The Primary Transit Network and its feeder routes

All Primary Transit Network Lines are classified by: 

• How frequent service is
• How far stops are from one another
• Whether or not they use dedicated rapid transit infrastructure for a significant portion of the routes 

Rapid Transit Lines and Frequent Express Lines have the highest service frequencies and longest distances between stops. The difference is Rapid Transit Lines already use dedicated rapid transit infrastructure. Frequent Express Lines are located where rapid transit infrastructure will be built in the future.

Frequent Lines have the next most frequent service, followed by Direct Lines. In the future, as Winnipeg continues to invest in transit, Lines may move up in service classes.

What does it do? Frequent service. Transit-only right of way where needed to bypass congestion and move more quickly across the city

Wait times between buses (core frequencies, longer wait times on branches):

• Peak: 4-10 minutes
• Off-peak: 5-10 minutes
• Night/weekends: 10-30 minutes

How far apart are the stops? 700-1000 metres outside of downtown

What does it do? These lines will be upgraded to Rapid Transit in the future

Wait time between buses:

• Peak: 5-15 minutes
• Off-peak: 10-15 minutes
• Night/weekends: 10-30 minutes

How far apart are the stops? 700-1000 metres in express sections, otherwise 350-500 metres

What does it do? Buses run along major streets to help people travel across the city

Wait times between buses:

• Peak: 10-15 minutes
• Off-peak: 10-15 minutes
• Night/weekends: 10-30 minutes

How far apart are the stops? 350-500 metres

What do they do? Buses run along main streets to help people travel between neighbourhoods

Wait times between buses:

• Peak: 10-15 minutes
• Off-peak: 10-20 minutes
• Night/weekends: 15-30 minutes

How far apart are the stops? 200-500 metres

What do they do? Connect people to the Primary network and help them move around the city

Wait times between buses:

• Peak: 15-30 minutes
• Off-peak: 15-30 minutes
• Night/weekends: 20-60 minutes

How far apart are the stops? 200-500 metres

What do they do? Help people travel within their neighbourhoods, to nearby services, to connector routes and the Primary Network

Wait times between buses:

• Peak: 30-60 minutes
• Off-peak: 30-60 minutes
• Night/weekends: 30-60 minutes

How far apart are the stops? 200-500 metres

What does it do? Serves new and developing areas and other areas with low demand. Connects people to nearby destinations and other transit services

Wait times between buses: Varies. Generally, 5-20 minutes after booking a trip.

How far apart are the stops? Varies

What do they do? Limited span routes operate only at certain times of the day. This can include express routes

Wait times between buses: Varies. Limited-span routes operate only at certain times of day.

How far apart are the stops? Varies

The Winnipeg Transit Master Plan proposes an entirely new service network for Winnipeg: The Primary Transit Network and its Feeder Routes

Current stage: Primary Transit Network and feeder routes planning

• Technical Analysis including scheduling, modelling and fieldwork began in 2022.
• Engagement with disability groups on communications and promotional planning is currently underway.
• Public information on routes and service is currently underway.

June 2024 – Report to Council on routes and service

November 2024 – Report to Council on communications and promotional plan

April 2025 - Promotional campaign begins

• Schedules available on trip planning apps
• Bus stop signage updated

Target date June 29, 2025: Service begins on Primary Transit Network and feeder routes

2026 and beyond: Annual Service Planning

• Including service extensions, frequency improvements and network refinements

Target date – before 2045: The Winnipeg Transit Master Plan Long Term Network Plan 

• We know Winnipeggers want a transit system that is more accessible, frequent, efficient and reliable
• The Primary Transit Network and its feeder network is designed with those goals in mind
• The Primary Transit Network and its feeder network were shaped by both feedback and technical analysis
• We’ve made some revisions to the Primary Transit Network and carried out technical analysis to design and finalize the feeder routes
• Some decisions were made by analyzing streets to determine where bus travel is workable 
  • Simply put, buses can travel on some streets, and can’t on others
  • Other factors include if land is available for stops and turnarounds
  • We also chose locations of feeder routes to allow for connections to be made
• We also looked at where appropriate infrastructure is already in place or can be built in the future

