How about some love for the capital? To kick this thread off, here's a story from the Citizen about a new statue in LeBreton flats, the redeveloping parcel of land that's to the west of downtown, right on the Ottawa river across from Hull, the terminus of the O-Train, and the site of the new Canadian War Museum.
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Friday » October 28 » 2005
LeBreton to get another monument -- this one to 800 fallen firefighters
$5M structure OK'd after firefighters foundation's 3-year campaign
Mohammed Adam
The Ottawa Citizen
Friday, October 28, 2005

The federal government has announced its backing for a national monument at LeBreton Flats in honour of the more than 800 Canadian firefighters who have died on the job.

The $5-million Canadian Firefighters Memorial will be erected south of Wellington Street, near the war museum, on one of two sites the National Capital Commission has set aside for national monuments. It will take at least three years to build.

The announcement by Canadian Heritage Minister Liza Frulla caps a three-year campaign by the Canadian Fallen Firefighters Foundation to seek national recognition for the sacrifices of firefighters across the country. "By supporting this project of national scope, the government of Canada recognizes the extraordinary contribution of firefighters who make tremendous sacrifices to protect and save the lives of their fellow citizens," Ms. Frulla said.

William Brooks, president of the firefighters foundation, said he is delighted to get government recognition, but the foundation now has to turn its attention to raising money for the monument. And he hopes that down the road, federal and provincial governments will help with funding to get the project off the ground.

"The government has put itself behind it, and that is positive. But they have not committed any funds to it. But we think ultimately, they will contribute," said Mr. Brooks.

The choice of LeBreton Flats for the memorial is particularly significant because the Great Fire of Ottawa in 1900, which started across the Ottawa River in Hull, devastated the Flats. By the time the fire burned itself out, an estimated seven people had been killed and 8,000 in Ottawa and 6,000 in Hull were left homeless. One of the heroes of the day was a lone firefighter, with a single hose, who stood on a roof, beating down the fire as flames raged behind him.

Neither Ottawa fire Chief Rick Larabie nor the firefighters' union leaders could be reached for comment on the honour to them and their fallen comrades.

Lamenting the dearth of landmarks in the capital celebrating Canada's social, cultural and intellectual achievements, the NCC has identified about 90 sites for new commemorations. And LeBreton Flats, sitting on the Ottawa River in the shadow of Parliament and just across from Confederation Boulevard, has emerged as the prime location for two national gateway monuments.

A second site at Booth and Wellington streets is earmarked for a grand, four-storey national monument for which the commission is currently seeking proposals. Suggestions for the site have ranged from a monument to the lumber industry, pioneer women and legendary lumberjack Joseph Montferrand.

Commission spokeswoman Kath-ryn Keyes said yesterday that one proponent has expressed an interest in the site, but no formal proposal has been made. However, Ms. Keyes said discussions with the firefighters foundation are well advanced and the site will be reserved for three years to allow the foundation to raise the money for the project.

Under the plan, the foundation has to raise $2.5 million, about half the cost of the landmark, to demonstrate its commitment and ability to go ahead with the project.

Mr. Brooks says fundraising for the project has begun in earnest, and already pledges of $1.5 million from small businesses, out of which the foundation will get a "generous" 20 per cent, have been received.

He said the foundation is getting only 20 per cent because such a campaign entails a lot of expenses -- everything from staff wages and printing brochures, to manufacturing pins and giving plaques to donors -- by the firm organizing it.

Mr. Brooks wouldn't name the company handling the fundraising effort, but said the response so far has shown that many Canadian individuals and companies would be happy to contribute to such a memorial and the foundation is now turning its attention to large corporate donors.

If the foundation can show that it is capable of raising significant amounts on its own, Mr. Brooks believes federal and provincial governments would join in. "The Ontario government gave $500,000 for a monument for Ontario firefighters, and we imagine they and many provinces will contribute," he said.

Mr. Brooks said the exact design of the memorial is unknown, although several artists' concepts have been proposed. The foundation says its goal is to create a "structure so excellent and full of respect" that visitors will "see it as a work of art."

Mr. Brooks said the next step in the process is to organize a $250,000 competition in the next six months from which a final design would be chosen. One concept that will certainly be included in the final design is an electronic book of remembrance that will allow visitors to review the names of firefighters who have died in the line of duty.

The foundation welcomes ideas for the memorial.

Tuesday » November 15 » 2005
NCC plans to link Ottawa, Gatineau with new recreation paths
10-year project also aims to fill in gaps in 170-kilometre network

Dave Rogers
The Ottawa Citizen

Tuesday, November 15, 2005

http://a123.g.akamai.net/f/123/12465/1d/media.canada.com/idl/otct/20051115/271229-90258.jpg
CREDIT: Pat McGrath, The Ottawa Citizen
The NCC plans to gauge interest in making a bicycle crossing on the Prince of Wales Bridge.
The National Capital Commission and the cities of Ottawa and Gatineau will consult the public this month about their plans to build new recreational paths linking the two cities and the region's suburbs to the downtown core.

Residents will be able to comment on a 10-year plan to expand the pathway network at a Nov. 23 English-language meeting at the Government Conference Centre on 2 Rideau St. and a Nov. 24 French-language meeting at the Relais plein air du parc de la Gatineau on 397 Cite-des-jeunes Blvd.

The NCC and the two cities plan to widen older paths to make them safer and fill in gaps in the 170-kilometre network, connecting suburban communities and greenspaces to downtown.

Ottawa, Gatineau and the NCC are expected to approve the plans in May or June 2006.

Gerald Lajeunesse, the NCC's chief landscape architect, said five to 20 kilometres of new paths could be built during the next five years, depending on the construction budget available at a cost of $150,000 to $200,000 a kilometre.

Key additions to the network could include paths on the west side of the Rideau River and across the Prince of Wales Railway Bridge to Casino du Lac-Leamy. The NCC also plans to upgrade existing paths to make them at least three metres wide.

"If we have $700,000 a year, we may put in four kilometres next year of new construction or reconstruction," Mr. Lajeunesse said. "This is the same budget that is used to rehabilitate our existing network and add a few missing links.

"The Prince of Wales link would be part of the north-south light-rail corridor. It is a shared vision between the municipalities and the NCC. We will hear in the next few weeks whether there is any interest in it -- there already are crossings for cyclists at the Champlain, Portage and Alexandra bridges."

Mr. Lajeunesse said the municipalities may want to preserve space beside the proposed light-rail corridor for a recreation path.

City of Ottawa officials say it may eventually be possible to travel by bicycle from the Manotick area to the casino.

A path along the west shore of the Rideau River would start at the Ottawa River, extend south through Strathcona Park, past the Lees Avenue campus of Algonquin College to Billings Bridge.

Ottawa planner Nelson Edwards said some parts of the path already exist on the west side of the Rideau River. Mr. Edwards said the short sections of path could easily be connected using city streets in some areas.

"The paths would enable people to get to places like Brewer Park and Carleton University. They help just getting around the city.

"Over a 10-year period, the city could build 25 kilometres of paths. We can improve that by working with developers. I think it is really important to start linking the suburban communities through the Greenbelt into the urban area so people who are commuting and travelling by bike can get into town.

"We are talking about links between Barrhaven and South Nepean to the city core."

The path would extend south from Leamy Lake and Brewery Creek in Gatineau over the Ottawa River to Dow's Lake, Carleton University and Manotick.

The NCC started building the first recreational path beside the Rideau Canal in 1970. Each year more than 500,000 users bike, rollerblade, jog and walk on the path network.

Maps showing where the NCC and the cities of Ottawa and Gatineau plan to build new recreational paths are available at http://www.canadascapital.gc.ca/corporate/youropinions/capital_pathw ay_e.asp

A questionnaire about the proposals is also available at the NCC Library, 40 Elgin St., the main branch of the Ottawa Public Library on Metcalfe Street and the Gatineau public library at Maison du Citoyen at 25 Laurier St. in Gatineau.

The NCC wants the members of the public to submit their comments or completed questionnaires, by Dec. 23, 2005, to Public Consultation and Community Relations, National Capital Commission, 202-40 Elgin Street, Ottawa, Ont., K1P 1C7.

This has been on the back burner for a couple of years now. I'd love to see that area develop more retail, as the local populace could use it. Now where were they when I lived at Lees?
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Train Yards project wins final approval
City's OK means Wal-Mart store likely to get go-ahead within days

Kristin Goff, The Ottawa Citizen
Published: Saturday, November 26, 2005

The Ottawa Train Yards project has cleared a major regulatory hurdle that its developer expects will lead to construction starting on a controversial Wal-Mart no later than this spring.
Marty Koshman, president of the Ottawa Train Yards, said yesterday that construction of the long-stalled Wal-Mart store might kick-start a major retail node, with four or five other big-box stores on its 92-acre site south of the Alta Vista Via Rail station.
The Train Yards subdivision plan was registered on Thursday after receiving final city approval, Mr. Koshman said.
Because Wal-Mart's site plan and building permit applications were moving in parallel with that application, Mr. Koshman said, he expects them to follow very soon, perhaps "within days."
City planning officials couldn't be reached for comment yesterday.
Wal-Mart spokesman Kevin Groh was unaware of the latest city approvals but said the giant retailer is ready to go if it gets its building permit in time to start work before weather prevents that.
"We have been waiting since the spring and continue to wait, having made slight alterations and re-submitting a plan early this fall," he said. "We are optimistic that the city will respond -- even with a partial permit -- so we can get underway.
"Until then, we are waiting with our shovels ready."
Wal-Mart filed its original application for the 133,000-square-foot store in June 2004, but it ran into fierce city opposition over how it would fit in with the planners' vision for the Train Yards' development to have a "main street" feel that would be open and accessible to pedestrians.
After the issue went to the Ontario Municipal Board, Wal-Mart and city officials negotiated a compromise that involved a changing the store's trademark grey to earthtone colours, changing its orientation on the site and providing more green space and walkways through its large parking lot.
Ottawa Train Yards, which will sell a portion of its land to Wal-Mart, plans to build an additional three buildings nearby to house four or five warehouse-style stores and perhaps 20 smaller fashion and other types of stores, said Mr. Koshman.
No deals with retailers have been signed yet because a number of prospects have been waiting to see when the development would get approval to go ahead, he said.
Once Wal-Mart goes ahead, Mr. Koshman predicts that will change. The developer plans to file site applications before Christmas for three multi-retail buildings and begin construction next spring, he said.
If that happens, it would represent the first phase of a massive plan the company unveiled in July 2000.
That calls for a half-million square feet of retail space and 1.1 million square feet of office space, or six or eight office towers on a site that is about 2 1/2 times the size of Lansdowne Park.

Kanata...it's back! Is that a good thing?
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Ottawa suburb is Ghost Town no more
Tenants returning to Kanata as it recovers from high-tech hangover
By CARL DOW
Tuesday, November 29, 2005 Page B10
Special to The Globe and Mail

Through the 1980s it was called Silicon Valley North. Commercial properties were jammed wall to wall with tenants.

But when the bottom fell out of the high-tech sector at the turn of the decade, Kanata took on a new name -- Ghost Town.

Now the Ottawa suburb, about 20 kilometres west of the city centre, is flowering again. Not with the confident blush of innocence, however -- this time it's with the broader perspective of a veteran.

Kanata is the real estate story of the year, says Paul Hindo of Royal LePage Commercial in Ottawa.

"It's amazing, the reversal of fortune. In 1999-2000 they were converting bowling alleys into offices," Mr. Hindo says. "In 2003 you could play bowling in the abandoned office space.

"Today most of the office space is now being leased," he says.

During the third quarter of this year, vacancy rates in Kanata plummeted to 12.3 per cent from 17.1 per cent in the previous quarter. The rate had been as high as 30 per cent following the 2000 tech bust.

About 320,000 square feet of space were absorbed, with additional space leased, during the third quarter as well.

The reviving commercial real estate sector in Kanata was given a boost this past summer when the Texas-based Dell Inc. leased the former Nokia Corp. building and its 156,000 square feet at 2500 Solandt Road for use as a call centre.

When companies of that calibre settle, you can be sure others will follow, says Bob Perkins of CB Richard Ellis, whose company negotiated the Dell deal. Startup high-tech companies and professional services firms, such as lawyers and accountants, also have been moving in.

Helping to drive the action in Kanata is an infusion of venture capital.

About $300-million will be invested in Ottawa high-tech firms in 2005, a level not seen since 2002, according to the Ottawa Centre for Research and Innovation (OCRI). The number of technology companies as of June, 2005, was 1,740 compared with 1,030 in 2001.

When the boom went bust, about 20,000 high-tech employees in Ottawa lost their jobs.

Some were absorbed by coincidental government hiring, but many joined startup companies, says Judy Quigley, manager of investment response for global marketing at OCRI.

Many of these entrepreneurial spinoffs were companies with 10 employees or fewer, Ms. Quigley says.

Solace Systems is an example. The company, which makes network routers, started in Kanata in 2002. It now has 60 employees using 14,100 square feet and plans to double that within six to 12 months, says Lara Clarke, marketing communications manager for the company.

NorthSeas AMT moved to Kanata in September, 2003, because it "has an atmosphere and environment of innovation that is recognized in the U.S. and elsewhere," says the company's president, Stephen Spence. "When we tell people we're from Kanata they know where it is and that it is a technology centre." The company, which makes an e-mail archiving device, has 20 employees on 5,000 square feet with plans for expansion, he says.

The economic picture wasn't so rosy for Kanata after the high-tech bubble burst.

In the years following 2000, many companies folded or consolidated. Nortel Networks Corp. shrank to 5,500 employees in Ottawa from 17,000 at its peak.

Large companies were tied into long-term commercial property leases that would expire in 2009. The vacancy rate in Kanata crept up toward 30 per cent, and space that had been originally rented for about $16 to $20 a square foot was offered to tenants for free if they would pay operating costs.

From 2000 to 2004, the incentives remained on sublease space, which totalled more than one million square feet of vacancy in Kanata and other west Ottawa suburbs. However, to the outsider the situation might not have seemed as bad as it was because tenants such as Nortel and Nokia were still paying rent on space they weren't occupying.

Some observers began referring to Kanata as Ghost Town.

Toward the end of 2004, however, things began to turn around, says David Chorney of Colliers International.

"Vacancy began to steadily decline to about 25 per cent because the office market [in downtown Ottawa] was extremely tight and expensive, pushing tenants west to Kanata."

Tenants began to fill buildings between downtown Ottawa and Kanata, such as the Corel Corp. building at 1600 Carling Ave. and Canderel Ltd. at 495 Richmond Rd.

Soon, with class A office space diminishing in the immediate western suburbs, Kanata, with empty and less expensive office space, became more appealing.

"In Kanata, we are now seeing lots of tenant retention and new tenants moving in," Mr. Chorney says.

So, 4½ years after the end of the tech boom, demand is once again coming over the horizon to meet supply. More than 600 acres of land that is zoned commercial and industrial is still available in Kanata, leaving ample space for new building.

"We expect the trend of positive absorption to continue for the balance of the year," Mr. Perkins says, "with asking rents beginning to climb in 2006."

Market tightens in Ottawa's core

The Ottawa commercial real estate market, which traditionally has had one of the lowest vacancy rates in North America, is ending a strong year, and experts say available space in the core is shrinking.

"We expect the Ottawa office market to finish 2005 on a positive note," said Bob Perkins of CB Richard Ellis. But tenants looking for large blocks of space will find limited availability, he says, and "this could lead to the refitting of some facilities that have been seen in the past to be undesirable."

Most of Ottawa's office activity can be found in the downtown core and running west through the suburbs to Kanata. In downtown Ottawa, class A real estate costs about $48 a square foot. Toward the west that price drops to about $35, and in Kanata it's about $25. A result is that tenants are gradually moving west from the core.

But the downtown's vacancy rate for commercial property isn't rising accordingly -- instead, it's falling because of considerable growth.

Space downtown is becoming scarce even though nearly 400,000 square feet is added to the inventory each year.

Contributing to the situation are height restrictions that limit building size to keep structures from diminishing the Peace Tower.

"Our limited land resource will be maxed out in a matter of years," says David Chorney of Colliers International. "Since our vacancy rate has always been so low, when we do run out of space to build downtown, we will be put on waiting lists.

"There will be no choice but to move to a western suburb like Kanata."

Old news but...

UPDATE: Nortel may sell Brampton HQ to Rogers
By Ottawa Business Journal Staff
Wed, Sep 21, 2005 8:00 AM EST


Nortel's Carling Avenue campus
The buzz surrounding Nortel Networks re-locating its head office to Ottawa is heating up, following published reports that Rogers Communications could soon move into Nortel's existing Brampton headquarters.

The Toronto Star says Rogers would not confirm a deal, but quoted a spokesperson as saying Rogers has been looking at a number of properties to consolidate its fast-growing work force. Rogers recently acquired Microcell Telecommunications and Sprint Canada.

Nortel CFO Peter Currie said the company has been "actively marketing" its Brampton Centre for some time and has had strong interest from a number of parties.

Nortel's Brampton Centre housed more than 5,000 employees at the height of the tech boom, but today there are fewer than 1,000 working in the massive one million-square-foot facility. Brampton is the company's marketing and administrative centre, while Ottawa remains the heart of Nortel's research and development efforts.

Nortel CEO William Owens told shareholders in June the company will retain its headquarters in Canada. He concedes the Brampton headquarters is too large.

Telecom consultant Iain Grant told The Star the site makes sense for Rogers, which might choose to move its Sprint Canada and telephone operations, call centres and some technical-service operations into the facility. He said it's possible that Nortel would sub-lease some space from Rogers to keep a presence in Toronto.

While the possibility of landing Nortel's headquarters has Ottawa's tech sector salivating, it would be a major loss for Brampton.

Nortel has been trying to lease more than half the Brampton floor space for about two years.

OCRI's Jeffrey Dale says if Nortel does come to Ottawa, it will be a huge boost for the city's business sector.

"Not only would it help us with our international reputation and recognition value, but a company of that size with its management team here would help expand the business sector with other companies. There would be a large amount of spin-off activity while they're training future executives.

"Ottawa sometimes gets known as a small-business town or research town and the more headquarters that we have here, the more well-rounded we become."





Maybe Nortel can build a decent office building in downtown?

It has been a year since I lived in Ottawa...any news on the redevelopment of the brown brick warehouse on Rideau (back elevation on Nicholas Street) adjacent to Rideau Centre/Westin...across from Les Suites? I remember hearing of plans to incorporate it into an expanded Rideau Centre???

http://skyscraperpage.com/gallery/data/500/4975photo_num_rique_690.jpg

Can you say "incredible potential for lofts"?

Nothing recently. I think the levels of government are still quarreling over who should pay what in the new Congress Centre. So, until then, I don't think Viking Rideau will do anything.

Does Ottawa have a height restriction?

Does Ottawa have a height restriction?


yup hense the masses of 20-33 story buildings..

Interesting article. So I guess the LRT won't be going directly to the airport for sure now...
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LRT: A 'page-turning experience' that cannot be undone
By Ottawa Business Journal Staff
Mon, Dec 12, 2005 12:00 AM EST


Rejean Chartrand. (Darren Brown, OBJ)
Most of the criticism and accolades have been aimed at Mayor Bob Chiarelli, but the power behind the throne in the light rail transit debate is the city's director of economic development and strategic projects – Réjean Chartrand.

Mr. Chartrand has both placated and frustrated activists pro and con with his steely determination to keep moving forward in the face of adversity.

He asserts that a comment made at a recent luncheon speech in which he said the city and opponents to the rail plan would "just have to agree to disagree" was taken out of context. Nonetheless, it is that kind of sentiment, whether real or perceived, that has led lobbyists such as Transport 2000's David Jeanes to believe they are banging their heads against the stone wall of government.

Last week, Mr. Chartrand sat down with the OBJ to present his side of the LRT project, including routes, cost, traffic downtown and why a tunnel isn't needed – at least not yet.


OBJ: The budget for the entire north-south extension stands at $725 million. If the project exceeds that budget – something that is entirely possible – will the other two levels of government kick in a percentage of the overflow?

CHARTRAND: No, they have been very clear about that. Their contribution is capped at $200 million.


OBJ: Then it's crucial to stay within the budget.

CHARTRAND: We will stay within the budget.


OBJ: But we're on the hook if it goes over.

