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For the Indigenous, Was This Building a Gesture of Reconciliation? Or an Empty Gift?

May 27, 2023 by www.nytimes.com Leave a Comment

Near the old perfume counters on the ground floor of the Hudson’s Bay department store in Winnipeg, Canada, a trade dripping with symbolism took place.

The 39th “governor” of Hudson’s Bay — North America’s oldest company and one of Canada’s most iconic — accepted from an Indigenous leader two beaver pelts and two elk hides in exchange for the building, the company’s onetime Canadian flagship .

The ceremony took place a year ago when Hudson’s Bay, the company once chartered to found the colony that became part of Canada, gave away its shuttered, 600,000-square-foot, six-floor downtown building to a group of First Nations. But what seemed like an act of reconciliation has become a subject of intense debate as the building’s worth and the cost of transforming it have become clearer: Was this a real gift or an empty one?

The gift of the building has focused attention on the evolving relationship between Hudson’s Bay and Indigenous people in Canada, as well as their central role in the history of a country founded on the fur trade between them and the company.

Prime Minister Justin Trudeau and others who attended the ceremony praised the transfer of the building as an act of reconciliation between Canada and its oppressed Indigenous population. But with the ceremony’s feel-good effects dissipating, the details of the deal are raising questions about economic fairness as Canada works to achieve reconciliation with its Indigenous communities.

The Indigenous owners aim to turn the sprawling structure into a multiuse building for their community that would include restaurants, a rooftop garden and a healing center incorporating Western and traditional medicine.

In 2019, commercial real estate appraisers said the building was worth nothing — or even less, because bringing it up to code alone would cost up to 111 million Canadian dollars ($8 million).

The company declined to comment for this article and provided a general statement that did not address details of the handover.

For generations — at least for customers who were not Indigenous — a visit downtown was incomplete without a stop inside the Bay’s ornate, neo-Classical monolith that spread across the shopping district’s choicest blocks.

So the transfer was a potent act, especially for people like Darian McKinney, 27, one of the two Indigenous architects entrusted with the building’s transformation. Like many other Indigenous Canadians, Mr. McKinney never went to the store, even though he grew up in Winnipeg.

Besides being unable to afford to shop at the Bay’s, he also knew that Indigenous people had often been made to feel unwelcome; from his grandparents, he was aware of a not-too-distant past when they could not leave reserves to visit cities without a pass from a so-called Indian agent.

“If you could even afford to shop at the Bay,” he said, “you felt like you didn’t belong.”

In some parts of Canada, the pass system remained in effect through the 1940s.

“The environment in downtown Winnipeg was rooted in the exclusion of Indigenous people,” said Reanna Merasty, 27, the other Indigenous architect working on the building’s makeover.

The building’s new owners, the Southern Chiefs’ Organization, which represents 34 First Nations in Manitoba, envision turning it “into a space for economic and social reconciliation” for their community in Winnipeg, which is home to Canada’s largest urban Indigenous population.

The organization is still struggling to raise 20 million of the 130 million Canadian dollars that it says is needed to renovate the building.

For now, the mammoth structure sits mostly empty, with unclothed mannequins, a poster of Justin Bieber in Calvin Kleins, and dusty signage — “Store Closing. Everything must go’’ — recalling the department store’s final days.

In the 20th century, Hudson’s Bay had reinvented itself from fur trader to modern retailer, opening department stores in downtown shopping areas. But nearly a century after its opening, the Bay’s Winnipeg store closed in 2020, the victim of the pandemic and online shopping.

By 2020, only two of the building’s six floors were still in use, and its main restaurant, the Paddlewheel, had closed years before. Hudson’s Bay, which had been seeking to get rid of the building for years, tried to give it to the University of Winnipeg, but the university declined because of repair and maintenance costs.

Owned since 2008 by Richard Baker, the American real estate magnate, Hudson’s Bay was stuck with a worthless structure that — designated a heritage building in 2019, against the company’s wishes — it could not tear down, but for which it was required to keep paying taxes.

But then the Southern Chiefs’ Organization approached Hudson’s Bay with an offer to take over the building and make it into a center for Indigenous life, said the organization’s head, Grand Chief Jerry Daniels.

“It’s quite appropriate, because it’s Indigenous people who really built Hudson’s Bay,” Mr. Daniels said. “And that’s the story that needs to be told, that we really built this country.”

But others were more critical of the deal and the motivation behind it.

“The fact that the Hudson’s Bay company exploited our community, took all the resources and money they could from our community, and then left this monstrosity of a problem in the downtown core, just abandoned it — it’s colonialism personified,’’ said Niigaan Sinclair , an assistant professor of native studies at the University of Manitoba who is a member of the Anishinaabe First Nations.

