The purpose of Large Area Transportation Network Study is to identify a proposed all-weather road network to serve remote communities on the east side of Lake Winnipeg.
The Transportation Systems Planning and Development Branch undertook initial pre-project management services prior to the provincial government establishing the East Side Road Authority (ESRA) Inc. to examine ways to improve transportation in the east side of Lake Winnipeg region
ESRA is now responsible for the management of the Large Area Transportation Network Study. Please visit the ESRA website to check on the current status of this major transportation planning study.
In 2011, MIT began to address some of the most pressing issues related to delay and congestion, particularly at peak periods, for south bound (SB) traffic at the Pembina-Emerson POE. To improve traffic operations for vehicles entering the United States via PTH 75 the department recently installed a new Variable Message Overhead Sign (VMS) in April 2011. The VMS provides better advance notification for motor vehicle operators approaching the POE. Improvements to traffic lanes and intersection upgrades are also planned for 2012 to provide more effective lane assignment for passenger and commercial vehicles approaching the POE and to reduce intersection conflicts for vehicles entering and exiting the Canadian duty free shop.
Variable Message Sign
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From a long-range planning standpoint, MIT has partnered with Transport Canada, North Dakota Department of Transportation (NDDOT), Canada Border Services Agency (CBSA) and the US Customs and Border Protection (CBP) in a long-range planning process to identify port improvements (both transportation system and customs facilities) which would position the Pembina-Emerson POE as one of the most efficient ports along the Canada-US border. The development of a long-range strategy for the Pembina-Emerson POE is driven by the increased significance of this border crossing as a major North American trade gateway. The Pembina-Emerson POE is the largest Western Canadian trade corridor linking the Prairie Provinces to the northern Great Plains states and south to Mexico as part of the Mid-Continent Trade Corridor. Two-way truck trade at the Pembina-Emerson POE in 2010 was $14.3 B. This trade activity level maintains Pembina-Emerson POE as the 5th busiest US/Canada land port and the busiest border crossing west of the Great Lakes.
Under the direction of a multi-jurisdictional steering committee, a consultant was retained in October 2011 to undertake the first phase of the Pembina-Emerson POE Transportation Study. Phase 1 of the study process (conceptual planning) is targeted for completion in October 2012. Phase 2 (functional design) is targeted for completion in October 2013.
Manitoba Infrastructure and Transportation (MIT) is undertaking phase 1 of a 3 phase multi-year study to establish preferred alignments for all-weather road corridors to the following remote northern Manitoba Communities: Churchill, Shamattawa, York Landing, Ilford, Pikwitonei, Thicket Portage, Pukatawagan, Brochet, Lac Brochet, and Tadoule Lake. Phase 2 (Consultation) and Phase 3 (Selection of Final Preferred All-Weather Road Corridor Alignments) are proposed to be commissioned at a later date.
MIT has engaged the services of SNC Lavalin Incorporated to undertake Phase 1 work which involves the generation of baseline socio-economic, environmental and engineering data that can be used for evaluating alternatives and establishing preferred all-weather road corridors for each of the ten remote communities.
Currently, transportation services for these communities are provided via a combination of rail (Hudson Bay Railway), winter road, and provincially operated airports. The limitations of these existing transportation services to the ten stated communities impose transportation costs that are significantly higher than costs for communities currently serviced by all-weather roads.
Manitoba, Nunavut and the Kivalliq Inuit Association (KIA) cost shared the Route Selection Study for an all-weather route (AWR) between Rankin Inlet and the existing highway network in Manitoba.
The study carried out by SNC Lavalin Incorporated included an assessment of social, economic, environmental and financial impacts of road development for each of the three potential corridors (Western via Lynn Lake, Central via Thompson and Eastern via Churchill) that were appraised. The study also included an extensive community, stakeholder and public consultation process.
The study recommended the Eastern Route Alternative for a route linking Rankin Inlet to the existing highway network in Manitoba. The Eastern Route Alternative starts near Gillam and runs northerly from Gilliam (with a link to Churchill) to Rankin Inlet. The approximate length is 1 100 km and the estimated cost of construction is $1.2 billion (2007 dollars).
Newsletter 1 (2005)
Newsletter 2 (2006)
Newsletter 3 (2007)