• The network was shaped by both feedback and technical analysis
• Your feedback during three rounds of engagement for the Winnipeg Transit Master Plan helped us design the Primary Transit Network.
• We also made changes based on concerns shared with us during public information sessions in early 2024 .
• Some decisions were made by analyzing streets to determine where bus travel is workable 
  • Simply put, buses can travel on some streets, and can’t on others
  • Other factors include if land is available for stops and turnarounds
  • We also chose locations of feeder routes to allow for connections to be made
• We also looked at where appropriate infrastructure is already in place or can be built in the future

• It depends on the passenger and their destination
• In some cases, passengers will need to transfer from a bus on the feeder network to a bus on the primary transit network to get where they want to go
• But other passengers will have a new connection to where they want to go with no transfers
• Likewise, in some cases, the time it takes to get where you need to go will change. Many trips will be more direct, with less waiting time
• All passengers will have to adjust to a new way of getting to where they need to go

• We’re committed to improving the accessibility of our network. This is an ongoing process that doesn’t begin or end with the launch of a new transit network
• We’re pleased to have additional funding to put towards accessibility improvements throughout 2025-27.

• Our current transit network has routes that wind their way back and forth between outer neighbourhoods and downtown, where traffic is heaviest
• This contributes to routes running late, especially during peak hours
• The Primary Transit Network is more like a grid
• Its Lines are straighter with stops that are more spaced out, for efficient travel
• While routes on the feeder network will often avoid more congested areas 
• This system will keep buses moving more reliably
•  It will also free up capacity so we can increase frequency where demand is highest

• The Primary Transit Network is designed to be more efficient
• The overall system capacity will be higher than it is today.
• It will be easier for us to address crowding than it is today.
• There will still be routes that will be high in demand.

• We are engaging directly with groups who support and advocate for people with disabilities to ensure we are communicating network changes with accessibility in mind
• We will be using feedback to create resources that help passengers of all abilities plan trips on the new network.
• We’re also committed to improving the accessibility of our network. This is an ongoing process that doesn’t begin or end with the launch of a new transit network
• We’re pleased to have additional funding to put towards accessibility improvements throughout 2025-27
• We will be upgrading infrastructure at junctions to make transfers more convenient.
• This can include moving bus stops closer to a crosswalk, which will help passengers with disability affecting mobility.

• The precise locations of bus stops are to be determined, but how far apart they are is determined by the kind of service:
  • On Rapid and Frequent Express Lines, bus stops will be spread at least 700 metres apart, or about a 10-minute walk
  • On Frequent lines, bus stops will be at least 350 metres apart, or about a five-minute walk
  • On Direct Lines, Community Routes and Connector Routes, bus stops will be at least a 200 metres apart, or about a three-minute walk
• For the most part, locations of stops on Community and Connector Routes won’t change from where they are located now.
• Locations of bus stops on the Primary Network are more likely to change. This is because frequent lines have fewer stops for faster service.

• We will begin upgrading stop infrastructure in early 2025, as well as installing new signage to mark bus stops.
• Then we will carry out a comprehensive, city-wide communications campaign, so people are prepared to take the bus when we launch.
• We will launch the Primary Transit Network and its feeder network in summer 2025. The last date most current bus routes will operate is June 28, 2025. The Primary Transit Network and its feeder routes go into service June 29, 2025.

• We won’t make any immediate changes after we launch, to give us a full year to analyze travel patterns and see what is working and what is not
• After that, changes to feeder routes will be considered and implemented in a yearly cycle. It’s called the Annual Service Planning Process.
• The proposed Primary Transit Network will expand in the future, as the city grows and more people ride transit
  • Over time, it will look more and more like the long-term network plan in the Winnipeg Transit Master Plan
• One benefit of moving to a spine-and-feeder system is that it becomes much easier to make incremental changes to the feeder network
• That’s because service is segmented between the Primary Lines and Feeder Routes, so making changes in one spot doesn’t have a snowball effect
• This leeway allows us to be more responsive to changes and growth in neighbourhoods
• For example, in Southwest Winnipeg, a number of incremental changes have been made to feeder routes since we launched a spine-and-feeder network in Spring 2020