Inseparable from the European colonization of Canada, Hudson’s Bay was founded in 1670 to exploit the fur trade in Rupert’s Land , a territory equal to about a third of Canada today.

King Charles II had claimed the territory as England’s and given it to his cousin Prince Rupert, who became the company’s first head, or “governor.” Hudson’s Bay enjoyed exclusive rights to exploit and colonize the territory until the land was sold in 1870 to the newly created country of Canada.

With trading posts in remote parts of Canada, Hudson’s Bay relied on Indigenous trappers for the beaver pelts and other natural resources that made up the company’s business, but many Indigenous say their ancestors were insufficiently compensated.

Without the Indigenous, the company would have never flourished, relying as it did on Indigenous knowledge of their ancestral lands and existing relations among different Indigenous communities.

“Hudson’s Bay Company’s wealth was rooted in Indigenous lands, Indigenous labor, Indigenous knowledge and Indigenous governance,’’ said Adele Perry , a professor and expert on colonialism at the University of Manitoba.

In recent years, Ms. Perry said, Canada has been forced to “recognize that the core of Canada as an entity is a colonial project.’’

Mr. Daniels said his organization had secured 110 million Canadian dollars from government sources, including loans, grants and tax breaks, and was seeking funding for the remainder. He also said that he hoped that Hudson’s Bay would offer assistance.

Hudson’s Bay’s 39th “governor,” Mr. Baker, declined an interview request for this article, instead emailing a statement. “The Southern Chiefs’ Organization fully owns and operates the building, with oversight and control of all aspects of its future development,” he said, adding that the company supported the Indigenous organization’s vision for the building.

But there is deep skepticism in Winnipeg that its makeover can be completed without significantly more financial backing. Beside the University of Winnipeg, both the provincial utility, Manitoba Hydro, and the Winnipeg Art Gallery had also rejected, as too costly, taking over the building.

Hudson’s Bay jumped at the chance to get rid of a building “that was worth nothing in the first place,” and the government is not supporting the building’s costly conversion “with enough money to actually do it right,” said Wins Bridgman, a Winnipeg-based architect who has worked with Indigenous groups, including the Southern Chiefs.

“Then we wonder why it somehow doesn’t work,” he said.

“Beware of what people give you and why they give it to you.”

Filed Under: World Indigenous peoples, Retail, Commercial Real Estate, Hudson's Bay, Canada, Manitoba, Winnipeg Manitoba, World, Indigenous People, Shopping and Retail, Real Estate..., gift dice build, gift land building abu dhabi, gift land building, why reconciliation is important indigenous, why indigenous reconciliation is important, why is acknowledging indigenous veterans important for truth and reconciliation

‘Groupers’ Plan for Sun and Sociability

March 26, 1976 by www.nytimes.com Leave a Comment

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OCEAN BEACH, Fire Island —It was a wretched day here last Sunday, with gusty winds and piercing rains and everything else that can go wrong on a March day, but nothing could deter the three young women from the city from seeing “Snug Cozy.”

The three—Karen Shevell, Deborah Joseph and Cher Goldman—were, performing the Manhattan singles’ rite of spring. They had driven out from the city on a miserable day, caught a crowded 1:15 P.M. ferry from Bay Shore on the mainland, and joined the hordes of other singles who were doing the same thing here—searching for a summer house they felt they could love.

And when the three saw “Snug Cozy,” it was love at first sight.

“It’s so cute,” said Miss Joseph, a 25‐year‐old secretary at a Manhattan advertising agency, as she looked around the weatherbeaten, gray‐shingled, casually furnished, four‐bedroom house, which was about a fiveminute walk from the beach. “The only thing that bothers me is that the shower is outside on the sundeck.”

Well, rarely does one find perfection in a rented singles’ summer house; roughing it is half the fun. And so the three young women decided to become “groupers” and take part shares in “Snug Cozy,” which means that for $375 each they will be allowed to spend every other summer weekend there, with a group of 13 other hopefully amiable “groupers,” no more than 8 of whom will be allowed per weekend.

It seems to happen about every March 1, a sort of panicky feeling among singles about how hot and stifling and unbearable it will be to spend the summer in the city. For many of them, the only affordable answer is to become a “grouper” and rent a share in a summer house.

Thus, for the last few weeks, thousands of them have been streaming out to the two most popular summer singles’ paradises—Fire Island and the Hamptons—to look over the available crop of summer houses. These houses rent for anywhere from $2,500 on up through $20,000, depending on size, proximity to the beach, and whether they include such amenities as a tennis court and/or swimming pool. Most, however, tend to hover in the $3,500 to $8,000 range.