CHARTRAND: From a project management perspective, our challenge is to make sure the project does not go over $725 million, so if that means fine tuning on the scope side of the equation to make sure it does not – the approach is not to think of additional funding, but to be sure the project is completed within the allocated budget.


OBJ: What has it been like for you defending yourself and the city from some very vocal critics?

CHARTRAND: It hasn't been too bad. There has been one pressure group that has come from a number of businesses along Albert and Slater streets, but if you took a poll of the majority of the citizens it would show that the majority are looking forward to light rail coming into the community. Frankly, when you look at this project as the largest infrastructure project the city has ever built, to think there would be no opposition would be like living in a perfect world. In all fairness to the businesses that had concerns over the past several months, we have addressed all those concerns, we took everything back to the committee and council with recommendations to look after those concerns and to address them, which has been done very successfully, I'd like to think.


OBJ: There no plans for a tunnel now, but with more and more people living and working in Ottawa over the next 10 to 15 years, it seems logical that the gridlock downtown will reappear and even worsen. Doesn't it make sense to build a tunnel now rather than then?

CHARTRAND: Technically, it would be feasible. The question is whether this is the right investment at the right time. Rapid transit in the city is one of the key elements council is using as a response for a growing population. Transport is not about new technology – unfortunately that's what people focus on first – but transit is about setting up these transit corridors first. The technology will be whatever the technology of that day will be. Twenty years ago when we started building rapid transit in the city, council decided to use the Transit Way and a bus-based transit system, which is an award-winning transit system. People from all over the world come to see our system. It's so successful that our ridership per capita is effectively at the same level as Montreal and Toronto, which have subway systems.

At this point in time council has decided to go with more state-of-the-art technology, which light rail will deliver. It's more upscale, it is something that the general population will look up to and it will position Ottawa - from a tourism and economic development position – it has pizzazz and character, but it is really a technology choice.

When the time comes in 20 to 30 years time to build a tunnel, because there will be a time when we need a tunnel, then we'll use the available technology and it may be more of a subway system than light rail then. But building a tunnel will be the right choice then with the right technology of the time.


OBJ: What kind of lifespan would this project have?

CHARTRAND: Nothing is good forever, but a light rail system should be good for about 30 years. Of course, this is based on timely preventative maintenance and timely repairs.


OBJ: Is there a plan in the works to run the line directly to the airport? As it stands, a shuttle bus will carry passengers from the airport to a light rail station.

CHARTRAND: It was on the drawing board at one point in time very early, but if you look at the airport design and the north-south direction of the rail line, there were major conflicts with the runways and the way that line effectively bisected the airport lands. That option became a non-starter because there was such a significant conflict with the airport land and runways. You can't bisect the whole property through the airport. We're hugging the airport land very closely, so what has been approved is a T-connection and that connection will be made with a shuttle moving people to the nearest light rail station. I think when the time is right, technology will have improved enough to look at it again, but right now I see a people mover from the airport to the rail.


OBJ: What about the people in the west and east who have to battle dense traffic every morning and evening who say they need light rail as soon as possible?

CHARTRAND: They've had one for almost 15 years. The rapid transit system caters to their needs for now. They had that first because that's what their needs were. Express busses on a dedicated right of way. It's a very high quality bus-based system on a dedicated right of way. That's where the value lies – the dedicated right of way. The ridership on that line is phenomenal. I think there is a misconception that an east-west corridor would run into the city, but it would not be a direct link. You'd have to transfer to the north-south line. So, as far as the most direct route to go downtown, the bus is the best way.


OBJ: What happens if there's a power blackout?

CHARTRAND: If there's a major brownout, the whole system will stop.


OBJ: So people will be stranded until help arrives?

CHARTRAND: There may be some battery packs on the train that could take people to the next station, but clearly that system would not be able to operate.


OBJ: Along the north-south corridor there is much acreage to be developed. Were you or was council lobbied by development companies to run the line through certain areas?

CHARTRAND: I would not have been part of that effort and I'm not aware that it did happen, although in social circles I'm sure there would have been some of those discussions, it's just inevitable. The city currently owns a number of very key sites along the light rail route, so the city in parallel with the construction of the light rail system is fairly aggressively pursuing making those types of growth along the corridor that we know will happen.


OBJ: There is a federal election soon and a municipal election later in the year. Would a change in government in either put the brakes on the entire plan?

CHARTRAND: That would be very, very surprising, especially from the federal level. The funding that has been committed to the city comes from existing programs so that money has been clearly set aside. That funding is not dependent on existing legislation. On the municipal side, if things go as planned, this existing council will approve the execution of the project. After that, I would be shocked if a new council did anything to stop it after all the years of hard work and investment.

This is what I call a page-turning project. Cities go through cycles of growth. I think from a transportation perspective, this investment in our transportation system is a page-turning experience for the character of the entire city. I'm extremely proud to know that people will compare this system with the best in the world. That will give us that sense of being competitive. We'll be paying a lot of attention to the look and feel of the system; not only on its efficiency but also the look and feel. Do we want to put a new brand on it? How do we want people to see it? I can tell you one thing, it will be as good as most in the world.

By Scott Taylor

I can't believe it! I just went to the new Bayshore store a few days ago!
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Market Fresh closes Ottawa stores
Grocer lays off 200 workers, retreats to Quebec
Kristin Goff
The Ottawa Citizen
Saturday, December 31, 2005

Market Fresh will close its four remaining Ottawa stores, laying off about 200 people after the end of business today.

The privately owned seller of fruits and vegetables said tough competition in the grocery business forced it to reorganize. It will continue to operate four smaller stores in the Quebec side of the region, said Randy Meltzer, vice-president of corporate communications.

Although employees at one Ottawa store said rumours of the closings had been circulating for some time, yesterday's news came as a shock to many.

Only a day before, employees at the Bayshore Shopping Centre store told a reporter they knew nothing of any pending closing. The store's shelves were stocked full of fresh produce, with more waiting in the back.

Ms. Meltzer said the decision was made only after considering all options in the face of growing competition.

"Letting people go was not our first choice. It was our last choice," she said. "This was not something that we wanted to do, so we looked at other options first."

In the end, management decided to consolidate operations in its four stores in the Gatineau, which include one at Les Galeries de Hull, one in Alymer and two others in strip malls in Gatineau.

In Ottawa, three of Market Fresh's remaining four stores are at major shopping centres, where rents are traditionally higher.

Market Fresh has stores at Bayshore, St. Laurent Shopping Centre and Place d'Orleans and at the smaller Blue Heron mall at 1500 South Bank St. All will close after the end of regular business today, according to Ms. Meltzer.

Two other Market Fresh stores, one at Signature Shopping Centre in Kanata and one in Vanier, had previously closed.

Information meetings will be held for employees on Monday, Ms. Meltzer said.

The chain was started in 1991 by Jean-Luc Brazeau with two stores, one on each side of the region. Mr. Brazeau, president of the privately-owned company, did not respond to a request for an interview yesterday.

"We've decided at this time it would be better to go after a niche market, there is so much competition with the chains right now," said Ms. Meltzer. "So we'll be looking at smaller, more specialized formats, lower overheads and feel there is more of a need for that, at this time, in the marketplace."

She said the company was not planning to file for bankruptcy as part of its reorganization and "will make every attempt to honour all of our obligations" to suppliers.

Market Fresh employs about 700 employees in the region. Ms. Meltzer said the issue of whether to close the company's head office in Ottawa was still under discussion, although some of the layoffs would involve headquarter employees.

The grocery business, which has always operated on low margins, has become increasingly competitive in the Ottawa area as Loblaws opened more large-format stores with large selections of fresh produce. Earlier this year, Metro Inc. of Montreal, which owns the Loeb chain, also acquired A&P. It has begun opening some discount-style Food Basics stores and officials say they plan to open more.

In addition, Farm Boy, with six stores in Ottawa, and other fresh produce specialists are also competing in the niche market for fresh fruits and vegetable sales.

Farm Boy acquires former Market Fresh location
By Ottawa Business Journal Staff
Fri, Jan 6, 2006 11:00 AM EST

Ottawa-based grocer Farm Boy is taking over one of the four local Market Fresh supermarkets which closed on New Year's Eve.

Farm Boy says it will take over the Market Fresh location in the Blue Heron Mall on Bank Street, renovating and expanding the space to a total of 16,000 square feet. Once opened, the new store is expected to provide more than 90 jobs.

As well, Farm Boy says construction is on target for its new 22,000 square foot store in Barrhaven, due to open in March. The store will create about 125 new jobs.

The opening of the two new stores will bring Farm Boy's total to nine – eight in the Ottawa area and one in Cornwall.

A career fair for the Barrhaven location will be held next Friday and Saturday at Mother Theresa High School located on Longfields Drive.

This makes me think of ways Sparks can be better...
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E.R. Fisher to close on Sparks
Changing shopping habits, dithering mall planners send clothier to Westboro

Kristin Goff, The Ottawa Citizen
Published: Friday, January 06, 2006
Sparks Street Mall's oldest tenant, the E.R. Fisher men's clothing store, is leaving on April 1, after a century of doing business on the street.
Changed shopping habits are part of the reason, says Tony Fisher, president of the family-owned company. The retailer of upscale men's clothing will consolidate its operations in its Richmond Road store in trendy Westboro, where the company owns its own building and business has been growing.
Mr. Fisher said Sparks Street has become a victim of decades of dithering by the federal government, which has left it in limbo while retailing elsewhere has moved on with the times.
Mr. Fisher, his wife, Susan, and brother Peter Fisher are the third-generation owners of the men's clothier started by his grandfather Emerson Ralph Fisher.
The original E.R. Fisher store opened in September 1905 at 138 Sparks St. The second generation E.R. Fisher, who was known as "Bud," continued the business at other Sparks Street locations. He was head of a development committee which pushed to have the street converted into a pedestrian mall in the 1960s.
Later the family retailer expanded to locations in shopping centres. But it retreated from the last of those, Bayshore, in 2001 when it opened its store at 199 Richmond Rd. and became its own landlord.
The family's deep ties to the Sparks Street retailing scene were apparent yesterday as Mr. Fisher explained the family's reasons for closing its downtown store.
"I don't want to say anything that hurts the street.... We have a love of the street and a love of a lot of the businesses, who have been here a long time," he says. There are, he adds, "some great businesses on Sparks Street and doing a very good job contributing to the street."
But he also says the area has been left in limbo for decades by a lack of decision by the federal government over what it wants to do with the north side of Sparks Street. The federal government owns all of the north side between Elgin and Bank streets after the properties were expropriated in the 1970s to make way for changes to the parliamentary precinct.
"The rest of the retailing world has moved on," he said. "Since the expropriation of the north side of the street, the Rideau Centre has opened and went through its expansion, and the Byward Market went from being a place where there were chickens and ducks on the street to a hip shopping area. Elgin Street has opened up, Bank Street has blossomed. Westboro is one of the hottest areas of the city and our type of client likes that type of environment."
In contrast, Sparks Street "has sort of been coasting" and the situation has not been helped by Public Works and Government Services inclusion of a clause in leases that gives it the right to evict tenants with 90 days notice, he said. That, he says, is discouraging anyone from making investments in their businesses.
Tony Fisher thinks the decision to turn Sparks Street into a car-free pedestrian mall -- something his father fought for in the 1960s -- is still a good choice for the street. He also thinks things would be very different if the family's building at 115 Sparks, and others like it, were still in private hands.
"If we would have stayed on as private enterprisers, we would have grabbed the street and this building by the throat and developed it. And fought like hell -- pardon my words -- to have the best possible tenants on the street ... and fought with the city and whoever else wanted to stick their fingers into the Sparks Street Mall."

Does Ottawa have a height restriction?

Nothing can be built taller than the Parliament building I believe.

Sucks for Ottawa...

There are actually seven buildings that are taller than the Peace Tower. I don't think there's been a restriction on the height being taller than the Peace Tower in decades, as there is a building that was completed in 1967 that is taller than the Peace Tower.

1. Place de Ville II - To.. [Place De Ville Phase I..] 112 m 29 1972
2. Minto Metropole 108 m 33 2004
3. Le Parc 2 104 m 30 1988
4. R.H. Coats Building [Tunney's Pasture] 99 m 26 1976
5. Ottawa Marriott Hotel 96 m 26 1971
6. Crowne Plaza Hotel 96 m 26 1967
7. Place Bell Canada 94 m 27 1971
8. Peace Tower, Centre Bl.. [Parliament of Canada] 92 m 13 1927

http://www.emporis.com/en/wm/ci/bu/sk/li/?id=101000&bt=9&ht=2&sro=1

Much of Ottawa's height restrictions are based on the principles of protected sight lines and sunlight reaching the sidewalks at certain times. The protected sight lines radiate out from the Peace Tower. One of these lines is along the Rideau canal, which preserves the view of the Hill along the Nicholas Street approach. The newest one is along the new Wellington Street extension in LeBreton Flats, which is one of the reasons the large park there is a strange wedge shape.

The Darcy Mcgee building (Royal Bank) is a weird product of bylaws requiring sunlight to strike the pavement on Sparks street at a certain time, so it has a hole in the middle:
http://www.worldofstock.com/slides/ANB1527.jpg

As a former Lees Ave. resident, I can definitely appreciate that ^. My living room and bedroom had a view of the canal and Parliament. Not too shabby!

Staff rejects developer's plan for new library
City manager says council has never set aside funds for project anyway
Zev Singer and Jake Rupert, The Ottawa Citizen
Published: Wednesday, January 11, 2006

A developer's proposal to build a new main library just west of LeBreton Flats has been rejected by city staff, who say the private-public partnership wouldn't save the city money.
In fact, according to a city manager's memo, the prospect of building a new central library any time soon is so unlikely that the city should cancel public consultations scheduled for next week. Those meetings, which are intended to ask residents what they want from a central library, could raise unrealistic expectations, says the memo.
In September, developer DCR Phoenix made an unsolicited offer to build a six- to 10-storey library under a planned condominium tower on land the company owns near where Scott Street meets the end of the light-rail line. The deal would have cost the city an estimated $150 million over 25 or 35 years.
Yesterday, city manager Kent Kirkpatrick gave council members the results of the staff analysis: For that amount of money, the city could build its own library, just as large as the developer's 271,000-square-foot offering. "The DCR proposal does not provide for any financial benefit over and above a public sector comparator project," he wrote.
But even if the DCR proposal had saved the city money, it is still not clear where the city would get the money. The city's long-range financial plan does not set aside funds for that purpose.
In his memo, Mr. Kirkpatrick recommended that the city not devote more time or energy to the library file until council sets its new long-range financial plan next year and decides what priority to give the project.
Part of the time and energy he refers to is a series of public consultations set to begin next Monday. Mr. Kirkpatrick's memo says those consultations could "both over-burden already limited resources and create public expectations for a main library project for which no funding has yet been identified by council."
City librarian Barbara Clubb would not comment last night on whether she would cancel the meetings or push forward with them anyway. However, as of last night, the Ottawa Public Library website said, "A new central library is crucial in order to keep pace with Ottawa's population growth and to build on the efficient, well-run library system we enjoy."
Councillor Rick Chiarelli, who chairs the library board, said he will recommend that the consultations be put on hold for the moment, although he said such an exercise does need to happen "at some point."
Officials at DCR Phoenix, the company that made the unsolicited proposal, were informed of the decision yesterday. William Buchanan, manager of planning at the company, said it was disappointing news, but that a Plan B is already in the works to develop the site. "We felt all along it was a good site for a library, but it's also a good site for other things, too," he said. "We have other plans, and look forward to working with the city on them."
He said a proposal for two towers, one housing condominiums and one for offices, was most likely the next option. "It's always been our intention to develop the site," said Mr. Buchanan. "It's disappointing that this decision has been made, but we will move ahead."
Mr. Chiarelli said other developers have approached him to discuss ideas for a new main library and he hopes some will step forward.
He described the city's existing main library on Metcalfe Street -- built in the early 1970s for a city of 300,000 -- as "far too small," "antiquated and ugly," and without adequate access for the disabled. Besides, he added, "it has mice and it leaks."

Corel Centre to become Scotiabank Place later this month
By Ottawa Business Journal Staff
Wed, Jan 11, 2006 10:00 AM EST

http://www.ottawabusinessjournal.com/temporaryimages/bp16184.jpg
Photo illustration of the renamed "Scotiabank Place." (Image courtesy of Ottawa Senators)
Scotiabank is putting its name on the home of the Ottawa Senators.

The team and the bank have announced a 15-year deal under which the Corel Centre will be re-named Scotiabank Place. Financial details were not released.

The announcement came on the tenth anniversary of the opening of the arena, which was originally known as The Palladium.

"Scotiabank Place will continue to be the home of an exceptional hockey club, while also providing a full range of exciting entertainment options for people who live in and visit this vibrant region," says Scotiabank president and CEO Rick Waugh.

The name change takes effect Jan. 21, when the Senators host Toronto. A special Go Red promotion will encourage fans to wear their red clothes and Senators jerseys to the game. There will also be a contest to choose a boy and girl to participate in the ceremonial face-off prior to the game.

"As the first financial institution to lend its name to a major venue in Canada, Scotiabank continues to show itself as a leader in business and a leader in community outreach programs," says Sens president Roy Mlakar.

Scotiabank intends to set up the Scotiabank Senators Savings Club, which will encourage youth under the age of 19 to learn the benefits of managing money. Scotiabank has been involved with other Sens activities over the years, including support for Roger's House.

While it's giving up the marquee position, Corel is not bowing out entirely.

Its brand will continue to be displayed on the scoreboard for the next three years.

"It has been an honor for Corel to be associated with this wonderful venue, home of the Ottawa Senators. We at Corel recognize that this facility truly belongs to the Ottawa community and as such it seems fitting that Scotiabank – one of Canada's leading financial institutions with a large customer base in Ottawa – should carry on its outstanding legacy," CEO David Dobson said in a statement.

Corel acquired naming rights to the arena in 1996, and putting its name on the building was part of an aggressive campaign to promote its WordPerfect software and take on Microsoft.

Other Canadian banks have put their name on arenas in the U.S. TD Banknorth Centre in Boston is home to both the Boston Bruins and the Boston Celtics, and TD Waterhouse Centre is home to the NBA's Orlando Magic. The Caroline Hurricanes play their home games as the RBC Centre.

name is too long :( I liked the Corel Centre name, especially since it is an Ottawa-based company.

Apparently, the plans for Rideau Centre are going to proceed. There was an article recently on Viking Rideau not waiting for the Congress Centre to expand.
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Rideau Centre expansion plans to be unveiled early in 2006
Date September 27, 2005
Brief Photo:5152,left,;Rideau Centre is one step closer to its long-awaited retail expansion.
Viking Rideau Corp., owners of the downtown centre, say the expansion has "entered a new phase in the planning process."

"The owners of Rideau Centre are



Rideau Centre is one step closer to its long-awaited retail expansion.

Viking Rideau Corp., owners of the downtown centre, say the expansion has "entered a new phase in the planning process."

"The owners of Rideau Centre are moving forward aggressively with the planning, leasing and financing of the retail expansion of Rideau Centre. It is our intent to finalize all required elements by late spring 2006 and commence construction of the retail expansion shortly thereafter," Michael Herman, managing director of Viking Rideau, said in a statement.

The mall's expansion will be in the range of 100,000 to 150,000 square feet, and will add between 30 and 40 stores, says marketing and leasing director Cindy VanBuskirk. The expansion plan will include a mix of larger-format stores as well as more traditional tenants.

"We're seriously moving ahead," says Ms. VanBuskirk told Ottawa Business Journal.

Architects and consultants are working on drawings and detailed cost estimates, leasing is underway, and the corporation has begun moving the project through the municipal approval process at City Hall.

Ms. VanBuskirk says Rideau Centre will announce specific details of the expansion project including size, configuration, new retailers and construction schedule early in 2006.

Talk of an expanded Rideau Centre has been going on for at least 10 years, but Ms. VanBuskirk says the project is as far along as it has ever been. She says the expansion is moving ahead regardless of the outcome of negotiations for an expanded Ottawa Congress Centre.

Haven't they built that thing yet?
Date December 06, 2005
Brief Photo:15788,left,;Some major projects in Ottawa have faced more than their share of hurdles and given fresh meaning to the word 'patience'
The Congress Centre expansion has meandered along for more than a decade, while the Palla



Some major projects in Ottawa have faced more than their share of hurdles and given fresh meaning to the word 'patience'

The Congress Centre expansion has meandered along for more than a decade, while the Palladium Auto Park is picking up steam and the Train Yards development is .... well, who knows?

