Active Transportation Plan 2025
Steinbach, Manitoba
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ACTIVE TRANSPORTATION PLAN
May 2025
This report is prepared for the sole use of City of Steinbach. No representations of any kind are
made by Urban Systems Ltd. or its employees to any party with whom Urban Systems Ltd. does
not have a contract. © 2025 URBANSYSTEMS®.
File: 5490.0001.01
PREPARED FOR:
City of Steinbach
225 Reimer Ave
Steinbach, MB R5G 2J1
PREPARED BY:
Active Transportation Plan | i
CONTENTS
1.0 INTRODUCTION............................................................................................................. 1
1.1 BENEFITS OF ACTIVE TRANSPORTATION ....................................................................................................... 2
1.2 THE PROCESS ...................................................................................................................................................................... 2
2.0 BACKGROUND AND CONTEXT ........................................................................................ 3
2.1 COMMUNITY CONTEXT ................................................................................................................................................. 3
2.1.1 COMMUNITY PROFILE ....................................................................................................................................... 3
2.1.2 POLICY CONTEXT ................................................................................................................................................... 5
2.1.3 EXISTING TRAVEL MODES ............................................................................................................................... 7
2.1.4 THE MARKET FOR ACTIVE TRANSPORTATION .................................................................................8
2.2 EXISTING CONDITIONS ................................................................................................................................................. 9
2.2.1 EXISTING TRANSPORTATION NETWORK .............................................................................................. 9
3.0 VISION AND GOALS FOR THE PLAN ............................................................................. 12
3.1 VISION STATEMENT ....................................................................................................................................................... 12
3.2 GOALS ..................................................................................................................................................................................... 12
3.3 STRATEGIES ........................................................................................................................................................................ 12
4.0 NETWORK CONFIGURATION OPTIONS .......................................................................... 14
4.1 FACILITY TYPES ................................................................................................................................................................ 14
4.1.1 SHARED STREETS ................................................................................................................................................ 15
4.1.2 MULTI-USE PATHWAYS ................................................................................................................................... 17
4.1.3 TRAILS .......................................................................................................................................................................... 18
4.2 PROPOSED NETWORK EXPANSION ................................................................................................................. 19
4.2.1 LUND ROAD - ACRES DRIVE - INDUSTRIAL ROAD - PARK ROAD WEST ................... 20
4.2.2 SOUTHWEST DRAINAGE CHANNEL ....................................................................................................... 21
4.2.3 NORTHEAST DRAINAGE CHANNEL - OLD TOM ROAD ............................................................ 22
4.2.4 HESPELER STREET ............................................................................................................................................. 23
4.2.5 CHRYSLER GATE - HESPELER STREET SOUTH .............................................................................. 24
4.2.6 ELMDALE EXTENSION ..................................................................................................................................... 25
4.2.7 PROPOSED SIDEWALK NETWORK ........................................................................................................ 26
4.2.8 REIMER - FOURTH - LUMBER ................................................................................................................... 27
4.2.9 STONE BRIDGE - HOME - ELM.................................................................................................................. 28
4.2.10
SOUTH PARK DRIVE.................................................................................................................................. 29
4.2.11
BISCAYNE - KROEKER - EVERGREEN .......................................................................................... 30
5.0 IMPLEMENTATION ...................................................................................................... 31
Active Transportation Plan | ii
5.1 IMPLEMENTATION STRATEGY ............................................................................................................................... 31
5.1.1 CITY-LEAD PROJECTS ....................................................................................................................................... 31
5.1.2 DEVELOPMENT-DRIVEN PROJECTS ...................................................................................................... 31
5.2 SUPPORTING POLICY .................................................................................................................................................. 31
5.3 MONITORING AND EVALUATION ....................................................................................................................... 32
5.4 PRIORITIZATION OF PROJECTS ........................................................................................................................... 32
5.5 COST ESTIMATES ............................................................................................................................................................ 32
6.0 CLOSING .................................................................................................................... 34
APPENDICES
APPENDIX A: COMMUNITY ENGAGEMENT
APPENDIX B: COST ESTIMATES
Active Transportation Plan | iii
TABLES
Table 1: Steinbach Population Trends .................................................................................................................................... 3
Table 2: Existing City of Steinbach Policies Supporting Active Transportation......................................... 5
Table 3: Shared Streets Design Guidance (TAC Geometric Design Guide, 2021) ................................... 16
Table 4: Multi-Use Pathways Design Guidance ............................................................................................................ 17
Table 5: Trails Design Guidance ............................................................................................................................................... 19
Table 6: Cost Estimates - Multi-Use Pathways / Trails .............................................................................................. 33
Table 7: Cost Estimates - Sidewalks ..................................................................................................................................... 33
Table 8: Cost Estimates - Shared Streets.......................................................................................................................... 33
FIGURES
Figure 1: Steinbach Population, 2001 - 2021 ....................................................................................................................... 3
Figure 2: Average and Median Age in Steinbach and Manitoba, 2021 ........................................................... 4
Figure 3: Steinbach Population by Age and Gender, 2021 ...................................................................................... 4
Figure 4: 2018 Official Community Plan - Active Transportation Network................................................... 6
Figure 5: Mode of Travel to Work, 2021 .................................................................................................................................. 7
Figure 6: Mode of Travel to Work, 1996 - 2021 ...................................................................................................................8
Figure 7: 2018 Official Community Plan - Road Classifications .......................................................................... 10
Figure 8: Existing Steinbach Active Transportation Routes .................................................................................. 11
Figure 9: Continuum of Bicycle Facilities .......................................................................................................................... 14
Figure 10: TAC Geometric Design Guide - Bicycle Facilities, By Posted Speed ...................................... 15
Figure 11: Example of Traffic Calming Infrastructure ................................................................................................. 16
Figure 12: Multi-Use Pathways .................................................................................................................................................. 18
Figure 13: Unpaved Trails .............................................................................................................................................................. 19
Figure 14: Average survey response scores (out of ten) ......................................................................................... 40
Active Transportation Plan | iv
Active Transportation Plan | 1
1.0 INTRODUCTION
The Steinbach Active Transportation Plan will guide the city's future investments in active transportation
to create a network that meets the needs of its growing population. By identifying both a priority network
within current city limits and key corridors to extend as the city grows, the Active Transportation Plan will
also give Steinbach a tool with which to engage developers when new subdivisions are considered.
The Steinbach Active Transportation Plan establishes a vision for the future of active transportation in
Steinbach, sets goals and targets for the near and medium timeframes, and identifies strategies and
action items to help the city move towards its goals and ultimate vision. These strategies and actions take
a holistic perspective and consider potential changes to city policies, service standards, infrastructure
specifications, and program delivery to ensure that walking, cycling, rolling, and other active modes are
accessible, comfortable, and convenient transportation choices for people of all ages and abilities.
The Steinbach Active Transportation Plan development process included a series of community and
stakeholder engagement events, building on best practices, community and stakeholder input, and
direction from the City of Steinbach.
The plan includes an active transportation network that adds to the city's existing trail and sidewalk
network and identifies infrastructure improvements, implementation priorities, and cost estimates. The
identified changes are intended to help increase comfort and safety for walking and biking in the
community and could include sidewalks, crossing modifications, on-street bicycle routes, and multi-use
pathways.
The goal of this active transportation plan is to create a comprehensive network of walking, cycling, and
other non-motorized transportation options that prioritizes safety, accessibility, and connectivity for all
users.