What makes the singles run to these places?

“If I didn’t have a place to relax on the weekends, the pressures and the constant ‘on’ of the city would get to me after a while,” said Dr. Arthur Ashman, a divorced Manhattan dentist who was searching for a summer house to share in East Hampton last weekend.

The three young women visiting Fire Island said they had heard about “Snug Cozy” through two male friends who had signed the lease with their fingers crossed that they could get 14 other groupers to share the $6,000 rent.

“What appealed to me is that they said it would not be a crashing house, meaning no sleeping bags all over the floor or that whole scene,” Miss Joseph said. “And there won’t be any big deal about cooking in the house. Everybody’s on their own.”

Miss Goldman, 25, an administrative assistant in a Manhattan engineering firm, said she was looking forward to a good summer in “Snug. Cozy” too, despite the fact that she had recently met two young men bicycling in Central Park who told her, “All you get on Fire Island is drugs and sex.”

“All the Upper East Siders put you down if you go to Fire Island,” she said, somewhat defensively.

While the Hamptons may have more snob appeal in certain singles’ sets, being there is going to be a little harder this summer. The Town of East Hampton, for example, enacted an antigrouper ordinance last Oct. 1 that stipulates that no more than four unrelated people can share a summer house. Before, up to seven unrelated people could share a summer house, a rule that still applies in the Village of East Hampton.

The new ordinance is presently being challenged in Federal Court in Brooklyn.

Meanwhile, four young groupers huddled in the Red Lantern real estate agency in East Hampton the other day, trying to decide which of the houses they had seen that day would be their retreat for the summer. They finally rented a $7,000 house with five bedrooms and a swimming pool in the Village of East Hampton, which has the seven‐person limit.

“We plan to have 10 people on a weekend, oops, I mean seven,” said a smiling Lee Munzer, 32, of Westbury, L. I., a data consultant for the New York Telephone Company. Like many other groupers, he knows that the antigrouper ordinances are seldom enforced.

Mr. Munzer and his friends said they had decided to rent a summer house together again this year because they had been in a “fun and successful one” last year in nearby Amagansett.

“We really got along well last year,” Mr. Munzer said, “except for one girl who was on a diet. She had to eat oranges, grapefriuts, tangerines and salad, and she felt she wasn’t responsible for paying her share of the food bill. We felt she should because she used toilet paper, toothpaste and paper towels.

“We finally worked it out,” he said. “She kept her food in a paper bag with her name on it, and no one else touched it, and she paid half of a regular food share, and the other members absorbed the remaining half.”

Although finicky eaters have been known to cause havoc in a grouper house, the thing that can really ruin one, according to Marsha Kaplowitz, is two house members dating each other.

“It can be very sticky if the couple breaks up and then each one starts bringing other people out to the house,” said Miss Kaplowitz, a 28‐year‐old school teacher from Floral Park, Queens, who is a member of Mr. Munzer’s house and plans to spend her entire summer there. “It’s best to keep your dating in the city, and not go out with people you meet in the Hamptons until after Labor Day.”

According to veteran groupers, the most popular singles communities are Hampton Bays and Amagansett in the Hamptons, where a car is a must to get around, and Ocean Beach, Ocean Bay Park, Kismet and Davis Park on Fire Island, where cars are banned and islanders like it that way.

Many summer houses in these areas are filled through classified ads that run in The Village Voice under a heading called “summer shares,” and read something like this:

HAMPTON BAYS. Co‐ed summer house, ovt tennis ct., beach & dock. May 7.0ct. 1, S475 full. S275 half. Call Jim nites, 879–9732.

A call to Jim elicited the information that that very evening, 40 people who had answered the ad were getting together for “a five‐ or sixhour drink” with the eight returning members of the house. Afterwards the eight, whom Jim described as “very congenial professional people,” would decide which of the 40 they liked best, much in the manner of a fraternity blackball system.

“We have room for 12 new members,” said Jim, who in reality is James Rosasco, 33, a Manhattan engineer. “The hardest part is the weedingout process. You try to make as many apologies as you can.”

Filed Under: Uncategorized New York, Archives, New York State, HOUSING, 1 month sun direct recharge plans, sun microsystems business plan, ny-sun operating plan, sun direct plans 6 months, plans in sun direct, sun life follow me plan

Why cycleways are polarising communities

May 26, 2023 by i.stuff.co.nz Leave a Comment

Claire Hutt, the coordinator local business association Our Town Motueka, is incensed.

Hutt, also an elected member of the Motueka Community Board, was left feeling “flabbergasted” once she heard of plans to instal a cycleway down High St, State Highway 60 in Motueka.

