Compilation of Letters to City of Winnipeg

Below is a compilation of letters sent to the City of Winnipeg Police or City of Winnipeg Public Works

regarding inadequate traffic infrastructure. None of the letters have ever been responded to by the city and

very few changes have occurred. Below is a list of letters by date and topic.

Aug 8, 2011 - Request to Public Works to Dual Sign Playground Zone Signing

Aug 8, 2011 - Request to Public Works to Fix Speed Reduction Signs on Main Street Sept 4, 2011 - Request to Police For Better Speed Reduction Signs

Jan 5, 2012 - Request to Public Works to Replace Missing Speed Limit Signs

Jan 6, 2012 - Request to Public Works to Fix Speed Reduction Signs on Grant Mar 1, 2012 - Request to Police For Better Speed Signing on Bishop Grandin

Mar 18, 2012 - Request to Public Works for No Left Turn Signs at Ellice and Empress May 28, 2012 - Request to Public Works for Meeting Regarding School Zone Signs

August 8, 2011

Luis Escobar-Mgr of Transportation

101-1155 Pacific Ave

Winnipeg, Man

R3C 3P1

Dear Sir,

RE: WC3 PLAYGROUND ZONE SIGNS

Throughout the city of Winnipeg there are many inconsistencies regarding sign use. One issue in particular

that I wish to address is the selective practice of dual signing playground zone signs. Dual signing is the

practice of placing a primary sign on the right and an auxiliary sign on the median of a divided roadway directly

across the road from the primary sign. This practice greatly increases sign visibility and especially aids drivers

of vehicles in the median lane that might have their view to the right obstructed by a larger vehicle in the curb

lane.

There are a large number of locations throughout the city where playground zone signs are dual signed. The

locations that I wish to address in this letter are Moray, Henderson Hwy and Burrows Ave where dual signing is

not used. The specific sign locations are: Moray SB north of Bruce, Moray NB north of Lodge, Burrows WB

west of McGregor, Burrows EB west of McKenzie and Henderson SB south of Roosevelt. All of these

locations utilize a single sign on the right and all permit street parking which further obstructs the view of

signs.

Multiple locations around the city do utilize dual signing for playground zones such as the zones on Inkster

west of McPhillips, Grant near Renfrew and Notre Dame near Maryland.

School zone WC1 signs are much the same as playground because they inform vehicles of the possible

presence of children on or near the road. The presence of dual signed school zone WC1 signs would lessen

the need to dual sign the playground zone WC3 signs. Despite this fact, many WC3 signs are dual signed

within an already signed school zone. The locations on Henderson and Moray are not within school zones

which means the full responsibility of informing vehicles of the children’s presence lies on the WC3

playground zone sign. For that reason and because Moray and Henderson are major roadways, they should

have been a higher priority for dual signing over locations such as John Forsythe near Dakota which is a non-

arterial roadway and within an already signed school zone.

For the sake of safety and for fairness in informing motorists of the use of photo enforcement on these

roadways, I ask the City of Winnipeg to please add auxiliary signs on the medians at the five locations listed at

the beginning of this letter.

Please find attached pictures showing the use and non-use of dual signing these WC3 playground zone signs. I

look forward to your response. I can be reached at 801-9239 or by the address provided.

Sincerely,

Chris Sweryda

WC3 Playground Zone Sign Pictures

Playground sign on right side only on Moray SB approaching Bruce. This road is arterial and allows parking along this section. There is also no school zone signing here which means only the playground zone sign is present to inform traffic of the presence of children.

Dual signed playground zone sign after school zone signs on John Forsythe EB approaching Dakota. This is a non arterial road that doesn’t allow parking along this stretch.

Closer view of dual signed playground zone signs on John Forsythe EB approaching Dakota after the dual signed school zone signs.

August 8, 2011

Luis Escobar-Mgr of Transportation

101-1155 Pacific Ave

Winnipeg, Man

R3C 3P1

Dear Sir,

RE: MAIN STREET SPEED REDUCTION

I wish to address to you, concern I have over one particular speed reduction. The signs at Main Street NB and

Assiniboine for the speed limit change from 60-50 are extremely inadequate for the geography of that road.

The RB1 50 sign measures higher then the MUTCD guidelines allow, is minimum sized (60x75cm) and on the

right side only for four lanes of through traffic.