Key objectives of the Active Transportation Plan include:
-
Encouraging people to walk, bicycle, or use other modes of active transportation, facilitating
comfortable and safe movement throughout Steinbach.
-
Developing key network priorities to help guide development and investment over the short,
medium and long term.
To ensure the effectiveness and relevance of the Steinbach Active Transportation Plan, it is
recommended that the plan be reviewed and updated regularly. This ongoing process will allow the city
to adapt to changing needs, emerging trends, and new opportunities, ensuring that the active
transportation network remains safe, accessible, and efficient for all residents.
Active Transportation Plan | 2
1.1 BENEFITS OF ACTIVE TRANSPORTATION
Over the past decade, communities of all sizes across North America have seen a significant interest in
shifting away from a reliance on automobiles towards active forms of transportation, including walking
and biking. The benefits of this shift towards active transportation include:
-
Health Benefits: Investing in active transportation has been shown to create more physically
active communities, which can in turn improve psychological well-being and reduce the risk of
numerous chronic diseases.
-
Safety Benefits: Properly designed active transportation facilities that provide dedicated spaces
for cyclists and pedestrians and make people more visible within the roadway can reduce the
risk of collisions. Further, roads designed for slower motor vehicle speeds decrease the probability
of serious injury and death for cyclists and pedestrians.
-
Economic Benefits: Neighbourhoods and destinations that are attractive and accessible for
people walking and biking can attract more visitors, who will in turn be patrons of local services
and amenities. Investing in active transportation can result in a more balanced transportation
system that is cost-effective and more equitable, making sure that people of all socioeconomic
backgrounds are able to travel safely throughout the community.
-
Environmental Benefits: Transportation is one of the largest contributors to greenhouse gas
emissions in Manitoba. Active transportation can help to lower emissions while also reducing air
pollution and motor vehicle congestion. Encouraging more trips to be made by active
transportation is an important part of climate change mitigation strategies.
-
Societal Benefits: Active transportation enables and even encourages social interaction, which
helps to build trust, respect, understanding, and a sense of co-operation amongst community
members. Studies have shown that these important social interactions diminish when motor
vehicle volumes increase and walking infrastructure decreases. These interactions are vital for
people of all ages and abilities.
While Steinbach has a network of recreationally oriented multi-use paths, there are few facilities oriented
towards commuting via active modes within the city.
1.2 THE PROCESS
The ATP was developed in collaboration with the City of Steinbach through three phases, with
comprehensive input and engagement from key stakeholders and the public.
Phase 1:
Launch and
Learn
Phase 2:
Assess Existing
Conditions
Phase 3:
Set Future
Direction
Active Transportation Plan | 3
2.0 BACKGROUND AND CONTEXT
2.1 COMMUNITY CONTEXT
2.1.1 COMMUNITY PROFILE
The City of Steinbach is an industrious and vibrant community and regional hub surrounded by prime
agricultural land, abundant recreational resources, and many small rural communities. Steinbach has
seen extraordinary growth in recent years, with 5-year growth between census counts consistently
higher than 10% since 2001 and even exceeding 20% between 2006 and 2011. Steinbach today is the third-
largest municipality in Manitoba by population and is rapidly becoming more diverse.
Table 1: Steinbach Population Trends
Year
Population
5-year growth (%)
2001
9,227
8.8%
2006
11,066
19.9%
2011
13,524
22.2%
2016
16,022
16.8%
2021
17,806
11.4%
-
In 2001, less than 3% of Steinbach's population was a visible minority. In 2021, the visible minority
population had grown to more than 15% of the city's total population.
-
In 2001, about 12% of Steinbach's population were immigrants. In 2021, that proportion increased
to more than 21%.
Figure 1: Steinbach Population, 2001 - 2021
9,227
11,066
13,524
16,022
17,806
0
2,000
4,000
6,000
8,000
10,000
12,000
14,000
16,000
18,000
20,000
2001
2006
2011
2016
2021
Active Transportation Plan | 4
Figure 2: Average and Median Age in Steinbach and Manitoba, 2021
Figure 3: Steinbach Population by Age and Gender, 2021
38.2
36.0
39.7
38.4
0
10
20
30
40
50
Average Age
Median Age
Steinbach
Manitoba
5
4
3
2
1
0
1
2
3
4
5
0 - 4
5 - 9
10 - 14
15 - 19
20 - 24
25 - 29
30 - 34
35 - 39
40 - 44
45 - 49
50 - 54
55 - 59
60 - 64
65 - 69
70 - 74
75 - 79
80 - 84
85 +
Percentage of Population
Age
Male
Female
Manitoba
Active Transportation Plan | 5
2.1.2 POLICY CONTEXT
The development of this Plan was informed by Steinbach's key planning and policy documents that
contain pedestrian, cycling, and trail related policies, plans, and goals. These include the city's Official
Community Plan and Zoning By-law.
Table 2: Existing City of Steinbach Policies Supporting Active Transportation
PLAN
YEAR
RELEVANCE
Official
Community
Plan
2018
2.6(C)
"To provide for an interconnected system of natural areas throughout the
city."
2.6(F)
"To promote active transportation networks that include all forms of
human-powered transport such as walking, running, cycling, roller
blading and wheelchair use."
2.1.7
Council may request information about the active transportation network
when new residential developments are proposed.
Central Business District Policies
Pedestrian Amenities: Encourages active transportation by providing a
safe and convenient pedestrian environment.
Parks, Recreation, Open Space and Active Transportation Policies
Development Criteria: Establishes area to be dedicated to parks and AT
networks and service radii.
Natural Waterways: AT networks and connections are encouraged to
establish in waterway buffers.
Regional Active Transportation Network: Protects areas identified for
future AT infrastructure, as identified on a reference map.
Zoning By-law
2018
Pg 69 - bike racks are a permitted projection
Pg 74 - Parking Requirements - The owner must provide one lockable bicycle
space per 20 required automobile parking spaces (Not less than two
lockable spaces). Required bicycling parking must be located with
convenient access to major building entrances.
Pg 100 - 212.1(a) - Commercial/industrial/institutional development over 50K sq ft
must comply: "Pedestrian and bicycle paths and pathways must be
developed where indicated in the City's adopted path and pathway plan
and policies. Paths and pathways must be designed and constructed to
the City of Steinbach standards".
Standard
Design and
Construction
Specifications
2024
D.3 - 11 Walkways should be provided to facilitate pedestrian movement to and
from proposed transit routes, commercial areas, institutional areas, parks,
etc.
D.3 - 13
Sidewalk are to be provided on both sides of streets classified as arterials
or collectors.
D.3 - 14 Sidewalks are to be provided on one or both sides of streets classified as
local if any one of the following warrants is met:
a) Land uses adjacent to the street are expected to generate high
pedestrian and vehicular volumes; e.g. schools, commercial areas, multiple
family dwellings, recreational areas, etc.
b) There is a potential accident or safety problem(s) related to pedestrians.
c) There is a need for sidewalk(s) to provide sidewalk continuity, safe
routes to schools, commercial areas, transit routes, etc.
Active Transportation Plan | 6
Figure 4: 2018 Official Community Plan - Active Transportation Network
Active Transportation Plan | 7
2.1.3 EXISTING TRAVEL MODES
According to the 2021 Census, 7.1% of Steinbach residents travel to work on foot or by bicycle. Roughly
91% commute by car, either as a driver (81.5%) or a passenger (9.3%), while another 2% commute via
another mode of transportation. Since 1996, the proportion of residents commuting to work as a driver
has increased, while the proportion of Steinbach residents who walk or bike has decreased. The
proportion of residents who commute as a passenger has remained relatively stable.