While it's not uncommon for a development, construction project or renovation to stay on the drawing board for a number of years, there have been good and bad news of late for some outstanding projects around the city.

PALLADIUM AUTO PARK

2500 Palladium Dr.

History: The auto park was first proposed 15 years ago. The idea behind the development is to host up to a dozen competing car dealers occupying an area the size of 50 football fields. In 2002, local auto dealer Tony Graham said that six rival dealers had already agreed to open showrooms in separate buildings at the auto park. Chief partners in the project were Mr. Graham, operator of Tony Graham Lexus Toyota and Graham Nissan; Fern Turpin, founder of Turpin Pontiac Buick and Turpin Saturn Saab Isuzu; and John Mierens, owner of Carling Motors. The partners were seeking site plan approval from the city in June of 2002 and expected the mall to open within two to three years.

Update: The auto mall's first dealership, Kanata Toyota, which is owned by Mr. Graham, opened its new 21,500-square-foot location on Nov. 18. That was only a few months off from the timeline provided to the OBJ in April 2004 by Jean-Yves Laberge, vice-president and general manager of the Turpin Group, but progress has obviously been slow.

Turpin Pontiac Buick also recently announced its plans to build a new dealership at the auto park after selling its Carling Avenue location to Canadian Tire. It is expected to move out of the location in the fall of 2006. Turpin has been a fixture at Carling and Clyde for almost 40 years but the decision to move both its Pontiac Buick dealership and Turpin Saab to Kanata was prompted by Canadian Tire's offer for the property. Turpin plans to build a 40,000-square-foot building for its Pontiac Buick operations and an adjacent 23,000-square-foot facility to house the Saturn dealership.

Patrick Graham, president of Tony Graham Lexus Toyota, says there are currently three other auto dealers committed to the project. He won't disclose the identity of these dealers, but he adds that plans for completion of the entire auto park still call for 12 dealers. He adds that his company's success in becoming the first dealership to open was due to assistance from Toyota's Canadian headquarters.

"We had immense support from Toyota in assisting us to get in and from their personnel who actually came and helped us organize," he says. "They bent over backwards to send us the vehicles we required in order to open in time."

The concept of the park isn't new and was adopted from similar sites in Western Canada and the Toronto Area. The east end of Ottawa has also been home for a number of years to the Orleans Auto Mall.

"The benefit for our customers is that they'll be able to come to one central area to view all of the premiere models from all of the premiere manufacturers and it's basically a shopping mall for automobiles," Mr. Graham adds. "They don't have to spend an hour driving from place to place to place and the Kanata area is great because it has a lot of restaurants and retail right nearby."

CONCERT HALL

150 Elgin St.

History: A $27.6 million concert hall, at this point called Festival Hall, was proposed in 2004 by the Ottawa Chamber Music Society as part of a larger development of the site by Morguard Corp. The company is planning a 24-story, 300,000-square-foot space combining apartment units with commercial and public space.

The choice of the Morguard proposal by city staff came as something of a shock to the development community, considering that Bill Teron's proposal for the site include an $80-million concert hall that he had intended to build at his own expense and donate to the OCMS.

Julian Armour, chief executive and artistic director of the OCMS, describes the would-be concert hall as a world-class facility capable of attracting tourism dollars from around the world. Plans call for two halls, with 925 seats in the main building and 350 seats in the renovated First Baptist Church, which currently shares the site with Friday's Roast Beef House and a parking lot. The project requires funding of $6.5 million from both the federal and provincial governments to add to the City of Ottawa's contribution of $5.5 million. The OCMS had set Dec. 31 as the deadline for funding agreements.

Update: The future of the concert hall became uncertain last week after federal funding for the project wasn't secured before the non-confidence vote toppled the Liberal government's minority government. Ottawa Centre MP Ed Broadbent described the failure to commit funding by the outgoing government a "disgrace," adding that Ottawa is in the unfortunate position of being the only capital in the western world without such a world-class concert hall.

However, Mr. Armour says the OCMS board is still optimistic because of strong support from local federal politicians and solid backing for the hall's business plan.

"We're very confident because we have support from some many different sectors and it's so needed that we're sure it will happen," he says. "This does represent a delay because we don't expect any opportunity for an announcement until there's an actual government in place. We're going to wait and see, but the Morguard development has been approved by committee and council, so everything is unfolding as it should."

Mr. Armour adds that the society is pleased with its campaign to attract public contributions, with current totals exceeding the $1 million mark and a number of large sums promised once government funding is secured. The concert hall is still expected to open in 2008.

OTTAWA TRAIN YARDS

South side of Terminal Avenue near Caledon Place

History: The site, which is located south of the Alta Vista VIA Rail Station, calls for a 36-hectare mega-complex development featuring a mix of retail and office space. Plans in 2001 for this $233-million project called for 1.1 million square feet of office space, employing 4,400 workers, with 520,00 square feet of retail and 70,000 square feet of industrial space.

However, development efforts encountered a roadblock in 2004 when the city's planning and environment committee vetoed a site plan put forward by retail giant Wal-Mart Canada for a 133,000-square-foot store. City staff said the site plan favoured automobiles and didn't have enough focus on public transit, pedestrians or cyclists. Concerns were also raised about how the proposed retail development would mesh with office space also slated for the site. After the issue went to the Ontario Municipal Board, a compromise was reached that incorporated a number of changes, including more green space and walkways.

Update: Marty Koshman, president of the Ottawa Train Yards, says the subdivision plan was registered on Nov. 26 after receiving final city approval. Wal-Mart's site plan and building permit applications are being considered in counterpart with that application. He says he expects to hear soon about the approval, meaning construction could get underway this spring.

"This does mark a big change for us and we're able to more aggressively go out into the field," he says. "Now that we're very close to actually proceeding with this building, we can offer firm targets. We're had a number of (retail) people waiting on the sidelines and until they could see firm dates then they were reluctant to commit. It's a bit of a domino effect that will start with this real stake in the ground for planning purposes."

Mr. Koshman adds that the delays faced when dealing with the city have been discouraging.

"This has been quite a long process and it's been complicated by many factors, including amalgamation, a change in philosophies at the city and implementation of the 20/20 plan, which still hasn't been approved," he says. "We've been caught up in this and these issues have really caused a number of slowdowns."

Mr. Koshman adds that the development still has 1.1 million square feet zoned for office space and they are actively pursuing a number of opportunities for what he describes as a "very desirable location."

RIDEAU CENTRE/CONGRESS CENTRE EXPANSIONS

50 Rideau St.

History: Viking Rideau Corp., owner of the downtown shopping mall, has had expansion plans in the works since 2001. An addition of up to 240,000 square feet was planned in conjunction with changes to the Congress Centre, which involved building on top of the mall.

Update: However, years of delay and an alteration in the Congress Centre's design last year to build on top of the existing building prompted Viking Rideau to proceed with its own plans for the mall this past spring. The expansion size was scaled back, with plans calling for an addition in the neighbourhood of 100,000 to 150,000 square feet and space for between 30 to 40 new stores.

The centre's marketing director, Cindy Van Buskirk, says the expansion plan will include a mix of larger-format stores, as well as more traditional tenants. She adds that architects and consultants are working on drawings and detailed cost estimates, leasing is underway and the corporation has begun moving the project through the municipal approval process at city hall.

"Our next communication with the media/public will be early in 2006, possibly February, when we will formally announce the details of the expansion - size, configuration, key tenants and schedule - and introduce the project team," she says.

As for the expansion of the Congress Centre, discussions continue between the board of directors and Viking Rideau, who owns the land on which the centre and the mall sit. After requesting a number of extensions throughout the summer and fall, centre officials said in early November that they needed another two weeks to close the deal. No new deadline has been sent.

"The negotiations continue and we're hopeful that there will be a positive outcome," says Joan Culliton, the centre's executive vice-president and the expansion's chief operating officer.

The expansion plans, which would triple the size of the current centre, have encountered a number of roadblocks, as well as recent criticism about the board's experience and decisions made during the tender process. In June, a revised cost estimate was announced that could inflate the anticipated $95-million project to as much as $115 million. The original plan for a horizontal design was scrapped last year due to rising costs and a vertical structure was approved. The federal, provincial and municipal governments have all agreed on how to finance the planned expansion, but private sector involvement has always been a sticking point.

Not sure what the height limit is though, though there are definitely buildings taller than the Peace Tower. I think it's due to the airport?

Downtown showdown in the works
Federal government, city could square off over architecture
Zev Singer and Dave Rogers
The Ottawa Citizen

Monday, January 16, 2006

http://a123.g.akamai.net/f/123/12465/1d/media.canada.com/idl/otct/20060116/57921-18131.jpg
CREDIT: Rod MacIvor, The Ottawa Citizen
Citizen architecture columnist Rhys Phillips has described the office tower at 269 Laurier Ave., above, as a prime example of an ugly, cheap-looking federal building. 'It is just a box covered in metal and glass that could be built anywhere in the world by any cheap developer,' he says.
A potential federal building boom and the city's new downtown design plans are on a future collision course, some city councillors say, with the casualty likely being the top-tier government's commitment to steer away from ugly glass boxes.

The showdown could come over proposals for a possible 800,000 square feet of new downtown office space, recently being hinted at by the federal Department of Public Works.

Although the federal government has never been legally obliged to follow the city's planning rules, it has long followed a tradition of voluntarily seeking city approval through the same channels any private developer would.

But now that the city has set its standards higher, city planning committee chairman Peter Hume worries the federal government's nod to city rules will be overpowered by its desire to produce the cheapest architecture available -- a return to "banal, boring" buildings in the downtown core.

Last year, the city adopted a set of rules aimed at ensuring any new buildings in the city core enhance rather than detract from the look of the city. Proposals that don't measure up can be rejected. Among other things, they call for better landscaping and more detailed and interesting building structures.

"What will be most interesting is how soon they will abandon their 'Oh, we're your partners and live by your rules,'" Mr. Hume said of the federal government.

Diane Holmes, the city councillor for the downtown core, said she is not yet a believer that the federal government will change its previous building habits.

"Public Works has a directive to build the cheapest buildings possible," she said. "The federal government has no interest in the urban design of the city, in making the capital city a jewel."

She said the potential federal building boom will be a test for the resolve of city council.

"It will depend on how strongly council feels about it," she said. "Whether they're happy with this dark, dirty, dank, boring downtown that they have now or whether they want to upgrade that into something that tourists would be interested in, that would really make a statement about an exciting downtown for Ottawa."

The Citizen's architecture columnist, Rhys Phillips, said several architects have told him that in the past, senior government officials have told them to design buildings that look cheap.

"The government wants to make it look like it is spending taxpayers' money wisely," Mr. Phillips said.

He added, however, that government buildings need not be built that way.

"In Vancouver, the taxation people got a building done by one of the top architects that won a Governor General's award," he said.

Mr. Phillips said a prime example of ugly, cheap-looking federal buildings is a new office tower at 269 Laurier Ave.

"It is just a box covered in metal and glass that could be built anywhere in the world by any cheap developer," Mr. Phillips said. "On the Albert Street side, they turned it literally into a strip mall with strip mall parking.

"Many of the new buildings are just reflective glass boxes."

Pierre Teotonio, a spokesman for Public Works Canada, said the suggestion that the federal government is planning 800,000 square feet of office space downtown is speculation.

"No decision has been taken to build the office space because we are still in strategic planning," he said.

Mr. Teotonio said on Friday he could not immediately say whether Public Works would respect the city's architecture guidelines.

Ned Lathrop, the deputy city manager in charge of planning, is more optimistic that the federal government will honour the new process.

"We've actually had discussions with Public Works about design and design guidelines and I think they're on side to doing a better job about designing buildings that they lease and rent," Mr. Lathrop said.

He said too many federal buildings are in the vein of a cheap and simple "square box that sits on the ground." He doesn't believe that will happen again.

"They have to go through a process now to prove and tell us how they're going to enhance the city," he said. "That process in itself won't give us what we've had in the past."

Ms. Holmes said she'd like to see council stand firm and make the federal government decide whether to follow the guidelines or ignore them and admit it doesn't care.

"We've never tested them," Ms. Holmes said of the federal government.

LRT debate finds fresh fuel with provincial report
By Ottawa Business Journal Staff
Mon, Jan 16, 2006 12:00 AM EST

The results of the province's environmental assessment of Ottawa's north-south light rail proposal have left a conspicuous trail of overjoyed public officials and furious residents in their path.

"We've received last week from the province their initial review and assessment of the EA," beamed City of Ottawa director of economic development and strategic projects Réjean Chartrand. "And that initial assessment fully supports the city's direction on every aspect of the light rail program.

"We need to move forward and this really gives the city great confidence to move ahead, because the approval of the EA process is a significant milestone," he continued, adding that residents are free to debate the results with the city until Feb. 3.

And debate they will. Just days after the provincial report was received and released by the city, a closed-door meeting with Coun. Dianne Deans and the Emerald Woods Community Association convened to discuss the land usage involved within the north-south corridor.

At issue was the recommendation to use green space along the Airport Parkway and between Emerald Woods in South Gloucester as a site for the for the North-South LRT's maintenance yard, as opposed to brownfield sites at the Walkley rail yard or Leitrim.

"The Greenboro rail yard has been offered at a price, but city staff prefer the green space because the city owns it," said Peter Hillier, a resident who attended the meeting. This, according to the city, makes the usage more cost-effective, but residents argue it makes sense to run it though existing rail yard facilities at Walkley.

"The residents aren't so happy with it," he went on. "This was supposed to be a strategy meeting between the residents and Counc. Deans, to determine the way forward in influencing the decision to use the Walkley site instead of interrupting a greenspace and residential community."

Instead, he said, it was made clear to residents that the decision has already been made by the city.

The proposal up for assessment was reviewed under the Canadian Environmental Assessment Act and includes 31-kilometre of twin-track, access to 34 stops and stations, four new park and ride lots, and 17 electric substations to power the trains.

City officials say proposals between three main bidders for the LRT project – expected to cost around $725 million – are to be received by the end of February with a contract tendering not long after. Construction is set to begin this coming August, and Coun. Peter Hume, a member of the project's contract selection committee, says it's right on track.

"The light is at the end of the train tunnel, so to speak," he said. "We're still moving along, and nothing has caused us to deviate from our schedule."

Just which company scores the city contract is premised entirely on what is called "performance specifications," which means essentially the city has told them the requirements of what they need completed. Now, all the companies need to do is come up with a pass/fail proposal.

City officials say they're also developing the legal agreements required for any contracts in a parallel process – essentially pre-negotiating the contractual agreements concurrently with the bidding stage to save time.

Mr. Chartrand, too, is insistent the project will go ahead as planned now that it's gotten a provincial green light and positive EA. "We had a very exhaustive consultation process over the summer," he said. "And I think it's fair to say that the great majority of businesspeople are comfortable with the direction that the city took."

Mr. Hillier and his fellow residents, however, aren't impressed. "No one is suggesting that the LRT isn't a good idea," he said. "It is a good idea. However, the north south route only serves one community, really, and that's the Riverside South.

"And you have communities in between that are being negatively impacted."

By Jim Donnelly

Set deadline for Congress Centre deal, says TOP
By Ottawa Business Journal Staff
Thu, Jan 19, 2006 8:00 AM EST

http://www.ottawabusinessjournal.com/temporaryimages/bp13669.jpg
Patience is wearing thin over delays in approving the expansion of the Ottawa Congress Centre.

The Ottawa Partnership says it's time to set a deadline for an agreement among all the parties involved in the negotiations, and come up with a "yes" or "no" decision. TOP co-chair Chris Henderson suggests the deadline should be the end of February.

The negotiations over the expansion involve four parties – the city, the province, the federal government and Viking Rideau Corp., owners of the Rideau Centre shopping mall.

Joan Culliton, vice-president of the Congress Centre, says a dispute with Viking Rideau over parking is holding up a final agreement.

Mr. Henderson says the delays are not only hurting the tourism and convention business but are also hurting the city's image as a whole.

TOP has also settled on three major economic priorities, one of which is boosting tourism and business from Asia. It also wants to boost research and commercialization and increase the region's base of skilled workers.

New big-box retail complex coming to Gatineau
By Ottawa Business Journal Staff
Fri, Jan 20, 2006 9:00 AM EST

Construction is expected to begin by the end of the year on a new big-box retail complex in Gatineau.

First Pro Shopping Centres says the $50-million project will be located on the west side of Highway 50 between Boulevard Archambault and Boulevard de la Gappe. The development will offer slightly more than 400,000 square feet of retail space, about the size of First Pro's South Keys complex at Bank Street and Hunt Club in Ottawa.

The tenant mix is likely to include Wal-Mart, Loblaws and Future Shop as well as a number of restaurants and smaller retailers.

The development will include a bus station that is part of Gatineau's proposed bus-only transitway system.

another big box centre :(

http://maps.google.com/?ll=45.465428,-75.715928&spn=0.010098,0.019956&t=h

it would be great to have an Otrain line going through there. Is that rail line where to gatineau transitway will go

http://www.firstpro.com/site_summary/Gatineau_ss1.pdf site plan
http://www.firstpro.com/site_summary/Gatineau_ss2.pdf aerial photo

name is too long :( I liked the Corel Centre name, especially since it is an Ottawa-based company.
Should've gone with Scotia Centre. I like that so much better & that's off the top of my head.

Gatineau is planning a BRT similar to Ottawa's Transitway. I believe it's to be called Rapibus. As time goes on, they plan on converting to LRT, which will use some of the train tracks in the city, I believe.

Will they ever build this bridge?
____________________________
Wed, January 25, 2006
City on its own for canal bridge bill, U of O says
By DEREK PUDDICOMBE, OTTAWA SUN

Taxpayers will likely be on the hook for the $5.2-million pedestrian bridge to span the canal across from the University of Ottawa.

Council told city staff in January 2005 to find ways, other than tax money, to pay for the bridge, but the search has been fruitless.

However, in a memo sent to members of the city's corporate services and economic development committee, deputy city manager Ned Lathrop said the city is continuing discussions with the university to find sponsorship for the bridge.

Although the memo suggested the university has indicated an interest in working with the city to find a sponsor, a U of O spokesman said the university has no intentions of handing over any money.

"It's a myth we are coughing up any money," said Bob Le Drew. "It's a public works project."


One of the biggest fans of the bridge, Somerset Coun. Diane Holmes, said the project -- originally proposed in 1980 as part of the transitway -- is much-needed and would become a popular link for university students, giving them quicker access to Elgin St., and cyclists.

Holmes said it's worthwhile looking into private funding, but adding it isn't necessary.

"There is no obligation," she said. "It's part of the transitway. It's a public government's responsibility."

Bell-South Nepean Coun. Jan Harder said the bridge is a waste of money and a luxury the city can't afford. "People would have been willing to wait a couple of years," she said. "Actually, it could have waited longer than that."

Holmes said 25 years is long enough, adding: "This is another example of suburban councillors unable to consider the needs of another ward."

New War Museum attracting large crowds
By Ottawa Business Journal Staff
Mon, Jan 30, 2006 2:00 PM EST


Canadian War Museum
The new Canadian War Museum is fast becoming one of the region's more popular tourist destinations.

The museum has welcomed 500,000 visitors since it opened in May 2005, well ahead of pre-opening estimates.

"Our initial projections were 400,000 visitors yearly, and we surpassed that estimation during Remembrance Week 2005. Compared to the last few years at the Sussex Drive location, we have more than tripled our visitorship, demonstrating that Canadians are very interested in their military history," museum director and CEO Joe Geurts said in a statement.

The War Museum is operated by the Canadian Museum of Civilization Corporation.

Combined, the two museums have already attracted over 1.7 million visitors for the 2005-2006 fiscal year.

The Marketplace: Ottawa's swelling population leaves lots of room for food retailers
By Ottawa Business Journal Staff
Wed, Feb 1, 2006 4:00 PM EST

Grocery shopping is a $2-billion-a-year business in Ottawa and the competition is intense.

When Market Fresh closed its four remaining stores in the city recently, some news reports suggested it was a victim of this competition, unable to survive in a market dominated by industry giants Loblaws and Loeb.