The intersection camera after this reduction on Main NB at Logan is the City’s most profitable and I see this

speed reduction signing as a possible reason why. The Canadian signing manual (MUTCD) indicates that if

sufficient evidence exists to indicate motorists are not seeing the primary sign on the right, then a secondary

sign may be considered for the median. It is my belief that the thousands of tickets issued annually from this

camera is sufficient evidence that motorists are not seeing the primary sign.

The city of Winnipeg appears to be very well aware of the need for dual signing as evidenced by this practice

being constantly utilized for other signs throughout the city for as few as one lane of traffic and even the City’s

policy which states school zone (WC1) signs shall be dual signed. Everyday logic indicates that if you feel the

need exists to dual sign for as few as one lane of traffic, then for four lanes, there shouldn’t even be a question.

Throughout Canada, dual signed speed signs can be found in many metropolitan areas such as Edmonton,

Calgary and Saskatoon which also dual signs speed increases. Not one speed reduction throughout Winnipeg is

dual signed despite the prominence of much less important signs such as truck route signs being dual signed.

One of the many examples are the dual signed curve ahead signs right in front of the single signed 50 posting

for the reduction from 70 on Keneston SB at Carpathia. Due to the rule of “Slower Traffic Keep Right”, since

larger vehicles are often the slower moving vehicles, they are most often found in the shoulder lane(s) with the

faster moving traffic in the median lane(s). This means that the traffic that most needs to see the speed

reduction is often in the median lane and has their view blocked by the larger slower moving vehicles in the

curb lane further extending the need to dual sign a speed reduction.

Another issue present here is that of sign dimensions. This location along with every other speed limit posting

uses the minimum dimensions (60x75cm) despite the City’s practice of using oversized (above minimum

dimensions) for many other applications such as no stopping or even curve ahead. The Dept of Highways

(MIT) uses 90x120cm speed limits signs for all divided roadways such as Main Street and in many cases, dual

signs the reductions.

After this speed reduction, there are no more speed postings throughout the downtown area leading up to the

camera. Although the city is a 50 unless otherwise posted area, selective signs are still necessary to inform of

the speed in areas where the road may appear to be part of a higher speed area. Main Street is an arterial road

and a divided truck route. With Disraeli being a 60 zone found in the close vicinity, this can further lead to

confusion over the speed limit. The city has already placed selective signs on many roads such as Logan,

Springfield, Jubilee, Concordia, Molson, University Crescent… Even SB Main has a selective 50 sign placed at

Flora after the reduction from 60 at Manitoba but NB Main does not have this second sign.

Speed limit signs are one of the most important signs found on the road. A very large amount of

infrastructure on the road is based on the speed. For example, school crosswalks are not placed in speed zones

above 50 and pedestrian crossing (WC2) signs are placed approaching all crosswalks with speeds greater then

50. Pedestrian crossings are not placed at all in 80 zones. The presence of protected only left turns and traffic

light coordination is also dependent on the speed limit as well as the activation timing for the WB5 advance

warning flashers used to indicate a traffic light ahead is about to change to amber. The use or non-use of

curve ahead signs and the recommended speed tabs are fully dependent on the speed limit. School zone signs

in 50 zones are 60x60cm and 75x75cm in 60 or higher zones.

With so much infrastructure and safety being dependent on the speed limit, proper speed limit signing should

be the basics of signing any road and especially at a speed reduction. The greatest amount of infrastructure

difference is between 50 and higher speeds which means a reduction to 50 must be signed in the best possible

way.

For the above reasons, I ask the City of Winnipeg to please lower the RB1 50 sign on NB Main at Assiniboine

to between 2-3m as per the MUTCD guidelines, add a second RB1 50 and RB5 (50 ahead) sign on the median

and to use oversized signs. I also ask for additional RB1 50 postings to be placed on Main NB north of

Broadway, north of York, north of Portage and north of the Disraeli Freeway to further reinforce the speed

limit through this area.

Please find attached pictures of various signs found around the city of Winnipeg that might further help aid

you in making your final decision regarding this specific location. I look forward to any response you may be

able to give me regarding this matter. I can be reached by the address below or by phone at 801-9239 or e-mail

at csweryda@hotmail.com. Thank you for your time.

Sincerely,

Chris Sweryda

Signing Pictures

Main Street NB from Assiniboine with speed sign on right side only for four lanes of through traffic.

Top of cross-bar indicates 3m maximum height allowed in MUTCD. The 60 sign before the reduction is at perfect height, but the 50 sign for the reduction north of Assiniboine is too high.