As of 2021, more than half of Steinbach residents commute less than 15 minutes to work. These relatively
short commuting distances make the potential for active transportation trips high for roughly half of the
working population.
Figure 5: Mode of Travel to Work, 2021
Car, truck or van,
91%
Walked, 5%
Bicycle, 2%
Other method, 2%
Car, truck or van
Walked
Bicycle
Other method
Active Transportation Plan | 8
Figure 6: Mode of Travel to Work, 1996 - 2021
2.1.4 THE MARKET FOR ACTIVE TRANSPORTATION
Active transportation, such as walking and cycling, offers significant economic benefits to communities
and regions. By reducing dependency on automobiles, active transportation lowers overall
transportation costs for individuals and families through decreased fuel expenses, vehicle maintenance,
and parking fees. This, in turn, enhances disposable income, which can stimulate local economies as
residents spend more on goods and services within their communities.
Additionally, promoting active transportation can increase property values and attract businesses to
areas with accessible and safe transportation options, thereby contributing to long-term economic
growth and sustainability. Properties located near well-maintained and safe active transportation routes
often experience increased desirability among homebuyers and renters who prioritize convenience,
health, and sustainability. Studies have shown that proximity to bike lanes and pedestrian-friendly
amenities can lead to higher property values, as they enhance neighborhood appeal and quality of life.
Furthermore, areas with robust active transportation infrastructure tend to attract a diverse mix of
businesses and services, creating vibrant, walkable communities that further boost property values.
Investments in such infrastructure also signal local government commitment to sustainable urban
development, which can instill confidence among investors and stakeholders, driving further economic
growth and property appreciation over time. Thus, integrating and expanding active transportation
infrastructure not only promotes healthier and more livable communities but also contributes to
increased property values and economic vitality.
74%
76%
74%
78%
82%
82%
9%
7%
10%
6%
8%
9%
15.4%
15.7%
14.5%
12.1%
8.0%
7.0%
0%
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
1996
2001
2006
2011
2016
2021
Car, truck or van - driver
Car, truck or van - passenger
Walking or biking
Active Transportation Plan | 9
2.2 EXISTING CONDITIONS
2.2.1 EXISTING TRANSPORTATION NETWORK
The existing transportation network in Steinbach consists of a network of Provincial Highways, collector
roads, and local streets with a supporting network of sidewalks, pathways, and designated cycling routes.
The highest volume roadways in Steinbach are PTH 52 running east-west and PTH 12 running north-
south. PTH 12 hosts the majority of the City's large retail centres and is the primary access point to
Steinbach connecting to PTH 12 north of the City. PTH 52 provides a secondary access travelling to/from
the west or southeast of Steinbach. PTH 52 doubles as Steinbach's Main Street with an array of
commercial and institutional properties along it. McKenzie Avenue, Hespeler Street, and Loewen
Boulevard are the major collector streets that connect the "old" central area of Steinbach and the newer
developments areas to PTH 12 and PTH 52. A map of road classifications is illustrated in Figure 7.
The central area of Steinbach has a robust sidewalk network, with sidewalks on the majority of streets.
Many of the newer areas of the City either currently have no sidewalks or only have sidewalks on the
collector streets. The City anticipates the addition of sidewalks in much of the new development areas,
but City policy is to complete the sidewalk network in a new development following buildout of the
majority of the development to avoid construction damage. The developer cost-shares the sidewalks and
the City includes the planned sidewalks in the long-term capital plan as future projects.
The existing cycling infrastructure in the City consists primarily of off-street facilities consisting of multi-
use pathways/trails, primarily through the City's parks and green spaces and along PTH 12. There are a
few on-street facilities consisting of sharrows and/or painted bike lanes. The City has identified four
recreational loops and four linear routes as seen on the "Walk, Run, Cycle Steinbach" map in Figure 8.
Active Transportation Plan | 10
Figure 7: 2018 Official Community Plan - Road Classifications
Active Transportation Plan | 11
Figure 8: Existing Steinbach Active Transportation Routes
Active Transportation Plan | 12
3.0 VISION AND GOALS FOR THE PLAN
3.1 VISION STATEMENT
"To maintain and promote a safe, affordable, environmentally-responsible community that prides itself
on sustainable growth, a diverse economy and being an inclusive, generous community."
3.2 GOALS
Setting goals in an active transportation plan is crucial for several reasons:
Direction and Focus: Goals provide a roadmap for what the plan aims to achieve, helping to prioritize
actions and allocate resources effectively. They ensure that efforts are aligned with the overarching
vision and objectives of the plan.
Measurable Progress: By establishing specific targets, goals allow for the monitoring and evaluation
of progress over time. This helps in assessing whether the plan is on track and making necessary
adjustments to stay aligned with the desired outcomes.
Accountability: Clearly defined goals hold stakeholders accountable for their roles in implementing
and supporting the plan. They provide benchmarks against which success can be measured and
ensure that all parties are working towards common objectives.
Motivation and Engagement: Goals inspire and engage community members, policymakers, and
partners by demonstrating commitment to tangible improvements. They encourage participation
and support by highlighting the benefits and impact of the plan.
Communication: Goals serve as a tool for communicating the plan's purpose and progress to the
public and other stakeholders. They provide a clear narrative about what is being achieved and why
it matters, fostering transparency and trust.
Goals transform the vision into actionable steps and provide a framework for achieving meaningful and
lasting improvements in transportation and community well-being.
The goals for the Active Transportation Plan have been identified and are as follows
-
Expand the active transportation network to connect all residential areas to key destinations (e.g.,
schools, parks, commercial centers).
-
Increase the percentage of residents who use active transportation (walking or biking) for daily
trips.
These goals aim to drive progress in enhancing safety, promoting health, and increasing connectivity in
the community's active transportation network.
3.3 STRATEGIES
To implement the active transportation plan and achieve the above goals requires a comprehensive
approach that addresses the unique needs and challenges of the community. The following strategies
outline targeted actions and initiatives designed to support the goals of the Active Transportation Plan.
These strategies will help guide the development and implementation of infrastructure, programs, and
Active Transportation Plan | 13
policies that prioritize safety, encourage healthy lifestyles, and build a connected and resilient
community.
Infrastructure
Expand the network: Ensure new developments and new infrastructure projects are considering
connections to the existing active transportation network to increase connectivity and expand
the network.
Pedestrian Crossings: Upgrade and add new pedestrian crossings with appropriate safety features,
such as high-visibility markings and appropriate crossing control.
Bicycle Infrastructure: Develop dedicated active transportation facilities that are physically
separated from vehicular traffic
Signage and Lighting: Consider road signage and street lighting at key intersections and crossings
Landscape Enhancements: Incorporate features like tree plantings and/or solar lighting into new
projects to enhance environmental benefits and beautification. Explore opportunities to use
permeable pavements and recycled materials in the construction of active transportation
infrastructure.
Rest Areas: Create well-designed rest areas along popular routes to enhance user comfort and
encourage longer journeys.
Accessibility
Adopt Standards: Consider implementing industry standards such as ramps, tactile warnings, or
lighting for new or redeveloped active transportation infrastructure.
Upkeep: Regularly maintain and inspect infrastructure to prevent hazards such as uneven surfaces
or blocked pathways.
Community Engagement
Public Involvement: Facilitate community engagement to gather feedback and involve residents
in the planning and implementation of active transportation projects.
