Prepared for: Sara MacArthur, EPC Secratariat and Jeff Browaty, Chair of the Mayor’s Environmental Advisory Committee Jan.17, 2007

An overview of project goals, design criteria and a brief look at how we can make it happen

- Contents -

Background ............................................................................................................... 1

The Threefold Goal .................................................................................................. 2 Design Criteria........................................................................................................... 3 One Green City Map ....................................................................................................

1. Physically separate any proscribed AT route from fast-moving, potentially dangerous motorized vehicles. .................................................................. 2. Take advantage of the opportuntity to integrate any useful exist- ing AT infrastructure, including bike paths, bike lanes and crossings. ........................ 3. Establish routes that connect every residential area of Winnipeg with the most common destinations and reflect current usage patterns. ...................... 4. Encourage everyday long-distance cycle commuting by providing direct routes from outlying residential areas. ............................................................... 5. Utilize existing road infrastructure (pavement / concrete) wherever appropriate and whenever possible. ............................................................................. 6. Use signage both to physically establish the route (assigning route numbers, removing unnecessary stop signs, adding warning signs, painting lines/symbols on the route surface) and to provide information allowing users to choose a safe, practical route (large-scale route maps). .................. 7. Provide many convenient access points ................................................................... 8. Ensure that all routes have a suitable surface type and route design. ....................... 9. Design routes with respect to existing weather and seasonal changes. ...................

How to Find Funding and Make it Happen ............................................................. 9 Recognize Public Support ........................................................................................... Increase AT Funding .................................................................................................... Recognize the Dual Nature of the Bicycle and Increase its Share of Roads Budget .. Hire an Active Transportation Coordinator ................................................................. Capitalize on Partnerships with Residents, Community Organizations and Private Businesses to Increase the Community’s Stake .......................................................... Advertise the Plan ........................................................................................................

Selected Resources and Acknowledgements....................................................12

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- Background -One Green City was started in June 2006 to address a need to expand the possibilities of the City of Winnipeg’s Active Transportation Study (2004) and to incorporate and direct new developments (such as The Bishop Gran-din Greenway, Winsmart and The Marconi Line) to ensure that the long-term goal of a comprehensive route network is achieved.

Creating a comprehensive pathway network requires a multi-faceted approach. Decommissioned rail lines, like the one that is currently making the Marconi trail possible, do not exist in every corner of the city. In most other areas, creative and persistent approaches are necessary. In some cases, a bike lane is the only option, in others, low-volume residential streets may be able to house a multi-use greenway; in yet other areas, partnerships with railway companies can be brokered to make use of ideal stretches of land along active railway lines.

At every step, community consultation, input and support is required to these make projects viable. Support within the community is very strong. This project alone has received input from hundreds of people, from Pub-lic Works officials, user groups and bicycle couriers to interested private citizens. People are becoming increas-ingly aware of the benefits to health, tourism and economic development incurred by improving the quality level of active transportation (AT) infrastructure in our city.

One Green City is a volunteer effort intended to do the job of an Active Transportation coordinator until the time comes when the position is established. From then on, it offers to act as a community resource on further development and as an aid to the new coordinator.

We have a unique opportunity to raise our profile and establish ourselves as leaders in through our commitment to the environment and our level of ingenuity. A quality lifestyle and a vibrant community is something you cre-ate. Healthy living doesn’t just happen. If we act decisively now, Winnipeg has the opportunity to be a leader in Canada and a model for other cities across North America. All it takes is one green city.

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The Threefold Goal -

1. Create a Comprehensive Route ASAP

To, as soon as possible, create a comprehensive, alternative transportation network for everyone in the City of Winnipeg.

2. Maximize Usage

To design all aspects of the resultant network to maximize its use by all members of the community. That means a safe, efficient, high-quality network. Users include the entire spectrum of potential users: from 25 year-old triathletes to wheelchair bound senior citizens, inexperienced adult cyclists and 9-year old skateboarders. 3. Build it Efficiently

To keep implementation costs low by building new routes only in key areas where there is no alternative and by integrating any existing infrastructure wherever possible.