Market analyst Barry Nabatian disagrees. As general manager of Market Research Corp., he follows the Ottawa retail scene as closely as anyone in the city. He's not sure why Market Fresh shut down its four Ottawa stores, leaving its staff in the lurch with almost no warning, but does not believe it was killed by the competition.

"Market Fresh may have over-extended itself," he says. "I do not agree that there is too much competition."

Market Fresh's owners said they would continue to operate four smaller stores in west Quebec. Perhaps one problem was the locations of the Market Fresh Ottawa stores, including one at Bayshore Shopping Centre, which is a big draw for fashion-conscious shoppers, but perhaps not a place people think of for food shopping.

Mr. Nabatian points to the success of Farm Boy, another locally-owned chain of food stores. Farm Boy, and several other relatively small food retailers, have gained customers from the supermarket chains by specializing in fresh fruit, vegetables, meat and deli items.

Farm Boy remains a family-run business, as it was in 1981 when Jean-Louis and Collette Bellemare opened a tiny fruit and vegetable shop in Cornwall. Since then, Jean-Louis's brothers, Norman and Daniel, have joined the fast-growing business, which will open its eighth store this spring in Barrhaven.

Farm Boy's management "runs a very tight ship," says Mr. Nabatian. "They are shrewd and very good businessmen. They maintain a family atmosphere in their stores. They have good quality, and they have good prices."

As evidence that there is room for large and small players in food retailing, Mr. Nabatian cites the region's population growth in the past year. The region has 22,000 more residents than it did this time last year, and that will result in an additional $40 million in food spending this year, he says.

The capital region's population exceeds one million. With average spending of $1,800 a year on food for every man, woman and child, some $2 billion will be spent on food in 2006.

Loblaws will get the biggest chunk. Mr. Nabatian estimates the Loblaws group, including Your Independent Grocer and other related stores, has 60 per cent of the retail food business in the city. Loeb has about 27 per cent.

There's more to food retailing than price alone, which is one reason for the success of specialty food stores. Many of their customers are convinced they can buy fresher produce in a small store than in a large supermarket.

But what about prices? To check, I drew up a shopping list of fresh items and compared prices at a Loblaws store and a Farm Boy in Kanata. I was surprised at how much lower the food bill was at Farm Boy.

No two such surveys would produce the same result. But the survey suggested that a relatively small independent chain can compete for price with the supermarket giants.

PRICE CHECK: Farm bBy, Loblaws Compared

Item Farm Boy Loblaws

Strawberries, 1 lb. $2.99 $4.99

Raspberries, 170 g $3.99 $4.99

Cherries, 1 lb. $3.99 $4.99

Clementines, 1 Kg $2.84 $3.28

Bartletts pairs, 1 Kg $2.84 $3.28

Seedless green grapes, 1 Kg $6.59 $8.80

Walnuts, 1 Kg $5.49 $4.39

Small grapefruit, 6 $2.97 $3.98

Oranges, 1.5 Kg $2.99 $1.49

Golden Delicious apples, 1 Kg $2.84 $3.28

Red Delicious apples, 1 Kg $2.84 $2.84

Green peppers, 1 Kg $5.49 $6.59

Zucchini, 1 Kg $1.96 $3.73

Green beans, 1 Kg $2.84 $5.49

English cucumber $2.99 $2.99

White potatoes, 2 Kg $4.36 $5.68

Parsnips, 1 Kg $4.38 $3.28

Brussel sprouts, 1 Kg $4.39 $4.39

2% milk, 4 L $4.29 $4.79


TOTAL $71.07 $83.25


Prices checked at Kanata locations of Farm Boy, on Hazeldean Road, and Loblaws, on Eagleson Road, one morning in January. It is unlikely a check on another day would produce an identical result.


by Michael Prentice

Special to the OBJ

My family always shopped at Farm Boy when we lived around Cornwall.. great to see they are doing so well and have great prices too!

It's too bad about Market Fresh. I really liked them. Now there are going to be so many malls with holes in them (St. Laurent, Bayshore, Place d'Orleans)!

Lack of clarity on LRT process divides council
By Ottawa Business Journal Staff
Mon, Feb 6, 2006 12:00 AM EST

The foggy secrecy surrounding city hall's light rapid transit project has exposed a fractured and divided city council, with some councillors defending the process and others openly condemning it.

The $725-million project, weeks away from a contract application deadline for bidding consortia, has been under fire recently by residents unhappy with what they say has been a lack of public consultation by the city. And now, some councillors have joined the rising chorus of concerned voices demanding more openness from city officials.

"I think it started out as a consensus driven process," said Gloucester-Southgate Coun. Diane Deans. "When it started out there was an air of confidence that this would be a consensus-driven process.

"Fast forward to today, and I would tell you my view is that it's no longer a consensus-driven process. It's a time-driven process that has a veil of secrecy overarching it."

It's a process that's proved effective as a strip of sandpaper with the general public. A recent online poll reflected over 90 per cent of almost 2,000 respondents are unsatisfied about the city's enforced secrecy amid rumours the project could top $1 billion when all is said and done.

At issue are a host of concerns involving everything from the placement of stations and maintenance yards in green space, to the trains' method of propulsion (electric versus diesel), to a tunnel through the downtown core and rumours of escalating costs. Just last week, Barrhaven Coun. Jan Harder suggested tacking a $30 million extension on the north-south line to the Barrhaven town centre.

And in all cases, say the city's critics, their suggestions and concerns have been completely railroaded.

"They keep saying this is the biggest infusion of federal dollars into a single project in Ottawa history," said David Jeanes, rail expert and president of lobby group Transport 2000. "And yet nobody really knows exactly what they're doing and why it needs to be so secret."

And secret it is – Ms. Deans says a confidentiality agreement binding council to silence, generated by the city's LRT office and fairness commissioner Howard Grant, has circulated among councillors. The agreement, swearing all who sign into silence "without limit in time," gives the right to peruse countless thousands of pages of consultants' reports and RFP stipulations surrounding the project.

"The people that have signed it, the mayor and the other councillors that have signed it, cannot disclose any information about this project," she said, naming Alta Vista Coun. Peter Hume, Goulbourn Coun. Janet Stavinga, and Mayor Bob Chiarelli as having signed the document. "Not now, not after the award of the contract, and not in the foreseeable future."

Bay Ward Coun. Alex Cullen said it is normal in any business negotiation for there to be a blackout period. This allows each bidding consortium time to evaluate the city's contract criteria while respecting each other's corporate secrets.

"There are very, very strict rules to ensure integrity and ensure the process is fair, but the secrecy element leads to the notion that something is being kept from the public," Cullen explained. "But you cannot run a competitive process where everyone gets to look over your shoulder and sees what you're doing. It's just sound business practice. However, once the RFP process is done and there's a winning bid, then we come right back into transparency and openness and all that."

Mr. Cullen said once a contract is awarded details of everything, from who won the bid, to how it was won, to the elements that went into it and everything that led to a winner being declared will be made public.

Trouble is, that won't be until at least next April. Critics like Mr. Jeanes and Ms. Deans want details now. Not corporate details, they say – just facts about what the city's committing to, how much they're willing to pay, and how long it's going to take. Mr. Jeanes has already been involved in lengthy consultations with the city and says he's left bewildered by decisions like the city presenting its own custom-designed train specifications to bidders, instead of the other way around.

"When most people go shopping for cars, they go and look to see what the dealers have," he said, adding that the city also requested customized stations he thinks could cost almost $3 million apiece as opposed to the current half-million dollar O-Train stations.

"But here the city decided up front that it was going to describe the ideal vehicle that it would want, and of course that potentially results in a very expensive vehicle because its customized to the city's requirements."

It is assertions like this that have Ms. Deans and other councillors steamed, although bureaucrats at city hall maintain the project is full steam ahead. Rejean Chartrand, the city's go-to guy on LRT, says the city received a thumbs-up environmental assessment from the province last month and is emphatic there's been more than enough public consultation on the matter.

"As you recall, we had a very exhaustive consultation process over the summer, and I think it's fair to say that the great majority of businesspeople are comfortable with the direction that the city took," he said.

But Ms. Deans said she's not satisfied, and neither are her constituents. "There are consultants' reports that have formed the rationale (for the project)," she said. "Why can't I see those? Why can't the public see those? I want the details.

"I want to see what they're using to make decisions, because ultimately the buck stops with council."

Even Mr. Cullen concedes the project has been pushed to the edge of accepted business norms, and sooner or later council's going to have to be publicly updated on the project's proceedings.

"The concern we have is that right now we're in a bit of a... well, we need an update," he said. "We need to be told, given progress reports, told how we're doing in accomplishing our goals. And that's coming.

"We've hit a period of time where there's more rumour than facts, and we do need to be kept up to speed."

By Jim Donnelly

Is Ottawa really ready to extend the O Train? An extended rail network would be great for a city's expansion, but if we are gonna have an extended light rail network, we would need one running east-west as well as north-south. A lot of work, and a lot of money. Really, it should have been started long ago, perhaps at the expense of the Transitway.

I guess what I am saying is that we have the Transitway already; perhaps that should be extended instead. Its practically like a subway on wheels. I like the idea of a light rail system in Ottawa, but for a capital city, it should have been implemented intensively years ago.

Yes, the O-train is going to be extended north to Rideau Centre, then south to Riverside South. That's the inital phase because these are areas that are currently underserved, wheras the E-W routes are well-served (relatively) by the Transitway. I agree this should have happened long ago.
_____________________________
February 7, 2006
Light rail secrecy on meeting agenda
By DEREK PUDDICOMBE, OTTAWA SUN
An Ottawa councillor who says the city's largest construction project is cloaked in secrecy is meeting with the city's fairness commissioner today in an attempt to resolve the issue.

Gloucester-Southgate Coun. Diane Deans and Howard Grant are set to meet today, but Grant said Deans has no choice but to sign an oath of secrecy if she wants to learn the finer details of the city's light rail project.

Deans rang the alarm bell last week when she was told she would have to sign a non-disclosure agreement to find out technical aspects of the city's $725-million transit project.

RIGHT TO KNOW?

She said the public has a right to know why the community was never consulted on decisions that took light rail away from the centre of Barrhaven and why the line will now not extend to Ottawa Airport, calling the decision not to consult the public "fundamentally wrong."

Grant, who was brought into the project as an independent observer to advise and report on fairness aspects of the massive procurement process, said Deans won't be treated any differently from her colleagues who have signed non-disclosure agreements.

"If the information has been made public, she doesn't have to sign anything," said Grant.

Deans said she feels she and her colleagues are being kept in the dark about one of the city's largest public works projects, adding it's important council is properly briefed on the matter.

"This is a public corporation and it's a public process, yet it's cloaked in secrecy," she said.

derek.puddicombe@ott.sunpub.com

Well, I can't argue with any extension, because the O Train is a great idea and is being wasted in its present state. Although why miss the Airport when the airport is most or less next to South Keys (where the O Train currently stops). And if you are gonna extend to Riverside South, why not go an extra couple 100 metres west to Barrhaven?

Anyway, its a good start..when it does get started!

^You're right, any expansion of transit is better than none. The Airport has been ruled out (for now). I can't remember why, but it will be linked by a bus shuttle from Lester (?) station.

I've always loved the bright yellow Super C plastic bags. Where will I get my bags now???
_______________________________________
Food fight: Super C converts to Food Basics
By Ottawa Business Journal Staff
Wed, Feb 8, 2006 10:00 AM EST

The Super C name is about to disappear from the Ottawa grocery scene.

A&P Canada plans to convert seven of its nine Super Cs in Ontario to Food Basics, including the store at 426 Hazeldean Road in Kanata. The Super C in Rockland will also become a Food Basic outlet. The changeover will be begin in late March.

Pembroke's Super C will close Feb. 11, while the Super C in Cornwall will be converted to a Loeb Supermarket.

"Upon reviewing our current banner portfolio, we found that customers have a strong affiliation to the Food Basics brand," says Alain Brisebois, senior executive vice-president of A&P Canada. "Therefore, we are investing in these conversions to provide customers with a consistent discount offer that they know and trust, across the province. "

As part of the conversions, the stores' product selection will be modified to include A&P Canada's own private label brands including MasterChoice, Equality and Basics for Less.

Super C employees in the stores slated for conversion to Food Basics have been provided with working notice and package options. "We thank the Super C employees for their service and hope to offer some of them the opportunity to work within the new Food Basics stores," Mr. Brisebois said.

The Super C brand will continue in Quebec, where it operates 52 stores.

February 9, 2006
Light rail may stall O-Train
By DEREK PUDDICOMBE, OTTAWA SUN
City councillors got an update on the city's largest construction project yesterday and there was at least one surprise.

Capital Ward Coun. Clive Doucet said he wasn't aware the current O-Train operation may have to be shut down for about a year for the transit line to be completed.

"That's not acceptable," said Doucet, pointing out that about 10,000 passengers use the train daily.

"They can replace a bridge over the Queensway in the middle of the night, but can't keep a rail line open while they build a double track?"

Doucet said the O-Train is equivalent to commuters using about 20 buses, which take about three times as long to reach their destination.

PROJECT REVIEWED

City staff and the project's fairness commissioner, Howard Grant, also provided council with a review of the $725-million project.

Some councillors were also interested in the non-disclosure agreement required of any city politician and staff if they want to see details of the project.

Gloucester-Southgate Ward Coun. Diane Deans refuses to sign and again raised the issue that she is an elected official representing the public and deserves to see the documents without conditions.

Grant said the current state of the project requires non-disclosure restrictions to avoid jeopardizing the plan by leaks of proprietary information to other bidders involved in the procurement process.

Council escalates battle with Loblaw over big-box store
By Ottawa Business Journal Staff
Thu, Feb 9, 2006 8:00 AM EST

Ottawa city council is engaged in another tug-of-war with a big-box developer, throwing up a speed bump in the path of a new Loblaw Superstore at St. Laurent Boulevard and Conroy Road.

Council has declared it will not sell a strip of city-owned land that runs through the middle of the proposed site.

Council rejected the big-box store last summer when it refused to rezone the land, which sits on the edge of the Ottawa Business Park. Loblaw responded by appealing the ruling to the Ontario Municipal Board. The appeal is to be heard in coming weeks.

Councillor Diane Deans, who opposes the store, hopes the city's refusal to sell the land will strengthen its hand in talks with the company.

But Councillor Peter Hume warned the decision will cause Loblaw to adopt a "second-best" design for the site, which will see loading docks backing into his ward. He vowed to overturn the decision.

February 9, 2006
OCC expansion stuck in park
By DONNA CASEY, OTTAWA SUN
Get it done - that's the message from Ottawa's tourism industry to Ottawa Congress Centre officials who say they've hit a roadblock in the much-delayed $85-million expansion of the downtown convention centre.

"It is seriously impeding our ability to sell conventions for this city," said Ottawa Tourism president Jacques Burelle, of yet another delay in the decade-long saga to revamp the OCC.

"Every passing day continues to hurt us and we're waiting on them to get it resolved," he said.

Congress Centre board members gathered yesterday to discuss the latest snag in the expansion plan.

The deal, with $85 million in government funding, hinges on a $10-million partnership between the OCC and landlord Viking Rideau.

Negotiations between the OCC and Viking Rideau have stumbled over the proposed cost of parking spots for an expanded congress centre.

"We see that as a significant roadblock in negotiations, but the negotiations still continue," said Phil Downey, chairman of the OCC board.

Viking Rideau spokeswoman Cindy VanBuskirk said the two parties are "still in dialogue" on the expansion.

Downey said the next step to salvage the deal involves setting up a meeting with Ontario Tourism Minister Jim Bradley, whose ministry oversees the OCC.

Thursday » February 9 » 2006

Light-rail officials seek to allay council's concerns
Councillors order review of documents to see which can be made public

Jake Rupert
The Ottawa Citizen

Thursday, February 09, 2006

Officials overseeing Ottawa's north/south light-rail project tried to allay concerns of city councillors yesterday during an information session on the progress of the bidding process.

The session was added to yesterday's city council meeting to address councillors' concerns about the amount of information being given to them and the public, and to correct inaccurate rumours surrounding the $750-million project -- such as the rumour the extension to Barrhaven was being axed. It's still on the table, city manager Kent Kirkpatrick said.

It is a crucial time in the project as the environmental assessment nears completion and bid deadlines approach for three competing groups, but staff and consultants insist that everything is proceeding properly.

"Any deviation from the principle and the process, I would be reporting," said Howard Grant, a consultant hired to make sure the bidding process is done properly.

Mr. Grant said that there must be confidentiality in order to ensure the bidders aren't stealing ideas from each other, but that any councillor can see details of the bids or any other aspect of the project upon signing a confidentiality agreement.

Part of the problem, Mr. Grant said, is the process being followed on the project.

Usually design aspects of a project are approved and made public with groups then bidding on the contract. The process council approved for this project rolls these two stages together, and also includes what kind of trains will run on the system, in order to save time and money.

This means three key aspects of the plan are subjected to bidding process secrecy, and it has resulted in several councillors feeling shut out and nervous.

"I feel like I'm blindfolded," said Councillor Diane Deans. "I don't even know what questions to ask."

Councillor Diane Holmes, among others, agreed.

"It like a totally closed shop that I have little access to, and I'm feeling uncomfortable with this," she said. "I want to see as much public presentation as possible on as much of what can be made public as possible."

Council ordered the light-rail project team to make a list of reports and documents the team has and for the materials to be reviewed to see if they can be made public.

If they can't, staff must state the reason. Councillors and staff are also working on plans to get regular updates throughout the rest of the project, which is scheduled to start construction this summer and be running by 2009.

Coun. Maria McRae said she hasn't felt a need to find out more information yet because it's too early in the process. She wants to see the final plans and the costs when it's time to make a decision. "I've had no difficulty getting answers to questions and information when I need it," she said. "I'm confident things are moving ahead and there will be sufficient opportunity for council to have its say when the time is right."

Mr. Kirkpatrick assured councillors that the preferred bid is selected, which will be done by a panel that includes two councillors and the mayor, final approval rests with council.

"The process is performing very well to date," Mr. Kirkpatrick said. "Council will have an opportunity to review and make changes before anything is done."

The design aspects of the bids, where the route will go and how it will be built, are due in mid-February. The cost estimates are due at the end of the month. After this, the bids will be examined to see if they conform with what the city wants. If they do, they will go to the selection panel, which will choose the preferred bid. After that, the bid goes to committee and council.

Coun. Gord Hunter said it would be negligent to not try and get council involved in the decision-making at an earlier stage. He said at the next council meeting he intends to bring a motion demanding that happen. "The way it is now, council comes in at the end of the process when everything is all but done. That's way too late in the process," he said.

"All the horses are out of the barn before council gets to decide if we are going to close the door."

Sunday » February 12 » 2006

Rideau Centre prepares major expansion
Plans for 110,000-square-foot addition filed at City Hall

Patrick Dare
The Ottawa Citizen

Saturday, February 11, 2006

Ottawa's Rideau Centre is about to proceed with a major expansion that some people hope will revitalize historic Rideau Street, which is still trying to recover from its dark days as a closed bus mall.

Viking Rideau Corporation, which owns the busy downtown shopping centre, has completed plans for the 110,000-square-foot expansion and this week filed a site-plan application for the project at City Hall. Such applications, which involve significant preparation costs, are a reliable sign that property owners are ready to go ahead with building projects.

The company isn't releasing drawings and details until its owners -- Cadillac Fairview and two private investors -- have given final sign off on the project, expected around March 6.

But Rideau Centre spokeswoman Cindy VanBuskirk said the application at City Hall includes space for 25 to 30 new stores, including a couple of large stores, and a restaurant. The expansion will involve two floors, a third mezzanine level, and an underground two-level parking garage.

The building will take place on vacant land east of the existing Rideau Centre -- bordered by Rideau Street and Nicholas Street -- that is now used as a surface parking lot, a traffic loop from Besserer Street, and the old Ogilvie department store building, which is vacant.

If all approvals come quickly, construction will start in June and the new building would be open by fall of 2008.

"It will be very architecturally interesting," said Ms. VanBuskirk.

Rideau-Vanier Councilor Georges Bedard said the Rideau Centre's expansion could have a tremendous impact on the neighbourhood, which is still trying to recover from the years when Rideau Street was dominated by an unsightly bus mall.

The bus mall was torn down in the 1990s. But the street -- once home to some of the city's most distinguished stores -- is "very ugly" because of tattoo parlours, stores that have their backs to the street and unattractive street furniture, bus stops and planters, said Mr. Bedard.