Curve ahead signs on Waverley SB approaching Scurfield. Signs are oversized and dual signed.

Dual signed not a truck route (RB62) and dual signed-oversized “No Exit” signs before a 3rd “No Exit” sign. Signs measure 60x60cm (Oversized) and a standard sign measures at 45x45cm.

September 4, 2011

Winnipeg Police Service

P.O. Box 1680

Winnipeg, Man

R3C 2Z7

Dear Winnipeg Police,

RE: SPEED REDUCTIONS

Over the past few years, I have noticed the WPS aggressively enforcing speed limits throughout the City of

Winnipeg. A great number of these enforcement locations are on major-arterial divided roads on stretches that

happen to be after a speed limit reduction. Some examples are, Brookside Blvd southbound (SB) approaching

Inkster (100-90 reduction at north city limits), McPhillips SB approaching Storie Road (90-80 reduction at

north city limits), Keneston SB at Carpathia (70-50 reduction at Academy), Keneston NB at Carpathia (60-50

reduction at Grant), Osborne NB at Ashland (70-50 reduction at Montgomery), Dugald EB and WB at Plessis

(70-50 reduction for both directions).

The variable common to all of these locations is that they are after speed reductions that are not adequate for

the geometry of the road. The most prominent issue is the signs are on the right side of the road only despite

these all being divided roadways. There needs to be secondary signs on the medians so that traffic in the

median lane(s) don’t have their view of the speed reduction blocked by larger vehicles in the curb lane(s).

“Dual mounting” or “Double Signing” are the terms used by traffic engineers for this practice. The City of

Winnipeg has failed to dual sign every speed reduction citywide despite the prominent utilization of this

practice for much less imperative signs such as curve ahead or city route signs and often on roads with far

fewer lanes then some speed reduction locations. For example, the dual signed not a truck route signs on

Jefferson EB at McPhillips serve only one lane of traffic and the speed reduction on Main NB at Assiniboine

which is only signed on the right serves four lanes of through traffic. It is no coincidence that the Main Street

speed reduction is prior to the City’s most profitable speed camera at Logan (See Pictures 1-2). Due to the rule

of “Slower Traffic Keep Right”, since larger vehicles are often the slower moving vehicles, they are most often

found in the shoulder lane(s) with the faster moving traffic in the median lane(s). This means that the traffic

that most needs to see the speed reduction is often in the median lane and has their view blocked by the larger

slower moving vehicles in the curb lane further extending the need to dual sign at speed reduction. (See Picture

3) While doing a brief comparison across Canada, I was unable to find any other cities that do not utilize this

dual signing practice for speed limits, but I was able to confirm that Windsor, Regina, Saskatoon, Calgary and

Edmonton all do dual sign speed limit signs. Even within our own province, dual signed speed reductions are

very common outside the City of Winnipeg’s jurisdiction such as on the Perimeter Hwy (See Pictures 4-5).

Oversized refers to the placement of a sign that is of dimensions larger then the minimum sized found in the

Manual of Uniform Traffic Control Devices (MUTCD) which is the standards manual used by cities across the

country. The MUTCD minimum dimensions for a speed limit sign is 60x75cm with an encouragement to use

larger signs as necessary. All City of Winnipeg speed limit signs are this minimum sized despite a massive

number of oversized installations for other signs ranging from no stopping to curve ahead (See Picture 6).

Manitoba Dept of Highways (MIT) has a policy and practice of placing 90x120cm speed limit signs on all

divided roadways to increase visibility (See Picture 5).

Many speed reduction signs in the city are also higher then the MUTCD 3m maximum and farther of the road

then the 2m allowed in the MUTCD or the 3m allowed by city policy. The extremes were Regent EB

approaching Plessis where the sign measured 4.3m high (1.3m higher then the 3m maximum) and Corydon EB

at Kelvin where the signs are 5.9m from the edge of the road (2.9m farther then the 3m maximum). These

extreme vertical and lateral measurements are not an isolated problem, but is actually prominent throughout

the whole city. Again all Dept of Highways signs outside the city are placed at a height of 2.1m and within 2m

of the road which is fully compliant with all standards (See Picture 7).

