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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.

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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.

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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

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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.*

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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

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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

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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

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WFP: Omand Park eyed for river access (Mar30'22)
by Beth McKechnie 30 Mar '22

30 Mar '22

City report considers options as residents pursue outdoor recreation during pandemic Omand Park eyed for river access https://www.winnipegfreepress.com/local/omand-park-sole-site-for-river-acce… A NEW public access point to the Assiniboine River could help Winnipeggers better enjoy the water, though many sites aren’t suited to the purpose, a new report notes. A study of potential pedestrian access points to the Assiniboine explores options along Wolseley Avenue and Palmerston Avenue, between Canora Street and Omand Park. The report by city staff notes more Winnipeggers enjoyed local rivers during the pandemic when other recreation options were at times cut off. “The desire of the public to access the river for both winter and summer activities has been especially evident during the pandemic as a significant number of residents have been pursuing recreational and leisure activities that are available locally and are not impacted by (public health) restrictions,” the report notes. It finds Omand Park at 1430 Portage Ave. to be a viable location for public river access, but it stops short of recommending whether the city should pay for the feature. City officials estimate it would cost between $300,000 and $600,000 to create that access. The head of council’s water and waste committee, which will discuss the report on April 4, said rivers can offer Winnipeggers a different view of their city. “The first time I was… on the river (skating) trail (at The Forks), I was just blown away. You never get this kind of view, (it’s) amazing. It’s like adding a whole different park for four or five months a year,” said Coun. Brian Mayes. The report recommends the city only add access to the river in winter if it also implements a program to regularly monitor ice condition, clear snow and maintain clear safety standards. The report says Omand Park aligns with existing paths and could accommodate a facility that is universally accessible. “It has the greatest visibility from the street to the river and through the whole area. This is a potential deterrent to unwanted activity and possibly a benefit with respect to public safety,” it notes. The report also explored potential access points at: Canora Green at 850 Palmerston Ave.; 2 Arlington St. right-of-way; Aubrey Green at 1020 Palmerston Ave.; William Marshall Park at the Dominion Street right-of-way; 1254-1256 Wolseley Ave. (at Clifton Street); and Greenwood Park at 1270 Wolseley Ave. However, it found those sites aren’t suited to the use, largely due to inadequate space and the potential to damage forests. While Mayes said there is demand to make rivers more accessible, he believes funding a specific access point should be part of a larger budget debate, which could look at entry points close to multiple wards. “I think taking a bigger picture view of it would make more sense,” he said. joyanne.pursaga(a)freepress.mb.ca Twitter: @joyanne_pursaga

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WFP Analysis: Selkirk a model of progressive planning (Mar28'22)
by Beth McKechnie 28 Mar '22

28 Mar '22

Selkirk a model of progressive planning https://www.winnipegfreepress.com/opinion/analysis/selkirk-a-model-of-progr… JUST north of Lower Fort Garry, stretching along the banks of the Red River, is Selkirk. A city with about 10,000 residents, the seventh largest in the province, it has in the past been largely known for its catfish and its steel mill. Today, however, a new image is being crafted. Through several innovative and forward-thinking planning policies, Selkirk is beginning to stake a claim as the most progressive city in Manitoba. About a decade ago, Selkirk started down its path of city-building focused on social, economic and environmental sustainability when a group of dedicated residents and political leaders identified the need for more accessible and inclusive mobility options in their city. After years of hard work, Selkirk became only the fourth city in Manitoba to introduce a public transit system. Operating as a non-profit community organization, Selkirk Transit today provides equitable and sustainable transportation. Since conquering the challenge of public transit, the City of Selkirk has never looked back. In recent years, a long list of strategic plans has been introduced in Selkirk, informing everything from climate adaptation to downtown renewal, recreation and economic growth. Last year, a five-year Active Transportation Strategy was introduced, building on the sustainable mobility that public transit began. The strategy is a comprehensive action plan that will connect neighbourhoods to downtown, recreational facilities, schools, employment and shopping, through walking, biking and accessible transportation like scooters and wheelchairs. As part of this strategy, the city has embarked on the largest street redevelopment in its history, transforming seven blocks of Eveline Street in the downtown. Running along the waterfront, Eveline was Selkirk’s first business street, and at one time featured the first rural streetcar in the West, making the 50-minute journey, five times a day, to Winnipeg. Designed by HTFC Planning & Design, the redevelopment will restore the street’s past prominence by focusing on the pedestrian experience. Intersections will be narrowed, sidewalks widened, benches and lighting will be added, street trees and plantings will line the boulevards, and a shared-use active transportation path will be installed. The redevelopment of Eveline Street will create a natural extension of Manitoba Avenue, which underwent a similar transformation a few years ago. The 2019 redesign of the historic commercial strip returned one-way traffic to two-way, added an off-street bike lane, widened sidewalks and transformed two empty lots into landscaped pocket parks. Together, a redefined Eveline Street and Manitoba Avenue will transform downtown Selkirk into a place for people, attracting new residents, businesses and visitors. Many cities develop great plans, but the true aspirations of a community are found in the lines of its civic budgets, not in the pages of its planning documents. In 2019, the City of Selkirk made a bold move to ensure its planning goals are realized when it purchased 130 hectares of land directly connected to existing neighbourhoods on the west side of the city. Much of the land was a brownfield site, used as a landfill, snow dump and gravel pit, creating a significant opportunity for the city to guide the future direction of its urban growth not only as a regulator, but also as an owner, investor and developer of a major area within the civic boundary. The city recently released the West End Concept Plan, a vision document developed with Winnipeg’s Scatliff + Miller + Murray, that will guide development and growth in this area of Selkirk for the next 50 years. The plan calls for an innovative mixed-use, mixed-income neighbourhood of 5,000 homes that, when built out, will double the city’s current population. The West End plan envisions a pedestrian-oriented development centred on a mixed-use village of higher-density multi-family buildings ranging between four and eight storeys. Commercial ground-floor spaces will line the sidewalk of a neighbourhood high street connecting directly to Manitoba Avenue. Extending out from the mixed-use village will be a network of walkable neighbourhoods of mixed-density housing and small-scale commercial spaces. The development will strive to be modern and innovative by returning to successful development patterns of the past. Tree-lined streets will be laid out in a traditional grid pattern, and new growth will occur as an extension of the existing city streets, instead of typical suburban subdivision islands, replicating the way cities grew in the past, and ensuring connectivity to existing amenities such as schools, shopping and community centres. The compact neighbourhoods will be laced with public green space, promote walkability and active transportation, and be a model for Selkirk’s sustainability and climate adaptation policies. Selkirk may not be grand in size, but it has a grand vision. The city has positioned itself as a leader in sustainable urban development and city-building. The forward-thinking strategic planning being done today, backed by tangible actions supported in annual budgets, will result in a prosperous, livable and equitable city that future generations will fall in love with and proudly call home. *Brent Bellamy is senior design architect for Number Ten Architectural Group.*