His hope is that the Rideau Centre's expansion will generate development charge money that can be used by the city to improve the landscape of the street.

As well, he hopes the company will use this project to build an attractive front and entrances to Rideau Street, creating a "livelier, more animated" place.

Mr. Bedard said he wants to see a public meeting where the plans and drawings of the project can be shown and explained to people in the ward. He noted that the building won't be very tall and so won't cause concerns about dwarfing other buildings nearby.

"The street needs some rejuvenation and some revitalization. This project, and any other improvement we may make to our existing facade, will certainly go a long way to helping that process along," said Ms. VanBuskirk. She said the whole Rideau Street area is getting renewed life with some condominium towers being built nearby. She said potential tenants are lined up to get into the Rideau Centre.

But she noted that the expansion won't be huge by shopping mall standards. The Rideau Centre is now 350,000 square feet, plus the 240,000 Sears store. "We have no intention of over-building," she said.

The Rideau Centre's expansion had been entangled for years with the much-discussed expansion of the Ottawa Congress Centre next door, with the convention space of the Congress Centre to be built over the Rideau Centre building.

But the Congress Centre decided in 2004 that design was too expensive, and the Congress Centre should build upwards on its own property. So the Rideau Centre and the Congress Centre now have separate expansion plans. The Congress Centre expansion has been mired in financing delays for years.

© The Ottawa Citizen 2006

February 16, 2006
Transpo rolls out $4B plan
New transitways, light-rail construction top priorities
By DEREK PUDDICOMBE, OTTAWA SUN
The city's transportation committee got a glimpse of future transit plans in a detailed report from OC Transpo officials yesterday.

It was part of the ridership growth plan and required to fulfil provincial requirements to receive a percentage of Ontario gas tax revenues.

The city plans to spend about $4 billion to overhaul the transit network over the next 15 years.

The bulk of the money, $2.5 billion, is earmarked for new transitways and light rail construction.

"It's a revamping of the system," said Helen Gault, acting director of transit services.

On the city's books is construction of a transitway from Pinecrest to Bayshore and an east-west, light-rail transit line.

The report also suggests the city's long-range financial plan identified that the city might have a problem paying the bill because a "substantial funding gap exists in the city's ability to pay for these projects."

The federal and provincial governments have committed $400 million to help pay the tab on the $725-million, north-south light-rail project in the works. By next year, the city expects the third instalment of its $35-million share of the gas tax for a total of about $86 million spread over three years.

"Federal and provincial gas tax transfers and infrastructure grants will help to partly overcome the funding gap, but they will unlikely eliminate it completely," the report says.

The outlay of cash will also include $630 million to expand the fleet of light-rail cars from the three to 105 trains. Maintenance and control facilities for the light-rail network are expected to cost $100 million. Another $280 million is allocated for bus maintenance facilities, including four new bus garages and light-rail storage facilities.

OC Transpo is also planning to spend $810 million to expand its fleet of buses from 912 to 1,750. About $50 million will be set aside for the construction of park-and-ride lots.

BUS CAMS BY 2009

Some new buses will feature technology telling the visually and hearing impaired where they are on their route. By 2009, a few buses will be equipped with cameras to increase passenger safety.

Innes Coun. Rainer Bloess said the $4-billion tag is the cost of doing business and ensuring people get around the city efficiently.

"It's like any other infrastructure project. As you look ahead, there is obviously a cost."

While Bloess said it's a lot of money, it is also an investment. "The more people you get using it (transit), the more you save on the number of roads you have to build."

I just fell into the H&M website, and they've got Bayshore listed as a store. So I guess they've lined up the Market Fresh site already? Good news!

Rideau St east of the Rideau Centre could do with a little make-over; a few nice stores although IMO Rideau centre is ok as it is. Sparks Street is what needs some major surgery. I know its winter but it needs some exciting retail development for it to be more than just a shortcut to Bank.

Expanding the Transitway.. sounds good. From Pinecrest to Bayshore only? I would have liked the Transitway linked from Iris bus station to Pinecrest and then Bayshore. Pinecrest is kinda hard to get to without a car.

At least Super C stores are being converted into Food Basics and not just being left empty like most of the Market Fresh stores.

Hello, new here

Nice to see that the Rideau Centre expansion finally seems to be going ahead, hope they will design something not bland, especially for the streetfront exterior along Rideau. As for the former Ogilvy's that idea of converting to lofts would be really nice, especially with its architecture and history in Ottawa's Department Store scene. Hopefully the Congress Centre and Viking Rideau can come to an agreement of some sort, the city is really behind other major Canadian cities in terms of convention space offered.
About Sparks, the ER Fisher closing will really be a loss.

Hello Hog's Back ;) Welcome to SSC.

Downtown showdown in the works
Federal government, city could square off over architecture
Zev Singer and Dave Rogers
The Ottawa Citizen

Monday, January 16, 2006


CREDIT: Rod MacIvor, The Ottawa Citizen
Citizen architecture columnist Rhys Phillips has described the office tower at 269 Laurier Ave., above, as a prime example of an ugly, cheap-looking federal building. 'It is just a box covered in metal and glass that could be built anywhere in the world by any cheap developer,' he says.
A potential federal building boom and the city's new downtown design plans are on a future collision course, some city councillors say, with the casualty likely being the top-tier government's commitment to steer away from ugly glass boxes.

The showdown could come over proposals for a possible 800,000 square feet of new downtown office space, recently being hinted at by the federal Department of Public Works.

Although the federal government has never been legally obliged to follow the city's planning rules, it has long followed a tradition of voluntarily seeking city approval through the same channels any private developer would.

But now that the city has set its standards higher, city planning committee chairman Peter Hume worries the federal government's nod to city rules will be overpowered by its desire to produce the cheapest architecture available -- a return to "banal, boring" buildings in the downtown core.

Last year, the city adopted a set of rules aimed at ensuring any new buildings in the city core enhance rather than detract from the look of the city. Proposals that don't measure up can be rejected. Among other things, they call for better landscaping and more detailed and interesting building structures.

"What will be most interesting is how soon they will abandon their 'Oh, we're your partners and live by your rules,'" Mr. Hume said of the federal government.

Diane Holmes, the city councillor for the downtown core, said she is not yet a believer that the federal government will change its previous building habits.

"Public Works has a directive to build the cheapest buildings possible," she said. "The federal government has no interest in the urban design of the city, in making the capital city a jewel."

She said the potential federal building boom will be a test for the resolve of city council.

"It will depend on how strongly council feels about it," she said. "Whether they're happy with this dark, dirty, dank, boring downtown that they have now or whether they want to upgrade that into something that tourists would be interested in, that would really make a statement about an exciting downtown for Ottawa."

The Citizen's architecture columnist, Rhys Phillips, said several architects have told him that in the past, senior government officials have told them to design buildings that look cheap.

"The government wants to make it look like it is spending taxpayers' money wisely," Mr. Phillips said.

He added, however, that government buildings need not be built that way.

"In Vancouver, the taxation people got a building done by one of the top architects that won a Governor General's award," he said.

Mr. Phillips said a prime example of ugly, cheap-looking federal buildings is a new office tower at 269 Laurier Ave.

"It is just a box covered in metal and glass that could be built anywhere in the world by any cheap developer," Mr. Phillips said. "On the Albert Street side, they turned it literally into a strip mall with strip mall parking.

"Many of the new buildings are just reflective glass boxes."

Pierre Teotonio, a spokesman for Public Works Canada, said the suggestion that the federal government is planning 800,000 square feet of office space downtown is speculation.

"No decision has been taken to build the office space because we are still in strategic planning," he said.

Mr. Teotonio said on Friday he could not immediately say whether Public Works would respect the city's architecture guidelines.

Ned Lathrop, the deputy city manager in charge of planning, is more optimistic that the federal government will honour the new process.

"We've actually had discussions with Public Works about design and design guidelines and I think they're on side to doing a better job about designing buildings that they lease and rent," Mr. Lathrop said.

He said too many federal buildings are in the vein of a cheap and simple "square box that sits on the ground." He doesn't believe that will happen again.

"They have to go through a process now to prove and tell us how they're going to enhance the city," he said. "That process in itself won't give us what we've had in the past."

Ms. Holmes said she'd like to see council stand firm and make the federal government decide whether to follow the guidelines or ignore them and admit it doesn't care.

"We've never tested them," Ms. Holmes said of the federal government.

Bless this man for taking a stand on how ugly modern government buildings
are... same thing in EVERY Canadian city... most of the modern government
buildings are hideous. I understand them trying to be economical, but it goes
further than that.. They look like no one cared at all.
Btw it has been really interesting following the discussions of projects in Ottawa! :cheers:

I just hope 150 Elgin turns out to be more like the World Exchange Plaza than that ugly building at Metcalfe and Gloucester (or Nepean?) with the white stripes. Go Ottawa!

From: http://www.canada.com/ottawacitizen/news/city/story.html?id=163b3760-3fa4-4b1b-a40c-b3a4beb4653d&k=59920
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Gatineau bus terminal to ease Ottawa traffic

Susannah Heath-Eves, The Ottawa Citizen
Published: Friday, February 24, 2006
The City of Gatineau plans to build a terminal to ease the congestion its buses create along King Edward Avenue during rush hour.
"Our ridership is increasing so we need more buses," said Celine Gaultier, STO's spokeswoman. "So where do we put the buses, you know?" she said.
With ridership increasing on both sides of the river, the two cities are working together to figure out how to deal with the capital's downtown traffic congestion.
The Gatineau bus company hired an engineering firm last month to figure out the best place to keep the buses while they wait to start their afternoon rush hour runs along Rideau and Wellington streets. STO hopes to have the terminal up and running within a year or two.
It has not yet been decided where to put the terminal, or even whether it should be in Ottawa or Gatineau.
OC Transpo is involved in the project, but the Ottawa buses won't use the terminal.
"I don't foresee OC Transpo buses being involved, but we are transit people, so we'll bring our experience to the table," said Helen Gault, OC Transpo's acting head.
As for those who want the buses off King Edward now, Ms. Gault said the problem is already being addressed. Some STO buses are taking different routes to avoid the busiest intersections along King Edward and Rideau.
Ottawa and Gatineau each have their own transit expansion plans. Ottawa has light-rail and Gatineau has Rapibus. The projects have to mesh where they overlap, but Ms. Gault is optimistic.
"We work very closely with our colleagues across the river. ... What's good for them is good for us. So we're all trying to attract ridership and we're not in competition; rather in collaboration," she said.
The two cities and the National Capital Commission are toying with the idea of a transit loop between the Ottawa and Gatineau cores.
One route being considered is along Wellington Street in Ottawa and Rue Laurier in Gatineau, and the two would be connected by the Alexandra Bridge and the unused Prince of Wales railway bridge near LeBreton Flats.
But Ms. Gault said the study is in its preliminary stages and they're keeping their options open.
"That particular concept shouldn't get too many legs. It might be the solution but certainly we haven't proved that it is yet," she said.
The interprovincial rapid transit study will probably wrap up some time in 2007.
STO announced Wednesday it was spending $1.2 million more a year on bus services in Gatineau, Buckingham and Masson-Angers. The Gatineau transit system has seen about a 3.5-per-cent increase in passengers due to housing developments and increased services.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/02/25/1461430-sun.html
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Sat, February 25, 2006
Convention centre not dead, OCC says
By DEREK PUDDICOMBE, OTTAWA SUN


The Ottawa Congress Centre is wasting no time moving ahead with its plan to build a top-notch convention facility in the nation's capital.

Less than 24 hours after the plug was pulled on the multimillion-dollar project, OCC board chairman Phil Downey remained optimistic about the prospects for a convention centre, saying the group has no plans to throw in the towel.

"We (the board) already have a meeting set up for next week to brainstorm and to discuss a project that will work," said Downey.

A plan to expand the Congress Centre to accommodate a convention centre has been in the works for years, but one of the primary funding partners, the Ontario Ministry of Tourism, axed the plan after negotiations between the OCC and the Rideau Centre's landlord, Viking Rideau, seemed to have reached an impasse.

DISPUTE OVER PARKING


Downey said he wants to meet with members of Ottawa's tourism and business community, as well as airport officials and the Ottawa Senators organization, as soon as possible to discuss the next step.

Downey said the expansion plan failed after OCC and Viking Rideau couldn't come to an agreement over parking for a new convention centre, and that's why the OCC and the ministry decided it was time to move on to another plan.

The Sun reported earlier this month that the deal hinged on a $10-million partnership between the OCC and Viking Rideau.

Downey said the province is still guaranteeing its $30-million commitment to the project and he believes the $25 million from the city and $30 million from the federal government is secure. It's estimated the new convention centre will cost about $125 million.

Viking Rideau general manager Bob Hasler suspects his company has no future role to play in the project, but said a facility is needed.

Downey suggested a convention centre could be built elsewhere in the city. He also said a link to the National Arts Centre and the conference centre or some variation could be a possibility.

"We want the very best," he said.

From: http://ottawasun.com/News/OttawaAndRegion/2006/03/02/1468913-sun.html
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Thu, March 2, 2006
Staff rail at LRT critics

By DEREK PUDDICOMBE, OTTAWA SUN


The city is fighting back against those who claim city staff is misleading the public about Ottawa's light rail project.

At yesterday's transportation committee meeting, David Jeanes, the president of Transport 2000 Canada, an advocacy group, and Ottawa's deputy city manager, Ned Lathrop, went head-to-head after Jeanes accused members from the LRT project office and senior management of misleading council, the media and the public about the $725-million project that is expected to start this summer.

COMPLAINTS

"I have met with almost every group that has concerns about the project and each has very legitimate complaints," Jeanes told the committee. Among other groups, he said, the Airport Authority, University of Ottawa and the National Capital Commission are concerned about the project.

Lathrop took exception with Jeanes' comments.


"I'm not holding back anymore," said a visibly angry Lathrop. "It's about time we woke up. We are a city of the future. This city deserves good quality light rail."

He also told Jeanes the city would no longer accept unfair criticism directed toward staff and council about its largest construction project.

"We will push back from now on," Lathrop told Jeanes.

Lathrop was vindicated late yesterday when Paul Benoit, president of the Ottawa Airport Authority, e-mailed city staff and River Coun. Maria McRae, who had been asking about concerns the authority had with LRT.

"The Airport Authority and the city are working well together on the airport portion of the project; we have no serious concerns ... and I do not foresee any," Benoit wrote.

A spokesperson for the mayor's office suggested they expect similar letters from the NCC and the U of O.

From: http://ottawasun.com/News/OttawaAndRegion/2006/03/02/1468951.html
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Thu, March 2, 2006
Toll may make trips a fee ride

By DEREK PUDDICOMBE, SUN

Travelling into downtown Ottawa could get costly if a city councillor has his way.

If rising gas prices aren’t enough to make you take the bus, maybe a congestion charge will.

Capital Coun. Clive Doucet wants the city to charge a user fee for every car heading into the downtown core to help pay for road and sewer repairs in older Ottawa neighbourhoods.

He wants the city to experiment with a two-year pilot project to test its effectiveness and gauge the public’s reaction to the charge. The idea is similar to one instituted by London, England, which began charging drivers a toll in an effort to discourage cars in the capital’s core.

Charge is ‘sensible’


“A congestion charge is a sensible way of raising taxes,” Doucet said. “People have to realize we have to do something.”

Under Doucet’s plan, drivers heading downtown and who cross the McIlraith, Billings, Dunbar and Hog’s Back bridges between 6 a.m. and 10 a.m. would pay a fee when they register their vehicle licence.

Doucet says the charge could be anywhere from 25¢ a trip to 50¢. Drivers would only be charged from Monday to Friday, and only if travelling into downtown. It would also apply to drivers who travel to downtown via the Queen Elizabeth Driveway at Preston St.

Bay Coun. Alex Cullen says his colleague’s idea about a cure for vehicles cutting through Capital Ward to get to downtown might not be as farfetched as it first seems.

“He’s trying to generate some discussion because cars are destroying the quality of life for his residents,” said Cullen. “It’s the shape of things to come.”

Doucet argues cities don’t have enough money to maintain hundreds of kilometres of roads and alternatives must be considered.

In Doucet’s motion to be introduced at the next transportation committee meeting in two weeks, he suggests council will spend about $145 million on new roads over the next three years and taxes it currently collects are not enough to pay for it.

The city isn’t on board yet, but hasn’t dismissed the idea outright.

Deputy City Manager Ned Lathrop said vehicular congestion is beginning to inhibit the movement of people downtown.

“It’s one of those things that have to be considered,” he said, but added Ottawa’s traffic congestion is nowhere near London’s level.

From: http://www.ottawabusinessjournal.com/285527092288746.php
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Munter weighs in on Light Rail as working group convenes
By Jim Donnelly, Ottawa Business Journal Staff
Wed, Mar 1, 2006 3:00 PM EST

The City of Ottawa's relentless quest for transparency regarding the north-south light rail transit project has caught the eye of more than just irate community members, it seems.

Former councillor and mayoral candidate Alex Munter says he's appalled with the city's actions over the project's short life span thus far, and says leadership within city council is to blame over a process that's spiraled dangerously into gratuitous mudslinging.

"I'm deeply dismayed by what's happened with light rail expansion," said Mr. Munter. "It's been dividing people, dividing communities, because of concerns over secrecy, bad process and potential cost overruns.

"I think that goes to leadership, and some of the people who have been the greatest champions of light rail are getting off the train," he continued. "And that's because there's been poor communication, poor leadership, and too much secrecy."

The city's LRT project rolled on last week with the convening of a public working group designed to solve one of its more contentious issues.

At issue within the group is the placement of maintenance and storage facilities within one of three proposed sites around town – one just off Airport Parkway (known as the Lester site), one at the old Walkley railyard and one at Bowesville Road. Local residents are already furious at the city's apparent preference of the Lester site, located within a swath of green space.

Last December, the Ontario Ministry of the Environment recommended the creation of a working group to determine the best location for the maintenance yard after evaluating the city's environmental assessment.

But seats were still warm after the working group's first meeting last week when OBJ began receiving fresh complaints about the consultation process and its supposed lack of sincerity.

"This is moving forward very much like a 'we have to do it, so let's get it out of the way' kind of thing," said a group delegate. "Had not a bunch of residents started complaining to the ministry (of the Environment), this never would have happened."

In the spirit of public transparency, the city also unveiled last week a new section on its website devoted to light rail. The site promises to provide project schedules and construction updates as the initiative rolls along.

City officials, however, insist the working group be given peace and quiet so it can achieve its mandate. The working group is made up of community and business leaders and reports to Barry Townsend, manager of city's light rail implementation division. It is being coordinated by Marshall, Macklin & Monaghan, the engineering consulting firm that is providing services to the city during the project's procurement phase.

"They're going to have several meetings," said Mr. Townsend, who expressed irritation when asked what effect the working group's potential recommendations might have on the project.

The group is scheduled to meet four times, for a total of twelve hours, over the next four weeks.

"I think it would be more appropriate... because the working group puts together their recommendation, and then it goes out to a public meeting," he continued. "And that would be the time you'd report on it, not now.

"I think they deserve their time to work through, without having anyone following them around."

Not so, say some working group members, who argue the city has already entered the latest round of negotiations in bad faith. Group members complained to the OBJ they don't have access to the project's financial information, and said the group's life span of just 12 total hours wasn't nearly enough to solve such a complex and difficult issue.

A fifth meeting is being considered by the city, sources say, although no decision has been made as of yet.

"If we don't have the financial data, there's nothing preventing them from taking our recommendation and undermining it," said the working group delegate. "Everybody feels it's being rushed, and that we haven't been given some very important components of the evaluation.

"Really what's at stake here is the mayor's timeline, and not much else."

From: http://www.canada.com:80/ottawacitizen/news/business/story.html?id=47209aee-a797-4f56-b663-94756cf5bf30
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Saturday » March 4 » 2006

Telus HQ salutes Ottawa's past
Old-style roof, windows to be maintained on side of modern Bank Street structure

Andrew Mayeda
The Ottawa Citizen

Saturday, March 04, 2006

Telus Corp. is moving into a new downtown Ottawa headquarters in a project that seeks to retain the flavour of old Bank Street.

Ottawa developer Toth Equity Ltd. plans to break ground this summer on an eight-storey building at the northeast corner of Bank and Slater streets that will accommodate about 300 Telus employees scattered around the national capital.