Dual and oversized signs not only creates a fair location to conduct enforcement, it also greatly improves the

safety of the road. Maximum 50 signs are not placed after a speed reduction to 50 because of the “50 unless

otherwise posted” rule leaving a speed reduction to 50 as the only means to inform motorists of the lower

speed. A great amount of infrastructure is dependent on the speed limit. The City of Winnipeg’s internal

signing manual specifies that pedestrian crossings are to be signed with warning signs in speed zones of 60 and

higher and dual signed on divided roads. School zone signs in 60 and higher zones are 75x75cm and 60x60cm

in 50 zones and are dual signed on all divided roads. Taking these policies into consideration, one road I chose

to study was Corydon. For EB Corydon, there is a speed reduction at Kelvin Ave which is signed only on the

right side of the road on light standards that measured 5.9m from the edge of the road. Continuing on

Corydon EB there are a total of four school zones and ten pedestrian crosswalks before Pembina Hwy. All of

these school zones are signed with 60x60cm signs and the crosswalks all lack advance warning signs due to this

being a 50 zone; a zone entirely dependent on the speed reduction at Kelvin. This one example is indicative of

the citywide issue and demonstrates the need to have fully visible speed reduction signing.

These issues seriously call into question the enforceability of many of the WPS’s enforcement locations The

WPS claims to fully care about the public’s safety through the “just slow down” campaign which can only be

fully effective with proper signing. People cannot be expected to slow down unless they have proper signing

telling them to do so. When I confronted a WPS officer conducting one of these speed traps, his response to

these issues was nothing more then to say that people shouldn’t drive beside large trucks. This is a grossly

inadequate answer and I wish to ask the police service how the average motorist is expected to see these speed

limit signs when not even minimum standards are met and how the WPS and City can claim that enforcement

is not a cash grab when no other measures are taken to improve safety. When motorists drive past these

inadequate speed limit reductions and see WPS enforcing, it is not the opinion of Public Works that is tainted

as much as that of the WPS who are seen as the one’s exploiting these signs. For these reasons, I ask the WPS

to please commission public works to review all speed limit reductions in the city, move any signs that do not

meet placement requirements and to change all reduction signs on arterial and truck routes to oversized and to

dual sign all reductions on divided roadways. I wish to be informed on what measures the WPS is taking with

public works to address these issues. Thank you for your time and I look forward to your response.

Sincerely,

Chris Sweryda cc: National Motorist Association cc: Manitoba Public Insurance cc: Transportation Association of Canada cc: Winnipeg Media Outlets

Pictures and Diagrams

Picture 1:

Main Street NB from Assiniboine with speed sign on right side only for four lanes of through traffic.

Pictures 2A & B:

Dual signed not a truck route (RB62) and dual signed-oversized “No Exit” signs. Jefferson EB at McPhillips and Seven Oaks EB at Main. Both are for a single lane of

traffic.

Picture 3:

Large vehicle in curb lane blocking vehicles in median lane from seeing speed reduction sign that is posted on the right side only.

Picture 4:

Dual signed speed limit signs in Calgary Alta.

(Google Streetview)

Picture 5:

Dual signed MIT signs on North Perimeter Hwy WB east of Pipeline Road. (Google Streetview)

Pictures 7A-C:

Top of cross-bar indicates 3m maximum height allowed in MUTCD. The 60 sign before the reduction is at perfect height, but the 50 sign for the reduction north of Assiniboine is too high on Main NB.

Picture 6:

Curve ahead signs on Waverley SB north of Scurfield are dual signed and oversized.

January 5, 2012

City of Winnipeg Public Works

110-1199 Pacific Ave

Winnipeg, Man

R3E 3S8

Dear Sir,

RE: MISSING SPEED SIGNS

Throughout Winnipeg, many speed limit (RB1 and RB5) signs are missing including 21 missing signs at speed

reductions. The speed reductions have been outlined in the past and at this time, I wish to address three very

high risk locations that that are missing the speed limit sign. These locations are all required to be signed since

they are 60 km/h zones and all have school zones and pedestrian crosswalks located after the point where the

signs are missing.

It is the city's practice to place speed limit signs in pairs on opposing directions of a roadway over short

intervals. Usually, the signs will be placed at each side of an intersecting roadway. The last speed sign on

Henderson Hwy preceding the school zone and pedestrian crossing near Leighton is near Chief Peguis which is

too far away to have much effect at these locations. The pedestrian crossing being referenced is probably most

well known for being the site of a fatal pedestrian/vehicle collision last summer. Henderson is signed on NB

north of McLeod, but is missing the sign on SB south of McLeod. The sign on SB is obviously required since

there is already a sign on the NB side.

