Bishop Grandin Walk Bike Bridge Over Pembina Highway Study
The City of Winnipeg is committed to building pedestrian and cycling infrastructure for people of all ages and abilities. Through this project, a preliminary design for a new Bishop Grandin Walk Bike Bridge over Pembina Highway will be developed. This bridge will close a gap in one of Winnipeg's most prominent pedestrian and cycling pathways by connecting the Bishop Grandin Greenway across the very busy and complex intersection at Pembina Highway and University Crescent at Bishop Grandin Boulevard.
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Update November 2017
The City of Winnipeg (the City) is committed to building pedestrian and cycling infrastructure for people of all ages and abilities. Following a public workshop and design process, the City has developed a preliminary design for a new Bishop Grandin Walk Bike Bridge over Pembina Highway. Please visit the Documents tab to read the preliminary design summary and view the preliminary design. The bridge will close a gap in one of Winnipeg's most prominent pedestrian and cycling pathways by connecting the Bishop Grandin Greenway across the very busy and complex intersection at Pembina Highway and University Crescent at Bishop Grandin Boulevard.
The next phase of the project is detailed design. While the project is currently not funded, we anticipate it will be aligned with the rehabilitation of Pembina Highway Overpass of Bishop Grandin. which is currently planned for construction in 2022 and 2023 subject to Council funding and approval. Future public engagement opportunities for the detailed design will occur when the project enters the next phase. Detailed design and construction of the walk bike bridge will be contingent on Council funding and approval.
Thank you to all who attended the Bishop Grandin Walk Bike Bridge Over Pembina Highway workshop on May 22, 2017. The public engagement summary is now available and provides an overview of the feedback collected for the project. The table below outlines how feedback was considered and implemented in the preliminary design.
|What We Heard||How It Was Considered in Preliminary Design|
|Participants preferred Alignment 2 as it is a straighter route, has better sight lines, and is shorter.||Alignment 2 was selected for the preliminary design.|
|Participants least preferred Alignment 3 due to seemingly higher costs, potential for spring flooding, greater traffic interruptions, lessened user experience, and perceived security concerns.||Alignment 3 was not carried forward to the preliminary design.|
|Participants noted access issues to the University of Manitoba and Investors Group Field via University Crescent on all three options.||Access to University of Manitoba and Investors Group Field will be considered in future walk bike upgrades to University Crescent.|
|Participants preferred Bridge Concept 3 as it is more aesthetically pleasing, fits in with the existing neighborhood, complements the adjacent landmarks, provides good visibility, and feels more open.||Bridge Concept 3 was selected for the preliminary design.|
|Participants least preferred Bridge Concepts 1 and 2 due to reduced visibility, plain aesthetics and a more confined feeling.||Bridge Concepts 1 and 2 were not carried forward to the preliminary design.|
|Participants indicated the importance of selecting an alignment that is easy for snow clearing, and maintenance.||Alignment 3 was not carried forward to the preliminary design, which would accumulate snow and debris quicker resulting in more frequent maintenance.|
|Participants supported using lighting for aesthetics and to highlight the bridge from afar. Participants also wanted the pathway to be well lit for safety and security.||A lighting study was conducted to determine suitable lighting intensities for safety and security and the preliminary design includes a lighting option for aesthetics.|
|Participants expressed interest in landscaping with trees, native grasses, public art, benches and trail maps for way-finding.||Landscaping will incorporate trees, grasses, benches, and trail maps at important intersections. Public art will be explored at a later date for the entire length of the Bishop Grandin Greenway.|
|Participants expressed the importance of creating an uninterrupted flow for cyclists while providing a safe environment for pedestrians.||Options for cyclist flow were evaluated, and the recommended preliminary design includes either stop signs or yield signs where cyclists and pedestrian paths intersect.|
The City's Transportation Master Plan (TMP) presents a long-term strategy to guide the planning, development, renewal and maintenance of Winnipeg’s transportation system. From the TMP, the City's Pedestrian and Cycling Strategies identified the need for a separated pedestrian and cycling crossing to allow people to walk and cycle uninterrupted along the Bishop Grandin Greenway in lieu of walking or biking through a complex intersection. The bridge will provide a direct, safe and convenient connection for people walking and cycling in adjacent neighborhoods, to and from Investors Group Field and the University of Manitoba. Another key component of this improved connection is to allow people from nearby neighborhoods to walk or bike to new Southwest Rapid Transitway Stage 2 stations where secure bike parking will be available.
|Public Workshop News Release||2017-04-28||News Release|
|Public Workshop Invitation||2017-04-28||Advertisement|
|Public Workshop Public Engagement Summary||2017-06-28||Report|
|Preliminary Design Executive Summary||2017-11-07||Report|
|Preliminary Design Drawings||2017-10-31||Rendering|
Frequently Asked Questions
The City is committed to building pedestrian and cycling infrastructure for people of all ages and abilities. The bridge will be quite long but will be designed using current accessibility standards and also using crime prevention through environmental design (CPTED) principles. Some features will include:
- Lighting of the bridge and connecting pathways;
- A wide, clear bridge space similar to Esplanade Riel
- Rest areas;
- Mid-point egress opportunities to exit or enter the bridge;
- Users on the bridge will be visible to motorists and sidewalk users on Pembina Highway.
Due to the uniqueness and complexity of this intersection, and due to the potential long length of the bridge, the City will be investigating innovative structure types, which can provide both form and function. There will be opportunities for the public to weigh in on how the proposed bridge could look. Please visit the 'Engage' tab to find out how to get involved.
While the project is currently not funded, we anticipate it will be aligned with the rehabilitation of the Pembina Highway Overpass of Bishop Grandin, which is currently planned for construction in 2022 and 2023 subject to Council funding and approval.
The project team will coordinate with the Rapid Transit team to ensure the bridge is well integrated physically and aesthetically.
This project will improve pedestrian and cyclist access to transit and will help extend the reach of public Transit by enabling people to easily walk or bike to the Southwest Rapid Transitway Stage 2.
A key direction of the Pedestrian and Cycling Strategies is to improve the convenience of cycling by increasing and improving multi-modal connections to maximize connectivity between pedestrian and bicycle networks and the transit network.
As part of this project, a class 3 cost estimate (expected level of accuracy of +30% to -20%) will be developed. The class 5 cost estimate (expected level of accuracy of +100% to -50%) for all phases of this project based on starting construction in 2018 is $12.5 million.
On July 15, 2015, City Council adopted the Winnipeg Pedestrian and Cycling Strategies (the Strategies). This document stems from the 2011 Transportation Master Plan. The Strategies provide a long-range policy framework for active modes of transportation in Winnipeg for the next 20 years. Following public engagement with more than 3,000 Winnipeggers in 2013, the Strategies will assist in the prioritization of walking and cycling infrastructure projects city-wide based on further in-depth engagement with neighbourhood and local stakeholders on a per project basis.