So much so, that together with another board member, Terina Graham, they launched a petition calling for a halt to the plans. Over 400 people have signed.

Running along High St south, the cycle lanes would result in the removal of on-road carparking between Wharf Rd and Whakarewa St.

Funding of $8.6 million for the project came from the Government’s Transport Choices, part of its Climate Emergency Response Fund, a pool of $350 million divvied out to “ rapidly reallocate existing street space for walking, cycling and public transport ”.

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Hutt and Graham weren’t the only ones perturbed by the proposal. On April 28, the Motueka Community Board wrote a letter to the chief executive of Tasman District Council, Janine Dowding, requesting that the High St portion of the project be paused until all affected parties had been informed and had the opportunity to give feedback.

“It’s almost not about cycling now, it’s almost about the process,” Hutt said. She said there”pretty much wasn’t any” consultation.

The Motueka Community Board letter said it received the impression that “considerable consultation” had taken place. But the feedback they had from the community was that in fact, only 23% of properties had been visited.

Graham and Hutt have been going door to door to talk with businesses. Most, they say, hadn’t had an inking about what was in store. Once they found out, they were less than thrilled.

The removal of parking, Hutt said, meant that many businesses “would have to close down”.

“We’re not against having cycleways,” she said. “We just don’t want them on bloody High St.”

Graham said promoting cycling on a state highway was not safe.

“The only thing between you and a logging truck is a 100 millimetre concrete bollard … if your tyre whacks that while you are not paying attention, which way are you going to fall?”

Both women point to a cycleway that snakes around the estuary, that runs parallel to the High St route. Could money not be better spent on paving it? On cutting back flax?

“I’m just saying we don’t agree with High Street south having two cycle lanes going from Toad Hall to McDonald’s taking away all the parking,” Graham said.

Other detractors have observed that many of those coming into town live rurally and transport goods in utes and vans, that those attending open homes will have to walk some distance to get to them, that “it’s just not practical to try and force everybody out of cars and onto bikes,” as Graham puts it.

Cycling advocates, like Bicycle Nelson Bays convenor Bevan Woodward, sees the issue differently.

“To those people who are saying ‘not everyone’s going to cycle’, what about giving us choice, and giving people the freedom to have safe cycling, so they can choose how they want to get around, rather than forcing people to hop in a car?”

Motueka, he points out, is flat, not overly large, and would be a fantastic city to use bikes to get around in, and could potentially be a tourist drawcard as a cycle friendly destination.

Woodward describes New Zealand’s transport as a “tragedy”, a place where people bought into the dream of “being able to sit in luxury behind the steering wheel”.

The reality of that nowadays though, he said, was we were “trapped in our cars, stuck in congestion, becoming unhealthy and doing terrible things to the planet.”

The owner of one of the businesses that will be affected by the plans told Stuff the loss of parking would be a “huge deal”.

Council staff confided that the issue was being “hijacked” by misinformation, she said. At one of the meetings she attended to talk about the plans, she witnessed councillors getting shouted at by men “going off”.

She said her experience was that council staff had been “very reasonable” and “good to talk to”, yet she had issues with the “significantly flawed consultation process”. The first she got wind of what was happening was via Facebook.

Herein lies the conundrum for councils who received Transport Options money – time-limited Government funding. Sometimes council projects seem to consult, consult and consult, and produce an alphabet of reports, but little appears to change on the ground.

Woodward has repeatedly criticised the Nelson City Council for using ‘we have to consult’ as a reason for inaction .

Caught between a rock and hard place, chief executive Dowding alluded to the communication breakdown in a recent council meeting.

“The council put in some project requests [to Transport Choices] and some were approved. What we are very aware of is the need to really clearly communicate from the outset and to consult with communities and those affected in a really carefully staged way, including the timeframes required to do the project, and that is the learning that we are increasingly getting,” Dowding said.

“It is forcing us to consider resets in some places that we have these projects now, and that includes Motueka.”

At a Tasman District Council operations committee council meeting on Thursday, Lower Moutere School principal Chris Bascand described an accident in March. A trio of students were biking to school – the eldest a 12-year-old, a sibling and a neighbour.

Seeing a car approaching a 15kph corner way too fast, the 12-year-old yelled at the other kids to get off the road. It was too late. The car struck the two of the three bicycles, throwing the first bicycle over the bonnet of the car, then into the road, with the school bus coming up behind.

The driver was charged and the kids no longer bike to school.

The principal, accompanied by two children who talked about how worried the road made them feel, pleaded for the speed limit to be reduced.