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- Design Criteria - Because of the aforementioned goals, and the realities that exist in terms of existing infrastructure, user demo-graphics, ongoing projects and current barriers to usage, we have outlined certain design criteria which are be-ing used to create the cumulative map below. The text in parantheses after each heading refers to the goals that each criterion is meant to address.

-3-To view a larger version of map in PDF format, double click here.

1. Physically separate any proscribed AT route from fast-moving, potentially dangerous motorized ve-hicles. (Goal 2)

To include and promote usage by the bulk of potential users, safety is the first issue that must be ad-dressed. Pedestrians have the benefit of an abundance of sidewalks. However, the majority of prospective but unwilling cyclists, who understand the advantages to their health and well-being and yet do not cycle, are doing so out of fear (see A.T. Study). Their fears are not unfounded.

There have been 2 bicycle fatalities in each of the last two years, along with about 260-270 bicycle accidents involving injuries. While those amounts pale in comparison to yearly car accident statistics, there is no reason why that number could not be reduced to near zero. The World Health Organization states that “Cycling in the absence of motorized vehicles is approximately 400 times safer than driving in the absence of cyclists”. Yet, in Manitoba’s urban areas, bicycle/car collisions represent about 6% of fatal vehicle accidents.

A fact obvious to most people, cyclists have much to gain from the separation of their traveling route from that of 1000 lb.+ vehicles that travel at 2-4 times their speed. While many current users do use the current infra-structure safely, the lack of an alternative does not address the needs of the majority of interested members of society who fear for their safety. Motorist stand to gain as well. When slower cycling traffic is encouraged to travel separately, there are obvious gains in efficiency for faster moving motor vehicles. Also, if more people are induced to use a bicycle or walk to reach their favorite destination, pressure on increasingly clogged driving arteries can be visibly reduced. The city of Winnipeg’s Civic Environmental Committee 2002 survey found that 74% of citizens polled are willing to reduce their motorized transportation by walking or cycling more. Note that cyclists will continue to use public roads, as not every destination, including one’s home, will necessarily fall on an AT route. Furthermore, they are considered traffic by the Highway Traffic Act and will continue to have the right to do so.

2. Take advantage of the opportuntity to integrate any useful existing AT infrastructure, including bike paths, bike lanes and crossings. (Goal 1 and 3)

There are many existing trails and paths that can be integrated into a new comprehensive network. In many cases, once comprehensive connections are made, signage on the existing trail sections is enough to inte-grate them. In other instances, existing paths could use upgrades in terms of surface quality and width, and these can be adressed on a case by case basis.

3. Establish routes that connect every residential area of Winnipeg with the most common destinations and reflect current usage patterns. (Goal 2) These destinations include: -downtown and the Forks -major shopping centres / grocery stores and commercial areas -community recreational facilities (arenas, curling rinks, baseball diamonds, skateboard parks, etc..) -community centres -elementary, secondary schools and post-secondary schools -municipal parks -entertainment centres (movie theatres, restaurant districts, concert halls, etc...)

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4. Encourage everyday long-distance cycle commuting by providing direct routes from residential areas to commercial districts. (Goal 2)

The speed and convenience of the bicycle make it the best long-distance commuting alternative to the motor vehicle. Many of our outlying suburbs have been designed so that the slower forms of Active Transporta-tion, such as walking or rollerblading, are not feasible alternatives. To fight increased traffic congestion and re-duce fossil-fuel dependence following decades of suburban development, increasing the convenience and safety of bicycle travel is our best bet for providing a realistic solution.

The new Marconi line, built to the highest standards, will be a demonstration of the power of the bi-cycle. A cyclist living near the perimeter, heretofore unwilling to use Raleigh, Henderson, Brazier or the Louise Bridge, etc... will soon be able to make a safe 7Km+ trip to downtown in less than 20 minutes. That is as fast as the equivalent trip by car. The trip is even faster by bicycle when mitigating factors specific to the automobile, such as rush hour and parking, are considered.

