- AT-Network - University of Manitoba Mailing Lists

WFP Analysis: Transit can be an economic catalyst (Jun25'18)
by Beth McKechnie 25 Jun '18

25 Jun '18

Transit can be an economic catalyst https://www.winnipegfreepress.com/opinion/analysis/time-to- think-different-about-transit-486417301.html THE City of Winnipeg is seeking public input on the proposed alignment for its next bus rapid transit line. The eastern corridor will connect Plessis Road in Transcona with Harkness Station on Stradbrook Avenue, where the existing Southwest Transitway terminates. Two routes are being presented, one running through Point Douglas and one through St. Boniface. The plans begin by proposing an exciting option to locate the transitway on the elevated rail line between The Forks and Main Street, using Union Station as a magnificent transit stop. This creates the potential for the historic structure to become a multimodal transportation centre for downtown, operating as a central hub for such things as cycling and transit, water-bus, taxi, airport shuttles and tourist trolleys. The spectacular central hall of Union Station once again bustling with activity represents an opportunity to stimulate growth around south Main Street, by bringing pedestrian traffic to the sidewalks and drawing the vibrancy of The Forks and its future railside community into the rest of downtown. Beyond Union Station, the two proposals diverge. The Point Douglas option either continues up Main Street or passes through the Exchange District to Higgins Avenue, before crossing the river on a new bridge. The St. Boniface alignment crosses the river on the existing Provencher Bridge and then runs down Provencher Boulevard to Archibald Street and Nairn Avenue. A key justification of BRT investment across North America has been its ability to influence the patterns of development in cities, through transit-oriented development (TOD). As ridership increases, commercial and residential growth is attracted to the pedestrian density generated at major nodes along the system. Urban planners can use this to target growth by strategically placing transit lines and stations. Instinctively, the Higgins Avenue option would seem to be the more logical choice because it runs through an area that might benefit more from the TOD economic catalyst. It has been found, however, that TOD is not a silver bullet solution in urban areas, and wouldn’t typically have the power to transform an industrial road such as Higgins into a neighbourhood high street, particularly in a slow-growth city such as Winnipeg. Increased connectivity can be an economic catalyst, but it is most effective at generating the next level of growth in neighbourhoods that are already places where people are. The traditional build-it-and-they-will-come strategy for TOD has been found to be less effective than placing transit where development is already happening, where people already are, and connecting it to other places with similar conditions. Transit is only successful if it is frequent and accessible to a large population, and will only be a catalyst for growth if it has ridership levels sufficiently high to inspire the activity that is attractive to development. Relying on new projects to create the market for transit is rarely as successful as connecting to an existing population and using transit to intensify its density. Understanding the true capacity of transit as a development tool, the St. Boniface alignment for the eastern corridor becomes an attractive option. Provencher Boulevard doesn’t need to be transformed; it only needs an injection of incremental growth to be prosperous. It has the physical characteristics of a neighbourhood high street but currently functions as a six-lane commuter road, serving the outer suburbs and the adjacent industrial park. The single-family neighbourhoods surrounding it are not dense enough to support many neighbourhood services, shops or restaurants, resulting in the strip that has the potential to be a primary business street being predominantly destination services or underdeveloped properties. Coun. Matt Allard is championing a vision for Provencher Boulevard and St. Boniface that could use investment into a transit corridor to fulfil many long-standing community goals. He envisions Provencher as a multimodal, complete street, designed to enable safe access for all users, including pedestrians, cyclists, motorists and transit riders of all ages and abilities. He is proposing to transform one vehicle lane in each direction into a transit priority lane for electric buses. The plan would also slow vehicle traffic and eliminate truck traffic while developing protected bike lanes, enhanced sidewalks and centre boulevards. This newly defined corridor could become the catalyst for appropriately scaled infill development that creates enough residential density and sidewalk activity to attract the businesses, restaurants and sidewalk cafés that have long been envisioned as amenities for the neighbourhood but have not quite had the conditions to support it. The second-largest francophone community in Winnipeg is Osborne Village, because it offers the vibrancy, connectivity and affordability that young people are seeking, but is not available in St. Boniface. With increased mobility options and a direct rapid transit line between L’Université de Saint-Boniface and the University of Manitoba, young people would not have to leave their neighbourhood to find more convenient access to education and employment. New transit-inspired infill development along Provencher could provide the affordable housing options that are able to keep francophone youth, immigrants and seniors in the community. Significant new investment to transform Provencher Boulevard into a transit corridor could restore its place as a bustling commercial street that is the vibrant centre of a rejuvenated and stronger francophone community. The eastern corridor is an opportunity to think differently about rapid transit and transit-oriented development in Winnipeg. Instead of looking to bypass existing communities, the last few kilometres could be treated more like a streetcar system that is fully integrated into its neighbourhoods. With strategically located stops along the main streets of St. Boniface and even extending into the old town centre of Transcona, there is an important opportunity to become a model for future lines, using transit to inspire incremental infill growth that helps to densify and reinvigorate Winnipeg’s mature neighbourhoods. *Brent Bellamy is a senior design architect for Number Ten Architectural Group.*

