rapid transit slowly arrives - translucent polycarbonate
Hey, time traveler!
This article is published at 25/3/12 (2625 days ago)
Therefore, the information in it may no longer be up to date.
We waited 15 years for the NHL hockey team.
Now we have one.
We waited for Ikea for 36 years.
We will have one next Christmas.
It took us 53 years to build a modern rapid transportation system.
We will have one in two weeks. Well, sort of.
After a dozen studies, countless advisory committees and countless task forces, the first in Winnipeg, threekilometre-
A long fast transit line will be opened soon.
This modest first step was taken more than 50 years after the now infamous "Wilson program" first suggested the establishment of a rapid transit system for Winnipeg.
Since then, we have built our city with cars as the center.
Development oriented. Decades of low-
With the increasing population density, the proportion of urban and surrounding areas in Winnipeg is getting higher and higher.
Between 1974 and 2006 people, the city's population has only grown, but its area has increased by more than that.
Compared to the price of gasoline, the speed of transportation, and the physical condition of our streets, the winniperg people rarely participate in the discussion topics with greater enthusiasm, however, we continue to support the expansion of cities that exacerbate these problems.
As our city expands out, we drive further, buy more gas, build more roads, navigate more traffic and emit more pollution. With a lower-
The tax base is dense and the government budget is difficult to maintain the basic services and infrastructure of an increasingly unsustainable city.
Convenient and affordable citizens-
Transportation Alternatives can reduce the number of cars on the road and help alleviate many of the challenges posed by urban expansion.
In Ottawa, which has a wide range of fast transit systems, almost the population goes to work by public transport, whereas Winnipeg has only.
There are more than 430,000 people in the city, these eightpercentage-
The point difference will have a significant impact on traffic flow, parking requirements and their corresponding impact on the city and the environment.
Rapid transportation can also be used as an important catalyst to guide and influence the urban development model.
With the increase of passenger flow, the pedestrian density generated by the main nodes of the system attracts the growth of retail, commercial and residential.
Urban planners can use this traffic-oriented development (TOD)
As a tool to control the spread, encrypted growth and neighborhood density are achieved by targeting the strategic locations of the traffic lines and stations.
Calgary, Edmonton and Vancouver have been very successful in using this strategy to achieve billions of dollars worth of buildings in their transit corridors.
Winnipeg's humble first line has attracted critical Todd, and the Rouge Fort railway station has quickly changed from a brown field to a dense residential area.
Like many cities, we spend a lot of time and energy discussing the relative advantages of the rapid transit (BRT)
And light rail traffic (LRT).
The controversial decision to implement BRT is mainly based on a significant reduction in construction capital costs, with on-
Street bus lines and below
Per capita operating costs
Supporters of the LRT claim that its quieter, more comfortable way of riding, higher passenger capacity and "sexy" city image will attract a higher level of Todd, reducing bus traffic
Consistent with the comfort of other Canadian cities.
In cities like Ottawa and Pittsburgh, people have seen
Designed BRT system, dedicated corridor, unique bus station, attractive brand and real
The schedule information can be uploaded at a level similar to the LRT installation to attract images of the quality and lasting sense of both passengers and Todd.
The stunning Osborne Street station, the jewel of the Crown on the Winnipeg line, will help mitigate criticism of the BRT system.
Station designers, GPP buildings and Friesen Tokar architects overcome the major technical challenges of building a building on a bridge above a busy street, promoting traffic use while maintaining architectural elegance, the community is also encouraged to own the building as a valuable neighborhood facility. Transit-
Station design is usually driven by engineering requirements for passenger load and crowd dynamics, but Osborne Street station has also successfully solved qualitative problems of comfort, beauty and landscape.
Its expressive roof structure refers to the machine aesthetics of large European railway stations, and its arched circular Truss forest evokes the image of the large elm canopy in Winnipeg, which residents of the village of Osburn are very familiar.
The reclined glass wall creates an impression of volume and openness by providing a clear line of sight in and out of the station, and addresses safety issues.
The sun flooded the entire space through the translucent polycarbonate roof, turning into a lighthouse at night, shining brightly under the sky of the grassland.
In April 8, Winnipeg will eventually be introduced for rapid transit.
The danger of this modest first installation is that winnieggers will judge its advantages based on the performance of the incomplete system.
The public reaction is not very enthusiastic and may hinder the momentum of further development.
However, Osborne Street Depot will strongly remind us that if our community and government are committed to continuing to implement, a complete system can provide complex and high-quality services to Winnipeg, until the full benefits of fast transportation are achieved in our city
Brent Bellamy is the senior design architect of the tenth building group.
Email him: bbellamy @ numberten.