5. Utilize existing road infrastructure (pavement / concrete) wherever appropriate and whenever possible. (Goal 1 and 3)

This approach is most plausible in the inner-city, and other older areas of the city where main thoroughfares have many potential routes running parallel. Residents on these calmer residential streets have often expressed an interest in traffic calming measures due to the tendency of motorists to use their street rather than a thorough-fare nearby during peak periods. In these cases, community support is high for any measures that will decrease traffic and increase property value through the creation of convenient access points to active transportation routes.

There are many options available to planners who want to use the abundance of existing road infrastructure to facilitate AT use; 3 much talked-about choices are outlined here:

painted bike lanes:

Throughout most of the city, sidewalks provide adequate space for those who choose to walk. Cycling infra-structure, on the other hand, needs to be improved, again, to encourage the participation of the least experienced members of society. Note that the fastest, cheapest and easiest way to increase cycling infrastructure is to add painted bike lanes to existing thoroughfares.

However, there is much debate, within the cycling community, as to the benefits of this improvement. Studies show that the benefit of added safety is mostly perceived. That is, statistically, bike lanes do not cause a percentage decrease in accidents, rather they induce a “false sense of security” which thereby convinces more people to become cyclists. While some new people are induced to cycle, there is no decrease in the amount of danger involved. Note that winter is a reality in Winnipeg. If we are to encourage winter cycling, we must real-ize that painted bike lines are entirely ineffective under a blanket of snow.

Also, painted bike lanes aren’t wide enough to incorporate shared-use with small-wheeled transportation (roller-blades and skateboards), nor does it help those in wheelchairs.

physically separated bike lanes:

A bike lane that is separated by a physical barrier such as a fence or curb is much safer. However, there are still concerns as to the type of physical barrier. Connectivity and multiple access points become problematic.If

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expensive, they may contravene Goal #3. If barely noticeable, such as a concrete curb, it may be hazardous to vehicles in winter once snow accumulates and the lane perimeters are blurred.

on-road mutlti-use pathways with traffic calming:

This is the best option. Physically separated or not, if an entire lane can be converted into a multi-use pathway, even young cyclists will feel comfortable. There will be room for people with strollers, bicycle trailers, wheel chairs, skateboarders and rollerbladers to co-exist. Vehicle speed limits for those motorists traveling in the ve-hicle lane should be reduced, according to the same logic currently used for school zones.

In order to avoid disrupting an over-burdened traffic system, this approach works best on under-used, redundant secondary streets in residential areas of the inner-city, North End, West end and River Heights. There are many obvious concerns with this approach such as what to do about parking, whether or not a street can become one-way, installing crossings etc... Note that some physical factors that positively affect this choice are the omni-presence in target areas of back lanes which provide everyday parking and access alternatives. There is also an economic incentive. Traffic calming and access to recreational facilites encourage healthy communities, and importantly, increase property value.

Newer sub-divisions were designed to concentrate car-travel as much as possible on main routes, while discour-aging long-distance travel on residential streets. These cases genrally require other approaches, such as rail line acquisition / land-sharing and converting key sidewalks to multi-use pathways. Examples in our city are the Marconi Line, Winsmart and Bishop Grandin Greenway developments.

Any change to the status quo is always contentious. That is why it is doubly important that the community take the initative on these approaches. They can be encouraged to participate simply by implementing and advertis-ing the construction of a high-quality route network wherever possible, thereby showing the benefits of added connectivity. If local residents wish to participate in the broader network, the mechanisms (petitions, commu-nity consultations) are already in place to allow Public Works to act on their behalf.

6. Use signage both to physically establish the route (assigning route numbers, removing unnecessary stop signs, adding warning signs, painting lines/symbols on the route surface) and to provide information al-lowing users to choose a safe, practical route (large-scale route maps). (Goal 1, 2 and 3)

This approach offers the most in terms of cost-benefit. In areas where the infrastructure exists, signage is a very inexpensive way of creating an official route. Note that the routes that currently exist suffer from a lack of awareness in the public, and have recently been given a large signage budget from the provincial government in an attempt to correct the situation.