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Webinar reminder: Roundabouts that Work for Cyclists and Pedestrians | Wed, June 20th, 2-3pm
by Beth McKechnie 19 Jun '18

19 Jun '18

*** Friendly reminder about tomorrow afternoon's webinar *** Please join Green Action Centre and Bike Winnipeg on June 20th for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom followed by discussion for those who wish to stay. cheers, Beth -- *Webinar: Wed, June 20th, 2-3pm* *Roundabouts that Work for Cyclists and Pedestrians* Panelists: - Alek Pochowski, Kittelson & Associates - Bastian Schroeder, Kittelson & Associates Bicycle activity and the use of roundabouts for intersection control within the United States have both increased dramatically in recent years. Since its publication in 2010, NCHRP Report 672: Roundabouts, an Informational Guide, Second Edition, has served as a national guide on the different aspects of roundabouts, including planning, analysis, design, and construction. However, since 2010, a significant amount of bicycle-related design material has been released, including FHWA's Separated Bike Lane Planning and Design Guide (2015), and NACTO's Urban Bikeway Design Guide (2012), both of which do not address bicycle facilities at roundabouts. The first part of this webinar will provide a summary of current and potential design best practices for bicycles at roundabouts using domestic and international examples, and provide an overview of the available guidance available for practitioners designing or reviewing roundabouts for cyclists. The second half of the webinar will focus on pedestrians at roundabouts, with a discussion of the most recent research efforts which led to the development of NCHRP Report 834. NCHRP Project 834 presents guidance for the application of crossing solutions at roundabouts for pedestrians with vision disabilities. The guidebook provides an accessibility assessment framework and a methodology for evaluating treatment alternatives for a proposed crossing, as well as wayfinding accommodations. Guidance is provided based on the feasible range of geometric and traffic operational conditions under which similar treatments have been demonstrated to enhance accessibility. -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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Safety for Cyclists and Pedestrians on Manitoba Highways
by Beth McKechnie 19 Jun '18

19 Jun '18

From: Manning, Jeana (MI) <Jeana.Manning(a)gov.mb.ca> Date: Tue, Jun 19, 2018 at 12:18 PM Subject: Safety for Cyclists and Pedestrians on Manitoba Highways The Manitoba Infrastructure website provides safety information and a map to inform safe route planning decisions for pedestrians and cyclists on the provincial highway network. http://www.gov.mb.ca/mit/active/index.html Thanks for your help in spreading the word. Jeana Manning

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Bike Week in the Exchange District :)
by Shoni Madden 18 Jun '18