The building will be called the Telus Building, after its anchor tenant, although Toth Equity plans to retain ownership of the land and building.

Janet Yale, executive vice-president of Telus corporate affairs, said the company chose a downtown location over the cheaper rental rates in west-end Ottawa partly to be closer to key government customers.

"We wanted to make it clear to the community that we're putting down our roots and we're here to stay," she said.

The site presently encompasses four buildings, including a house that has been converted into a Second Cup coffee shop and the former store building of Burkholder Furs, which closed shop in 2002 after 92 years in business. The four buildings will be demolished to make way for the Telus Building.

But to preserve the character of the storefronts along Bank Street, architectural firm Richard Chmiel, Architects, has drafted plans to remove, restore and reinstall the mansard roof with dormer windows that has been a feature of the Burkholder building for decades.

Ottawa city council designated much of downtown Bank Street a "heritage conservation district" in 2000.

"It will be a honey of a building," said John Toth, president of Toth Equity. "It has nice, soft curves and it meets all the requirements that the City of Ottawa wants to see. We've worked very hard to try to encompass everything for the benefit of the future of Bank Street."

The main entrance of the office building will be on Slater Street. The street level will continue to be leased as retail space.

Telus is expected to move into the building in the summer of 2007. The company will occupy six of the eight office floors, leaving room for expansion if the company adds staff.

Although the artist's rendering of the building shows Telus' trademark lizard on the side, the lizard likely won't appear on the actual building, said Ms. Yale.

Gerry LePage, executive director of the Bank Street business-improvement area, praised the project.

"Aesthetically, it's very pleasing and functionally it's exactly what we're looking for. This is precisely the kind of project we want to bring to Centretown," said Mr. LePage.

He said the Telus Building, coupled with a condominium development going up at Bank Street and Laurier Avenue to be called the Mondrian, should drive more retail traffic to Bank Street, encouraging higher-end retailers to locate there.

City council is expected to vote on the Telus Building site plan next week.

Saw the rendering for the new Telus HQ building in Citizen...should be a nice addition to that corner of downtown, a little short at 8 floors but makes up with its design. Thats really disapointing though that a deal couldn't be reached for the Congress Centre(though its been going on for so long), unless they do salvage the proposal and actually build it.

About 150 Elgin, here's a rendering of the project:
The tower would be mixed usage with a commercial plaza on ground floor.
From: http://www.chamberfest.com/english/concerthall/factsheet.html

http://www.chamberfest.com/images/Hall-2B.gif

From: http://www.ottawabusinessjournal.com/285678372366068.php
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New fresh food store opening in Bayshore mall
By Kristin Harold, Ottawa Business Journal Staff
Tue, Mar 21, 2006 9:00 AM EST

Savory's Fine Foods plans to open its first Ottawa location in the Bayshore Shopping Centre in a few months.

The deal includes the creation of 85 new jobs to staff the almost 17,000 square foot retail space, which was vacated last December by Market Fresh.

"We're looking at opening by mid-May or early June because we're just finishing up on the design work," says Savory's Fine Foods co-founder Paul Traversy. "We chose this location because it attracts a high-end customer and it's a very busy mall."

He says the company had originally considered opening a store in the Bayshore area, but the established presence of Market Fresh had discouraged them. However, when Market Fresh made a sudden exit, Savory's Fine Foods was quick to reconsider the location.

"Their departure represented a real opportunity for us while also tilting the scales back in favour of locating in Bayshore," adds Mr. Traversy. "We plan to provide something that is currently lacking in the Ottawa market, while we will emphasize fresh, flavourful produce and traditional grocery lines."

He says the store will also stock unique specialty products, including gourmet take-home meals, hand-made chocolates, fresh baked breads and a wide range of imported European items.

Mr. Traversy says the company has received a lot of support from Mayor Bob Chiarelli and Bay Ward councillor Alex Cullen, as well as from Bayshore officials.

"We are extremely pleased to have Savory's Fine Foods onboard as a tenant," says Charles Champagne, Bayshore Shopping Centre geneal manager. "Their unique retailing concepts are a great fit for us, their presence at Bayshore reaffirms our commitment to provide shoppers with the very best retail experience possible and Savory's Fine Foods will enrich the quality and breadth of our retail mix."

Mr. Traversy says the company is currently looking at three other locations in the Ottawa area. He has more than 25 years of direct retail food management experience and has been involved in the opening of 17 independently-owned food stores in Ontario and Quebec.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=e1c36e84-7e1d-4ac8-b4b4-077ff1c4b13d
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NCC plan aims to improve public image
Agency says it's more open, but figures show fewer people are attending its annual meetings

Mohammed Adam, The Ottawa Citizen
Published: Wednesday, March 22, 2006
The National Capital Commission has embarked on a five-year plan to reduce the number of people who think it is secretive and unaccountable, and improve its image, documents obtained by the Citizen show.
Battered over the years for being self-absorbed and out of touch, the NCC launched the plan in 2003, focusing particularly on increasing public consultation and participation in major planning issues. But three years on, access-to-information documents show that the number of people taking part in the agency's showpiece annual public meetings was down 50 per cent. The number of interest groups participating in meetings also declined.
"The NCC talks about how it has become more open, but openness isn't just calling a meeting and inviting people to come. What people want is open board meetings, not stage-managed, once-a-year meetings with the chair," said Ken Rubin, an Ottawa researcher who obtained the documents for the Citizen.
"After three years, the reality is that the numbers are going down, and going down considerably. If it is continually going down, then the plan isn't working. The devices and methods they've chosen for public consultations aren't respected. People want real participation in board meetings."
Bill Royds, co-chairman of the Greenspace Alliance of Canada's Capital, says that while NCC staff consult and listen more, the corporate culture remains secretive. "The staff at the NCC have improved, but the problem is the governance. The NCC as a corporation is still a closed shop. They don't want to open their meetings to the public."
The NCC launched it strategy in 2003 after consultant Glen Shortliffe urged it to be more open and transparent by holding part of its board meetings in public and giving residents more say. The goal was to increase the number of people with direct access to the NCC and participate in public consultations up to 45 per cent in 2007-08, from 25 per cent in 2003-04. Over that five-year period, the NCC also hoped to boost positive perception of its public participation policies to 41 per cent, from 28 per cent.
But participation in the annual general meetings went from 250 people in 2001, to 100 in 2002 and 80 in 2003. In 2004 and 2005, the number fell to 40. The number of "interest groups" meetings with the NCC went from 35 in 2002 to 15 in 2003. The number went up to 20 in 2004 and fell to 13 last year.
Guy Laflamme, the NCC's vice-president of communications, marketing and external relations, said the participants in public meetings fell for good reason. He said the NCC provided other avenues for people to be heard, so many didn't feel the need to attend.
"They are not coming because we are offering more frequent opportunities for people to make comments through public consultation and our website," he said.
He said between 2001 and last year, the NCC held more than 65 public meetings. As well, NCC officials went out on 71 occasions to speak to associations and interest groups.
Despite public perception that the NCC is secretive and unaccountable, the agency has found no such evidence in surveys, he said. In one survey, only 30 out of 600 respondents said the NCC was secretive or unaccountable.
Mr. Laflamme said the NCC is working hard to improve public participation and consultation. Unlike other departments, he said, the NCC doesn't spend taxpayers' money on image consultants. "When we say we want to improve our image, it is to help people have a better knowledge of who we are and what we do. It is to explain what we are doing and get better recognition of what we are doing."

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=b9ac4d08-f520-4c88-9a22-236c96e89d46
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Quebec to turn Gatineau 'treasure' into wildlife refuge
24-square-km area of Ottawa River wetland visited by 300 species of birds

Dave Rogers, The Ottawa Citizen
Published: Friday, March 24, 2006
The Quebec government plans to create that province's largest urban wildlife refuge on Ottawa's doorstep.
Gatineau council got its first look this week at the plan for the refuge to go along the Ottawa River, between McLaurin Bay, south of Gatineau Airport, and Thurso.
The 24-square-kilometre refuge, between Highway 148 and the river, is visited by more than 300 bird species and includes what naturalists regard as some of the most significant wetlands along the Ottawa River. The province owns about 70 per cent of the land, but some property is owned by the municipality, a few private owners and the wetland conservation group, Ducks Unlimited.
The refuge will include Chief Island and Horseshoe Island south of Plaisance National Park. Most of the refuge is within Gatineau's city limits, with about five per cent is in the Municipality of Lochaber West.
Jean Provost, a biologist with the Quebec Ministry of Natural Resources and Wildlife, said the province could build trails through the refuge and could eventually provide canoe rentals and wildlife tours. He said the province wants to have the City of Gatineau as a partner in the project, but added the municipality won't have to spend money on the refuge.
"We want to inform Gatineau councillors that they have a treasury on their hands," Mr. Provost said. "A lot of Quebec municipalities would like to have this kind of property within their borders.
"We have been buying land in that area since 1978. It is a real plus for tourism because people can be in a natural environment 10 minutes from downtown Gatineau."
Mr. Provost said the province has asked the city to provide some land for the refuge, but the project won't cost the city anything unless it wants to help develop the refuge.
Gatineau Councillor Richard Cote, chairman of the city's budget committee, said he does not know whether the city will contribute to the wildlife refuge.
The province has spent $3.3 million to acquire the land, which is largely unsuitable for development, while Ducks Unlimited has spent about $1.5 million on dams to control water levels in the marshes. The ministry will ask private owners to sign agreements to respect wildlife, limit the use of ATVs, snowmobiles and motorboats and will restrict hunting to blinds in designated areas.
"During the spring when all the birds are nesting we could stop motorboats in certain areas and we could stop wood-cutting," Mr. Provost said. "Our game wardens will be able to intervene more easily in the refuge than on private lands. Now we have to sue people who cut wood in the area, so it is more complicated than if game wardens were to issue tickets. We will also hire auxiliary game wardens who will be able to arrest people and lay charges."
Naturalist Dan Brunton said the refuge is the largest wetland in the Ottawa Valley, one of the top birdwatching spots in the lower Ottawa Valley and a fish-breeding area.
"The site provides an important public service to us because it helps clean the water that we use and keeps the shore in good condition," Mr. Brunton said.
"If you were to take those marshes away, we would have to build massive retaining walls to keep the shore from washing away because the land is clay and subject to erosion.
"There are real economic and public heath advantages to us to maintain these wetlands. Every time we remove a chunk of protective river marshes, we degrade the quality of the way the river works."
Gatineau council is expected to discuss the proposed wildlife refuge in April.

From: http://www.canada.com:80/components/print.aspx?id=a3a41701-e88b-4955-be8d-86fe10b0eea5
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Friday » March 24 » 2006

Candidates agree: Light-rail must proceed
Vote held March 30 to replace John Baird

Mohammed Adam
The Ottawa Citizen

Friday, March 24, 2006

While most Ottawa residents are probably happy to put the January federal election behind them, voters in Nepean-Carleton find themselves duty-bound to rekindle an interest in politics for next week's provincial byelection.

For the past three weeks, party candidates have trudged across the riding, trying to persuade the electorate to vote for them March 30. Now, with less than a week to go, the search for votes has become intense. Yesterday, the four main candidates met the Citizen editorial board to lay out their visions and platforms, and explain why anyone should care.

Despite differences on taxes, health care and provincial budget priorities, the candidates -- Conservative Lisa MacLeod, Liberal Brian Ford, New Democrat Laurel Gibbons and Peter Tretter of the Green party -- expressed firm support for light-rail, a major issue in the riding. They agreed the north-south line will not make much sense if it doesn't go to the heart of Barrhaven, even though no one explained where the extra $30 million needed for the extension would come from.

As well, the candidates said the estimated $1.5 billion east-west link should be built and they want federal and provincial governments to contribute. All the candidates said that if elected, they would lobby for provincial funding.

"The east-west project should be a priority. It is where most of our clogging occurs. And if we are going to do north-south, it has to go to Barrhaven so people can use it," Ms. Gibbons said.

"I support light-rail because I think it is the way to go," said Mr. Ford. "But my biggest concern is that something like east-west might become a white elephant, the Mirabel of Ottawa, if not planned properly," said Mr. Ford.

Ms. MacLeod said she is happy to leave the decision on what line should be built, and where it should go, to city council and residents, but once they decide, "I'll be happy to help get the money for it."

Nepean-Carleton, which combines large rural and suburban areas, is generally acknowledged to be Tory country. At the federal level, it is where an unknown Alberta transplant named Pierre Poilievre defeated then-Liberal defence minister David Pratt in 2004.

Demographically, it is a highly educated and generally wealthy riding of about 112,000 people. The riding regularly hits the 70- to 75-per-cent turnout mark, very high by recent Canadian standards.

More than half the riding's population is concentrated in Barrhaven and surrounding urban communities such as Longfields and Davidson Heights.

The byelection became necessary after former MPP John Baird switched to federal politics and ran successfully for the Conservatives in Ottawa West-Nepean. Mr. Baird had won three successive elections for the provincial Tories.

Nepean-Carleton is one of three provincial seats vacated by Ontario politicians to run federally. Other byelections will be held at the same time in Toronto Danforth and Whitby-Ajax.

Ms. MacLeod, whom the Conservatives are banking on to retain Nepean-Carleton, is a 31-year-old former executive assistant to Mr. Poilievre. She also served as an assistant to Mr. Baird and Ottawa Councillor Jan Harder.

The mother of a young child, Ms. MacLeod says she has experienced first-hand the problems that plague the health care system, particularly the lack of family doctors that many young families face. "I went through half my pregnancy without a family doctor. I want to bring new ideas and energy to health care issues. I want to do something about it," she said.

In an area where the Conservative brand is very strong, she goes into the byelection with an edge. But the Tories aren't taking anything for granted. A bevy of party heavyweights, including Ontario leader John Tory and federal cabinet ministers, have descended to campaign for Ms. MacLeod. Picking up from where their federal cousins left off, provincial Tories are campaigning on law and order, gun control and health care, hoping to capitalize on the sentiment that carried Stephen Harper and the federal Tories to power.

In the Liberal corner, Mr. Ford, 63, has high name recognition, having served with the Ottawa police for 36 years, seven of them as chief. He is involved in numerous community activities, including membership on the boards of the Youth Services Bureau, Christie Lake Kids and Nepean Housing Corporation. His main issues are health care, education and safe streets. He believes he has a "fighting chance" to win.

"I have done community work all my life and I am here because I have something to offer," he said. "I want to make sure we continue to fund health care and education. And as a former police officer, I want to ensure our streets are safe."

The NDP candidate, 37-year-old Ms. Gibbons, got into politics through her advocacy work on behalf of her autistic son. She is also caring for a family member who has Alzheimer's. A businesswoman who helps design fitness centres in hotels, she contested the riding in the recent federal election.

She is back to fight for "things that matter to families," like public health care. Her own experiences have convinced her that most people would not benefit from private health care. Ms. Gibbons says she wants to help "reinvigorate the public health system," and hopes people will pay attention to the race.

"This race is wide open because there is no incumbent. I am competitive by nature and I play to win," she said.

Mr. Tretter, the 27-year-old Green party candidate, is a part-time Algonquin College student who is running to keep the Green message alive. "It seems like a very Conservative riding, but electing a Green candidate is not that far-fetched. We need Green solutions," he said.

Others seeking the seat include perennial independent John Turmel and Jurgen Vollrath of the Freedom party.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/03/23/1500913-sun.html
_________________________________
Thu, March 23, 2006
Light-rail bid plea goes online
City posts details about project, problems

By DAVE PIZER, OTTAWA SUN

Coun. Diane Deans got what she bargained for yesterday after the city posted its massive request for proposals for the $725-million light-rail line on its website.

Deans had been vocal in calling for city staff to release more details about the project.

"Before, it was like fishing around in the dark -- pitch dark. Now, I'm in a corn maze," she joked.

The RFP outlines the performance requirements for the three consortia vying for the contract to design, build and maintain the north-south transit system.

The detailed document also spells out certain challenges associated with the project.


The Strandherd-Earl Armstrong Bridge, which will cross the Rideau -- a Canadian Heritage River and National Historic Site -- is one example. The RFP says the city will pay the winning consortium $8 million to "elevate" the bridge "from a traditional structure" to one that is deemed "approvable" by Parks Canada and the National Capital Commission.

Mayor Bob Chiarelli said the release of the bulk of the RFP will probably answer concerns or issues residents have about the city's largest construction project, but will most likely raise more questions. That's what Chiarelli and the LRT team expect and want.

FEEDBACK WANTED

"We want feedback and dialogue," he said. "We are now getting into the creative part of it."

Coun. Gord Hunter is sending the link out to his constituents today in his e-mail newsletter, but he doubts most will have the time to sift through the enormous document.

The city omitted some information from the public version in order to protect certain intellectual property of the bidding companies.

It's that information that interests Hunter the most.

"How big are the blocks and is it significant information that we should have?" he wondered.

The project's selection panel will choose the winning bid on April 21. The design will be made public between May 23 and June 6, and council will make its final decision on contract amendments on Sept. 13, 2006.

Residents can read the document by visiting www.ottawa-public-lrt.ca.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=a79cf053-1b4b-4253-8585-8f62de8d8248
________________________________
Friday, March 24, 2006

Key facts of light-rail kept secret
councillor: Hunter says documents offer little proof of value

Jake Rupert, The Ottawa Citizen
Published: Thursday, March 23, 2006
Documents outlining the city's bidding requirements for the north/south commuter rail line contain little to show taxpayers will get value for their money, says one councillor.
City of Ottawa officials overseeing the $725-million project yesterday released about 1,000 pages outlining many of the city's key demands to the three groups of companies bidding for the job. But many of the demands on costs, risk factors, maintenance plans, payments, legal and commercial issues, deposits and technical information were not included.
That prompted Councillor Gord Hunter to question why there wasn't sufficient information to demonstrate the cost and benefit. He said that while the level of detail on some issues -- how many trees will have to be removed to make way for the light-rail line, for example -- shows staff did a lot of homework before asking for bids, there's little to show value for the expense.
"There's not a lot of insight into the costs of this being given, and that's key information I'd like to see, and I think the public would like to see," Mr. Hunter said. "I don't see how any of that would be proprietary to the companies when this information was shared with all three of them. I was looking for all information shared with the three parties.
"I'll be following up with staff. I think they should explain why this information is not being released."
Mr. Hunter wasn't alone in his concerns. One of the project's initial supporters, Barrhaven Councillor Jan Harder, is having doubts. She supported the line when it was to cross Barrhaven and go to the suburb's town centre on Greenbank Road.
But that part of the line was cut to save $30 million. The route is now planned to end at Woodroffe Avenue, on the east side of Ms. Harder's ward.
Ms. Harder said yesterday that if the line isn't extended to Greenbank Road, people won't use the train and it will fail and be a waste of money. She said if the money for the extension isn't found to include it in the bid, she will withdraw her support.
"I'm not into wasting taxpayers' money," she said.
Rejean Chartrand, the city official in charge of the process, said most of the information released yesterday was already known, and that some parts of the city's request for proposal needed to be blanked out for legal reasons and because the municipal freedom of information act doesn't allow for it.
The federal and provincial governments have each agreed to kick in $200 million for the project, and the city has agreed to pick up the rest.
With the city's potential contribution more than $300 million, even though parts of the initial planned route have been axed to keep spending under control, many councillors want more information.
The release of the documents was intended as a response to councillors' concerns, and to reassure the politicians and the public that the project is proceeding as it should.[/quote]

From: http://www.canada.com:80/ottawacitizen/news/business/story.html?id=46b6e645-1c64-4759-9018-dffd9f38d930
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Friday, March 24, 2006
Sparks Street proposal falters
NCC issues new call for plans after Morguard withdraws

Andrew Mayeda, The Ottawa Citizen
Published: Thursday, March 23, 2006
The National Capital Commission's plans to revitalize Sparks Street have taken a step backward after developer Morguard Corp. withdrew a proposal to develop a mixed-use residential complex along the downtown pedestrian mall.
This week, the NCC resolicited expressions of interest to develop the site after negotiations with Morguard broke down.
The NCC had hoped the Canlands A complex, which fronts both Sparks and Queen streets just west of Metcalfe Street, would reinvigorate Sparks Street by creating a pool of full-time residents who would shop and eat nearby.
The mall is often nearly deserted on evenings and weekends, and key tenants have departed.
Earlier this year, venerable men's clothier E.R. Fisher announced it would close its Sparks store this spring.
The NCC initially put out an invitation for expressions of interest and qualifications in Oct. 2004. Morguard of Toronto and Claridge Homes of Ottawa responded, but only Morguard submitted a design proposal.
However, Morguard withdrew its proposal around January after negotiations with the NCC fell apart before a lease was signed.
"We came to an impasse and we asked them to either move forward or tell us what they were going to do," said Peter McCourt, NCC director of property development and planning.
He said Morguard withdrew for undisclosed "business reasons."
Morguard's Ottawa office didn't return a request for comment.
"We parted on good terms. I believe they're interested in at least seeing this iteration of the proposal call we have out today," said Mr. McCourt.
The site sits on a prime piece of land at 106-116 Sparks, just 150 metres from Parliament Hill. The NCC owns both the land and the two largely vacant buildings now located there.
The project is expected to include at least 75 residential units, street-level shops, some office space, underground public parking and possibly a boutique hotel. The successful developer will be offered a 66-year lease on the land.
Mr. McCourt called the Morguard withdrawal a "bump in the road," and admitted that the NCC's conditions for the site "aren't everybody's cup of tea." On top of including a residential component, the developer is required to preserve and restore a 19th-century heritage building facing Sparks.
"This isn't an easy thing to do," said Mr. McCourt. At one point, the project was expected to break ground in mid-2006.
But he's confident the project will go ahead. He said a number of developers have already expressed informal interest in the project, and he added that Morguard and Claridge could still re-submit expressions of interest.
"We believe this is the proper thing to do. Putting residential units down there will hopefully create enough traction so that other people will start doing it. It's a way to pump some life into the mall beyond five o'clock."
It's not the first time that the NCC has proceeded deliberately on a project in the area. In 1990, the agency pulled its Canlands B site off the market after it was not satisfied with a design proposal.
The NCC eventually struck a deal with Morguard and a minority partner to develop the site, located at 131 Queen St. The complex, which is under construction, will include mostly office space but also street-level shops and some residential units facing Sparks.
Mr. McCourt said construction should be "substantially completed" by August. The federal government's department of Public Works and Government Services all the office space, he said.