Digital Tools: Develop online tools and resources, such as interactive maps and route planners, to
provide residents with easy access to information about the active transportation network.
Wayfinding: Continue to provide up-to-date signage and route maps online and at key junctions of
the active transportation network.
Partnerships and Collaboration
Local Organizations: Engage with other orders of government, local businesses, community
groups, and non-profits to support active transportation initiatives and secure funding or
resources. Work with the community to promote active transportation and drive policy
changes that support the development of connected transportation options.
Active Transportation Plan | 14
4.0 NETWORK CONFIGURATION OPTIONS
4.1 FACILITY TYPES
Selecting the right active transportation facility is essential for creating a safe and convenient
environment for pedestrians and cyclists. Motor vehicles speeds and volumes are a primary consideration
when determining the appropriate facility type. The higher the vehicle speeds and the higher the
volumes of traffic, the more separation and protection is needed for a cycling facility to be safe and
comfortable for users. On streets with low traffic volumes and/or low traffic speeds, separated cycling
facilities may not be necessary to provide a safe and comfortable environment, however interventions
may be needed to ensure that traffic speeds and volumes are low.
Other considerations include the connections to and continuity of adjacent facilities. Active
transportation facilities should be easily accessible and well-connected to key destinations such as
residential areas, schools, workplaces, and recreational areas. By providing a comprehensive network of
bicycle facilities, it encourages more people to choose cycling as a mode of transportation, leading to
reduced congestion and improved air quality.
A continuum of bicycle facilities is shown in Figure 9, illustrating the variance in level of comfort for the
cyclist. The comfort of a cyclist has an inverse relationship with traffic volumes and traffic speeds, which
are generally the key deciding factors in the selection of bicycle facilities for a specific corridor. An
example of a facility selection tool from the Transportation Association of Canada's (TAC) Geometric
Design Guide (2017) is illustrated in Figure 11.
Figure 9: Continuum of Bicycle Facilities
Active Transportation Plan | 15
Figure 10: TAC Geometric Design Guide - Bicycle Facilities, By Posted Speed
Community engagement and feedback should also be considered in the facility selection process.
Consulting with local residents, cyclists, and other stakeholders helps to understand their needs and
preferences, ensuring that the chosen facility aligns with the community's vision for cycling
infrastructure and provides a balance with the other infrastructure requirements of the City.
4.1.1 SHARED STREETS
Shared streets, also known as local street bikeways, neighborhood greenways or bicycle boulevards, are
cycling facilities on local streets that are designed to enhance bicycle travel within residential areas. These
bikeways aim to provide safe and convenient routes for cyclists, while also minimizing conflicts with
motor vehicle traffic. Shared streets are generally considered on streets with low traffic volumes (<1,500
vehicles per day) and/or low traffic speeds (30 km/h). These metrics are based on industry research of
thresholds that provide adequate user comfort and perceived safety to attract potential users to the
facility. The main goal of shared streets is to create a more pleasant and secure environment for active
transportation users, making it easier for people to walk and bike without the stress of navigating heavy
traffic. Finding a balance between vehicle access and active transportation user comfort is key to creating
an attractive environment to promote the use of active transportation. Every street is unique and varying
levels of improvements may be needed in order to create a comfortable and attractive environment for
active transportation users.
Shared streets feature design elements that create a comfortable and low-stress environment for cyclists.
Some common features of shared streets include:
-
Intersection Improvements: To enhance safety at intersections, shared streets may have traffic
signals with bicycle-specific features, such as advanced stop lines or bike boxes. These features
give cyclists priority and improve their visibility to motorists. Other intersection improvements
include painted crosswalks, crosswalks with rapid repeating flashing beacons (RRFBs), and
pedestrian corridors, all of which improve pedestrian and cyclist safety at major intersections or
crossing points.
0
10
20
30
40
50
60
70
80
90
100
Bicycle Accessible Shoulder
Advisory Bike Lane
Shared Lane
Shared Roadway
Bicycle Boulevard (Local Street Bikeway)
Bike Path / Multi-Use Path
Protected Bike Lane
Unbuffered or Buffered Bike Lane
Facility is suitable
Depends on context
Active Transportation Plan | 16
-
Wayfinding and Signage: Clear signage and wayfinding markers are often installed along local
street bikeways to guide pedestrians and cyclists and indicate the preferred route. This helps
cyclists navigate through residential areas and connect to other cycling infrastructure or
destinations.
-
Traffic Calming: Speed humps, raised crosswalks, or chicanes to slow down motor vehicle traffic
and create a safer environment for cyclists.
-
Traffic Diversion: In some cases, shared streets may incorporate traffic diversion, such as traffic
barriers or one-way streets, to discourage through-traffic and prioritize local access for residents
and cyclists.
Figure 11: Example of Traffic Calming Infrastructure
Table 3: Shared Streets Design Guidance (TAC Geometric Design Guide, 2021)
ITEM
INDUSTRY STANDARDS
NOTES
Traffic Speeds
Maximum: 40 km/h
Preferred: 30 km/h or less
-
Speeds up to 40 km/h are
considered acceptable if
traffic volumes are 1,000
veh/day or less.
Traffic Volumes
Maximum: 2,500 veh/day
Preferred: 1,500 veh/day
Active Transportation Plan | 17
4.1.2 MULTI-USE PATHWAYS
A multi-use pathway refers to an off-street pathway that accommodates multiple modes of non-
motorized transportation, such as pedestrians, cyclists, skaters, and joggers. These pathways provide a
safe and convenient space for active transportation and recreation.
Key characteristics of multi-use pathways include:
-
Shared Space: Multi-use pathways are designed to be shared by different user groups, allowing
pedestrians, cyclists, and other non-motorized users to coexist in a single corridor. The pathways
are wide enough to accommodate various modes of transportation comfortably.
-
Surface and Width: Multi-use pathways can be constructed using various materials, such as
asphalt, concrete, or compacted gravel, depending on the context.
-
Separation from Motor Vehicles: One of the primary purposes of multi-use pathways is to
provide a safe and separated space away from motor vehicle traffic. They are often located away
from roadways or have physical barriers, such as curbs or landscaping, to create a distinct
separation.
-
Signage and Markings: Multi-use pathways typically have signage and markings to guide users
and indicate appropriate usage. This can include signs indicating right-of-way, speed limits,
directional arrows, and designated areas for specific activities.
-
Accessibility: Multi-use pathways are designed to be accessible to users of varying abilities. They
often incorporate features such as tactile indicators to accommodate individuals with disabilities
or mobility aids.
-
Amenities: Along multi-use pathways, amenities may be provided to enhance user experience
and convenience. These can include rest areas, benches, water fountains, bike racks, and lighting
for safety during low-light conditions.
Multi-use pathways are commonly found in parks, urban areas, suburban neighborhoods, and
recreational areas.
Table 4: Multi-Use Pathways Design Guidance
ITEM
INDUSTRY STANDARDS
NOTES
Multi-Use Pathway Width
Min: 2.5 m
Preferred: 3.5 - 4.5 m
-
2.5m acceptable in
constrained locations
-
4.5m width allows for 3.0m
painted bikeway and 1.5m
painted walking path
Active Transportation Plan | 18
Figure 12: Multi-Use Pathways
4.1.3 TRAILS
Trails refer to pathways or routes that are designed and designated for recreational activities, outdoor
exploration, or transportation on foot, bicycle, or other non-motorized means. Trails can be found in a
variety of settings, including urban areas, parks, forests, mountains, and rural landscapes. They provide
opportunities for individuals to connect with nature, engage in physical activity, and explore the
outdoors. Trails come in different types and may serve specific purposes or cater to particular user groups.