Note that this approach must be intensive, if it is to have impact. That is, signage must come from a deep un-derstanding of user’s needs and be part of a comprehensive strategy to work. For example, many so-called bike-routes in the city are little more than staggered signs along high-traffic driving routes. The signs make no impact on the actual quality of the route. Examples of this problem can be seen around the Louise bridge, or on Wellington Crescent between Maryland and Osborne. These areas are signed bike routes that offer no physical safety improvements, with heavy traffic-volume especially at peak periods. Some benefit is derived from the signs in the form of increased driver awareness of a cyclist’s presence, but it is not enough to allow children or novice cyclists to participate.

Cycling and walking can compete with driving as a viable transportation alternative if the infrastructure is designed to expediate their travel. Billions of dollars have been spent in the last 50-60 years to coordinate signal

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lights, create on/off-ramps, build roads etc. . . to expediate the movement of the automobile. This is often done to the detriment of pedestrian and cycling travel.

7. Provide many convenient access points to anticipate junctions with safe informal routes (Goal 2).

It will be crucial to anticipate common points of access to ensure that people will know how to get to the formal network safely and easily. For a transportation network of this type, the popular access points are less obvious than on an average road project. Pedestrians and cyclists are more likely to use informal trails and low volume streets coming from schools, community centres, shopping centres etc... Pedestrians and, especially, novice cyclists are not nearly as keen on using the existing major streets and their safety will be assured if they are not expected to join the trail at these points.

8. Ensure that all routes have a suitable surface type and route design. (Goal 2)

Community consultation has identified the need to address two main groups whose needs differ and who stand to make AT very popular. They are:

1. Pedestrians and joggers, who enjoy the calm and simplicity of traveling on foot.

2. Relatively fast moving commuters and recreational users who would like to see routes streamlined as much as possible to reflect the benefits of their chosen form of transportation. These users require a smooth, well-maintained traveling surface and include mainly cyclists but also those on rollerblades, on skateboards and in wheelchairs.

Any route that is to be shared amongst these two groups of users must be wide enough to accomodate two cy-clists traveling in opposite directions without discouraging use by pedestrians, joggers, parents pushing stroll-ers, etc.. For multi-use pathways, a standard width of 12’ is ideal. This conclusion was arrived at in consultation with the Winnipeg Trails Association, and draws on their extensive experience. An example was given of the new Cloutier drive trail, a 9’ wide recent addition to the trail system deemed inadequate because it is experienc-ing heavier than expected usage.

Under almost all circumstances, asphalt is the ideal surface type. The reasons are manifold but include: ease of maintenance, comfort and speed of travel and discouraging the accumulation of mud and debris.

To become part of the network, some exisitng sections of recreational trail will require an upgrade similar to the Winsmart project that is currently underway. Many recreational trails are best left as is. The benefit, however, of integrating key areas on these routes is that they already exist as reference points in the minds of current users and are, in many cases, located in areas with beautiful views and existing amenties.

9. Design routes with respect to existing weather and seasonal changes. (Goal 2)

It is important to implement routes that resist the accumulation of debris and snow and that aren’t susceptible to flooding in order to take full advantage of the possibility of four-season use. By law, bicycles are currently expected to ride on the road “as close the curb as practicable”. A properly designed AT network won’t require users to use infrastructure that is prone to the accumulation of debris and dangerous obstacles.

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-Flooding-

Much of the city’s recreational trail network currently follows the riverbanks. Aside from the disadvatange of having a meandering route, some of the trail sections also suffer from seasonal flooding. For those who do not cycle in the winter, spring represents the start of the cycling season. If a route is impassable due to flooding and there is no safe alternative, it will discourage a significant percentage of prospective users.

