- AT-Network - University of Manitoba Mailing Lists

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

11 Apr '22

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

1 0

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

09 Apr '22

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

1 0

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

08 Apr '22

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

1 0

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

08 Apr '22

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

1 0

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

08 Apr '22

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

1 0

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

08 Apr '22

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

1 0

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

05 Apr '22

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

1 0

Chalmers researchers present framework for safe integration of micromobility into transportation systems - Green Car Congress
by Terry Zdan 04 Apr '22

04 Apr '22

https://www.greencarcongress.com/2022/04/20220404-chalmers.html

1 0

WFP: Four areas eyed for lower speed limits on residential streets (Apr1'22)
by Beth McKechnie 01 Apr '22

01 Apr '22

Four areas eyed for lower speed limits on residential streets https://www.winnipegfreepress.com/local/four-areas-eyed-for-lower-speed-lim… FOUR Winnipeg neighbourhoods have been recommended for a project to assess the effect of reduced speed limits on residential streets. After an extensive debate, city staff pinpointed places where the standard 50 km/h residential speed limit should be reduced. Pending approval by the public works committee, the limit would drop to 30 km/h in two neighbourhoods and 40 km/h in two others. A consultant would decide where each exact limit should apply. The one-year trials are proposed for the Worthington, Richmond West, Tyndall Park South and Bourkevale neighbourhoods, though locations could change depending on feedback from city hall. An advocacy group that has long lobbied the city to reduce the speed on residential streets welcomed the plan. “I think that it’s great that they’re doing trial neighbourhoods instead of trial streets. That way, people in the neighbourhoods can try them out, hopefully feel a little more confident letting their kids walk to school or walk to their friends’ houses, or feel more comfortable themselves getting on their bicycles or walking to the store,” said Ian Walker, the chairman of Safe Speeds Winnipeg. Walker said many folks may at times choose to drive down residential streets because they don’t feel safe walking or cycling. While collisions are typically concentrated on busier roads, the city should aim to prevent the risk entirely, he said. “I think a lot of people actually don’t use the roads because they’re not safe. Rather than taking the bike or walking to the store, people are taking their cars… There’s not a lot of (residential street) collisions but we should be designing our streets so that there aren’t collisions (at all),” said Walker. Many Winnipeggers have publicly pushed council to reduce the city’s default 50 km/h speed limit on residential roads, arguing that would lower the risk of fatal crashes and make it safer for pedestrians and cyclists. However, a petition against lowering the limit to 30 km/h had gathered just under 10,000 signatures by Thursday. Derek Rolstone is one of the Winnipeggers who opposes the change. “I have no interest in driving those slow speeds, that’s ridiculous and I can (see) it being a cash grab by the city,” said Rolstone. “There’s some risk in our society but 50 km/h is the right speed for residential (roads).” He said he isn’t convinced the current speed limit poses a notable safety risk. While the reduced speed trial has been contemplated for several months, the change isn’t imminent. A request for proposals to support the project should be awarded by May but the date of implementation has yet to be determined, said spokesperson Julie Horbal Dooley, in an emailed statement. A city report says the neighbourhoods were selected to include two mature communities and two recently constructed ones, with varied layouts and amenities. The city expects to spend about $400,000 on the pilot project, which council’s public works committee will debate on April 6. Joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

1 1

WFP: City seeks to tweak open-streets blueprint (Apr1'22)
by Beth McKechnie 01 Apr '22

01 Apr '22

Proposed program would reopen 14 routes for cyclists City seeks to tweak open-streets blueprint https://www.winnipegfreepress.com/local/city-seeks-to-tweak-open-streets-bl… WINNIPEG’S 2022 version of “open streets” could look much different, with rules that vary by route — though all will slow down drivers in an effort to welcome cyclists. If city council approves, the proposed “enhanced summer bike route program” will reopen 14 of the 17 routes tested last year, with speed limits reduced to 30 km/h from 50 km/h, from May 1 to Oct. 31. Each route could also have its own additional rules and barricades that apply at yet-to-be determined times throughout July and August, and on weekends during May, June, September and October. During those times, two of the routes (on Wolseley Avenue and Scotia Street) would keep the one-block vehicle travel restriction that aimed to offer more space for active transportation in previous years, while “no thru traffic limits” (which require vehicles to turn right or left) would be placed at some “strategic locations,” a City of Winnipeg staff report notes. (Open streets were renamed enhanced summer bike routes, and restricted to cyclists last year, after the city discovered inviting pedestrians to use them broke traffic laws.) Ian Walker, who relies on cycling as his main mode of transportation, welcomed the speed reduction. “If the road is going to be shared as an active transportation (route with) automobiles… people should be going (closer to) the same speed just so that everybody’s comfortable on it,” said Walker, who also serves as chairman of Safe Speeds Winnipeg, which advocates for slower residential speed limits. He said imposing the slower speed on a 24-7 basis should support more commuting by bike, making it safer to choose green transportation at any hour. “Getting on to a bicycle is a really easy way for a lot of people to (cut their carbon emissions), but people will only get on to a bicycle or use another mode of transportation if they feel comfortable and safe doing it,” said Walker. However, the project also has its critics. Wolseley resident Ray Hignell said he felt perfectly safe cycling in his neighbourhood for many years prior to the COVID-19 pandemic, without such routes in place, leading him to believe the changes aren’t needed. “I’ve ridden a bicycle for a long time and… I never had a problem,” said Hignell, adding he’s concerned the proposed bike routes will lead drivers to seek out alternate routes, which could have several downsides. “You are changing traffic patterns, which changes the value of people’s houses. You are making people drive longer distances, which wastes their time, and… it is causing people to burn extra fuel.” However, the head of council’s public works committee said the city has heard plenty of support for the routes. Coun. Matt Allard expects to support the proposal, which would require full council approval. “In order to be sustainable as a city, economically and environmentally, we need to give people transportation options and safe transportation options. I think any improvement that makes it safe and more pleasant to use a bicycle, as opposed to other modes of transportation, is going in the right direction,” he said. And while 2022 appears set to mark a major shift from one-block vehicle limits to reduced speed limits on most of the cycling routes, Allard said he expects the new rules should be clear for drivers. “At the end of the day, drivers are to observe the traffic regulations on every street… I think through communication, particularly with the signage… it’ll be pretty obvious to drivers what to expect on the streets,” he said. The original “open streets” concept began in 2020, as a way to allow socially distanced outdoor exercise during the pandemic, with the one-block travel restriction intended to ensure more room for cyclists and pedestrians. In an email, city spokeswoman Julie Horbal Dooley said this year’s site specific rule changes reflect public feedback. “We heard that residents living on the routes broadly enjoy having some element of cycling accommodations through their neighbourhood but do not widely support the daily oneblock restrictions on their respective streets. With this in mind, we developed street-specific measures we feel would strike a balance between providing local access and creating a safe and comfortable cycling environment,” said Horbal Dooley. The “individualized approach” also reflects each street’s traffic count, she noted, with more restrictions on busier routes. The proposal also calls to reduce the total number of enhanced bike routes by three this year, eliminating routes on Assiniboine Avenue (since it’s recommended for a separate speed limit-reduction trial project), Rose Lake Court (due to low use) and Wellington Avenue (where a protected bike lane would be preferred), according to a city report. Proposed rule changes can be found at wfp.to/Qzu joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

1 0