From: http://www.ottawabusinessjournal.com/285687687920536.php
__________________________________
NCC announces latest development
By Ottawa Business Journal Staff
Wed, Mar 22, 2006 3:00 PM EST

The National Capital Commission is inviting proposals from potential developers to build a mixed-use complex on Sparks Street.

The massive redevelopment project, located just 150 metres from Parliament Hill, will include a minimum of 75 residential units, street-level retail businesses, some office space, as well as a possible hotel. According to the National Capital Commisison, the successful firm will be offered a 66-year lease on NCC-owned land.

The site occupies 106 to 116 Sparks St., currently housing two largely vacant buildings both owned by the NCC.

The 19th-century building at 108-116 Sparks includes the former site of the historic Centre Theatre. As part of any development proposal, its façade and the front three metres of the building must be preserved and restored in its current location.

According to the NCC, developers will be compelled to respect and complement the historic streetscape and buildings of Sparks Street, while strengthening its role as a pedestrian mall.

The proposed development compliments another heritage-value complex currently being built at another NCC-owned property, 131 Queen Street.

That new Telus Tower sure looks nice.

Might be moving back to my hometown (ok, North Gower but its south Ottawa) for teachers college at UOttawa. If I don't go there its teachers college in Victoria or down in Melbourne. Be nice to spend a year back home as I haven't lived there since 1988 - its been a long time!

I've heard it's pretty competitive for U of O's Teacher's College, but it's something I've thought about too. Good luck!

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/03/26/1505694-sun.html
_________________________________
Sun, March 26, 2006
Whole new train of thought
Universities eye light-rail projects

By LAURA CZEKAJ, OTTAWA SUN


The city's plans to expand the north-south light-rail transit system could lead to multimillion-dollar capital projects at both local universities.

Discussions with Carleton and the University of Ottawa regarding the role they would play if the proposed expansions are approved are ongoing, said Rejean Chartrand, the city's director of economic development and strategic projects.

City officials are meeting this week to weigh bids from three companies vying for the $725-million project.

Carleton University is considering building a 200,000-sq.-ft. structure that would straddle the train station at an estimated cost of $60 million or more.

Last year, council directed staff to extend the transit plan from the Rideau Centre across Waller St. onto the University of Ottawa campus. The proposed train station site is currently a parking lot south of Stewart St.


"Effectively, we are trying to iron out the business terms and the conditions upon which this could happen," said Chartrand. "Both universities are totally thrilled and very co-operative in trying to make this happen. It's really part of their vision as well, and in fact connecting the two universities together creates a stronger vision for both the city and the universities."

Carleton president David Atkinson said the next stage is to create construction plans for the part of campus that runs parallel to the train tracks.

"The city came to us and asked us whether we would incorporate a train station into any new building that we would construct on campus," he said. "This would allow us basically to build over the tracks so that the O-Train would go right into the building."

The proposed building would provide room for expanded graduate programs and enable the university to pursue funding through a provincial government investment initiative. The university is also asking the city for money to build the station, which is expected to cost more than $1 million.

Claudio Brun del Re, the U of O's assistant director of planning and programming, said there is still a lot of technical and infrastructure issues to be dealt with. The university is also considering whether it would need to build a structure on the site as part of the project.

I've heard it's pretty competitive for U of O's Teacher's College, but it's something I've thought about too. Good luck!

Thanks. I'm still waiting to hear but its better to wait than get an early no. The waiting game is driving me a little mad as I'm a bit of a plan freak. I hate not knowing what city I'll be in come September! lol As for my application my marks are solid but Ottawa takes a look at the big picture, so hopeflully my 14 years of travelling and living overseas counted for something. I just wish I had more voluneer experience under my belt. I was always either moving every six months, working two jobs, going to school full time - or more often than not all of the above together! If only I didn't require sleep! haha This past year I have been a EA at a Kitchener public school teaching grade 2 & 4. I just hope its not a case of too little, too late for my application.

The UOttawa program is excellent because you get classroom experience pretty much starting week 1; its more practical compared with other universities which concenrate on theory and only offer block teaching placements later on. Another quality I love about Ottawa is the campus itself - right downtown near the Rideau Centre and close to everything. I'm in my 30's and I still refuse to have a car - which is a challenge in KW. Luckily Ottawa is pretty pedestrian friendly and OC Transpo is excellent.

Samsonyuen - I appreciate all you updates on transit and everything else Ottawa related. Quick question: Does OC Transpo offer much of a discount to uni students in the way of monthy or annual passes? I find Ontario so expensive for transit compared to BC with its $20 or $40 a year UniPasses. UW stuck down such a plan saying it was unfair to motorist. In BC they tend to side with non motorist. urgh

When I went there (up until April 2004), they were talking about bumping up tuition to cover the cost of a bus pass. I'm not sure if they've done that now. I was lucky to always live in Sandy Hill and work in Centretown, so had little use for a bus pass. I believe they do have student rates for the monthly pass though, but I'm not 100% sure.

I was just checking out the uOttawa site, and there seems to be a pilot program for a 15% deduction of bus passes: http://www.uottawa.ca/services/protect/transportationeng.html. For some reason, the OC Transpo site isn't working (or the City of Ottawa either)...

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/03/28/1508493-sun.html
_____________________________________
Tue, March 28, 2006
That '70s plan still working
Praise for Centretown master plan on 30th birthday

By DAPHNE BLOUIN CARBONNEAU, OTTAWA SUN


COMMUNITY ACTIVISTS in Centretown yesterday evaluated and celebrated a 30-year-old initiative they say saved the neighbourhood -- but they aren't claiming victory just yet.

Thirty years ago, plans were put before city council to replace the Pretoria Bridge with connector roads that would run through various residential parts of Centretown.

The community reacted by forming the Centretown Citizens' Planning Committee which, along with city-appointed architect and planner John Leaning, developed the Centretown Plan.

The citizen-led initiative, which was respected by subsequent city plans and zoning bylaws, has been used as a model in neighbourhoods in Winnipeg and Vancouver.

Yesterday, original and new advocates of the plan evaluated the impact it made on the community.


They will also be holding an open forum at city hall Thursday to further look at the plan's past and future.

The committee, giving the plan a B+, praised the preservation of low-profile residential neighbourhoods and development of quality housing, but said parking, green spaces and the development of Bank St. failed to make the grade.

PROTECTED NEIGHBOURHOODS

The "report card" comes right before the city's release of the Comprehensive Zoning Bylaw, which the group said it will be watching to ensure it respects the integrity of the neighbourhood.

"One of the key goals of the Centretown Plan was to protect the older, low-profile neighbourhoods and it has done a magnificent job in that," said former city councillor and Centretown Citizens' Planning Committee chairman Brian Bourns.

"The number of demolitions of old buildings in Centretown dropped to almost nothing after the plan was adopted. The low-profile neighbourhoods have been improved and upgraded and represent good, sound, solid housing stock."

On the flip side, one place the group wanted to see change and never did was Bank St., where Leaning also conducted a planning study.

"Bank St. never did get its act together. They believed in profitability as opposed to liveability," said Leaning.

The group had originally hoped Bank St. could provide a good mix of residential and commercial development as well as a solution to parking problems by repaving unused areas to build parking lots.

"Nothing really ever transpired, it's every bit the same as it was and that's a big disappointment," said Leaning.

One issue that remained a constant across Centretown was parking, with the committee giving the plan a failing grade in that regard.

"We came up with the concept of paid parking on the street and now the city's made it so expensive that nobody can use it," said Bourns.

From: http://www.ottawabusinessjournal.com/285739875323738.php
_______________________
10-digit dialing arrives in 613 area code
By Ottawa Business Journal Staff
Wed, Mar 29, 2006 10:00 AM EST


©1998 EyeWire, Inc.
The simple act of dialing a telephone number is becoming more complicated, as of today.

Ten-digit local dialing – which requires users to dial the area code before a local number – is now in place within the 613 area code, as well as in the 450, 514 and 819 area codes in Quebec and the 519 area in southwestern Ontario.

As of June 17, users who do not dial the 10 digits will hear a recorded message prompting them to dial the area code followed by the seven-digit local number. Their call will then proceed, but this message could disrupt communications such as fax or Internet transmissions.

The changeover means both consumers and businesses will have to re-program their telephones, dial-up Internet connections and alarm systems, adding the area code to the local number.

For business, here is a partial checklist of things to consider:


pre-programmed cell phone numbers and other wireless devices

fax machines

speed-dialing lists

dial-up Internet connections

telephone options such as call forwarding and call blocking

alarm and security systems

company databases and phone lists
Businesses are also advised to update work documents such as letterhead and business cards, invoices, brochures and catalogues as well as signage, vehicles, directory listings and websites. Adjustments should be made before the June 17 deadline.

Local 10-digit dialing has been introduced to meet the high demand for new telephone numbers. In the National Capital area, it will allow the same seven-digit phone number to be used in both the 613 and 819 area codes.

The telephone companies have set up a special website at www.dial10.ca to provide more information.

From: http://www.ottawabusinessjournal.com/285786074232120.php
___________________
Second phase of airport expansion gets the go-ahead
By Ottawa Business Journal Staff
Tue, Apr 4, 2006 11:00 AM EST

The new terminal at Ottawa International Airport, opened less than three years ago, is about to undergo a $95 million expansion.

The Airport Authority has approved the project, which will add 12 new gates and seven passenger bridges. It will be built at the south end of the existing facility.

"Given the increase in passenger volumes, and the addition of several flights and charter airlines since the opening of the new terminal in 2003, we are now at the point where congestion during peak times could become an impediment to further growth" says Airport Authority chair Jim Durrell. "We are ready to address the need for additional space".

The expansion will be financed from the $15 airport improvement fee, paid by passengers. There are no plans to increase the fee to pay for the work.

The authority gave the go-ahead after an 11-month design study. Tenders will soon be let for building construction, apron construction and civil works and demolition," says airport president and CEO Paul Benoit.

"We can now move quickly, but carefully, and look forward to building on the tremendous success that was achieved in Phase I."

Construction is scheduled to begin in August, and the project is expected to finish in 2008.

From: http://www.canada.com:80/ottawacitizen/news/story.html?id=9f7e5d84-d0c1-49d7-8038-f1f536d9123b&k=44223
______________
Friday » April 14 » 2006

Tory minister: 'Is the NCC necessary?'
Expected to reveal plans for an overhaul, Cannon instead asks if agency is still relevant

Dave Rogers
The Ottawa Citizen

Friday, April 14, 2006

The Conservatives were supposed to reveal their plans to overhaul the National Capital Commission yesterday, but instead the minister responsible for the agency asked whether it should even continue to exist.

At a speech to the Gatineau Chamber of Commerce, Transport, Infrastructure and Communities Minister Lawrence Cannon announced the first major review of the NCC's mandate in more than 20 years.

"It is simply time to ask fundamental questions about the NCC's role," Mr. Cannon said. "Is the NCC still relevant? Is it even necessary? Is its decision-making process democratic enough?

"Should the NCC continue to prepare plans for and assist the development, conservation and improvement of the National Capital Region or are these responsibilities that could be assumed by the municipal governments?"

Mr. Cannon also questioned whether the NCC should continue to organize, sponsor and promote public events such as Winterlude, or whether these activities should be run by municipalities, the National Arts Centre, the Canada Council or the private sector.

He asked whether the NCC should continue to have the power to expropriate property and whether the cities of Ottawa and Gatineau are able to participate enough in the daily decisions affecting their citizens.

Created in 1959 to oversee federal lands and buildings, the NCC is by far the largest landowner in the region. It has long been criticized by residents as secretive and unaccountable.

The NCC also holds meetings in private, and has been accused of not seeking public input or providing enough information when making major decisions.

When he was promoted to cabinet, Mr. Cannon said that reforming the Crown corporation was one of his priorities.

His speech yesterday followed the government's release on Tuesday of its much-touted accountability act, which included the decision to split the post of chief executive officer from that of the chairman at the NCC.

Treasury Board President John Baird told the Citizen editorial board on Wednesday that the creation of the new job of CEO is the first of many changes coming to the NCC.

Mr. Cannon wouldn't confirm yesterday if the Tories are seriously considering scrapping the agency, and later said it would be counter-productive to declare the NCC not worthwhile.

After Mr. Cannon's speech, NCC chairman Marcel Beaudry issued a press release, saying he welcomes the opportunity to co-operate with Mr. Cannon in a review of the commission's mandate. "I am extremely proud of our accomplishments over the past 14 years and those of our predecessors," Mr. Beaudry said, pointing out that the organization is "highly regarded" in the community.

Mr. Beaudry said a Decima Research poll the NCC commissioned showed that 87 per cent of Ottawa-Gatineau residents rate the commission's performance in organizing special events as excellent or good, and 61 per cent have a positive impression of the NCC.

Gatineau Mayor Marc Bureau said that if the federal government wants to transfer the planning responsibilities of the NCC to his city, he'd need more money.

"I think we have to review the possibility that the municipalities should take on some of the role of the NCC," Mr. Bureau said. "I think that the NCC should be there and some of its meetings should be open to the public.

"The federal government may want to transfer some responsibilities for the NCC to us, but we can't do it if we don't have the money."

Mr. Cannon has given no timetable for his review of the Crown corporation, saying he wants it to be as open as possible so people from the national capital region and across Canada can present their views.

"I would like to hear from the cities about who should run the NCC," Mr. Cannon told reporters after his speech. "I would like to get ideas and opinions from all Canadians and elected officials, both municipal and if need be provincial.

"Once the discussion has taken place we can see how the general population feels about it -- it is their National Capital Commission. In certain circumstances, public meetings are something that is called for and in other circumstances that they not be open. I want to hear from both sides on this issue."

Mr. Cannon also would not speculate about whether someone from the capital region or elsewhere in Canada would serve as chairman when Mr. Beaudry retires in the fall.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/04/15/1535127-sun.html
_________________________________
Sat, April 15, 2006
Councillor OK with tech museum's move

By DAPHNE BLOUIN CARBONNEAU, OTTAWA SUN

The trains and rockets at the Museum of Science and Technology might need to blast off -- not across the country or into outer space, but across the Ottawa River.

Transport, Infrastructure and Communities Minister Lawrence Cannon, MP for Pontiac, said this week he would use his influence to have the new museum built in Jacques Cartier Park in Gatineau.

Peter Hume, councillor for the Alta Vista ward where the museum currently sits, says the community would lose "an institution that has been around for decades."

Hume said while his constituents will lose the convenience of a national museum close to home, the museum's future is the priority.

"The current location is cramped, it's leaky and it doesn't allow the museum's full collection to be displayed. It's not particularly well-suited for a national museum of science and technology, particularly because of its size.


"We need a location where the museum can display all its artifacts and fulfill its educational mandate. Whether it's in Ottawa or in Gatineau is not as much of a concern. It's not like they're trying to move it outside the National Capital Region."

Cumberland Coun. Rob Jellett said while the museum needs to move, he hopes it will stay within the city.

"I thought Lebreton Flats was a good location, but what I'd really been hoping for is that it'd come to the east end. We've got lots of land out here and it would be a great draw for people and businesses to come to the east end."

Wonder what they'll do with the lighthouse that sits in front of the existing tech museum.Hopefully they'll also move it with the trains and rockets. As for the NCC, it should remain sticking to what its best at-maintaining and enhancing the capital and its greenspaces, but less urban planning which they seemingly create too much red tape in(Lebreton Flats).

Good to hear that the airport is entering the second phase of expansion.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=4e8927db-f68c-483b-b011-29e0dac884f6
____________________________
Monday, April 17, 2006
Fix, don't ditch, the NCC, mayor hopefuls agree
Chiarelli, Munter, Kilrea applaud minister's call for mandate review
Susan Mohammad, The Ottawa Citizen
Published: Monday, April 17, 2006

They agree the National Capital Commission needs a significant facelift, but none of Ottawa's three major mayoral candidates wants to see the secretive Crown corporation extinct.
Yesterday, Mayor Bob Chiarelli and two of his major competitors, Alex Munter and Terry Kilrea, offered similar views on the future of the NCC.
All three agreed that the minister of Transport, Infrastructure and Communities, Lawrence Cannon, was right to call for a major review of the NCC's mandate in a speech he made last Thursday.
"I'm not willing to sign on to any plan to scrap the NCC until I know for certain that the interests of property taxpayers in the city are protected," said Mr. Munter yesterday. "But I think there is merit in the suggestion it deserves serious consideration."
The NCC, which has an annual operating budget of about $124 million, was created in 1959 to oversee federal lands and buildings in the capital region.
The candidates stressed the importance of federal compensation if the municipalities were to take on the NCC's responsibilities, but don't advocate they be assumed by the municipal governments.
"I absolutely would hope the NCC would exist, because they have certainly been a great help to the city of Ottawa. We have benefitted greatly with beautiful green space," said Mr. Kilrea, adding the city wouldn't be able to afford to do the same.
"I would hate to see any downloading occur because we can't take any more," said Mr. Kilrea
All three also agreed with the sentiment the NCC could take immediate steps to be more open with the public.
Mr. Munter and Mr. Kilrea suggested open meetings, while Mr. Chiarelli said the disclosure of agendas and regular reporting to the public would suffice.
"I think they could make some short-term decisions to improve accountability to the public in Ottawa, but take time to look at a fundamental assessment for the rest of the issues," said Mr. Chiarelli, who urges a review on how the different levels of government and the NCC collectively relate to the business community is needed.
"It's very frustrating to be mayor and to be sitting around the table dealing with the federal government and have Parks Canada and the NCC and Public Works at the same table having different points of view and arguing differently on an issue."
Despite his frustrations, the mayor said the NCC is "absolutely still relevant," because as a young country we are still in the process of building the national capital region.
He joined the other candidates in agreeing the decision to split the position of chief executive officer from chairman at the NCC was a good one, and the view that the NCC should continue its work, including the building of a waterfront park in Gatineau, despite the recent debate over its role.
Mr. Munter said efficiency and issues of "duplication" should be reviewed. He listed talented urban planners working for the NCC doing the same as the urban planners for the city as an example.
No schedule has been set for the review of the NCC. Mr. Chiarelli said he is looking forward to hearing about a more defined process of consultation on the issue.
Mayoral candidate Don Rivington could not be reached for comment.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=17c4e81b-9a01-4785-abad-17df474c9b5b
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Tuesday » April 18 » 2006

It would be a 'disaster' to Ottawa to abolish the NCC, observers say
Agency responsible for much of what makes city beautiful: critics

Mohammed Adam
The Ottawa Citizen

Tuesday, April 18, 2006

The National Capital Commission pours so much into making Ottawa a great city, even some of its critics say it would be disastrous for the capital if the agency is scrapped and not replaced.

