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There's always this 24/7/365 vibrancy argument that arena and event districts make. In reality, it's a tall order - there's 8760 hours in a year, even the busiest event districts struggle to fill them all with simply event-based traffic. Not to mention many/most/all(?) events are inward-focused...

What would a long-term traffic plan look like to you? Honestly I can't imagine how 500 more locals would even be measurable from a traffic perspective in the background of Chinook Centre, where daily traffic flows from non-locals vary by the tens of thousands per day.

Thanks for posting all this great local history! I really like the different approach these construction articles were written, giving random facts and component cost breakdowns of the larger project. Also $4.1M for an underpass in 1979 is only $16M in today's dollars. Construction inflation...

Yet budget existed for all this complex curb, gutter and signal work to elevate the cycletrack and increase conflicts everywhere with a confusing design at 11th, 5th and 2nd Streets. Could have easily paid for a half-dozen curb extensions on the south side if we didn't come up this. Everything...

The way I'd summarize the downtown area highlighted as "soulness" is that it's the best example in the city that is explicitly not designed - in any way, formally or informally - to support the people that live there. Everything about how the public space is designed (5 to 6 lane arterials, zero...

That's the only thing I can think of as the rationale for such a bizarre design, but this one really got away from them. A mixing zone makes sense on the river pathway where there's subtle cues that cyclists and pedestrians should expect some mixing, but these are controlled intersections in a...

Such a weird project, helping 34th Ave turn ever further towards being a weird street. It's been interesting to watch all the Leonard group projects combine a strange interest in preserving nice (but historically unremarkable) house facades with a weird small-format retail component bolted onto...

The 5th Street and 15th Avenue intersection version of this is mostly complete and is pretty wild. I really don't get why they couldn't keep the cycling facility at street level instead of raising it up to a weird, tiny mixing zone. 5th and 12th Avenue SW have had the level crossing for a...

I think we are going to need a source on this one, the stakes are too high! 🍺

While this proposal is not a dramatically large development, for many it might be an important one to watch for the cultural impact. The land use change for the building the Ship and Anchor is in goes to CPC this week: LOC2025-0080 532 17 AV SW 534 17 AV SW (The Ship and Anchor)...

That's quite the dramatic retail bay on 17th Ave for this one - it's fairly large and double-height. I wonder what they are imagining will be a tenant in there?

From a proximity to stuff perspective it really is an unbeatable location. Free fare zone LRT + anywhere NW like Kensington, SAIT or U of C is only 15 minutes away by transit. Plus all the local retail/restaurants and everything the Beltline can offer only a couple blocks away down 8th. Finally...

I may be revealing my generation, but the correct answer for any of these infill 6 storey apartment retail blocks is: a daycare a cafe that turns into a bar at night with wood accents and low-wattage lightbulbs. a Shoppers Drug Mart And just copy and paste, we need the above mix every 500m to...

From the article: I get that it's 2025 and hyper-partisan hyperbole is the name of the game.... but we need to remember that we are talking about things like the minutiae of townhome development processes and if utility rates to have drinking water increase a bit above or below inflation...

I am more curious what happens if/when the elevated line also comes in over-budget and delayed. Again, all we have really seen is the test-fit concept plan, nothing detailed with costing attached. With some of the more provincially-aligned candidates somewhat indifferent on if the line ends in...

Your are right - that's probably why the focus on Heritage, it's a tactical decision based on existing conditions but it's also pretty short-sighted. The same avoidance of congestion logic didn't seem to apply to road capacity investments - when traffic got worse in the 2000s in the area, we...

The traditional 3 to 4 storey walkups of Montreal do a few other things right by having so many of them be zero-lot line and with limited (useless) setbacks in most places. The result is just a much more efficient density, that's higher but not necessarily taller or more oppressive feeling...

This one will be great - boring, functional high density urbanism. Doesn't need to be sexy, just needs some scale to kick-start a market for apartments in this area. This is a perfect project to do so as a kick-start. Eventually I want to see Calgary Transit reverse it's trends of...

Housing supply is a cumulative exercise because even at very fast growth rates most houses already exist. Montreal doesn't build a ton of low-rise anymore, but they also don't have much land left and the economics that produced their plex system of small apartment blocks has changed dramatically...

Heritage has got to be one of the wilder bus loop designs we have - it's clearly been reorganized a few times and and has lost a ton of it's coherence about what is going on, at least visually. I had to look up the map to guess what all the loops and roads were supposed to be for: That whole...