Winnipeg’s new bus network launches June 29, 2025

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
• Nights/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
• Nights/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
• Nights/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
• Nights/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
• Nights/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
• Nights/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, typically rush-hour. 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 new route network is the first step to solving long-standing issues with our current bus system.  

When a passenger complains to 311 about Transit, we listen. Common problems we hear about include overcrowding on popular routes, and routes not staying on schedule. The design of the current route network makes it very hard to address these problems. That’s why we created the Winnipeg Transit Master Plan.  

Starting in 2019, we held three rounds of public engagement for this plan. We heard what members of the public wanted in a new bus network. Some main themes for improvement were frequency, efficiency, reliability, and accessibility. The Winnipeg Transit Master Plan was approved in 2021. It included a short-term network plan that would be the first step to address these areas for improvement, and others. The new network is based on that short-term network plan.  

Since then, we’ve renamed the short-term network. It’s now known as the Primary Transit Network and its feeder routes. During public information sessions in 2024, we also heard further concerns from members of the public about the network and made changes to it. The recommended design was approved by Council in June 2024. It was revised again in March 2025, with more On-Request zones added for evening/weekend service.  

A limited number of printed system maps are now available.

System maps are available by request at Winnipeg Transit Customer Service Centres and the 311 St. Boniface counter. These maps may be helpful for customers who don’t have access to the internet. The easiest way for others to plan trips on the new network is through Navigo, starting April 30.  

We are also sharing these maps with community groups who request Primary Transit Network information sessions from our travel trainers. You can find more information about these sessions on our Community Toolkit page.    

Please note: Boundaries for On-Request Zone 103 have expanded. They are larger than indicated in the printed system map. Zone 103 is accurate in Navigo , our digital system map (PDF, 2.7MB) , and the individual zone map.  
We have ordered additional print maps, with this error corrected. 

While we won’t be printing route timetables or stop schedules for distribution, they are available to print on winnipegtransit.com. We recommend transit users without access to the internet print the route timetables or stop schedules they need at a local library.  

Route timetables  

1. From the landing page of winnipegtransit.com, select ‘Explore Routes’ 
2. If you are looking for a timetable for a route in the new network, toggle on ‘Preview routes in the new Primary Transit Network’. 
3. Then, search for the route you need a timetable for.  
4. Select the route name to bring up a map of the route. Then choose ‘View timetable’ for weekday, Saturday or Sunday.  
5. Select the destination of the timetable you need.   
6. Once the timetable is loaded, hit ‘Print’ to access a printable version.  

Stop schedules 

1. From the landing page of winnipegtransit.com, select ‘Find Stops and Schedules’ 
2. If you are looking for a schedule for a stop in the new network, toggle on ‘Preview routes in the new Primary Transit Network’. 
3. Select the stop you want a schedule for. Then select ‘View schedule’. 
4.  If necessary, filter for the routes you want using the ‘All routes’ button. If you don’t filter, the schedule will list all routes.  
5. Select ‘Details’ 
6. Then select ‘Download schedule’  

We have never rolled out a schedules update or Navigo update of this size before. We expect the first passengers to plan trips may encounter some bugs. We’re ready to fix technical issues as we become aware of them. We apologize for any inconvenience, and are grateful for any assistance you provide by reporting them.  

If you are seeing an unexpected or strange Navigo result, please report it to 311. Provide them with your origin and destination and the issue with the result. Screenshots would be a big help! Your feedback will help improve this service for everyone.  

You can also plan trips on the new network on the Transit app. Winnipeg Transit has partnered with the Transit app for one year, and this partnership includes a preview mode that will be available until launch. The Transit app uses a different algorithm for planning trips and may produce different results. 

We encourage users to try planning trips with Navigo or on the Transit app, which we have partnered with for a year.

This partnership includes a preview mode to view trip plans for the new network. It’s available now. 

Transit app uses a different algorithm to plan trips than Navigo, so you may see different trip plans than Navigo produces. We encourage passengers to try both. 

Soon, other features as part of this partnership will roll out on the Transit app. These include the ability for riders to see detoured routes in the app in real-time, thanks to Transit’s automatic detour detection technology, and trip planning that integrates On-Request service.

The Primary Transit Network and its feeder routes is a service-hour neutral project. It does not reduce or increase overall transit service hours. This means buses operate the same number of hours on weekdays, Saturdays, and Sundays as they do now.

But the new network has more frequent bus lines throughout the city. These are the fastest, most convenient form of bus service available. But it means fewer service hours for other routes.

We will continue to make tweaks to our schedule going forward to address deficiencies, wherever resources allow. Feedback we get through 311 will help inform what service expansions we recommend for the future.

Winnipeg Transit is launching a new transit network on June 29, 2025. It’s called the Primary Transit Network and its feeder routes. No route has been singled out for cancellation. Our entire route network is being replaced. 