18 Jun '18

A nice summary of the variety of active transportation events taking place in the Exchange this week. Just a reminder to come check out our panel on Wednesday (details below), we will have picnic blankets for you, so just bring your lunch and join us! https://www.exchangedistrict.org/2018/06/15/active-transportation-in-the-ex… Active Transportation in the Exchange District Jen McDonald June 15, 2018 Blog<https://www.exchangedistrict.org/category/blog/> Bike Week 2018 starts next week and here in the Exchange District we have lots going on! With over 100 historic buildings within a 30-block radius the Exchange is one of the most walkable areas in the city. We are filled with unique shops, inspired local restaurants, arts and culture, and it's such a stunning walk through our area to take it all in. With new bike lanes currently under construction we are excited about the potential to make this area more walkable and bikeable than ever before! Here are some of the things we are doing to help support your active transportation to the Exchange District.... Bike Week Activities Bike Pit Stop Our Exchange District Bike Pit Stop will be located in Stephen Juba Park, at Waterfront and Bannatyne, and we are excited to be joined by many of the great local businesses in the neighbourhood. Natural Cycle - bike tune ups Acorn Café at Generation Green - Matcha Lemonade Bronuts - Bronuts, coffee, water Anchor Massage - on the spot massages AVEDA - helmet hair touch ups Number Ten Architectural Group - watermelon, granola bars, bananas Exchange District BIZ - cycling maps, map and tour brochures, information about the area *Music provided by Natural Cycle's bike jam audio system. When: June 18, 6:30 - 9:00am For more information about Bike Week Pit Stops click here.<https://www.bikeweekwinnipeg.com/bike-to-work-day/pit-stops/> Bike Week Transportation Panel: Getting Around in the Original Downtown Getting Around in the Original Downtown: Bring your ideas (and your lunch) to our bike week transportation panel! In celebration of Bike Week (June 18-24), we'd like to take some time to reflect on how transportation networks have evolved in the Exchange District, and discuss ideas and opportunities for active transit and to build a supportive environment for all modes of transportation used in the area. What: Bring your lunch, and join us for a summer picnic to chat transportation! Our picnic panel will kick-off the discussion, and open the conversation around walking, cycling, and transit in the Exchange. We will explore what is needed in the area to support a culture of sustainable transportation for businesses, residents, and the areas many cultural events. We will also discuss how can the BIZ can continue to support you to move around via whatever mode you choose. Where: Stephen Juba Park When: Wednesday, June 20th 12:00pm-1:00pm (Panel) 1:00pm-1:30pm (Ideas Exploration) Panelists include: Will Belford - Natural Cycle/Bike Jams Thom Sparling - Creative Manitoba Phil Mikulec - Peg City Car Co-op Bob Somers- Scatliff Miller Murray Lynne Stefanchuk - Jazz Fest Winnipeg Angela Mathieson - Centure Venture David Pensato - Exchange District Biz What to Bring? We'll have picnic blankets for you to sit to eat your lunch, chill out and relax on. All you'll have to do is come on down to Stephen Juba park, bring your lunch and your ideas. Active Transportation Initiatives First Fridays Bike-In Ever thought you'd like to bike into the Exchange District but weren't sure if there was a safe and easy route to get there? You don't actually have to be a major cycling person to do it! On the First Friday of July, August, and September, we'll be biking in from three different locations to show you the best route that takes you out of traffic and into the City's most culturally rich monthly event. In partnership with Natural Cycle, we'll be leading three, low-key rides on the First Friday of July, August, and September to show you how you can get into the Exchange District while almost entirely avoiding motor vehicle traffic- and we'll share the tips and tricks that can make riding your bike into the Exchange District a really enjoyable experience along the way. With pick up stops along the route, you can meet the group where it is most convenient for you and join the ride! July 6th: Starting from Assiniboine Park August 3rd: Starting from Crescent Drive Park September 7th: Starting from Gateway at Chief Peguis All rides start at 7pm. Once in the Exchange you can enjoy First Fridays in the Exchange, grab a bite to eat, explore the shops and galleries, and take in the area. A group will ride back out at 10pm, for those who want some help on their way back home. First Fridays is one of the most exciting monthly events in the City, with artists and galleries throughout the Exchange District opening their doors into the evening, and even local businesses getting into the act! The Exchange District is already a remarkably walkable area filled with art galleries, shops, local restaurants, pubs, cocktail bars- not to mention some of the most popular summer events in the City. And with new cycling infrastructure being installed this summer, it's well on its way to becoming the City's most bike-friendly area. Wayfinders We've hired two new staff that will be here all summer to answer questions and help you navigate the area. Keep an eye out for them on their bikes! Shoni Madden Sustainable Transportation Planner [cid:image001.png@01CE8F6A.A4C607F0] #201 - 179 McDermot Avenue Winnipeg, Manitoba R3B 0S1 204-227-1080 smadden(a)urbansystems.ca<mailto:smadden@urbansystems.ca> urbansystems.ca

