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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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WFP: Winnipeg top three in residential bus stop accessibility (Jul13'23)
by Beth McKechnie 13 Jul '23

13 Jul '23

*Winnipeg top three in residential bus stop accessibility * https://www.winnipegfreepress.com/local/2023/07/12/winnipeg-top-three-in-re… (CBC: https://www.cbc.ca/news/canada/manitoba/winnipeg-transit-buses-accessible-b… ) WINNIPEG is — or should be — one of the easiest places to catch a bus in the country, according to new Statistics Canada data. Data released Tuesday compared population density and how many people live within 500 metres of a bus stop across 36 cities. In Winnipeg, 84.8 per cent of its population has convenient access to a bus stop, following only Montreal and Toronto, at 87.5 per cent and 85.3 per cent, respectively. Cities with similarly high percentages include Vancouver, Victoria and Regina. The lowest was Belleville, Ont., where just over half of residents can get to a bus stop in a short walk. However, access to a bus stop is not access to a reliable bus, Functional Transit Winnipeg president Kyle Owens said Wednesday. “In the past, there has been sufficient investment to at least put those stops in place, to understand that having lots of stops makes transit service broadly accessible to more people … Infrastructure was put in place with the expectation that people would be using and valuing transit to get where they’re going as part of their routine,” he said. “That we have not seen widespread use of Winnipeg Transit reflects the fact that we just haven’t seen that commensurate investment.” The grassroots non-profit organization also questioned the value of the data, as a 500-metre distance isn’t always indicative of true accessibility, noting struggles for people with physical disabilities to traverse winter sidewalks that aren’t regularly cleared. “It is crucial that we think about making that access possible for so many people, whether or not they have mobility needs, and if they do have mobility needs, we’re seeing broken sidewalks, sidewalks that are not to grade, all that infrastructure maintenance is crucial for transit to work properly,” Owens said. Functional Transit member Brian Pincott called the data “meaningless” without more investment in Transit services. “I think honestly what the city should do is go, ‘So what?’ and then look at the plan that they have … and make it happen quickly,” he said. The Winnipeg Transit Master Plan incorporates several broad revisions, repairs, fixes, improvements to service, Owens said. “We are trying to encourage the city to accelerate the Transit Master Plan… What we consider to be the key (improvement) is frequent service.” The number of city residents close to a bus stop has dropped in the past seven years. — Malak Abas

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Free Press Community Review: West - Free programming promotes safe bike habits (Jul12'23)
by Beth McKechnie 12 Jul '23

12 Jul '23

Free programming promotes safe bike habits https://www.winnipegfreepress.com/our-communities/west/2023/07/12/free-prog… Start your (non-existent) engines! Manitoba Public Insurance is offering free cycling programs for cyclists of all ages to promote road safety, comfort, and good cycling habits. Most notable are MPI’s Cycle Safety Bike Rodeos, which will be presented in the highest number of communities ever this summer, after being around for 50 years. “MPI’s free cycling programming has reached over 12,000 people so far this year, and will grow to over 13,000 Manitobans by the end of the summer,” said Kristy Rydz, manager of communications at MPI. “In 2023, MPI anticipates it will reach approximately 50,000 Manitobans of all ages.” Cycle Safety Bike Rodeos are available to kids aged between six and 10, every year between May and August The BEST (Bicycle Education & Training in Schools) program — created and presented in partnership with the Seven Oaks School Division, Green Action Centre, Bike Winnipeg, and the WRENCH — is delivered to students in grades 6 to 8 at over 20 schools in the city. The program teaches cycling safety basics, such as hand signals, lane positioning, as well as bicycle maintenance — similar to motor vehicles, not all bikes are roadworthy. “MPI’s goal is to begin sharing road safety messages with Manitobans as early as possible to help everyone learn the rules of the road from a young age,” Rydz said. “By teaching young people how to share the road, first as a cyclist, and then as a driver as they get older, MPI aims to make Manitoba’s roads safer for all road users.” In Manitoba, drivers and cyclists are expected to share the road. Although cyclists must ride as far to the right side of the street as possible, they judge traffic the same way one would in a car and can ride further into a lane if it’s safest for them. “Motor vehicles and cyclists share the same roads, the same rights and the same rules,” said Mark Cohoe, executive director of Bike Winnipeg. The different biking programs all encourage consistent safe practices, proper communication between bikers and drivers, and better navigation of the city’s active transportation system. Alongside the younger aged education, the corporation will be offering several adult classes, including MPI’s Bike It! for riders aged 16 and older, which will include theory and on-road lessons for participants, separated into daytime sessions throughout the summer. For older cyclists, Cycling Champions workshops can be arranged for work, neighbourhood groups, or classrooms. This group-oriented (six people or more) program lasts a full day and is a hybrid of presentation and road-based learning. Custom times can be arranged in advance. At press time, registration is open and programming will be available throughout the summer. To learn more about the mentioned programming or register for a session in advance, visit online at mpi.mb.ca or email roadsafety(a)mpi.mb.ca *Emma Honeybun is a reporter/photographer for the Free Press Community Review. She graduated RRC Polytech’s creative communications program, with a specialization in journalism, in 2023.*

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WFP Editorial: The latest - Portage and Main (Jul6'23)
by Beth McKechnie 06 Jul '23

