DOWNTOWN PEDESTRIAN CIRCULATION SYSTEM
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DOWNTOWN PEDESTRIAN CIRCULATION SYSTEM INTRODUCTION The busiest and most central road junction in the City has been traditionally recognized as the ideal location for business establishments. Such a location was the seed from which grew an urban component with the distinguished name of "downtown". Today however, the population explosion, the notable escalation of the number and versatility of professional services, increased communication needs of complex interrelated administrative systems, wholesale changes brought about by mass marketing and advertising practices and the persistent trend towards urbanization have given an entirely new meaning to the label "downtown". Whereas in the past we might have referred to "downtown" as being simply a geographical location, today we imply a highly complex organization. The modern downtown functions as an extremely sophisticated market place. It must provide efficient communication between man and his metropolitan environments between government, business and the consumer-taxpayer. Physically, economically and socially the City Centre should fully exploit its potential by centralizing activities vital to the community and by providing the individual with an adequate place of "contact" with the world. In Edmonton, the "downtown" lacks definition and unity. We have not yet passed the point where downtown is much more than the most congested area in the City. But the "downtown" as heart of a major metropo3is should not be merely the physical result of intensified random business activities. A "downtown", properly conceived and homogeneous in form and function, can be the major organizing force for those activities most beneficial to the community at large. The planner, therefore, must constantly search for ways and means of defining, unifying, and revitalizing the downtown area. A strong pedestrian circulation system is ideally suited to satisfy these requirements, and has been employed successfully in major population centres for just this purpose, throughout the world. Cont'd . . .
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- 2 Such a pedestrian system can take three forms and may consist entirely of one type or a combination: 1. Street-level pedestrian malls 2. Elevated pedestrian walkways ,3. Sub-:grade pedestrian concourses Each of these forms recognizes the real demands for comfortable, convenient and safe downtown pedestrian circulation. In Edmonton, Bonrie Doon and Westmount Shopping Centres bear witness to the demands of shoppers for comfortable and convenient pedestrian areas. Competition has forced shopping malls to be implemented in these Centres, which originally lacked the foresight to plan and build in the best interests of the customeron-foot. As Victor Gruen and Larry Smith explain in their book, Shopping Towns U.S.A., "automobiles do not buy merchandise". The Planning Department recommends for the extreme climatic conditions of Edmonton, a harmoneous combination of the three basic pedestrian circulation systems, linking together the major government, business and retail zones within the City Centre (i.e. the major shopping area, the Civic Centre, and the Urban Renewal Area). 1. Pedestrian halls at Street Level This type of space is perhaps the most ideal form for a pedestrian system but its implementation on a large scale is obviously impracticable because it necessitates the wholesale removal of wheeled - vehicles onto a raised or-depressedroadystem. -However, there are
certain downtown streets which do lend themselves to this treatment and these must be studied with a view to their suitability for conversion to pedestrian malls. Such malls would form the intermediate level between the sub-surface system and the elevated system, acting as a link between them. The Planning Department is now investigating several alternatives and a report of its recommendations will be presented in the near future. Pedestrian malls have proven to provide safe, convenient and popular outdoor resting places for pedestrians, the casual, unhurried atmosphere of these malls providing a pleasant oasis in the congested downtown area.
Cont'd .
Certain downtown streets are well suited. to conversion to pedestrian malls. These would help satisfy Edmonton's chronic need for central area open spaces:and as such, serve as a "intermediate". pedestrian level between the sub-surface system and the elevated system.
A system of elevated bridges and decks would eliminate conflict beYtteenpedeStrians and vehicles, and permit a'fine visnal_appreciation of our Civic Centre.
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-3 The very real need in Edmonton for central area open spaces could thus be met, improvements to buildings facing on to the mall would be stimulated and spaces for outdoor cafe's, civic art, planting and exhibitions of various types could be provided. There will be an opportunity to simply wander about, cross from one shop to another, enjqy the variety of displays and feel part of the social atmosphere in pleasant physical surroundings. 2. Elevated Pedestrian Walkways The main features of a Bridge and Deck System are to be found in providing comfortable and convenient circulation routes for the pedestrian with the elimination of pedestrian-vehicular conflicts. The raised walkways, glass-enclosed in the winter, open in the summer, and architecturally married to the new buildings as light "floating" structures would serve as unifying elements, drawing these buildings together as part of a cohesive downtown core. At the same time these bridges would allow a fine visual appreciation of the Civic Centre for both tourists and residents alike. In particular, the elevated walkways would provide physical definition to the downtown area. From an economical and aesthetic point of view, they should be built in conjunction with the redevelopment of Civic Centre properties and sensitive architectural handling is of course very essential. It is suggested that the same architectural consultants who may be commissioned to design the sub-surface system should also be retained for the bridges and decks. 3. Sub-Grade Pedestrian Concourses This system, which has already begun in key areas of the centre of the City (i.e. Churchill Square, and the new A.G.T. complex) must be regarded as the most feasible way of linking sites south and west of the Civic Centre. The tunnel system which would obviously be most economical if developed in conjunction with the redevelopment of abutting properties, should be designed as an underground pedestrian mall, offering in addition to safe and comfortable circulation, Cont'd
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'The Sub-grade pedestrian concourse should meet the highest standards in terms of exciting urban development.
