Downtown Bike Routes

Winnipeg’s Pedestrian and Cycling Strategies

The Pedestrian and Cycling Strategies (PCS) outline the long-term vision for walking and cycling infrastructure. The strategies aim to create infrastructure for people of all ages and abilities that is:

• Accessible
• Convenient
• Safe

The PCS also assist in setting priorities for active transportation projects. The strategies are being updated as part of Transportation Master Plan: 2050.

Designing Downtown bike routes

Designing bike routes for Downtown requires trade-offs. These trade-offs involve balancing the needs of all road users, as well as businesses and other stakeholders. We must consider some design factors that set Downtown apart from other areas. These include: 

• Limited road space
• High traffic volumes
• Transit
• One-way streets
• Demand for on-street parking and loading

Downtown bike routes study area

The following routes have been identified to improve connectivity to, from, and within the Downtown:

• St. Mary Avenue and York Avenue
• Notre Dame Avenue and Cumberland Avenue
• William Stephenson Way
• Graham Avenue (see Re-imagining Graham Avenue theme)

These bike routes are being studied as part of CentrePlan 2050. 

 St. Mary Avenue and York Avenue

We considered two options for protected bike lanes on St. Mary Avenue and York Avenue:

• One-way protected bike lanes on St. Mary Avenue and York Avenue
• Two-way protected bike lane on York Avenue

Both options would start at Colony Street on the west (connecting to the existing protected bike lanes on St. Mary Avenue) and end at Garry Street (connecting to the existing protected bike lanes on Garry Street). The study area for this route originally continued to Main Street. A future connection across Main Street will be studied as part of the Rapid Transit (Downtown Corridors) Preliminary Design study.

Recommendation

We are recommending one-way protected bike lanes on both St. Mary Avenue and York Avenue. This is based on the evaluation criteria and feedback from stakeholders and the public during Phase 2 engagement.

Recommendation overview - One-way protected bike lanes on both St. Mary Avenue and York Avenue Cycling comfort 

• Stakeholders and the public told us they are more comfortable biking in the same direction as traffic.
• One-way bike lane follows the direction of traffic, which is more comfortable for cyclists and drivers.

Conflicts

• Crossing one-way bike lanes is typically easier for all users than crossing two-way bike lanes. Drivers, pedestrians, and other cyclists only have to scan one direction of bike traffic before determining whether it is safe to cross the bike lane. With two-way bike lanes, they must watch for bike traffic coming from two directions. 

Connectivity and proximity

• Bike access is provided to destinations on and around both St. Mary Avenue and York Avenue.

Traffic operations

• One-way protected bike lanes have fewer impacts on the way traffic flows. For example, traffic signal timing is simpler than with two-way bike lanes. 

Notre Dame Avenue and Cumberland Avenue

We consideried two options for protected bike lanes on Notre Dame Avenue and Cumberland Avenue (between Sherbrook Street and Hargrave Street):

• Two-way protected bike lane on the south side of Cumberland Avenue
• Two-way protected bike lane on the north side of Cumberland Avenue

Both options include a two-way protected bike lane on the north side of Notre Dame Avenue between Carlton Street and Adelaide Street. 

Recommendation

We are recommending a two-way protected bike lane on the north side on Cumberland Avenue and a two-way protected bike lane on the north side of Notre Dame Avenue. This is based on the evaluation criteria and feedback from stakeholders and the public during Phase 2 engagement.

Recommendation overview - Two-way protected bike lane (north side) on Notre Dame Avenue / Two-way protected bike lane (north side) on Cumberland Avenue

 Cycling comfort

• Two-way bike lanes provide an opportunity for passing.
• Avoids bus stops and slip lanes.

Conflicts

• Less intersections, lanes, and driveways.
• Bike lane is located on the opposite side of the street as bus stops. This removes conflicts between bikes and bus passengers.

Cost

• Relatively lower cost to build due to less right turn channels and Transit integration requirements.

William Stephenson Way

Designs are complete to widen several sidewalks along William Stephenson Way and Waterfront Drive to become multi-use pathways. There is no timeline for the construction of the multi-use pathways. Funding must first be allocated from the Pedestrian and Cycling Program.

The intersection of William Stephenson Way and Waterfront Drive requires further study to address traffic concerns identified in this study. 

Graham Avenue

We are looking at cycling on Graham Avenue as part of the re-design of Graham Avenue.