06 Jul '23

*The latest: Portage and Main* https://www.winnipegfreepress.com/opinion/editorials/2023/07/06/the-latest-… IT’S not some kind of mythical Gordian Knot, tangled and tightened beyond all hope of being untied. Nor is it a creation of author Franz Kafka: one night, the pedestrian access beneath Portage and Main did not metamorphose into a giant, otherworldly mandible-clacking beetle. But sometimes it seems more than a little bit like both of those things. And the saga continues. In the past few weeks, City Hall has been examining the idea of closing and demolishing the bunker — the stairwell that takes pedestrians (well, brave ones, anyway) down into the concourse beneath the storied Winnipeg intersection. Make no mistake — the bunker, stairs and connection to the underground concourse is stinky, scary and unpleasant. Often a urinal — and sometimes disgustingly more than that — it is in no way a route of choice for those trying to cross at the intersection. Sometimes, though, it’s the only route. The idea being considered is one put forward by the city’s property committee, and approved unanimously, which would include the city paying Richardson Centre Ltd. $1.65 million to remove the staircase as part of a redevelopment, and also put in place an agreement to allow people to use parts of the Richardson Building to access the concourse route underneath the intersection, using more expanded hours than the current hours the building is open. The arrangement doesn’t appear to be establishing or maintaining a public right-of-way: it seems more like a move to develop a commercial arrangement for access through private property. And commercial arrangements have their complications and costs. The proposal approved by the property committee is worded like this: “That authority be delegated to the Chief Administrative Officer to negotiate and approve all future agreements with Richardson Centre Limited with respect to public use and access to the City concourse through Richardson Centre Limited’s property located at 365 and 375 Main Street and such other terms and conditions deemed necessary by the City Solicitor/Director of Legal Services to protect the interests of the City,” the motion says. And generally speaking, things like access, cleaning, additional opening hours and security can end up being commercial costs that have to be borne by users. The question of public access is not lost on committee chairperson Coun. Sherri Rollins: “Most Winnipeggers want to not have to rely on a private-sector access agreement to be able to access their city in a meaningful way.” Another way of looking at it? Like putting lipstick on a pig — or else as yet another hitch and coil in the ever-growing Portage and Main Gordonian Pedestrian Knot. Moving the public through the Richardson Centre property doesn’t actually simplify things: it just throws in a whole new element. Other larger and more complex intersections in larger and busier cities than our own have managed to function without such complications. Without sky gardens. Without years of planning and replanning, consultants’ reports and public input and scary staircases and concrete barricades. A functional downtown needs the ability for a right of way from point A to point B, not just for vehicles, but for living, breathing, walking people. Alexander the Great, by solving the Gordian Knot by cutting it in half with his sword, was prophesied to become the ruler of all Asia. Perhaps endless travails over an intersection would benefit from such a simple and direct approach. Whoever finally unravels meaningful, simple, public pedestrian access through Portage and Main won’t rule all of Asia. But maybe there’s an argument that they could rule all of Winnipeg.

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WFP: Cyclist in hospital, four suspects sought in hit, run (Jul4'23)
by Beth McKechnie 04 Jul '23

04 Jul '23

Cyclist in hospital, four suspects sought in hit, run Reconstructing the scene of a hit-and-run collision that hospitalized a cyclist June 30 is a key aspect of the city police probe into the incident, a spokesman says. The Winnipeg Police Service was called to the reported collision between a cyclist and a vehicle at Isabel Street and Notre Dame Avenue at about 8 p.m. Friday. Patrol officers found the 63-year-old man lying unconscious in the road. He remains in hospital, in critical but stable condition. The vehicle involved left the scene, but was ditched a block west on the 100 block of Juno Street, police said Sunday. Community support officers found the vehicle, a “heavily” damaged grey 2007 Pontiac G6, with no one inside. Witnesses told police four males ran from the sedan. WPS spokesman Const. Claude Chancy said Monday he could not reveal whether the vehicle had been reported or suspected stolen prior to the collision. Chancy added the four suspects who fled the damaged sedan have not yet been located. He said much of the investigation will be focused on rebuilding the collision. “There’s a lot of work insofar as the reconstruction of the accident itself — the rest is just based on sourcing out information, whether it be from witnesses, the involved party and, of course, video surveillance that is available to investigators,” Chancy said. “That’s why we usually ask for public assistance in order to gain that information.” Jeremy Epp, owner of Independent Jewellers, said Monday he knew little of what occurred — noting his business at the northwest corner of Isabel Street and Notre Dame Avenue was closed at the time of the collision and over the weekend. However, “It’s a high-traffic corner,” said Epp. Traffic investigators learned the cyclist had crossed the intersection against a red light when he was hit by the vehicle, throwing him onto the road, police said Sunday. Police are still seeking witnesses who saw the collision or spotted the vehicle around the time of the collision, as well as any surveillance footage, including from homes and dash cameras, captured around that time. Traffic investigators ask anyone with tips to call the division at 204-986-7085 or Crime Stoppers anonymously at 204786-8477. erik.pindera(a)freepress.mb.ca

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

04 Jul '23

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

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

03 Jul '23

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

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

01 Jul '23

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

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

30 Jun '23

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

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

29 Jun '23

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

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

26 Jun '23

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

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

26 Jun '23

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

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