Here are some common types of trails:
-
Hiking Trails: These trails are primarily designed for pedestrians and hikers. They vary in difficulty,
ranging from easy and well-groomed paths suitable for beginners to rugged and challenging
routes for experienced hikers. Hiking trails often lead to scenic viewpoints, natural landmarks, or
points of interest.
-
Biking Trails: Biking trails are specifically designed for cyclists and mountain bikers. They can
range from paved paths suitable for casual riders to single-track trails with technical features for
more experienced riders. Biking trails may be found in parks, forests, or dedicated biking areas.
-
Multi-Use Trails: Multi-use trails accommodate various activities and users, such as pedestrians,
cyclists, and equestrians. These trails typically have wider paths to accommodate different modes
of transportation and may include specific design features to ensure safe interactions among
users.
-
Nature Trails: Nature trails are designed to provide an educational and interpretive experience
by highlighting the natural features, flora, and fauna of an area. They often have informative
signage, observation points, or guided tours to enhance visitors' understanding and appreciation
of the environment.
Active Transportation Plan | 19
-
Urban Trails: Found in urban areas, urban trails provide opportunities for pedestrians and cyclists
to navigate through the city, connect parks, waterfronts, or neighborhoods. These trails often
promote active transportation and provide alternative routes for commuting or leisure activities.
Trails offer numerous benefits, including physical fitness, mental well-being, access to nature,
environmental education, and recreational opportunities.
Table 5: Trails Design Guidance
ITEM
INDUSTRY STANDARDS
NOTES
Trail Width
2.5 - 3.5 m
Figure 13: Unpaved Trails
4.2 PROPOSED NETWORK EXPANSION
The improvement of the active transportation network in Steinbach aims to enhance connectivity
between existing trails. By linking the current network of urban trails, the city can create a more cohesive
and accessible system that encourages walking, cycling, and other forms of active transportation. This
not only facilitates easier and safer movement for residents and visitors alike but also supports the city's
goals of aligning the network to service key destinations and enhancing overall quality of life.
One of the primary focuses of the expansion will be to bridge the gaps between existing trails, increasing
the level of interconnectivity between all parts of the City. This will involve constructing new trail
segments and upgrading existing ones to align with industry standards through future renewal projects.
By doing so, Steinbach can accommodate a variety of users, from pedestrians and cyclists to families with
strollers and individuals with mobility devices.
In addition to connecting trails, the network expansion will prioritize linking these pathways to important
community destinations, such as parks, schools, and commercial areas. This strategic approach aims to
make active transportation an appealing and viable option for daily commutes, errands, and recreational
outings.
Active Transportation Plan | 20
4.2.1 LUND ROAD - ACRES DRIVE - INDUSTRIAL ROAD - PARK ROAD WEST
Facility Description
Asphalt multi-use pathway in the boulevards along North Front Dr between Industrial Road and Lund
Road, Lund Road from North Front Drive to Acres Drive, Acres Drive from PTH 12 to Keating Road,
Industrial Road from Acres Drive to Park Road West, and Park Road West from Industrial Road to PTH 12.
Key Connections
This section of the proposed network provides access to the northwest quadrant of Steinbach. There are
two tie-in points to the multi-use path along PTH 12 at Acres Drive and Park Road West. There is also a
connection to the multi-use path running beside the Soccer Park and a critical connection across PTH 52
at Industrial Road. This network extension would provide improved access to businesses along Industrial
Road and Acres Drive, to Clearspring Centre, and to the new development occurring along Park Road
West. The other future planned residential developments in the area will continue to add to the need for
these pathways in the area.
Timeframe
This section of the active transportation network is anticipated to be completed in the medium term.
The following network components will require further investigation prior to detailed design and
construction:
-
Enhanced active transportation crossing of PTH 52 at Industrial Road
-
Connection between Millwork Drive and Acres Drive along Lund Road
No private property is required.
Active Transportation Plan | 21
4.2.2 SOUTHWEST DRAINAGE CHANNEL
Facility Description
Asphalt multi-use pathway at top of bank along drainage channel connecting from McKenzie Avenue
across PTH 12 at Madison Drive, and continuing to Clearwater Avenue. Also included is an asphalt multi-
use pathway from the drainage channel to PTH 12 along McKenzie Avenue. This pathway will enhance
recreational activity in this area of the City and provide access from the southern residential area to LA
Barkman Park.
Key Connections
This section of the proposed network provides access to the southwest quadrant of Steinbach. There are
connections to the following active transportation routes and other streets:
-
Existing multi-use pathway to LA Barkman Park at McKenzie Avenue
-
Coral Crescent
-
Madison Drive and Clearwater Avenue
-
PTH 12 via McKenzie Avenue
Timeframe
This section of the active transportation network is anticipated to be completed in the long term. The
following network components will require further investigation prior to detailed design and
construction:
-
Active transportation crossing of McKenzie Avenue
-
Active transportation crossing of PTH 12 at Madison Drive (future signalized intersection)
-
Acquisition of private property as part of land development
Active Transportation Plan | 22
4.2.3 NORTHEAST DRAINAGE CHANNEL - OLD TOM ROAD
Facility Description
Multi-use pathway at top of bank along the drainage channels in the Deerfield Estates region, extending
from Deerfield Trail to Loewen Boulevard and from Hirschfield Road to Old Tom Road. Asphalt multi-use
pathway along the east side of Old Tom Road, crossing Old Tom Road at a future intersection at the
approximate extension of Stone Bridge Crossing and at Lionsgate Drive. An asphalt multi-use pathway
through property north of Red River College (RRC) and Steinbach Heritage Cemetery extending to Stone
Bridge Crossing.
Key Connections
This section of the proposed network provides access to the east and northeast quadrants of Steinbach.
It connects to the Deerfield path in the residential area east of Hespeler Street, ties into Stone Bridge
Crossing for access west towards PTH 12, and ties into Rams Gate and the Park Road multi-use pathway.
Timeframe
This section of the active transportation network is anticipated to be completed in the long term.
Development of parts of this section of the network will be developer driven. The following network
components will require further investigation prior to detailed design and construction:
-
Active transportation crossings of Loewen Boulevard
-
Active transportation crossings of Old Tom Road
-
Acquisition of private property as part of land development
Active Transportation Plan | 23
4.2.4 HESPELER STREET
Facility Description
Multi-use pathway along west boulevard of Hespeler Street through widening of existing sidewalk area.
Key Connections
This section of the proposed network provides improved north-south access along the east edge of
Steinbach's historic core. There is a tie-in to the existing pathway extending west from Hespeler, to
Loewen Boulevard and Old Tom Road in the north, to the proposed Elmdale Extension pathway, and to
the proposed Hespeler Street South pathway in the south.
Timeframe
This section of the active transportation network is anticipated to be completed in the long term. It may
be completed as part of the regular street renewal schedule. The intersection with Main Street will require
further investigation prior to detailed design and construction to consider enhanced active
transportation crossings.
Active Transportation Plan | 24
4.2.5 CHRYSLER GATE - HESPELER STREET SOUTH
Facility Description
Asphalt multi-use pathway along the boulevard of Chrysler Gate and Hespeler Street South from PTH 12
to McKenzie Avenue.
Key Connections
This section of the proposed network provides improved east-west access across the south end of
Steinbach. Key connections are made to Steinbach Regional Secondary School (SRSS), between
residential areas south of McKenzie Avenue, and to the proposed Hespeler Street multi-use pathway.