Multi-use trails must be designed so that, even if the ideal route is flooded, there is an alternative available until water levels recede.

-Debris and snow -

As is especially apparent in the spring, current conditions favour the accumulation of debris in the area of the road that a cyclist is expected to use. Designing a phyical separation would allow for safer travel and less re-pairs.

-Winter and Active Transportation -

While some may begrudge it from time to time, most Winnipeggers are proud of our status as a winter city. We are proud of our ability not only to cope with the winter, but to enjoy it.

Those who cycle enjoy the sense of accomplishment one feels upon reaching one’s destination. There is the peace and tranquility of cycling on a cold winter’s day. All will attest to the fact that, despite appearances to the contrary, winter cycling is very comfortable and rewarding. While it takes skill and fitness, the only thing users of any ability need is a sufficiently safe, direct and well-maintained route.

Winter cycling is currently a fringe activity, largely because it suffers from two drawbacks that can be erased by proper infrastructure design: A. There is a threshold effect, whereby a recreational cyclist assumes that cycling in the winter is uncomfortable and therefore never tries it. This can be overcome once more people begin to use and love traveling with their bike on a regular basis. Once habits are established and winter arrives, people will be more loathe to give it up. With education and the support of adequate infrastructure, they may be willing to give winter cycling a try.

B. The presence of vehicles makes it more dangerous to cycle in the winter. Separating bicycle traffic will go a long way toward removing this barrier. Winter cyclists note that, while traction is worse, falling is less danger-ous. A nation full of hockey players can attest to the fact that, as long as there are no other factors involved, falling while traveling at speed on ice or snow rarely yields a significant injury.

-Wheelchairs -

In winter, those of us who are in wheelchairs are often literally confined to our homes, due to inadequate condi-tions caused by narrow sidewalks prone to excessive accumulation of snow. A well-maintained AT route can be an enormous help. Pedestrians too will benefit, as many winter cyclists, out of concern for their safety, illegally use sidewalks as an alternative. This is especially frequent in high traffic areas such as the Osborne bridge, or the Jubilee underpass on Pembina.

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- How to Find Funding and Make it Happen -- Recognize Public Support -

Manitobans, for the most part, are already uncomfortable with the concept of using private funds to pay for public roads, highways and bridges. Since a comprehensive, well-maintained network of roads and highways is necessary for the economic growth, well-being and prosperity of everyone, they feel that it is the government’s responsibility to use public funds to develop and maintain that network.

Public consultation revealed that cycling/pedestrian infrastructure should be treated with the same, if not higher, level of priority as infrastructure for motorized vehicles. The benefits of a high quality motorized transportation network (such as added economic growth, connectivity, ease of transportation) are also seen in pedestrian/cy-cling infrastructure. Furthermore, the latter is sustainable, healthy, tourist-friendly, interesting and fun. Again, if barriers such as safety concerns and route disconnection are removed, “74% of citizens are willing to reduce their motorized transportation by walking or cycling more” (Winnipeg’s AT Study).

There are many who see an AT network as a long overdue and necessary infrastructure improvement for those who place a priority on environmentally sustainable transportation. If the city of Winnipeg is to send a message that it supports ecologically sustainable route building, it must be equally as supportive, not only in its policies and objectives, but also by providing adequate funds in its budgets.

With all of the concern about climate change, the willpower and the funds are there to help make this happen. Sources of funding can be supplemented by the federal and provincial governments. Since AT infrastructure has benefits which cover the entire spectrum of government responsibilty, money can be found from many depart-ment grants, programs and budgets: tourism, health, conservation, heritage, public works, recreation, etc...

Winnipeggers are always keen to bring reknown and energy to our city. A beautiful, well-planned city with plenty of amenties attracts tourism and brings wealth. A perfect example is the project to extend the new Mar-coni development to Bird’s Hill Park. Many people’s eyes widen and they smile in agreement when they hear the idea. If we act now, and provide the funding necessary for this project and others in order to create a truly comprehensive network, it will likely receive national publicity. In the long run, any money spent now will be recouped by increased tourism dollars.