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The Star: Long a Canadian cycling mecca, Montreal’s future looks downright Scandinavian
by Beth McKechnie 18 Jun '18

18 Jun '18

While other Canadian cities debate dedicated cycling lanes, Montreal is planning highways for its many residents who get around on a bike. Such is the distance that lies between a city like Toronto, which has suffered nearly 100 cycling and pedestrian deaths two years after adopting the Vision Zero plan to eliminate fatalities entirely, and Montreal, where such incidents are extremely rare. Read full article: https://www.thestar.com/news/canada/2018/06/15/long-a-canadian-cycling-mecc…

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The Guardian: We designed Canada's cities for cars, not people – and the people are dying
by Beth McKechnie 18 Jun '18

18 Jun '18

[Interesting article from Jennifer Keesmat, former Chief City Planner in Toronto on the need to fundamentally redesign our streets and lower speed limits...] We designed Canada's cities for cars, not people – and the people are dying https://www.theguardian.com/commentisfree/2018/jun/14/canada-toronto-cyclin… In the last two years, 93 pedestrians or cyclists have died violently on the streets of Toronto. Just out running errands. Off to the doctor. On their way to work. Then without warning, human flesh encountered metal. The latest example on Wednesday, in which a woman on a bike was killed in front of the University of Toronto, reflects a state of emergency. If this sounds like a war zone, well, it can feel that way on city streets the world over. Anxiety has begun to permeate everyday urban life: parents stress about their kids walking home from school; office workers check and double-check the street before rushing to a nearby cafe; cyclists act erratically when their truncated bike lanes dump them into fast-moving traffic. People are on edge everywhere. So we designed our cities and our streets for them. And the two-hour commute has become normalized to a public that spends the equivalent of 22 days a year just getting to and from work. Meanwhile, others are seeking a new way to live. It doesn’t take long to expose the environmental, social and health costs of sitting in traffic. It is nothing like freedom. But the power of the idea that cars bring us freedom – despite the mountains of evidence to the contrary – is so pervasive that active resistance to change is fierce.Meanwhile, automobile companies brand their vehicles with names like Explorer, Escape, Liberty and Journey. Cars are designed to look like birds and rockets, and are sold to us via multi million-dollar ad campaigns complete with slogans such as “Hand of the free”, “Choose freedom” and “Adventure is calling”. After 100 years of marketing, we have continued to believe – and *want* to believe – that the car gives us unfettered personal liberty. Some cities are fighting back, adding density, pursuing revitalisation through infill buildings, and creating complete, mixed-use communities where it is possible to live close to work. This may sound like land-use planning, but it’s really all about how we get around the city – the crux of our urban quality of life. When we design our cities differently, when we get the densities and the mix of uses right, then you can choose to forgo the long commute – you can walk or cycle. But the tragic rise of cycling and pedestrian deaths in a city such as Toronto, the biggest city in one of the world’s most progressive countries, demonstrates that we are caught in the transition. We are adding density and pedestrians and cyclists without transforming the design of our streets, and in many cases refusing even to lower speeds limits, which tends to reduce deaths dramatically <https://www.toronto.ca/legdocs/mmis/2012/hl/bgrd/backgroundfile-46483.pdf>. As Richard Florida has noted <https://medium.com/@Richard_Florida/torontos-deadly-car-crisis-c84ccbc99407>, Canadians like to criticise Americans’ inability to deal with gun deaths – but their own unwillingness to do anything about cycling deaths seems based on a similar myopia, and more Torontonians are killed by cars than guns. Some will argue that road deaths are inevitable – that even if drivers follow the rules, humans will make mistakes, wander into traffic and die, and therefore we need to tolerate it. That is wrong. Humans will make mistakes – which is precisely why the environment should be designed with them in mind. If someone wanders into traffic – a child, a senior citizen – they don’t “deserve” to die. We must design our cities knowing that people make mistakes. Two fundamentally contradictory visions are bumping up against each other. In the old model, if driving is the key to freedom, then cyclists and pedestrians need to get out of the way. They are audacious, misplaced and – even worse – entitled. Who and what are streets for, anyway? They are places to get through*, *and fast. Lowering speed limits to ensure pedestrians are safe makes no sense. In the new model, however, streets aren’t just for getting through – they are places in their own right, designed for people, commerce, lingering and life. It’s the people, the human activity, that should come first. Cycling <https://www.theguardian.com/lifeandstyle/cycling> isn’t just for radicals and recreation, and lower speed limits make sense: they protect and enhance quality of city life. In Oslo, for example, where cars move slowly, an easy sharing of space takes place. Inspired by the Norwegians, as well as the Dutch and the Danish, some urbanists on this side of the Atlantic have been trying to introduce the idea that, as the city gets denser, cycling and walking can become a great transportation option. But a choice must be made. The two models are based on competing philosophical assumptions. To straddle the two – as Toronto and so many other cities do – will continue to lead to tragic outcomes. The promise of the car is a myth, and we cannot stay stuck between two worlds. It’s time to reclaim our freedom, our sense of adventure in our everyday lives by embracing the walkable, cycling city. To do so, we need to embrace a fundamental redesign of our streets. Anti-cycling advocates are right about one thing: in walkable cities, pedestrians don’t follow rules. They can move informally, with ease. That’s true freedom. - *Jennifer Keesmaat <http://twitter.com/jen_keesmaat> is CEO of Creative Housing and former chief planner of Toronto*