Timeframe
This section of the active transportation network is anticipated to be completed in the long term. Private
property is required in order to connect the two existing residential areas and conversion of existing ditch
along Hespeler Street South to land drainage sewer will need to be investigated.
Active Transportation Plan | 25
4.2.6 ELMDALE EXTENSION
Facility Description
Multi-use pathway along right-of-way parallel to Main Street.
Key Connections
This section of the proposed network provides improved access through the southeast corner of the
historic core of Steinbach. It ties into the existing Elmdale Street pathway and connects to the Hespeler
Street multi-use pathways.
Timeframe
This section of the active transportation network is anticipated to be completed in the long term.
Acquisition of private property or easements are required.
Active Transportation Plan | 26
4.2.7 PROPOSED SIDEWALK NETWORK
Facility Description
1.5m wide concrete sidewalks within the public right-of-way.
Key Connections
The proposed additions to the existing sidewalk network are intended to close key gaps identified in the
pedestrian network and to provide connections to other active transportation facilities, such as multi-use
paths. These are priority sidewalk segments only and do not replace the City of Steinbach's existing
queue of planned sidewalk projects. Proposed sidewalk extensions include:
-
Goosen Avenue from Hanover Street to Main Street
-
Third Street from Reimer Avenue to Brandt Street
-
Woodhaven Avenue from Lund Road to the Soccer Park pathway
-
Coral Crescent from Lilac Bay to Giesbrecht Street
-
Madison Drive from South Park Drive to PTH 12
-
PTH 12 from Park Road West to First Street
-
From Brentwood Drive to the pathway along the drainage channel
Sidewalks will also be required for key connections to schools, school bus pick-up locations and other
segments of the active transportation network in new development areas.
Timeframe
The proposed extension of the sidewalk network is anticipated to be completed in the medium term.
The timeframes for individual projects mentioned above will be determined according to level of priority,
asset renewal timelines, and budget availability.
Active Transportation Plan | 27
4.2.8 REIMER - FOURTH - LUMBER
Facility Description
Shared street along Reimer Avenue from Giesbrecht Street to Fourth Street, Fourth Street from Reimer
Avenue to Lumber Avenue, and Lumber Avenue from Fourth Street to Elmdale Street.
Key Connections
This shared street connects residential areas in the west of Steinbach to Downtown and Main Street.
Connections are provided to LA Barkman Park, Stony Brook Middle School, and the Southeast Event
Centre.
Timeframe
This section of the active transportation network is anticipated to be completed in the short term. While
there are minimal infrastructure costs expected, the following network components will require further
investigation prior to implementation:
-
Pavement markings to enhance the active transportation crossing at the existing signalized
intersection at Brandt Street
-
Pavement markings to enhance the active transportation crossing at the existing signalized
intersection at Main Street
-
How to mitigate risks of mixed traffic
Active Transportation Plan | 28
4.2.9 STONE BRIDGE - HOME - ELM
Facility Description
Shared street along Stone Bridge Crossing from PTH 12 to Heritage Parkway, Home Street from Stone
Bridge Crossing to Elm Avenue, and Elm Avenue from Home Street to Elmdale Street.
Key Connections
These shared streets connect the existing PTH 12 pathway and proposed Old Tom Road multi-use
pathway to Downtown Steinbach, including connections to the residential areas in the north of
Steinbach and Bethesda Regional Health Centre.
Timeframe
This section of the active transportation network is anticipated to be completed in the short term. While
there are minimal infrastructure costs expected, the following network components will require further
investigation prior to implementation:
-
Active transportation crossing of Loewen Boulevard at Home Street
-
How to mitigate risks of mixed traffic
Active Transportation Plan | 29
4.2.10 SOUTH PARK DRIVE
Description of the route
Shared street along South Park Drive from Clearwater Avenue to Chrysler Gate.
Key Connections
This shared street connects residential areas in the south of Steinbach to the proposed Chrysler Gate
multi-use pathway, the proposed Southeast Drainage Channel multi-use pathway, and to the SRSS.
Timeframe
This section of the active transportation network is anticipated to be completed in the short term. While
there are minimal infrastructure costs expected, the following network components will require further
investigation prior to implementation:
-
How to mitigate risks of mixed traffic
Active Transportation Plan | 30
4.2.11 BISCAYNE - KROEKER - EVERGREEN
Facility Description
Shared street along Biscayne Drive from Chrysler Gate to McKenzie Avenue, Third Street from McKenzie
Avenue to Kroeker Avenue, Kroeker Avenue from Third Street to Henry Street, and Evergreen Avenue
from Henry Street to Hespeler Street.
Key Connections
These shared streets tie into the proposed Chrysler Gate and Hespeler Street multi-use pathways to
connect residential areas in the south and the core area of Steinbach to Downtown. Key connections are
also made to Southwood and Woodlawn Schools, as well as Clearspring School via the existing pathway
east of Hespeler Street.
Timeframe
The segment of shared street extending from McKenzie Avenue to Hespeler Street is anticipated to be
completed in the short term. The remaining segment along Biscayne Drive requires roadway extension
and private land and is therefore anticipated to be completed in the long term. While there are minimal
infrastructure costs expected, the following network components will require further investigation prior
to implementation:
-
Active transportation crossing at McKenzie Avenue
-
Pavement markings to enhance the active transportation crossing at the existing signalized
intersection at Main Street
-
How to mitigate risks of mixed traffic
Active Transportation Plan | 31
5.0 IMPLEMENTATION
The City of Steinbach Active Transportation Plan is intended to guide policy, planning, and capital
investment decisions, as well as to provide on-going operations and maintenance recommendations in
support of future active transportation development
This plan has been developed with a long-term horizon. It should be reviewed and updated periodically
to reflect progress made towards the goals and to consider changing conditions in Steinbach's
population, the development industry, and new active transportation trends and technologies. This
ensures that the plan remains in alignment with the City's broader priorities.
5.1 IMPLEMENTATION STRATEGY
5.1.1 CITY-LEAD PROJECTS
Shared Streets
Shared streets will be designated for a preliminary period of monitoring to assess traffic volumes, vehicle
speeds, and pedestrian and cycling numbers. Potential further improvements will be determined based
on the results of the monitoring period.
Off-Street Facilities
Multi-use pathways through already-developed areas will be implemented according to network
prioritization, budget availability, property acquisition availability, and infrastructure improvement
schedules, where applicable.
Those projects that require private property will only be constructed when logical sections of a route have
been acquired or as part of the land development process.
Multi-use paths along drainage channels may utilize existing 3m wide maintenance plateaus, where
available.
Where possible, street-adjacent pathways will be completed during scheduled street renewal projects.
5.1.2 DEVELOPMENT-DRIVEN PROJECTS
In areas where future development is planned, the active transportation network is generally constructed
by the City after the development is complete. The applicable sections of the network will be constructed
according to City of Steinbach facility standards.
5.2 SUPPORTING POLICY
Steinbach's Zoning By-law should be reviewed to ensure that development supports the provision of
appropriate bicycle parking facilities. Existing businesses should be encouraged to meet the updated
standard.
City policy is to construct once the majority of the development is built out, to minimize damage to the
sidewalk from private lot construction activity. Wherever possible, connections between the active
transportation network established in this Plan and the sidewalk network should be prioritized.