Speed limit signs are also required after intersections with arterial roadways and truck routes. In this case, if

the roadway being signed is a truck route, the speed sign is placed immediately after the route marker for traffic

leaving the intersection. The NB side of Pembina is properly signed north of McGillvray with a speed sign

found immediately after the Route 42 north marker. The Route 42 south marker on SB south of McGillvray is

present, but the speed limit sign right after is missing. This missing sign is before many pedestrian crosswalks

and a school zone south of Chevrier. This sign's absence has created a 2.6 km gap between speed postings on

Pembina Hwy SB.

Portage Ave WB has the proper Route 85 west marker placed after the intersection with Century, but just like

Pembina, the speed limit sign is missing. Also comparable with Pembina is the presence of a school zone after

the location of this missing sign.

The absence of proper speed limit signing in zones higher than 50 km/h will make these areas

indistinguishable from unsigned 50 km/h zones and erode the 50 unless otherwise posted rule. This will

confuse motorists and extend speeding problems from these zones into lower speed areas.

All of the above referenced locations involve traffic entering photo enforcement sites. Mobile units are seen at

these locations on a regular bases which indicates a speeding problem. Enforcement can only be successful in

achieving safety with the proper road infrastructure present. Traffic will not slow down unless they have the

required signs telling them to do so. The continued absence of these signs can be interpreted as negligence on

the part of the city and may pose as a liability when accidents occur at these locations into the future. In my

view, it would constitute wilful professional misconduct for any engineer involved to knowing allow these areas

to go unsigned. The cost of safety is not worth the revenue taken in from photo enforcement. It is my request

that the city replace these missing signs to improve the safety on the roadway for school children, pedestrians

and motorists. Please respond by e-mail to csweryda@hotmail.com or by phone at 204-801-9239 with any

information regarding the installation of these signs.

Sincerely,

Chris Sweryda

January 6, 2012

City of Winnipeg Public Works

110-1199 Pacific Ave

Winnipeg, Man

R3E 3S8

Dear Public Works,

RE: GRANT AVE SPEED CAMERA AND PHOTO RADAR

I wish to address some infrastructure issues that would greatly improve the speeding problems on Grant Ave

WB between Stafford and Cambridge.

Since the camera on Grant WB at Wilton has been installed, it has captured 1000's speeding violations.

Currently, that location is the #1 producing speed camera according to City of Winnipeg statistics. In recent

months, a very lucrative and controversial photo radar location has been set-up on Grant WB west of

Nathaniel. Winnipeg Police Sgt. Safioles stated, “He cannot keep up with the offenders” in regards to a radar

set-up at this location. He also added, “They’re still speeding like crazy. It’s a big problem speed area. It’s a

huge complaint area. A lot of people from all the residential apartment blocks phone us on a regular basis,

saying they can barely get across the street at the crosswalk because of all the speeders.” - Winnipeg Free Press,

Dec 13, 2011. It should be a concern to the City, that this extremely dangerous speeding location has both a

pedestrian crossing and a school zone within it.

The most obvious issue is the speed reduction from 60-50 km/h on Grant WB at Stafford before approaching

this problem area. The City has stated that, “Signs are installed per the guidelines of the Manual of Uniform

Traffic Control Devices for Canada (MUTCD).” Somehow, despite this claim, the speed reduction sign on

Grant is grossly out of compliance with this manual.

The height of the RB1 50 km/h speed sign at this reduction is much higher than the line of sight for most

drivers, above the illumination of headlights and outside of compliance with the MUTCD. The 60 km/h

posting on Grant WB west of Pembina before the reduction is perfectly placed within MUTCD guidelines and

visible to drivers. In February of 2011, Winnipeg media covered a story about the extreme height of this sign,

but it has remained uncorrected.

On multi-lane divided roads such as Grant, it is very common for vehicles in the curb lane to block the view of

the sign from vehicles in the median lane. This problem is solved by placing a second sign on the median

across from the primary sign on the right. The MUTCD encourages this practice when “evidence shows that

motorists are failing to see the primary sign.” The city already dual signs almost every sign except for speed

signs including reductions such as Grant. There is no logical reason to dual sign all road signs except speed

control unless entrapment is the true motive. With this location being the highest producing speed camera in

the city, issuing thousands of tickets annually, it should be evident that motorists are failing to see the primary

sign. Other major Canadian cities such as Edmonton, Calgary, Regina and Saskatoon dual sign speed

reductions. Winnipeg must begin this practice.