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Edmonton: Cycling popularity sees drastic rise in year since bike-lane launch
by Beth McKechnie 16 Jun '18

16 Jun '18

Cycling popularity sees drastic rise in year since bike-lane launch https://www.thestar.com/edmonton/2018/06/14/one-year-later-bike-lanes-nearl… EDMONTON—The city’s much loved — and debated — downtown bike grid, officially turns one on Saturday. It’s been a year since the city opened what would become a 7.8-kilometre network of protected lanes that have given cyclists unprecedented room to move in the core — delighting cyclists, angering some drivers and sparking an almost doubling in ridership. “It’s still incredible to me that we successfully planned, designed, installed and launched an education campaign in under nine months,” said Olga Messinis, the city’s project manager for the downtown bike network. The protected lanes now separate cyclists from traffic and pedestrians in most parts of downtown and some surrounding areas. Protected bike lanes are fenced, whereas unprotected bike lanes are only marked using paint on the roads. According to the Downtown Bike Grid Monitoring website <https://public.tableau.com/profile/urban.analysis#!/vizhome/DowntownbikeGri…>, the number of cyclists has increased by 81 per cent in May compared to a year ago. Messinis said over the last year people have shared their experiences on how the bike network has “positively” changed the way they move around downtown. “This was really important because we have a lot of communities that are within a short distance, under that five kilometre radius, where the downtown could be easily accessible by bike,” she said. “It was something that we were lacking so it was really important to provide that safe infrastructure so we could increase the possibility and the option for people to be able to choose cycling over taking a car.” The planning for prioritizing cycling began in 2009 when city council approved the bike transportation plan, which called for installing close to 500 kilometres of on-street cycling infrastructure within the next 10 to 20 years. The plan was to encourage Edmontonians to choose “cycling as a safe, healthy and efficient alternative to driving.” Council approved in 2016 a budget of $7.5 million to begin the project and $625,000 per year for upkeep.