Active Transportation Plan | 32
5.3 MONITORING AND EVALUATION
The number of users of new and existing active transportation network sections are recommended to be
measured periodically to measure progress towards the goals of this Plan and to ensure that facility
design standards are providing the desired level of service. Any incidents of conflict between active
transportation users or with vehicle traffic should be recorded and monitored to identify areas requiring
additional attention.
Shared Streets should be monitored closely to assess whether active transportation users and vehicles
are able to safely and comfortably coexist on these routes. Included in this is the assessment of vehicle
volumes and speeds in comparison to industry best practices and National design guidelines. The streets
identified in the proposed network plan are selected based on anticipated low traffic volumes and traffic
speeds. No changes to the designs of these routes are proposed in the short term, however future
investigation should be done to assess vehicle speeds and volumes and identify areas of particular need
for enhanced pavement markings, traffic calming, or other interventions. Piloting these interventions
through the use of temporary or adjustable materials is a valuable technique to assess the suitability and
impact of infrastructure prior to the construction of more permanent infrastructure. A slow uptake of
these routes by those using active modes should not necessarily be interpreted as a lack of interest. It
may, however, be that some users are hesitant to use a route without measures in place to actively reduce
traffic speeds and/or to increase visibility and priority of active modes.
5.4 PRIORITIZATION OF PROJECTS
The prioritization of the active transportation network will depend primarily on which sections are within
the City of Steinbach's control and which require collaboration with developers. Generally, the following
is the most likely sequence:
1.
Implement shared streets
2.
Implement city-lead off-street facilities without property needs
3.
Implement city-lead off-street facilities with property needs
4.
Implement developer-lead off-street facilities
Some developer-lead projects may proceed more quickly as applications are received and approved by
the city. Likewise, some city-lead facilities without property needs may require waiting for capital funding
to be allocated and/or asset management schedules to align.
5.5 COST ESTIMATES
Developing high-level per linear meter costs for the proposed active transportation pathways and
sidewalks is a crucial step in the planning process. These estimates provide an understanding of the
financial requirements for each segment of the network, enabling the city to allocate resources
effectively and prioritize projects based on budgetary constraints and anticipated benefits. The costs
were developed based on typical cross-sections applied by the City on similar projects. The costs
identified in Table 6 are for the identified multi-use pathways/trails, those identified in Table 7 are for the
proposed sidewalk connections, and those identified in Table 8 are for the re-configuration of the bicycle-
friendly shared street network. The estimated costs are in 2025 dollars and include 20% for contingency
costs and 15% for associated engineering costs. The cost estimates do not include significant earthworks,
utilities, drainage infrastructure, and other roadway or right-of-way improvements that would be
associated with land development. These additional costs would be identified during detailed design.
Active Transportation Plan | 33
Table 6: Cost Estimates - Multi-Use Pathways / Trails
PROJECT AREA
LENGTH
(KM)
ESTIMATED COST
(ASPHALT)
ESTIMATED COST
(LIMESTONE)
NOTES
Lund Rd - Acres Dr - Industrial Rd
- Park Rd W
4.6
$3,415,000
$2,210,000
SW Drainage Channel
2.0
$1,500,000
$970,000
NE Drainage Channel
4.2
$3,145,000
$2,035,000
Hespeler Street
1.6
$1,505,000
Chrysler Gate - Hespeler St S
2.2
$1,610,000
$1,040,000
Does not include
urbanizing of the
right-of-way
Elmdale Extension
0.8
$600,000
$390,000
TOTALS
15.4
$11,775,000
$6,645,000
Table 7: Cost Estimates - Sidewalks
PROJECT AREA
LENGTH (M)
ESTIMATED COST
NOTES
PTH 12
1,950
$940,000
Woodhaven Avenue
400
$195,000
Coral Crescent
330
$160,000
Madison Drive
325
$160,000
Goossen Avenue
260
$125,000
Brentwood Drive
15
$10,000
TOTALS
3,280
$1,590,000
Table 8: Cost Estimates - Shared Streets
PROJECT AREA
LENGTH
(KM)
ESTIMATED COST
NOTES
Reimer - Fourth - Lumber
1.4
$9,500
- Signage and
pavement markings
Stone Bridge - Home - Elm
1.8
$12,500
- Signage and
pavement markings
South Park Drive
0.8
$5,500
- Signage and
pavement markings
Biscayne - Kroeker - Evergreen
1.8
$26,000
- Signage and
pavement markings
- Crosswalk at
McKenzie Avenue
TOTALS
5.8
$53,500
Active Transportation Plan | 34
6.0 CLOSING
The implementation of these measures marks a significant step towards enhancing the active
transportation infrastructure within Steinbach. Implementing the proposed improvements looks to
create a safer and more accessible environment for all residents.
Ultimately, the Active Transportation Plan aims to cultivate a vibrant city where active transportation is
seamlessly integrated into daily life, fostering healthier lifestyles and a stronger sense of community. With
the active support and involvement of Steinbach's residents, this plan will pave the way for a more
connected, efficient, and enjoyable transportation system for all.
APPENDIX A:
COMMUNITY ENGAGEMENT
Active Transportation Plan | A
APPENDIX A: COMMUNITY ENGAGEMENT
PHASE 1
METHODS OF ENGAGEMENT
POP-UP EVENT
During the "Summer in the City" fair on June 15, 2024, from 11:00am to 2:00pm, a pop-up engagement
was conducted to introduce and promote the project, gather community input on the existing
conditions and potential improvements for the active transportation network. Attendees were
encouraged to share their experiences and suggestions through interactive displays and discussions
with the team, as well as through the online survey. This engagement provided a valuable opportunity
for residents to voice their opinions and contribute to the development of a more efficient and user-
friendly transportation system.
ONLINE SURVEY
In parallel with the pop-up engagement during the "Summer in the City" fair, an online survey was
launched on June 14, 2024, and remained open until July 15, 2024. This survey aimed to collect
comprehensive data on residents' travel habits and their interest in active transportation. It also featured
a mapping tool that allowed respondents to pinpoint specific areas they liked or disliked, highlight
opportunities for improvement, and identify existing issues within the transportation network. The
combination of in-person and online engagement methods ensured a broad and inclusive approach to
gathering community input.
STAKEHOLDER ENGAGEMENT
To ensure that key local perspectives are reflected in the development of the Steinbach Active
Transportation Plan, discussions were held with representatives from key stakeholders. Invitations were
sent to several stakeholder groups throughout Steinbach with three possible meeting times provided on
August 1 and August 7, 2024. The following organizations accepted the invitation and attended one of
the sessions:
-
Hanover School Division
-
Steinbach Chamber of Commerce
-
Pat Porter Serving Seniors Inc.
-
Kinder Korner Daycare
-
Bethesda Regional Health Centre
-
Strong Towns Steinbach
Engaging stakeholders is crucial for the success of any community project. Their involvement ensures
that diverse perspectives and local insights are incorporated, leading to more effective and well-rounded
solutions. By actively participating in the planning process, stakeholders help to build consensus and
foster a sense of ownership and commitment to the project's outcomes.
Active Transportation Plan | A
COMMUNITY INPUT AND FEEDBACK
STAKEHOLDER INPUT
The main themes raised during the stakeholder discussions are summarized below.
Parking Impacts
-
Creating or improving walking and cycling connections between more neighbourhoods and
local Institutions/businesses can free up parking spaces for clients/visitors from out of town or
who have accessibility needs.
-
The regional hospital and new recreation centre are major destinations that could see improved
walking, rolling, and cycling connections, reducing traffic and parking congestion in the city
centre.
