On April 20th, 2014, in the Passing Scene column to your right (or below if you’re reading this on your device), I raised the above question. Peter Woolstencroft was good enough to comment in Facebook, and gave me permission to post his comment below, together with my response. There’s also an exchange with my friend and former student, Dave Danyluk. Here’s the picture I refer to in my response to Peter:
A delivery vehicle in downtown Leipzig, manoeuvring carefully to avoid pedestrians.
Peter Woolstencroft: A car free city is a nice idea, but what happens to the costs of road building, maintenance, and repairs? Who is paying for these expenses? I like the firetrucks and ambulances that go past my house on a paved and well-maintained road. Much appreciated are the trucks that bring goods and services to people in their houses and apartments. In other words, what proportion of road building costs and maintenance are accounted for by gasoline taxes, licenses, vehicle permits, and whatever else motorists generate by way of their economic activity (such as taxes on insurance)?
The title of this post — “Preventing urban sprawl” — is likely to provoke, in some readers, one of two reactions, the first driven by good old Winnipeg complacency and the second by antagonism:
- What are you talking about? That’s impossible.
- You can’t tell people where to live.
The second reaction is easily refuted: Yes, the government can tell people where to live. In fact, everybody takes the power of government to tell people where to pursue all their activities for granted. Continue reading
Last week Winnipeg City Council endorsed a proposal to ask the provincial government to allow the imposition of new fees on residential and commercial development. It was the latest turn in a decades-long struggle by the city to overcome an infrastructure deficit of at least $7 billion. The proposal, followed by a quick refusal from Broadway, unleashed a flurry of news and commentary, accompanied by more than 200 letters from readers. (See links at the end of this post.)
From the start, the fees were referred to as “taxes”, and for the most part, comments, by both writers and readers, focussed on taxation. Absent from the discussion was a recognition of the fact that the infrastructure crisis wasn’t caused by insufficient revenues, and will not be resolved by the imposition of additional fees or taxes. A major, but completely overlooked, cause of the crisis is the city’s failure to draw up a coherent growth plan and stick to it. Continue reading
Winnipeg could be a much better city if we concentrated on constructive action, instead of beating each other up over ideological agendas. The golf course issue is a case in point. A discussion that could have been about the best use — and best opportunities for enhancement — of public facilities has instead become a war of ideological agendas.
One of the agendas is that of Mayor Sam Katz, Continue reading
Posted in City politics, City Politics: Issues, Urban growth and development, Winnipeg Free Press, Winnipeg politics, Winnipeg Sun, Winnipeg: Growth and development
Tagged land developers, major metropolitan areas, Winnipeg, Winnipeg Free Press, Winnipeg Sun
Corydon Avenue is in the eye of a political storm that’s been raging for a long time. The Corydon-Osborne Neighbourhood Plan Facebook page starts on June 9th, 2011. That’s how long planners and citizens have been arguing about Corydon, unless you count a planning document entitled The Villages of Fort Rouge, (click and scroll down a bit) dated August 1998.
It’s not surprising that Corydon Village is controversial.
Posted in City politics, City Politics: Issues, Urban growth and development, What's wrong with the way our communities are governed, Winnipeg Free Press, Winnipeg politics, Winnipeg: Growth and development
Tagged city planning, Corydon neighbourhood, Osborne-Corydon, public participation, urban development, Winnipeg
The City of Winnipeg is surrounded by a city (Selkirk), a town (Stonewall) and 13 so-called rural municipalities. Despite the designation “rural”, many of the residents of these municipalities are urbanites, whose objective is to enjoy the benefits of both country and city life, at a more moderate price than they would have to pay for similar properties in the city. (After clicking on the link, scroll down for price comparisons.) That’s why planners refer to these communities as “exurban”. Continue reading
For a day or so, it almost looked as if there was a plan for the second leg of Winnipeg’s bus rapid transit system. The system, which was conceived in the early 1970s (or earlier, depending how you date it) took concrete form as the first leg of of a line connecting the centre of the city with the University of Manitoba, 12 kilometres to the southwest. Click here for map (The line ends after the bus leaves the Fort Rouge station.)
After the first line was completed, it seemed to be taking the city forever to finalise the plans for the second leg. Finally, last Saturday, the Winnipeg Free Press reported that Winnipeg Transit had decided on a route through an open field called the Parker Lands. However, three days later, it became obvious that Continue reading
The big green area in the Google map above tells a story. It marks an undeveloped area between the east Winnipeg neighbourhoods of Elmwood and Transcona, an area that remains undeveloped because the city obligingly extends roads, underground pipes and the full range of its services past it, at taxpayer expense, without requiring its development. My latest article shows how Winnipeg, like many other North American cities, pays a heavy price for its failure to ensure that its infrastructure and services be developed and used in an efficient manner.