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AT Webinar: Roundabouts that Work for Cyclists and Pedestrians | Wed, June 20th, 2-3pm
by Beth McKechnie 14 Jun '18

14 Jun '18

Please join Green Action Centre and Bike Winnipeg on June 20th for a group viewing of the monthly APBP webinar in the EcoCentre <http://greenactioncentre.ca/uncategorized/ecocentre-directions-and-travel-o…> boardroom followed by discussion for those who wish to stay. cheers, Beth -- *Webinar: Wed, June 20th, 2-3pm* *Roundabouts that Work for Cyclists and Pedestrians* Panelists: - Alek Pochowski, Kittelson & Associates - Bastian Schroeder, Kittelson & Associates Bicycle activity and the use of roundabouts for intersection control within the United States have both increased dramatically in recent years. Since its publication in 2010, NCHRP Report 672: Roundabouts, an Informational Guide, Second Edition, has served as a national guide on the different aspects of roundabouts, including planning, analysis, design, and construction. However, since 2010, a significant amount of bicycle-related design material has been released, including FHWA's Separated Bike Lane Planning and Design Guide (2015), and NACTO's Urban Bikeway Design Guide (2012), both of which do not address bicycle facilities at roundabouts. The first part of this webinar will provide a summary of current and potential design best practices for bicycles at roundabouts using domestic and international examples, and provide an overview of the available guidance available for practitioners designing or reviewing roundabouts for cyclists. The second half of the webinar will focus on pedestrians at roundabouts, with a discussion of the most recent research efforts which led to the development of NCHRP Report 834. NCHRP Project 834 presents guidance for the application of crossing solutions at roundabouts for pedestrians with vision disabilities. The guidebook provides an accessibility assessment framework and a methodology for evaluating treatment alternatives for a proposed crossing, as well as wayfinding accommodations. Guidance is provided based on the feasible range of geometric and traffic operational conditions under which similar treatments have been demonstrated to enhance accessibility. -- *Beth McKechnie* | Workplace Commuter Options <http://greenactioncentre.ca/>Green Action Centre <http://www.greenactioncentre.ca/> <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> 3rd floor, 303 Portage Ave | (204) 925-3777 x102 | Find us here <http://greenactioncentre.ca/content/ecocentre-directions-and-travel-options/> Green Action Centre is your green living hub Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>. Donate at CanadaHelps.org <http://canadahelps.org/> <http://www.gomanitoba.ca>

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WFP: Date to reopen Portage & Main up for debate - officials (Jun7'18)
by Beth McKechnie 07 Jun '18