Pedestrian Crossings
-
Some of Steinbach's streets need more and better pedestrian crossing infrastructure, especially
McKenzie Ave.
Sidewalks
-
In some cases, recently developed areas lack sufficient sidewalks to connect school bus pickup
points; there are hundreds of students in these areas, and they cannot be picked up individually.
-
Chapel Dr needs a sidewalk to allow residents to cross safely at McKenzie Ave.
School & Daycare Travel
-
Some schools have walking programs for students to travel to/from school.
-
Generally, students who live across a major roadway are bused to and from school.
-
Sidewalks are a key factor in deciding locations for new daycare facilities
-
More options for traveling to daycare facilities and for daycares to transport children to activities
is beneficial
Infrastructure Accessibility Concerns
-
There are limited areas with accessibility issues related to infrastructure issues, including:
o
sloped sidewalks (Highway 12 near Reimer Ave W).
o
inadequate curb cuts on Main St (when vehicles block crosswalks).
-
Generally walking and rolling infrastructure in Steinbach is kept in good repair and is accessible.
Bicycle Parking
-
Adding secure and plentiful bicycle parking would improve the utility of local parks and
playgrounds.
AT Network Issues
-
The path through the soccer park and LA Barkman Park ends abruptly at its north extent at
Highway 52; there are no opportunities to safely cross and continue north to commercial
destinations.
Active Transportation Plan | A
-
Crossing Main St is currently a major barrier; there is a need to explore how current intersections
can be improved to encourage safe and convenient bicycle crossings.
Safety
Some paths, like the one connecting Loewen Blvd to AD Penner Park, are too narrow for bicycle riders
travelling in opposite directions to pass each other safely.
PUBLIC FEEDBACK
The feedback provided by the public survey outlined the existing travel patterns of Steinbach residents
and visitors, including what modes of travel they use to access to typical community services/amenities,
how long their commute is, where/when they choose to walk and bike in the City, and how safe they feel
doing so.
Current Patterns
According to survey responses, a relatively small proportion of people currently use active transportation
to access work, school, or other destinations (about 7-10%). The primary mode for most people is to drive
alone (about 70%). However, a much higher proportion of respondents indicated that they enjoy walking
and cycling to enjoy nature, parks, or trails, for exercise, or to spend time with family or friends.
Opportunities
Nearly half (49%) of respondents indicated that their average commute time to work or school is less than
10 minutes. This suggests that for many in Steinbach, active commuting by walking, cycling or rolling is
not only feasible but could even be quite convenient.
The majority of respondents indicated that they feel very safe or mostly safe walking or cycling in
Steinbach. This aligns with the responses indicating that the majority of walking and cycling is happening
in parks or on trails for recreational purposes. It also suggests that when the City provides the
infrastructure, active modes become more attractive and comfortable for more people.
Priorities
Respondents were asked to provide up to two responses for what should be priorities for pedestrian and
cycling facilities and routes, the following were the most common responses:
Prioritize access to community destinations, such as:
-
Commercial, retail, service centres
-
Downtown
-
Schools
-
Hospital
-
Library
-
Parks and existing trails
Highway 12 and Highway 52
-
Improved facilities and connections
-
Safe crossings
Old Tom Road
Active Transportation Plan | A
The AT Network
The interactive mapping exercise gave residents an opportunity to pinpoint specific areas of concern,
opportunities, things they like, and things they don't like. This exercise provided a wealth of information
for the development of the proposed network. The responses showed significant support for many of the
existing trail networks, highlighted several areas of concern for walking and cycling, and provided
indication of areas where improvements are desired by the community.
The information provided by the respondents to the survey provide an overview of the existing active
transportation context in the City of Steinbach. Residents enjoy using the existing parks and trails
primarily for leisure or recreation. The short commute times combined with the popularity of the existing
network indicates strong potential for increased use of active transportation as a mode of transportation,
provided that the network is expanded.
Active Transportation Plan | A
PHASE 2
METHODS OF ENGAGEMENT
OPEN HOUSE
Urban Systems and the City of Steinbach hosted an open house for the active transportation plan in
conjunction with the OCP update open house on February 13, 2025. This event provided an opportunity
for residents to review and provide feedback on the proposed active transportation network. The open
house aimed to gather valuable insights and suggestions from the community to ensure that the plan
effectively addresses the needs and preferences of Steinbach's residents.
ONLINE SURVEY
In parallel with the open house, an online survey was launched on January 15, 2025, and remained open
until February 5, 2024. This survey aimed to collect feedback on the proposed active transportation
network and gauge support for the proposed corridors in the plan.
COMMUNITY INPUT AND FEEDBACK
PUBLIC FEEDBACK
Survey respondents provided scores out
of
ten
for
each
of
the
active
transportation
projects
described.
Average
scores
across
all
projects
reflected a strong level of support for the
proposed
network
extensions
and
additions.
The projects proposed for Reimer -
Fourth - Lumber and for South Park
Drive received the lowest levels of
support, while the facilities proposed
along
Hespeler
Street
and
the
Southwest Drainage Channel received
the highest levels of support.
Some respondents also provided more
detailed comments and explanations of
their scores for various projects. These
were reviewed and considered during
the refinement of the proposed network.
8.1
8.3
7.5
8.5
8.2
7.4
7.1
7.4
7.3
7.4
0
2
4
6
8
10
Industrial Area
Southwest Drainage Channel
Northeast Drainage Channel - Old Tom Road
Hespeler Street
Chrysler Gate - Hespeler Street South
Elmdale Extension
Reimer - Fourth - Lumber
Stone Bridge - Henry - Barkman
South Park Drive
Kroeker - Evergreen
Figure 14: Average survey response scores (out of ten)
Active Transportation Plan | A
HOW ENGAGEMENT SHAPED THE PLAN
The insights gained from public engagement were central to the shaping of Steinbach's Active
Transportation Plan. This includes the specific feedback received about the existing and proposed active
transportation network map, the themes generated from one-on-one discussions at open houses and
stakeholder meetings about the vision for Steinbach's active transportation future, and the excitement
and support expressed by the wide variety of respondents to community surveys.
Feedback from the interactive mapping exercise and surveys highlighted both the strengths of the
existing trail networks and the areas requiring improvement. This community input underscored the
need for better connectivity between trails and commercial or industrial zones, as well as enhanced
safety measures at high-risk crossings.
The many discussions at open houses and with stakeholders both reinforced priorities identified by the
City of Steinbach and identified other areas of concern, opportunity, or which required further attention.
The present need for more and better bicycle parking, the anticipated impacts of current and future
development in the city, and the integration of school bus pickup areas with sidewalks were all
highlighted in these discussions.
The number of residents and visitors who generously spent their time to stop and chat and then
complete a survey during the Summer in the City pop-up event helped to supercharge the project. The
amount of attention the preparation of the Active Transportation Plan received for a city of Steinbach's
size also reinforced both the need and the level of enthusiasm for a proactive and coordinated approach
to walking and cycling infrastructure in Steinbach.
Together, these insights directly informed the Vision, Goals, and Strategies of the Plan and helped to
ensure that the proposed network addresses the community's desires and concerns while promoting a
more integrated and secure active transportation system.
The feedback received about the proposed network during the second round of engagement provided
additional community knowledge and commentary that was used to make revisions to the proposed
network projects following discussions with City of Steinbach
Active Transportation Plan | A
APPENDIX B:
COST ESTIMATES
Active Transportation Plan | B
Active Transportation Plan | B
Active Transportation Plan | B