To improve visibility and compliance, an additional (confirmation) speed sign can also be placed after the

reduction. This is added visibility for traffic that may have missed the reduction signs. Many other cities utilize

this practice including Winnipeg at some locations such as on Main Street SB at Flora after the speed reduction

at Manitoba Ave. The advantages of this confirmation sign may be a possible reason why SB Main never has

had a camera installed after that reduction and Grant which lacks this sign is such a problem speed area. Grant

WB should have a confirmation sign west of Harrow and Wilton to serve as a final reminders of the reduction

before traffic passes the camera at Wilton and enters the school zone at Nathaniel.

Located after the Grant and Nathaniel area is a pair of dual signed speed signs on Grant WB west of Montrose

which also includes a sign that tells drivers their speed. This type of signing needs to be before the problem

speed area, not after. This speeding problem is as much a responsibility of the city to properly sign as it is for

the motorist to obey the signs.

People simply cannot reduce their speed if they aren’t properly informed of the limit. A speed sign can be

purchased for $55. Since the lowest camera ticket starts at $216, just two of the thousands of tickets could pay

for the purchase and installation of the four speed signs required to dual sign the reduction and add

confirmation signs after Harrow and Wilton. These improvements would cost about 0.0004% of the speeding

ticket revenue collected from the Grant/Wilton camera in 2010 alone. These signs need to be installed for the

safety of all pedestrians and traffic on Grant Ave. If the city truly cares about safety instead of revenue, it’s

time to show it with real safety measures which include proper signing.

Please contact me after review of this letter as I would like to know what measures the city will be taking to

improve signing. I look forward to your response and can be reached at 204-801-9239 or by

csweryda@hotmail.com.

Sincerely,

Chris Sweryda

March 1, 2012

Winnipeg Police Service

P.O. Box 1680

Winnipeg, Man

R3C 2Z7

Dear Winnipeg Police,

RE: BISHOP GRANDIN ROAD SAFETY

I wish to take this opportunity to address a major road safety concern. Bishop Grandin is known for having

problems with excessive speed and it is time for some new solutions to be implemented.

According to the 2003 Winnipeg Police annual report, an aggressive "Reduce the Risk" traffic enforcement

project was launched on Bishop Grandin which saw "intensive enforcement" with "priorities being given to

speed enforcement." It was stated that Bishop Grandin had been identified as having an unusually high

collision rate and that about 75% of the collisions were rear-enders. "Speeding results in following too closely

and that precipitates rear-end collisions," adds the report. The report stated that between Bishop Grandin and

Kenaston for almost a one year period between 2002-2003, there were 562 collisions resulting in 1,100 MPI

claims costing $2.5 million.

According to an August 17, 2011 Winnipeg Free Press article, the speeding problem on Bishop Grandin has

gone nowhere since 2003. The article refers to Bishop Grandin speed readings as "shocking" followed by Sgt

Mark Hodgson stating, "It means we have to do more." In a July 3, 2011 Winnipeg Sun article, Hodgson also

stated that, "We're seeing significant speeds, and we're not only seeing significant speeds, but high volumes of

them," when referring to Bishop Grandin.

Enforcement may have many successes as stated by Winnipeg Police, but there are also significant

shortcomings. Unless continuous, the effect decreases over time as drivers become less accustomed to seeing a

police presence. Attempts to maintain regular enforcement on Bishop Grandin has been a significant drain on

police resources. As recently as last Saturday, Feb 26th, 2012, traffic officers were spotted at this location.

Police also have no effect on drivers who are unaware of enforcement due to being new to the area. This

includes both local residents from other parts of the city, new residents and visitors to the city.

It is obvious that enforcement cannot possibly be on Bishop Grandin continuously. What can be though, is

proper road signing. Bishop Grandin has many inadequacies that once fixed, could significantly reduce

speeding. In short, the speed signs are too far from the road, too small and not dual signed.

Dual signing involves placing a second sign on the median across from the primary sign on the right for the

faster moving traffic in the median lane to observe. This practice is recommended by the MUTCD-Section

A1.7.2(c) (Traffic manual used by the City of Winnipeg) on divided roads, one-way streets and especially when

a high collision rate is observed. Dual signing is also presently utilized by all other major western Canadian

cities including Regina, Saskatoon, Edmonton, Calgary, Victoria, Vancouver and Kelowna. Since Bishop

Grandin is such a problem speeding area, it would be the most appropriate location for Winnipeg to place dual

speed limit signs.