- Increase AT Budget -

The newest budget has recognized that an AT funding deficit has had a negative impact on our city. As a result, budgets for recreational pathways was increased by nearly 600%. However, there is still a lack of understanding as to the dual nature of the bicycle. It is both a recreational vehicle and a commuter vehicle and deserves to be funded as such.

- Recognize the Dual Nature of the Bicycle and Increase its Share of Roads Budget-

The bicycle is recognized as “traffic” under the Highway Trafiic Act and subject to its laws. In the past, this has not translated adequately into money spent on cycling infrastructure. As noted above, the bulk of cycling-spe-cific infrastructure is funded from miniscule recreational trail budgets.

However, there has been increasing awareness of the need to integrate AT infrastructure into any new road de-velopment. Sometimes, this is reflected in actual policy and provisions are made, within the budgets of general Public Works infrastructure projects, to include cycling infrastructure. Examples include the new Sterling Lyon Parkway and the fact that a multi-use trail was built at the same time as the road, with gains in cost efficiency as

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a result.

Unfortunately, without a formal policy on the matter, some projects lack input from affected user groups and waste valuable opportunities. An excellent example is the rehabilitation work that was recently completed on the Maryland and Sherbrooke bridges. The sidewalks and driving lanes were completely redesigned and recon-structed. This is a very heavily used AT route, but no multi-use pathway was installed - not even a bike lane. This oversight discourages students of St.Mary’s Academy or Kelvin High School from using their bicycle to commute, and forces them to use public transportation or be dropped off by their parents. It also affects down-town commuters and 1000s of users who could have benefited from convenient, safe access across the Assini-boine River to the bike path created by Sunday street closures on Wellington Crescent.

The dual nature of the bicycle must be recognized, allowing costs for AT routes to be shared by general infra-structure and recreational trail budgets. The new Marconi Line is an excellent example of a project that should be funded by both sectors. As a direct line from the perimeter to downtown connecting hundreds of the area’s recreational facilities, schools and commercial business, it has great potential both for recreation and for com-muting. With the intended closure/partial-closure of the Diraeli Bridge from 2007-2009, Marconi represents a tremendous opportunity to alleviate some traffic pressure by promoting the use of the new trail. It is important to note that, to be done properly and if funded only by the recreational trails budget, the Marconi Project would use almost the entire recreational trails budget for 2007.

Currently, approximately 3% of daily commuters travel by bicycle. At the very least, the budget for commuter cycling infrastructure should be increased to that level. The bicycle is a perfect blend of function and recre-ation, instead of being lauded for these qualities, more often than not, it falls throught the cracks as a result.

- Hire an Active Transportation Coordinator -

As recommended in the AT Study, one of the most important considerations is the hiring of a city staff member whose job it is to oversee these developments. AT budgets have received a boost, but there is no one tasked with the job of deciding how best to spend the money.

She/he will need to establish priorities; areas where the most impact can be made with existing budgets. A coordinator is required, not only to oversee ongoing projects, but also to direct and encourage the develop-ment of new intiatives. Along with practical route-building, planning and organization, she/he would be respon-sible for educating the public, promoting its use and creating valuable long-term partnerships.

Note that, while there are staff members for recreational trail development, currently there is no one to deal specifically with Active Transportation. A coordinator is needed to identify and implement key policy changes so that AT concerns become systematic - not an afterthought.

- Capitalize on Partnerships with Residents, Community Organizations and Private Businesses to In-crease the Community’s Stake-

Everyone is behind this project. This is not an overstatement. In the years when AT was a lower priority in government budgets, support was so high that multi-million dollar projects were built with a large percentage of private donations. That willingness to contribute, with time, energy and money, is still there.