The new network is one designed for more rapid, efficient, and reliable service. It is a spine-and-feeder network, like the one introduced in southwest Winnipeg in 2020. Except for some newer routes in the southwest, all current routes will stop operating.

All of our passengers will be able to explore trip planning options online in late April 2025. Schedules for the new network will be available at that time.

• 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

Our current bus network has inconsistent stop spacing. With the new Primary Transit Network, stops are spaced in a more consistent way, according to the service class of each route.

Strategically removing or moving bus stops is sometimes referred to as ‘bus stop balancing’. This is because when a bus stops too much, it makes the service less reliable, slower, and inefficient. But not stopping enough can make the service less accessible. It is important to strike a balance that is appropriate for the type of service each route offers.

That’s why bus stops on the new network are further apart on Rapid, Frequent Express, and Frequent bus lines. These routes are designed for faster trips across greater distances. Having these bus lines serve as the backbone of our new network will decrease overall trip times. Fewer stops and starts will make your ride smoother. In most cases, bus stops are still available within a short walk.

Here are some stats about how many stops will be impacted by bus stop balancing:

• Our current route network has approximately 5200 bus stops
• We are removing approximately 1700 bus stops with the launch of the new network
• We are installing approximately 460 new bus stops for the new network
• The new network will have just under 4000 bus stops in total

What difference does keeping a single stop make?

Aside from lengthening overall trip times and reducing reliability, there is also a cost. We calculated the cost to keep stops on Frequent Express lines. 

This table shows the equivalent cost for adding back stops: 

While the cost of a single stop may not seem high, our resources are limited. To add back stops, we’d potentially have to look at other forms of service reductions. Our new network is intentionally designed with the goal of balanced bus stops, spaced consistently across Winnipeg. Adding back all removed stops might also require additional busses, to maintain reliable service. 

• 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.
• There will still be routes that will be high in demand.

We designed the Primary Transit Network and its feeder routes to provide service to schools without the need for school charters. Once the new network launches, they will no longer operate. 

Up to this point, school charters have filled a gap, because our current routes weren’t always set up with students in mind. Like other buses, school charters are subsidized by funds from our operating budget. But they were perceived as a service limited to a certain group of people. Public transit is intended to be available to everyone. 

We are not alone in moving away from providing a separate school charter service. Other Canadian cities are making similar decisions to make sure limited resources are best used in ways that can serve all riders. 

• We are engaged directly with groups who support and advocate for people with disabilities to ensure we are communicating network changes with accessibility in mind
• We used their 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 2025-28
• 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 disabilities affecting mobility.

• The spacing of bus stops 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

• 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

There are two stages to selecting stop locations. The first stage is selecting a general stop location along a service line or route. The second is site-specific stop selection, i.e. determining the precise location. 

In the first stage, we consider:

• transfers - is a transfer stop available if routes intersect or overlap?
• pairing - are all stops placed in pairs, except on one-way loops?
• spacing - are stops spaced appropriately for the service class? 
• pedestrian crossing opportunities - are there signals or pedestrian corridors?
• points of interest - are stops near key locations for our ridership, such as universities or shopping centres? 

In the second stage, we evaluate for: 

• availability of physical space - is a location large enough for buses? Can passengers safely get off the bus? 
• transfer walking distance - can we cut down by placing stops near intersections and pedestrian crossings?
• pedestrian infrastructure - is a location connected to the sidewalk network?
• existing stop infrastructure - are there amenities like shelters or signage?
• operations and safety - does a location promote safe driving for operators?
• adjacent land-use and parking impacts - what's next to the location? Will parking be impacted?

Locations of bus stops on the Primary Network are more likely to change. This is because frequent lines have fewer stops for faster service.
 

Yes. The new network is the first major change we’re making under the Winnipeg Transit Master Plan. We held three rounds of public engagement before that plan was finalized. 

We also held discussions in 2024, during public information events about the Primary Transit Network and its feeder routes. We heard feedback that led to a number of changes. In June 2024, our final network design and plan to implement was approved by Council. 

We are working closely with the Public Works Department to coordinate upgrades at the intersection of Notre Dame Avenue and Sherwin Road. These upgrades will improve accessibility for pedestrians and bus passengers. 

They include: 

• New bus pad for the southbound bus traffic (PTN Route #74 and Route #224) on Sherwin Road 
• New bus pad for the eastbound bus traffic (PTN Route #74) on Notre Dame Avenue 
• Improved pedestrian access to the bus pad 
• Crosswalk across Notre Dame Avenue with a Rectangular Rapid Flashing Beacon (RRFB). Note: this last piece of infrastructure is subject to approval by the Standing Policy Committee on Public Works.  

We expect these upgrades to be in place later this year, but don't yet have an exact timeline .