in the municipal active-transportation network and invest in snow-clearing infrastructure designed specifically for the routes in the winter months. Mayor Scott Gillingham raved about the city’s growing investment in projects such as the pathway in the past year. The city’s 2023 preliminary budget committed $17.5 million to active-transportation projects. “Our investment in active-transportation projects this year is 300 per cent higher than what was forecasted in the 2022 budget,” Gillingham said. He added that the city is also installing protected lanes along River and Stradbrook avenues and multi-use paths down Keewatin and Archibald streets. Over the years, multiple hydro corridors have been transformed into multi-use pathways. Awasisak Mēskanow Trail, formerly known as the Bishop Grandin Greenway, was the city’s first. Colleen Galbraith, Manitoba Hydro’s customer energy services department manager, said active transportation is one of the best uses for hydro right-of-way corridors. “We’re so happy to see the right-of-way to be used for such a great community,” Galbraith said. “The project is a perfect example of what our community can achieve by working towards a common goal: giving Winnipeggers, young and old, a safe place to get outside, ride a bike and get some exercise.” In Phase 2, the multi-use path will extend into Point Douglas. Gillingham couldn’t provide further details on when that will happen. Point Douglas Coun. Vivian Santos said she was eager to welcome more active-transportation investments into her ward, which has historically been underserved. cierra.bettens(a)freepress.mb.ca

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WFP: Higher standard for snow clearing (Jul14'23)
by Beth McKechnie 14 Jul '23

14 Jul '23

*HIGHER STANDARD FOR SNOW CLEARING * CITY council has backed a call to ramp up snow-clearing for residential sidewalks, while moving forward a request to greatly increase the annual snow-clearing budget. Council voted Thursday to refer the call to raise the annual ice and snow control budget to $54.2 million, from around $35 million, to next year’s budget process. *The vote also approves a plan to spend an extra $216,000 in 2023, plus $552,000 or more per year from 2024 through 2027, to ramp up snow-clearing for residential sidewalks and pathways.*

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WFP Analysis: The Idaho stop: a step forward for safety (Jul13'23)
by Beth McKechnie 13 Jul '23

13 Jul '23

*The Idaho stop: a step forward for safety * https://www.winnipegfreepress.com/opinion/analysis/2023/07/13/the-idaho-sto… WHY isn’t the Idaho stop legal in Manitoba? That’s not the latest TikTok dance trend, it’s a rule that allows cyclists to “roll” through stop signs when safe to do so and research indicates it saves lives. The Idaho stop, named after the state that first made it legal in 1982, isn’t allowed anywhere in Canada, but is slowly becoming part of the legal landscape in the United States. Here’s how it works. When a cyclist comes to an intersection in states with stop-as-yield laws, they must reduce their speed, ensure that there is no traffic coming and proceed carefully. It also means stopping at red lights, but only for as long as needed for the intersection to be safe to ride through. It doesn’t mean blast through all the stop signs, red lights and any other traffic measures. It does mean that the rider doesn’t have to stop the bike, put their foot down and stop their momentum if it’s safe to continue to ride. As Bike Winnipeg’s Patty Wiens explains: “Stop signs are for controlling speeds and making sure that cars aren’t treating every street like a highway. Bikes aren’t high-speed vehicles, with even e-bikes being speed controlled at a maximum of 32 km/h, having the Idaho stop become legal, would just help to keep traffic moving.” Obviously then, this treats cyclists differently than vehicles. And that’s not a bad thing. Research conducted suggests that allowing cyclists the opportunity to maintain their momentum and get “in front of traffic” at intersections is safer. According to Manitoba Public Insurance, there are on average four cyclists killed and 78 injured annually in collisions with vehicles. Intersections are the most dangerous place for cyclists. Interestingly, a 2007 study indicated that women cyclists are more likely to be killed than men by large transport trucks, largely because women are more likely to obey signage and stop, and as a result, are hit by trucks who don’t see them in their blind spot. Here’s why the Idaho stop should be implemented in Manitoba. First as stated, research suggests it saves lives because it allows cyclists to get out ahead of traffic and away from blind spots. According to the U.S. National Highway Traffic Safety Administration, after Idaho adopted the law, cyclist injuries from traffic crashes declined by 14.5 per cent in 1983. When Delaware adopted a similar stop law in 2017, crashes involving cyclists at stop sign intersections fell by 23 per cent. Second, while building more bike paths should still be the goal for city planners, stop-as-yield laws may divert cyclists off of main thoroughfares and onto side streets which have more stop signs. If cyclists don’t have to slow down their momentum and aren’t going to be ticketed by police for Idaho stops, this may be a safer response to trying to cycle on Kenaston at Corydon in the middle of rush hour in Winnipeg. (No, I am not letting city hall off the hook about bike paths, but this feels like a reasonable compromise until something is finally done.) Third, it decriminalizes cycling behaviour and it may actually encourage more people to become cyclists. With more people riding bikes, there’s more visibility and there’s more safety. Research indicates that there is safety in numbers for cyclists and accidents are reduced when there are more riders on the streets. Finally, it also may reduce the opportunity to harass cyclists. It’s perhaps one of the most annoying habit Winnipeggers seem to engage in and it’s something I have never experienced as an avid rider who has biked in Cuba, North and South Dakota, Minnesota, Quebec, Alberta and New York City. People (very often, driving large trucks) will scream at you while waiting at the intersection. The Idaho stop means cyclists could ride away from that kind of vitriol. (Seriously, what is wrong with you?) As Wiens says, cycling is more than just a leisure activity and we should normalize it as another form of active transportation. For many who live on a lower income, cycling is the only form of transportation that is affordable and reliable. As well, Wiens says: “due to the rising price of gas, insurance and car ownership, there are more and more people commuting on their bikes in Winnipeg, including in winter.” Making cycling safe for everyone should be a priority that has to be promoted by the government from the top down. And in the winter, a stop-as-yield law will be even more important. Wiens says cyclists end up sharing the road even more because there are many times where the snow gets cleared onto the bike lane and the separated bike paths don’t get the priority snow clearing that roads get. It’s time to do the Idaho stop Manitoba. Let’s save some lives. Shannon Sampert is a communications consultant, freelance editor for Policy Options and former politics and perspectives editor at the Free Press. She teaches part time at the University of Manitoba. shannon(a)mediadiva.ca

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