Many current users, including cyclists and pedestrians, have expressed a desire to volunteer to build pathways. A local paving company owner is so impressed with the idea that he even expressed willingness to allow vol-unteer labourers to help install asphalt. Most people, however, feel that the government can and should do this type work. They feel that, considering the relatively low cost of AT infrastructure, the level of organization and

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expertise necessary and the amount of money available for infrastructure in general, it is simply much more ef-ficient to have the government understand the situation and take the lead. Also, from a logistical standpoint, us-ing volunteer labour is a complicated approach. If nothing else, it speaks to the level of commitment and energy the citizens of Winnipeg have shown.

While citizens are uncomfortable with having to raise funds to build public infrastructure, they have expressed the willingness to contribute heavily to amenities and services which might help improve the benefit of a trail as a tourist attraction and to improve the user experience. These sponsored amenities include benches, gardens, washrooms, bicycle racks, sunshades, signs, public art, etc...

The Winnipeg Foundation, The Winnipeg Arts Council, The United Way, The Heart and Stroke Foundation, Disabilities Networks, Community Places, etc.. -- the list of potential partners, many of whom have experi-ence working with trail development in the past, is endless. Community centres and schools are also excellent outreach partners. Their help will be needed for holding public consultations. Since they represent high concen-trations of the users who stand to benefit the most, they are also excellent places to advertise new developments and to develop support for community initiatives.

There is also the opportunity to involve businesses in the creation of spurs allowing convenient access for users who wish to use their services. The precedent is already set. City government requires financial input whenever special public infrastructure projects, such as new water mains, sewer connections and turning lanes, are needed by a private business. It makes good business sense to court potential customers by providing them with quick and easy access. For example, studies have shown that consumers who arrive at commercial districts on foot, as opposed to other forms of transportation, spend more on average. This approach will be especially valuable on new developments, like Marconi or Bishop Grandin, where government funds and constructs the main route, giving businesses the opportunity to contribute to off-shoots on the path that bring consumers to their door.

Corporate partners will also facilitate some crucial obstacles to development like land easement. CP Rail, CN and Manitoba Hydro, for instance, currently own long, narrow stretches of property that, with development, can make ideal AT routes. Their particpation has already been brokered by developments like Marconi, Bishop G.G. and Winsmart. With their continued cooperation, we can make great progress and help make, for the city of Winnipeg, something very special.

- Advertise the Plan -

People have a difficulty understanding and rallying around vague ideas and hopes. They need a visual, physical representation of the plan. Without a plan, a network like this is impossible to create. The Active Transportation Study’s Proposed Facilities Map suffers from a lack of visual coherence and an inability to change with time. The Marconi development has created a great deal of interest and approval because it easy to grasp and obvi-ously beneficial. One Green City’s purpose is begin updating and redesigning the AT Study’s maps to make sure the general public understands the value of a comprehensive route network and is able to give input.

The true key to a network of routes is connectivity; AT routes, like streets, cannot end abruptly or people won’t use them. In the same way, community initiatives have trouble retaining momentum if they are unaware of be-ing part of a larger plan. Like miners digging a tunnel from two ssides of a mountain, communication is very important to be sure we are working towards each other. To ensure a smooth transition, with open and transpar-ent proceedings, many of the suggested routes must be community initiatives. Luckily, there are alternatives to the suggested routes; changes can and will be made with further investigation and community input.

Give the community a chance to make a difference for themselves and their city and they will respond.

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Selected Resourcesdouble click to view PDF:

City of Winnipeg’s Active Transportation Study (2004)

Bishop Grandin Greenway Expansion East-West

The Marconi Line Project - River East Nighbourhood Network - Trail Committee

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AcknowledgementsLayout, text and digital images by Anders Swanson.

Photos provided by Janice Lukes of WTA and Don English of Bike to the Future.

One Green City would like to give special thanks to the members of River East Neighbourhood Network’s Trail Committee, the customers, mechanics and couriers of Natural Cycle, Bike to the Future, Janice Lukes at The Winnipeg Trails Association, Atlis Geomatics, Tim Hunt, Kevin Nixon and the concerned citizens of the city of Winnipeg.

Without your input and support, none of this would have been possible.