07 Jun '18

*Date to reopen intersection up for debate: officials * https://www.winnipegfreepress.com/local/fall-2019-date-for-reopening-portag… SENIOR elected and administrative officials at city hall are backing away from a fall of 2019 date to reopen Portage Avenue and Main Street to pedestrians. Officials repeatedly said Wednesday the time frame in the request for proposal (RFP) released Tuesday is only a “target” and a decision to reopen the iconic intersection to foot traffic still must be taken by city council. Even Mayor Brian Bowman, who made the issue a campaign promise four years ago and has been an enthusiastic supporter ever since, toned down his rhetoric. “I’d like it to be open, but I want to make sure we’re doing it in a thoughtful way that considers all the items,” Bowman said during an exchange with reporters. “Despite the fact that, obviously, I would like it opened sooner than later, there is a process and this is part of the council-directed process. “I think it’s just important to keep in mind that council has not provided that direction to open it to pedestrians yet. This RFP doesn’t change that.” The RFP, which invites bids for consulting services for the design and Phase 1 construction associated with the intersection reopening, was the talk of the city Wednesday. While council had approved the project at its October 2017 meeting, no dates were given in an administrative report. The RFP states city hall expects the first barriers to be taken down to allow pedestrians to cross Portage Avenue East, between the Richardson Plaza and the Bank of Montreal, and the city is “targeting completion of construction,” of that portion by the fall of 2019. The document, or at least its timing, seemed to catch elected officials by surprise. Bowman and other members of his executive policy committee said they weren’t given advance notice the RFP was being posted nor had they viewed the document ahead of time. “I need to have much more information before I agree to open up Portage and Main, and that’s the information we’re supposed to be getting back from the RFP,” said Coun. John Orlikow, chairman of council’s property and development committee. “Council is quite clear, before any suggestion of that happening, it has to come back towards council. We have some traffic issues we have to deal with, we have some transit issues to deal with. The RFP report may come back as such but again, council will need that information to make their decision to move forward.” City of Winnipeg chief administrative officer Doug Mc Neil took responsibility for failing to advise council members. “There’s a lot going on in this city, and we’ve been working on the RFP for some time now,” Mc Neil said. “Maybe (it’s) my fault I didn’t inform council we were releasing the RFP when we did.” He said there is no significance to the fall 2019 date in the RFP. “It’s not a hard date, it’s a target and so we’re just following through with council’s direction,” Mc Neil said. “Council’s directions was: ‘Go back, do somemore engineering, get us some cost estimates, bring that information back to us for our approval.’ And that’s what our plan is and that’s what this next stage is.” Winnipeg appears divided on the issue. Supporters say removing the barriers is essential to restoring human-scale activity to the area, connecting the various downtown neighbourhoods, and will complement private-sector investments being made by the corner property owners. Opponents say the move poses a serious safety threat and would worsen downtown traffic flow. The intersection was closed to pedestrians in 1979, as part of a deal with developers and property owners on its corners to construct an underground shopping concourse. Terms of the deal, which was struck in 1976, stipulated the intersection remain closed to pedestrians and all efforts be made to redirect people to the underground. However, Bowman has in recent years received the formal support for the project from all the affected property owners. A year-old traffic study estimated the costs to alter the routes through the intersection and widen sidewalks would cost about $6.13 million. The subsequent consultant work is expected to get a more accurate figure and detail how and when the corners can be opened. Coun. Jeff Browaty, a staunch opponent of the project, said the revelation of the fall 2019 date and the scope of thework outlined in the RFP warrants the issue going back to council for another vote. Browaty (North Kildonan) said he questions the direction outlined in the RFP, explaining the traffic study suggested opening the corners in phases would pose a safety hazard. “Allowing pedestrians to cross one section introduces both confusion for motorists and encourages pedestrians to consider dangerous crossings that are not open,” Browaty said in a statement Wednesday. “Did CAO Doug Mc Neil, the project’s apparent project manager, also a professional engineer, sign off on this RFP, despite these warnings?” Browaty also said council had agreed last year to improve the underground concourse, and he’s concerned that work won’t happen before the intersection is reopened to pedestrians. At its meeting Oct. 25, 2017, council approved spending up to $3.5 million on the intersection in 2018. In addition to the $1.5 million for engineering and architectural work, council also approved: $500,000 for new sidewalks, curbs and street trees for the plaza area directly in front of the Richardson Building; and $1.5 million to upgrade the underground concourse underneath the tower at 201 Portage Ave. Mc Neil said a second RFP, to improve the underground concourse, would be issued shortly. aldo.satin(a)freepress.mb.ca Council set wheels in motion for historic intersection last fall CITY hall observers might be surprised to hear some council members express concern over details in a request for proposal seeking a consultant to plan the reopening of Portage and Main to pedestrians. While the fall 2019 date is new, opening the intersection was never in question following the intense debate and series of 10 votes on a report — all overwhelmingly in favour of the project— on the floor of council last October. The motion approved by council authorized the reopening of the intersection to pedestrians and instructs the CAO to negotiatewith the property owners the terms of an agreement that would amend or terminate the 40-year-old agreement that led to the construction of the underground concourse and blocked pedestrian access at street level. While Item 9 of the motion requires the administration to bring a plan back to council before reopening the intersection, councillors were repeatedly told that if they approved the proposal, they would be setting in motion a plan that would lead to the removal of the concrete barriers. “If the recommendations are approved, a new capital project will be created in the 2018 budget which will provide a commitment to the creation of a vision and the renewal and reopening of the intersection at Portage and Main,” states the first paragraph, on page 12, in the section of the administrative report titled Implications of the Recommendations. The online link to the debate from the council minutes is available at: // wfp.to/winnipegdmis. — Aldo Santin