The Bishop Grandin signs are also on light standards which are much farther off the road than the 3m

maximum allowed for sign placement according to City of Winnipeg policy (Lateral Set-Back Policy) and the

MUTCD. This puts the signs outside of a driver's ideal cone of vision and the illumination of headlights

which is especially important for night time visibility. Police have stated there is a spike in speeding after dark

between 11pm and 2am-Winnipeg Sun July 3, 2011.

One last safety measure would be to use larger than the current minimum sized (60x75 cm) signs. Other cities

are using signs between 75x90 cm and up to 90x120 cm at areas identified as having speeding problems. All

divided highways in the provincial jurisdiction outside of Winnipeg already have these larger signs. The results

appear positive since the RCMP have never publicized speeding problems outside the city in the way Winnipeg

Police have about Bishop Grandin and other areas.

The best comparison for Bishop Grandin would be Anderson Blvd in Calgary (see attached pictures). Just like

Bishop Grandin, Anderson is a major 80 km/h four lane divided arterial road servicing communities in the

south end of the city. Also in comparison, Anderson has an extended section near its west end that lacks

traffic signals and would allow for excessive speeds. The difference is that this portion of Anderson has extra

large speed limit signs dual signed and with proper placement. It's obviously effective, because a Google search

was unsuccessful in finding any links to information from Calgary Police regarding a speeding or collision

problem on Anderson. This is obviously the solution for Winnipeg and I ask Winnipeg Police to begin taking

steps necessary to see Winnipeg Public Works bring in these initiatives.

It is my understanding that Winnipeg Police have claimed they do not get involved in signing issues and leave

this as a Public Works matter. This method simply does not work and is not done in other cities. A traffic

engineer in Halifax has indicated that his city has installed extra large speed signs as requested by police at

problem speed locations. A worker in Abbotsford stated that Public Works and Police have monthly meetings

and discuss how to improve road infrastructure. This is just to name a few and is obviously an initiative that

Winnipeg Police needs to take, if safety is truly a goal and not revenue. Public Works cannot identify problem

speed areas and make appropriate changes without the input of Police. E-mail addresses of members of

Winnipeg Police appeared on Public Works e-mails regarding the removal of the median warning signs before

intersection cameras. If Winnipeg Police can be involved with sign removal, they can certainly serve a role in

seeing signs installed for safety. "If we're able to reduce the amount of speed, we're able to increase safety"-

Mark Hodgson, Winnipeg Sun, July 3, 2011.

I wish to be informed on what measures the WPS is taking with Public Works to address these issues. I can be

contacted at csweryda@hotmail.com. Thank you for your time and I look forward to your response.

Sincerely,

Chris Sweryda

P.S. My previous letter from about six months ago regarding inadequate speed reduction signing has not yet

been answered. If there was a response that somehow didn't make it to me, I would appreciate if it could be

resent. Please let me know if my initial letter needs to be resubmitted. Thanks. cc: Manitoba Public Insurance cc: Winnipeg Mayors Office cc: Winnipeg Public Works

Comparison Pictures

Below are pictures of dual signed speed limit signs from other cities across western Canada that are both larger and smaller then Winnipeg. Winnipeg is truly alone for not utilizing the advantages of dual speed limit signing placed in proper proximity to the road.

Bishop Grandin EB east of Waverley has only one minimum sized speed limit sign on the right that is too far off the road and too high. The power station in the background is the normal Winnipeg Police enforcement location. The WB side of Bishop Grandin has the same problems as the EB.

Anderson Blvd (Calgary) EB west of 24th Street SB has oversized speed limit signs dual signed on both sides of the road. The lower signs at a shorter distance from the road puts the signs in the driver's line of sight. Note the dual signing on the opposing direction at the next light pole up.

Kelowna (British Columbia) Edmonton (Alberta)

Saskatoon (Saskatchewan) Regina (Saskatchewan)

March 18, 2012

City of Winnipeg Public Works

110-1199 Pacific Ave

Winnipeg, Man

R3E 3S8

Dear Public Works,

RE: EMPRESS LEFT TURN RESTRICTION

I wish to address a major signing deficiency within the City of Winnipeg. The issue is the no left turn signs at

the corner of Empress northbound (NB) and Empress southbound (SB) at Ellice Ave.