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WFP: Clear path to better transit access (Mar25'22)
by Beth McKechnie 25 Mar '22

25 Mar '22

Councillors push for changes to snow clearing policies Clear path to better transit access https://www.winnipegfreepress.com/local/councillors-push-for-changes-to-sno… A WINTER of heavy snows has exposed serious problems with City of Winnipeg sidewalk clearing policies, two of its councillors say. On Thursday, Coun. Cindy Gilroy (Daniel McIntyre) put forward a motion, backed by Coun. Sherri Rollins (Fort Rouge-East Fort Garry), calling for the city to consider a pair of changes while conducting its upcoming review of snow and ice clearing policies. The councillors want low-priority sidewalks near high-frequency transit routes (particularly in their own wards) to be upgraded in priority. They are also asking the city to consider reassuming control over a greater portion of snow clearing services, currently delegated to private contractors. “It’s known (in Daniel McIntyre) we have some of the highest rates of Transit riders in the city… I think when they do the snow and ice clearing review that they need to look at prioritizing areas that have really good Transit lines, because we are looking at getting more people taking Transit,” Gilroy said, making special mention of Portage, Ellice, Wellington and Notre Dame avenues as hot spots in her ward. Gilroy said while streets with a bus route are designated P2 — meaning they are to be cleared to the paved surface within 36 hours of a significant snowfall — when lower-priority streets leading to those routes are uncleared, snow can make Winnipeg Transit difficult to access. Gilroy said she would like to see all sidewalks in her ward upgraded to P2 priority. “In some of the portions of the area… I think we should be cleaning to cement. They are highly used in terms of the business around there and their connection to the different transit routes.” As for bringing more snow clearing services in-house, many times even higher-priority sidewalks were left uncleared or insufficiently cleared, Rollins said. The current system has made it difficult for Winnipeggers to find out who is responsible for a problem and how to fix it, she added. “Oftentimes, councillors and residents alike were told that it was a contractor,” Rollins said. “There were times when the city would even say, ‘Which contractor was it?’ I don’t like that level of accountability.” Joelle Robinson, with the Manitoba League for Persons with Disabilities, said she’s “hugely in favour” of adding more high-priority sidewalks for snow clearing. However, the motion fails to consider other important accessibility issues, she said: “People who have reduced mobility also need to be very much considered and prioritized.” For example, Robinson said, loading zones need to be considered high priority. “We’ve had situations where people have not been able to get to their jobs for three and four weeks because the snow is so bad, and they’re not clearing those spots that Transit Plus would use.” Kyle Owens, president of Functional Transit Winnipeg, said while he was glad to see the motion recognized the importance of Transit to Winnipeg’s plans, it doesn’t go far enough. “The city should invest broadly, so that we have fast, effective sidewalk snow clearing every year,” he said. That would increase Transit accessibility, he said, adding that improved clearing city-wide may also encourage more people to use public transit in lower- frequency areas. Rather than ask for a recommendation or a review, Owens said: “We can reverse service cuts and start funding the (Winnipeg) Transit Master Plan immediately.” fpcity(a)freepress.mb.ca

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