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4 variety of goods, services, displays, and activities such that the underground pedestrian network would be one of Edmonton's most noteworthy civic attractions. We should envisage the underground pedestrian mall as having.e4ual aesthetic and econothio. Petential with such internationally known developments as the Place Ville Marie Shopping CoMplex in Montreal. This example, in addition to being a 'comfortably heated end' air-conditioned means of access ;, from parking lot and 'rapid transit terminal to shops and office buildings, is a handsame and lively entity in its own right. . We recommended that a firMof architecttral Consultants with a leaning toward typography and robUst interior design shouldbe'commissioned by the City to carry out work: in detail. FINANCING It is verydmportant that the manner of financing the construction of the pedestrian system be studied in depth. From discussions with the City Assessor and others, there seem to be several possibilities open to the City to"distribute a substantial part of the cost of the system and over the years, the total cost- may well be recovered cuing to the benefits created to the district involved.
The basic downtown pedestrian system indicated on the adjacent plan would encompass three levels of circulation 1. Street level 2. Above street level 3. Below street level The street level pedestrian circulation areas take two forms, one being .the active shopping mall which it is proposed should eventually occupy 101st Street, and the 101st A Avenue mall which is seen as an urban park, a green area for passive relaxation. As implementation of the 101st Street mall cannot take place until the implementation of the downtown roads scheme - which will enable alternative arrangements to be made for vehicle flow, it is' suggested that 102nd Street be converted to a mall for the interim period. This would present few problems in terms of traffic flow and re-routing of buses. Eventually however, it is anticipated that the 102nd Street mall be replaced by a sub-grade pedestrian concourse - as shown on the plan. It is proposed that abOve street circulation routes should relate primarily,toareas about to be redeveloped, where the functional integration of -WalkWak with building's can well be accomplished. A north-south walkway links_the street level system in the region of 101st A Avenue with redevelopMent of all the blocks to the north up to the C.N. Building. A major parking terminal west of the C.N. Tower would be well served by the road system and would provide commuters with direct access to a weather protected pedestrian system serving the whole downtown area. The second major area which could be served by an elevated system is that east of 99th Street and includes the proposed Urban Renewal Area. Access points to this system are suggested in the region of the Law Courts and in the area south of Chancery Hall, thereby providing the Urban Renewal Area with strong links across the widened 97th Street to the Civic Centre and the remainder of downtown. The greater part of the proposed Circulation System is below street level, as this provides the simplest method. of linking existing substantial.developments fronting onto existing streets. A study of key downtown activity generators including the Bay, Woodwards, Eatons, Woolworths, the Dominlaa: building and the Royal Bank building shows extensive existing commercial development below street level. In addition, two, imminent developments of considerable magnitude, the Churchill Square Plaza and the A.G.T. - Oxford Leasehold Complex, will provide the City with major underground commercial space at key locations. The below grade system would also integrate conveniently with the underground rapid transit system proposed by the Bechtel Report. Commercial development could occupy much of the area beneath the road surface taking advantage of the high pedestrian activity generated and providing nodes or "landmarks" in the system for orientation purposes.
EATONS
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PROPOSED DOWNTOWN PEDESTRIAN CIRCULATION SYSTEM
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MINIMUM TUNNEL SCHEME
EXISTING TUNNEL
LEGEND
SCALE :11 '7-. 200'
OVERHEAD WALKWAY
DOWNTOWN PARK
FUTURE PEDESTRIAN MALL
INTERIM PEDESTRIAN MALL
RAPID TRANSIT SUBWAY LINE (BECHTEL REPORT)
MA POSSIBLE OVERHEAD LINKS TO URBAN RENEWAL AREA
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/////, POSSIBLE LOCATIONS OF FUTURE U/G COMMERCIAL DEV.
PROPOSED UNDERGROUND COMMERCIAL DEVELOPMENT
OEM I POSSIBLE EXTENSION TO MINIMUM TUNNEL SCHEME
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