There are various methods used for signing turn control signs at intersections which depends on the geometry

of the location in question. Since the intersection of Empress and Ellice is a large signalized intersection

between two un-divided arterial roads, a no left turn should be signed with three signs. These signs are placed

at the near-right, far-right and the far-left corners of the intersection which is seen at various locations

throughout the city. The near-right sign is the primary and most important sign since it informs traffic of the

turn restriction prior to entering the intersection.

Far side signing is not immediately visible until a vehicle is already established in an intersection and is often

already in the process of completing the prohibited movement. Both NB and SB Empress at Ellice lack the

near-right side sign. Numerous other similar intersections are signed in the proper manner such as the

intersection of Ellice WB at Berry Street or Stafford at Corydon.

Advance signs preceding the intersection are very efficient at giving drivers a warning of the upcoming

restriction and when posted more than a block before the intersection, drivers are able to make the desired turn

at the intersection before the one with the restriction. Advance signing is not present for the turn restrictions

on Empress at Ellice but is commonly found at other locations throughout the city.

The intersection of Empress NB at Ellice (Left) is missing the near-right no left turn sign. Ellice WB at Berry (Right) has the near-right as well as the far side no left turn signs present.

The no left turns on Empress at Ellice are unexpected by motorists because there are no other turn restrictions

in the Empress and St. James area. The times that the restrictions apply are 7:00-22:00 everyday which is very

unusual considering almost all other locations where a turn restriction isn't full-time, apply 7:00-9:00 and/or

15:30-17:30 Mon-Fri. Outside of these normal expected hours, many drivers will see a time exception tab and

utilize the habit of disregarding the sign.

The unusual hours that the Empress/Ellice turn restrictions apply, the absence of other restrictions in the

immediate area and the nonexistence of near and advance signing have all played a role in creating a very high

non-compliance issue for drivers at this location.

To capitalize off of the deficiencies, Winnipeg police have been seen on a daily basis enforcing this location.

Heavily enforced hours are often early in the morning and late at night which in the absence of daylight and

near side signs, will make drivers much less likely to observe far side signs causing unfair ticketing. I have

spoken to people who have been ticketed as early as 7:01 in the morning (one minute after the restriction

begins) which shows no discretion by Winnipeg Police when it comes to enforcing at this intersection. Staff at

the nearby Winners which is the parking lot used by police have commented that enforcement is seen everyday.

I ask Public Works to install near-right side signs and advance warning signs preceding this intersection for

both the NB and SB directions.

Please notify me at csweryda@hotmail.com with an estimated time for when these signs could be expected to

be installed or any reasons why this request can not be accommodated.

Sincerely,

Chris Sweryda

(Update: As of June 2013, there has been no response to this letter sent in March of 2012)

There are two advance signs placed preceding the no left turn on Ellice WB at Berry. The first sign (Left Picture) is placed on Ellice WB west of Century. The second (Middle Picture) is placed on Ellice WB west of King Edward just before the intersection. An advance turn control sign is also placed on Stafford SB south of Dorchester (Right Picture) to give advance warning for the no left turn at Corydon.

May 28th, 2012

City of Winnipeg Public Works

110-1199 Pacific Ave

Winnipeg, Man

R3E 3S8

Dear Sir,

RE: CHILDREN SAFETY

Winnipeg has numerous issues regarding infrastructure and safety in school and playground zones. These

issues all have an impact on driver awareness and perception of hazards in these areas which has a negative

impact on the safety of pedestrians.

In the interest of our children's safety, I have researched the problems extensively and have completed a rather

large list of solutions. Unfortunately, my work is useless until changes are implemented as a result. It is my

request to have a meeting with Public Works and any other parties within the City of Winnipeg who would

have a concern for our children's safety. At this meeting, I would like to present my research along with a

Power Point presentation to bring these issues to light.

Once these issues are brought to your attention, it will become the responsibility of your department to make

improvements. The city has claimed to have a significant interest in our children's safety with requests for a

reduced speed in school zones that to date has not been approved by the province. If safety for our children is

a real concern, the city will be willing to make proper changes that are currently within the dept's power to

complete.

Please respond by e-mail to csweryda@hotmail.com or umsweryd@cc.umanitoba.ca with the earliest available

date when a meeting can occur. Thank you for your time.

Sincerely,

Chris Sweryda