Lower Moutere is on the outskirts of Motueka, and a semi rural community rather than a township, but the scenario is every parent’s worst nightmare and what inhibits many children from cycling to school.

Council group manager community infrastructure Richard Kirby said while the council had heard the negative feedback from places like Motueka about cycleways, unfortunately, they did not often hear the stories of children like they heard that morning.

“They are the ones that are feeling it, and they are the ones we were wanting to focus on [with] the walking and cycling strategy. The schools are one of the key destinations that we’re trying to help,” Kirby told councillors.

“There’s a silent majority out there that are wanting these things in place, and we’ve just got to hold the line and do them as best we can, while at the same time listening to community.”

BRADEN FASTIER / STUFF
Margriet Maarsingh is passionate about using her bicycle for daily transport in Motueka but she wishes motorists made it a smoother ride. (Video first published in April, 2019)

Listening to the community must sometimes be wearying.

Across the region, parking issues have been a hot topic of contention – in Stoke, where a bus interchange is planned , in Millers Acre, where a cinema complex director objected to a reduction in carparks to make way for a bus terminal .

The Nelson City Council eventually bought a building on an adjacent site that will be “deconstructed” and plans to put parking spaces in its place .

In Pōhara, a store owner said he was in the fight of his life objecting to plans to put a cycleway in front of his shop.

The woes of Pōhara store owner Dave Hix became national news, and attracted 274 comments online, ranging from “NZ wants to stay in the dark ages of petrol, cars and more cars” to councils being on a “virtue signalling crusade to put the use of bicycles ahead of common sense”.

Wellington City Council environment and infrastructure committee chair Tamatha Paul said when they first put the idea out to connect the entire city with the cycleway network, there was a lot of “naysaying”.

Now, they see kids riding to their friends houses, women and children on bikes, and business benefiting. In one year, they have seen an increase of 1750 trips a day taken by bike.

“Evidence internationally shows that cyclists and pedestrians spend more time browsing stores,” Paul said.

“Which makes sense. If you’re driving past the place, you’re not stopping or looking in there.”

However, people are afraid of change, Paul says, and on top of that, the impacts from Covid have made businesses even more fearful.

“I just think it’s really worth trying out and seeing what benefits come about through re-allocating road space and sharing that with other road users, rather than every road in every street being dominated by car parking, which is not an efficient use of space,” she said.

“When you re-allocate road space from cars, it makes more space for people to move around.”

Tasman District Council
As part of the TDC’s Richmond Streets for People programme, this is how the Salisbury Fly Through will look once completed.

In terms of being a town for a rural community, Paul pointed out that many countries around the world had “really good rural cycleway networks”.

If people weren’t riding in one particular area, that indicated it was “extremely hostile” to cyclists, and that wasn’t a good measure to say why a cycleway shouldn’t be used in that area.

A significant portion of our emissions nationally came from private vehicle usage, and cycleways were one part of “future low carbon transport infrastructure”.

“The reality is, the future of transport in New Zealand has to be a low carbon one.”

In a letter to Motueka residents and business owners on High St the Tasman District Council said the trade-off for the removal of carparks was “improvements to road safety” and “better transport options for the community”.

Council vehicle counts showed that parking on High St was “not used significantly”, and was “not considered safe” in a number of places.

The 156 carparks from Old Wharf Rd to Whakarewa St had an average use of 6.84%, while the 122 spaces from Toad Hall to Old Wharf Rd had a utilisation average of 13.11%.

In addition, 95% of residents and businesses had off-road parking for two or more vehicles. The council expects that the final design will be ready for construction on June 30.

In the meantime, the council’s philosophy is that they need to “get it right”, says spokesman Chris Choat, while taking in a “whole mix of views”.

“There’s obviously been some interesting commentary about what we’re doing in the future and the fact that ‘It’s part of the World Economic Forum’s demand to get to 15 minute cities’. That’s one end of the spectrum.

“On the other side, we’ve got people saying, ‘oh, we should be able to bike anywhere’. We understand there’s a balance to be achieved, and key to this is safety and access.”

High St was one small part of the project to network the city, but it seemed to have become the flashpoint – though he pointed out that the council was “not colonising entire provinces”, merely 1.5m of roadway.

Motueka had plenty of parking in the CBD that was readily accessible. But the key thing, he said, was that the council was taking this feedback and treating it very seriously.

“There are some issues there, and we understand that, and we’re working closely with these people to see if we can resolve them”.

Claire Hutt will be closely watching this (parking) space.

“We know we have to do something about emissions,” Hutt said.

“But we also have to be realistic and not just rush in with the digger without thinking it through.”

Filed Under: Uncategorized nelson-mail

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