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WFP: Portage and Main could be open to pedestrians by fall 2019 (Jun6'18)
by Beth McKechnie 06 Jun '18

06 Jun '18

PORTAGE AND MAIN *City requests bids for consulting and design for pedestrian traffic* *Intersection could reopen in 2019* https://www.winnipegfreepress.com/local/portage-and-main-484636073.html CITY hall is planning on reopening the Portage and Main intersection to pedestrians by the fall of 2019. The date was disclosed in a request for proposal the city released Tuesday, inviting bids for consulting services for the design and phase-one construction associated with the intersection reopening. While council had approved the project at its October 2017 meeting, no dates were given in an administrative report. The RFP states city hall expects the first barriers to be taken down to allow pedestrians to cross Portage Avenue East, between the Richardson Plaza and the Bank of Montreal. “It is the City’s intent, subject to the findings of the Preliminary Design report resulting from the Services herein, and Council’s adoption of those findings, and/or that report, to proceed with construction to open the Portage Avenue East crossing as Phase 1,” states section D5.2 of the RFP. A later section of the RFP states, “the City is targeting completion of construction of Phase I by the fall of 2019.” At its October meeting, council set aside up to $1.5 million in 2018 for “architectural and engineering services” for the intersection’s reopening. Council approved spending up to $3.5 million on the intersection in 2018. In addition to the $1.5 million for engineering and architectural work, council also approved: $500,000 for new sidewalks, curbs and street trees for the plaza area directly in front of the Richardson Building and $1.5 million to upgrade the underground concourse underneath the tower at 201 Portage Ave. The RFP states this project does not involve any work in the underground concourse. There were two caveats attached to the council approval: the intersection will not be reopened to pedestrians until a report detailing cost estimates and traffic impacts is presented to council; and agreement that the administration will consider the impact a potential north Main Street transit corridor will have on the project. According to the RFP documents, consultants are invited to create “an urban design vision for Portage and Main that provides design direction and unification of the four corners by using an urban design and place making approach to connect people, places and transportation,” and to plan and design “the introduction of at-grade pedestrian crossings at all four legs of Portage and Main, with a final report and drawings for all four crossings, including a recommended construction staging plan, schedule, and Class 3 estimates for each crossing phase.” The RFP states the winning consultant will be responsible for: ● A design framework that will bring about a new image for Portage and Main that recognizes its historical significance as an iconic destination; ● Proposing an improved pedestrian environment without pedestrian barriers that may include trees, pedestrian lighting, way-finding improvements and other streetscaping elements; ● Consulting with applicable Portage and Main building owners or their representatives for alignment of the overall vision and co-ordination with potential works on adjacent private property; ● Participating in a downtown stakeholders meeting to discuss the overall vision; ● Integrating the design of public rights-of-way with the planned redevelopment of the Richardson Plaza; ● Consulting with the Winnipeg Arts Council to explore the possibility of incorporating public art into any or all of the four corners. The RFP also contains a link to a You Tube video, entitled Portage and Main, which outlines a brief history of the iconic intersection and contains drawings of what the intersection might look like. The video is available at: youtube.com/watch?v=exkxh5yp4VU. The city expects the Bank of Montreal War Monument to remain in the same location. The designs may include “conceptual modifications to existing buildings and properties to enhance private-public interface.” The consultant will also be required to produce 3D renderings of the vision for the four corners. In an unusual request for a city RFP, the bids are limited to 15 pages in length (excluding a cover page, table of contents and the required forms) and only the first 15 pages will be evaluated. The RFP states material submitted as an appendix will not be evaluated. The RFP closes at noon on June 26. The document states the city expects to award the contract by July 16. The winning consultant will be required to submit a draft plan by Oct. 31 — a week after the Oct. 24 civic election. The last council meeting before the civic election is Sept. 20. The final report and designs are due by Dec. 21. aldo.santin(a)freepress.mb.ca

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