They say the NCC's contribution to the well-being of the national capital region is invaluable, and the worst the Conservatives could do is abolish the agency and hand over its responsibilities to municipal governments or other federal institutions.

Major projects like the LeBreton Flats development and the massive waterfront transformation would be set back years, perhaps decades. And the future of a gem like the Greenbelt would be in serious jeopardy in the hands of municipal politicians always looking for a fast dollar. City governments are just too narrow-minded, and other federal departments are so lacking in vision, that their involvement in Ottawa's planning and beautification would damage its profile and threaten its future.

"The bottom line is that if you leave planning of the capital to Public Works, it will be a disaster. And the city governments have not shown yet that they can plan for a big city," said architectural commentator and critic Rhy Phillips, who once likened the NCC to a broken VCR that must be replaced with a DVD player.

Another problem may be money. Some city politicians, wary of previous experiences with downloading of services from senior levels of government, may balk at taking over the work of the NCC. Without iron-clad guarantees of long-term funding, municipal taxpayers may end up paying for the cost of services like maintaining bridges and the parks.

Erwin Dreessen, a former chairman of the Greenspace Alliance of Canada's Capital says there may be things that a particular federal department or municipal government can do. But in the totality of its work, the NCC, for all its failings, remains the better bet if the agency gets out of land speculation and opens up its meetings.

"There are some serious problems with the NCC, but abolishing it is not the answer. The underlying problem is that the city is far too beholden to developers, but historically, the NCC as an institution, is less beholden to developers," Mr. Dreessen said.

A new debate about the future of the NCC erupted after the federal Minister of Transport, Infrastructure and Communities questioned the need for the agency in a speech last week. He wondered if some of the NCC's work couldn't be done by the Ottawa and Gatineau city governments and others by select federal departments.

Created in 1959 to beautify and transform the city into a great capital through urban planning, the NCC's mandate was expanded in 1988 to include the organization of cultural activities, such as those on Canada Day, as a way to enhance the country's social cohesion.

Today, the agency is the largest single landowner in the national capital region, owning 470 square kilometres of land, about 10 per cent of the region's land. This includes 170 kilometres of recreational pathways for cycling, walking and in-line skating, 40 kilometres of scenic parkways, 36,000 hectares in Gatineau Park, 20,000 hectares of the Greenbelt, 2,100 hectares of urban green space and parks such as Confederation Park and Jacques Cartier Park. It also owns 72 heritage buildings on both sides of the river. As well, the NCC is also responsible for the Portage and Champlain bridges and the maintenance at 24 Sussex Drive, Rideau Hall and Stornoway. It has a budget of $124 million a year.

Others, however, say whatever the NCC contributes to the city is part of the federal government's responsibility to the capital and should not be seen as an NCC freebie. They say much of the NCC's job could easily be done by the city and other federal departments.

NCC Watch, a website that says it wants to "consign the National Capital Commission to oblivion" says Gatineau Park and Rideau Canal should be taken over by Parks Canada and planning and development should be transferred to Ottawa and Gatineau. Maintenance of federal government buildings, including the official residences of the prime minister, governor general and leader of the opposition, could be undertaken by the Public Works department. The Greenbelt and properties like LeBreton Flats could be turned over to the municipal government.

According to NCC Watch, "all of these organizations, whether federal departments or municipal governments, would provide better accountability and more transparent operation than the NCC."

Mr. Dreessen acknowledges that things like Canada Day or maintaining federal buildings can be done by other departments. But he says the core of the NCC's work, which involves planning for and creating a more beautiful capital, can only be done by a body with a mandate and outlook like the NCC's. Left to municipal governments -- which in Ottawa and Gatineau have sharp differences on everything from bridges to public transit -- nothing will ever get done, Mr. Dreessen says. He believes that if it was up to the municipalities, the region would never have had the Greenbelt or Gatineau Park, for example.

Ottawa historian John Taylor agrees that with two city governments that have different values, and two provincial governments thrown into the mix for good measure, the federal government will be asking for trouble if it hands over key parts of the NCC's mandate to the cities.

"If you believe the municipal governments can do the work of the NCC, you also have to believe that the two provincial governments can agree on what the national capital region should look like," said Mr. Taylor, a retired Carleton University history professor.

The answer, says Mr. Phillips, is a new, slimmer organization that is shorn of its responsibility for cultural programming and mandated to focus solely on the physical development of the city.

"You have to have a national capital organization because you need to have a body with a national focus," he said.

From: http://www.canada.com:80/components/print.aspx?id=b6e0f669-6ad7-485f-aa2b-d1fcf9279342
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Opponents ride Chiarelli on light-rail
First exchange for mayoral hopefuls

Patrick Dare
The Ottawa Citizen

Thursday, April 20, 2006

Ottawa's three main candidates for mayor got out of the election gates yesterday with a first public exchange at the Rideau Carleton Raceway that asked whether the biggest capital project in the city's history, the north-south commuter rail line, is a boondoggle.

Mayor Bob Chiarelli replied with an emphatic no, saying the new 28-kilometre rail line will serve Riverside South, a community of up to 55,000, and South Nepean, with up to 150,000. His two main challengers, Alex Munter and Terry Kilrea, said there's a growing suspicion among taxpayers that the project isn't good value for the $725 million being spent.

Mr. Kilrea argued the commuter rail line is going the wrong way and should be running east-west, where much of the city's heavy commuter traffic and congestion occurs.

Mr. Chiarelli said east-west rail will come in time, but that the city went with a pitch to the federal and provincial governments for the north-south line because it had a lower, more palatable price tag. He said the federal and provincial governments, which are contributing $200 million each for the north-south line, would never have gone for a $2-billion project, which is about what an east-west service would have cost.

Mr. Munter called for an independent financial look at the costs and benefits of the project and urged that city council not rush into contracts for the rail project before the Nov. 13 election. Mr. Munter reminded Mr. Chiarelli that he considered the bus-only transitway system too costly, at $5 million a kilometre, when he first ran for the regional chair's job in the 1990s, defeating Peter Clark. The north-south rail project has a capital cost of about $25 million a kilometre.

Answering questions later, Mr. Chiarelli said the north-south commuter line will be the first piece of transportation in the city that will serve neighbourhoods as they are growing, rather than after the fact.

Mr. Chiarelli said the city's east-west corridor has already seen a major investment of public money in the bus transitway.

During the moderated discussion, the candidates set themes for the seven-month campaign. Mr. Kilrea said the city's biggest problem is spending on unaffordable projects and programs and wants to see council stick to the basic services -- "police, fire, paramedics. Pick up my garbage, clean my roads."

He said business people and rural residents are upset with an administration that costs too much and demands uniformity on everything from chip stand fees to bylaw enforcement. Mr. Kilrea said the city shows businesses little respect, noting that it suddenly cancelled garbage collection for small businesses without informing them.

Mr. Munter said the election is about whether it's time for a change after a decade of Mr. Chiarelli as the top municipal politician. Mr. Munter said the city has to focus on things like ensuring a supply of affordable housing so it doesn't end up with Toronto's social and economic problems. He said the public's confidence in city hall's financial management is being eroded and he wants to ensure taxpayers get value for their money.

Mr. Munter said he was shocked by yesterday's news about a $1-million property tax increase imposed on the Ottawa Senators, without the team being notified. "The city is not prepared to listen. The city is not open."

Mr. Chiarelli said he is proud to run on a record that includes tax freezes in many years and a city economy that is booming. He said the city government is in solid financial shape, with a triple-A credit rating.

The City of Ottawa has a debt of about $454 million and total investments and reserves of about $860 million.

Mr. Chiarelli acknowledged that the property tax system is unfair to some business owners, but said the city is doing all it can to get the provincial government to change it.

And he noted that the city is finally getting some financial help from senior levels of government, including $80 million a year in GST and gas tax money.

He also noted that he created several business advisory groups, including a task force on cutting red tape.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=8cd88877-97dc-4ce0-a863-102159c5e0e3
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STO seeks $300M for Outaouais transit
Report urges busway, transit link to Ottawa

Dave Rogers, The Ottawa Citizen
Published: Wednesday, April 26, 2006
The Outaouais needs $300 million for public transit over the next 10 years to build a new busway and a transit link between downtown Ottawa and Gatineau, according to a report Gatineau's bus company released yesterday.
Gatineau's Rapibus system would connect to Ottawa's transitway via the Portage Bridge.
The first phase of the $150-million Societe de transport de l'Outaouais system is to be an 18-kilometre dedicated bus route next to a railway line from Lorrain Boulevard, near Gatineau airport, west to Montcalm Street, near Les Terrasses de la Chaudiere federal government complex. The rest of the bus system is to be on existing roads and bus lanes.
STO president Louise Poirier said Gatineau needs the $300 million to provide good service to its 235,000 residents.
The federal and provincial governments could pay up to 75 per cent of the cost of the 35-kilometre busway. Quebec has not announced funding for the Rapibus system, but federal Transport Minister Lawrence Cannon, a former Gatineau councillor and former president of the bus company, said he supports the project.
OC Transpo and the STO are spending $1 million on a study to determine the best transit technology to link the two city cores. The study is to be completed within two years.
"Rapibus will be a road for buses only that will reduce the time it takes to get downtown by four or five minutes," Ms. Poirier said. "Gatineau and Ottawa then will build a loop to link our two downtowns using new transit technology.
"All the workers and public servants will be able to use the new technology loop to travel around instead of riding in taxis," said Ms. Poirier.
She predicted that one new bridge instead of two or three will be needed between Ottawa and Gatineau because of improvements to public transit.
STO manager Georges Gratton said Gatineau's population is not dense enough to justify light-rail so its rapid transit system will be based on buses for now.
Mr. Gratton said the bus company will need 16 new buses each year. The vehicles will be low-sulphur diesel buses at first, then hybrid diesel-electric and eventually hydrogen fueled, Mr. Gratton said.
Gatineau will expand its network of reserved bus lanes to 40 kilometres from 20 kilometres and double the number of park-and-ride parking spaces to 4,000 by 2015.
The 10-year plan produced by the Societe de transport de l'Outaouais anticipates a 50-per-cent increase in bus ridership, an east-west transitway between Masson-Angers and Aylmer, more buses and bus lanes and an increase in the number of bus lanes and park-and-ride lots.
The plan predicts ridership will increase to 21 million trips a year from 16.6 million in 2005. The expanded service is expected to take 8,000 cars off the road and reduce greenhouse gases by 40,000 tonnes during the next 10 years.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=77eb49ae-226f-486b-8159-f4440d801b37
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NCC hears pleas to push Ottawa, Gatineau to mesh transit plans

Alex Hutchinson, The Ottawa Citizen
Published: Thursday, May 04, 2006
The National Capital Commission is failing in its duty to oversee public transit links between Ottawa and Gatineau, transport advocates said last night.
"The City of Gatineau is moving ahead aggressively with the plans for its Rapibus rapid-transit system, and the City of Ottawa is moving forward rapidly with planning for its light-rail system, and yet the link the between the two banks of the river is not being addressed," said David Jeanes, president of the advocacy group Transport 2000. He was speaking at the annual meeting of the NCC's board of directors and community interest groups at Christ Church Cathedral Hall.
In particular, critics asked why the Prince of Wales Bridge, just west of LeBreton Flats, was not part of transit plans. Marcel Beaudry, the chairman of the NCC, said the commission is already examining the issue, in co-operation with both cities.
"There are three studies going on, and they may well find that this bridge is going to be used, (or) it could be other bridges that will be used," he said.
But these studies have already been going on for several years, and their glacial pace could make them obsolete before they are completed. Ottawa's current light-rail plans, for example, could block train access to the Prince of Wales Bridge, said David Gladstone, chairman of the City Centre Coalition.
"The NCC's attitude of benign neglect is really not so benign," he said. "I personally think that what's happening is a failure of government."
Jurisdiction over interprovincial transportation is unclear, and Mr. Beaudry pointed out that the City of Ottawa recently purchased the Prince of Wales Bridge. But under the terms of the National Capital Act, the NCC has the mandate to oversee such infrastructure, Mr. Gladstone said.
A total of 17 interest groups made presentations to the NCC directors last night. The board will meet to consider the submissions and respond in writing to each presenter in the coming weeks.
Mr. Gladstone encouraged the commission to include O-Train rail service across the Prince of Wales Bridge in its planning for Canada Day.
"Wouldn't it be a lovely sight seeing red-and-white railway cars crossing the Ottawa River on the day when the NCR is awash with flags and maple leafs?" he said.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/05/09/1570702-sun.html
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Tue, May 9, 2006
Barrhaven may get rail service

By DEREK PUDDICOMBE, OTTAWA SUN

A chance that the city's light rail transit line will travel into the core of Barrhaven is alive and well.

Bell-South Nepean Coun. Jan Harder said yesterday an announcement will be made soon that the $725-million north-south light rail transit line will wind its way through the south part of the community.

Original plans for the line called for the LRT to stop near Jockvale Rd. and Greenbank just behind a massive commercial complex, but were scrapped after learning it would invite a cost overrun.

However, Harder said that's been worked out.

"It allows it to be done within the current budget envelope," said Harder.


She added the key to the success of the north-south line is the O-Train reaching her community.

"Come out and travel the line where 60,000 live and where 100,000 are going to be living," she said, adding that in 15 years the population of Barrhaven and Riverside South will near 200,000.

Mayor Bob Chiarelli said with the recent announcement of the RCMP moving and consolidating several offices into South Nepean, the north-south line is justified.

"Those who are saying it's a line from nowhere to nowhere are full of hot air," he said.

From: http://www.ottawabusinessjournal.com/287697249128762.php
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Pedestrian bridge treads on developers' priorities
By Jim Donnelly, Ottawa Business Journal Staff
Mon, May 8, 2006 12:00 AM EST

The construction of a pedestrian crossing over the Rideau Canal has left some residential builders feeling walked on by the city, say industry officials.

Taggart Realty's Ted Phillips says the bridge, which cost $3.8 million and is due for completion this July, has been funded heavily by development charges (DCs) gleaned from residential builders.

Trouble is, he says, a bridge connecting the University of Ottawa to the golden triangle does nothing to help infrastructure within suburban developments, which is what developers expect when forced to pay thousands in fees on each unit they build.

"That bridge is primarily funded by development charges," he says. "So you've got us as homebuilders and BOMA paying money towards a facility that's a bridge in the downtown core, that has absolutely nothing to do with suburban growth."

"Where we get frustrated is not paying for the things that we believe are necessary," he continues. "We get frustrated when things get put in that don't seem fair and reasonable."

City officials say the project was funded 50-50 from both the tax base and development charge system, and that no objections were filed during the public consultation process almost three years ago.

They say it will benefit the University of Ottawa and surrounding areas of Sandy Hill and Centretown by creating a pedestrian link between the two, improving transit accessibility, enhancing bicycle path connectivity, and encouraging tourism.

"I understand the controversy carries on, but the public consultation and debate happened two years ago," says Bay Ward councillor Alex Cullen, who sits on the transportation and transit committee, which approved the project.

"The grumbling that's going on is not going to change anything. We do collect development charges downtown. They're not the same as the ones in greenfields because we have established services, so as a result they're less.

"But the developments charges are there to pay for infrastructure. This is a piece of infrastructure."

He says most DCs go towards rehabilitating existing city infrastructure anyway – the city has, since amalgamation, sunk money into renovating the Mackenzie King bridge, Laurier Avenue bridge, and the 'Sapper's bridge' (between the Chateau Laurier and Parliament Hill) – so instances when the city can afford new projects should be celebrated by developers.

"This is one of the few times that we're actually adding infrastructure to the downtown, with a pedestrian bridge that has been on the books for many, many years," he says. "And it's not as if it's going to go to waste. It's going to be used."

City-enforced development charges assessed to each home in the NCR sit at $10,146 for single dwellings inside the greenbelt and $18,081 outside the greenbelt; similarly, for apartments, the costs sits at $6,664 inside the belt and $12,801 in rural areas.

Others developers have complained the bridge's placement, at Somerset Street, is too close to the Laurier Avenue Bridge to be effectively used. Delcan Corp., however, which was contracted for the environmental assessment back in 2001, says its location was determined after an analysis of pedestrian and cyclist movement along the canal.

The bridge, being built by R.W. Tomlinson, even won an award of planning excellence in 2003 from the Canadian Institute of Planners.

But Ottawa-Carleton Homebuilders Association president John Herbert say this means precious little to developers, especially if they're footing a good chunk of the bill for something their customers don't use, says.

"That's always been one of the challenges of DCs," he says. "The projects that they fund and their relevance on the projects that have paid for them. In many cases it's a very questionable linkage."

And though both Mr. Herbert and Mr. Phillips say the city's DC system works well as a whole, its discrepancies like this that fuel most of the bickering between developers and their municipal counterparts.

"There was a lot of sympathy from members of our industry to fund things that are not even eligible from development charges," he says, adding that when the city unveiled its official plan in 2003, developers were solidly behind it.

"The discussion from the builders around the table was it would be something that we'd support, if we could put more things towards libraries and things like that," he says.

"Because that would be supported by the industry and would benefit the city at large.

"But the city gets caught up in things like this bridge, that we don't see any benefits for."

As for the bridge's construction, city project manager Marcel Delph says its well on its way to completion by late July or early August.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/05/10/1572095-sun.html
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Wed, May 10, 2006
LRT plans gain steam

By DEREK PUDDICOMBE, OTTAWA SUN


Council should soon know the details of the bid to build the $725-million north-south light rail transit network.

In a memo to city council yesterday, Rejean Chartrand, the city's director of economic development and strategic projects, said city staff are in the final stage of their technical and financial negotiations with the winning bidder, Seimens-PCL/Dufferin.

The final report should be ready for the mayor and councillors by June 7.

Chartrand's memo also indicated that negotiations with the University of Ottawa to build a station on school property are moving along well.

The city is also planning a new transit route network to make room for the north-south line. The plan calls for fewer -- but more frequent -- express routes to downtown.

Superior transit makes a superior city. (Skyscrapers help too)

From:_______________________________
Rail to roll into centre of Barrhaven
North-south line extension a sure thing, Chiarelli says

Mohammed Adam, The Ottawa Citizen
Published: Wednesday, May 10, 2006
Mayor Bob Chiarelli said yesterday that the city's north-south commuter rail line would be extended to the Barrhaven town centre, finally resolving one of the most contentious issues at the centre of the $725-million project.
In an interview with the Citizen, Mr. Chiarelli said the city believes it can find the money needed to extend the line from its current stop at Woodroffe Avenue to Greenbank Road in the heart of Barrhaven. He said the light-rail package that will go to council in early June for approval will include the extended Barrhaven link.
The city estimated the cost of the extension to be $30 million, but the mayor would only say a solution has been found that will not cost taxpayers any more money.
"We have been analysing the whole construct of the project to see how we can improve the cost factors and we are 90 per cent of the way towards having the funding in place to take it the extra stop that is identified in the environmental assessment," he said.
"We hope to be able to complete that other 10 per cent in the course of the next month."
The original proposal would have taken the north-south line from the Rideau Centre to Woodroffe Avenue, just across the Rideau River -- a few kilometres from what's considered the centre of Barrhaven.
The change of heart comes as a huge relief to Barrhaven residents and other rail supporters who criticized the elimination of the three-kilometre extension as shortsighted.
Councillor Jan Harder, who represents the area, said Barrhaven is growing phenomenally and the link just had to be built.
"This had to happen. The success of the north-south corridor hinges on Barrhaven supporting it," she said.
"This is a visionary and forward-thinking project and we need the extension to make it work."
Transport 2000 president David Jeanes, who has severely criticized the north-south plan, agrees. "If the line is going to cross the Rideau River at all, then it is important that it goes to the centre of Barrhaven," he said.
The Barrhaven extension was cut from the original project to save money. With funding from federal and provincial governments capped at $400 million, and amid fears that the project might exceed the $725 million budgeted for it, the city sought to rein in the costs by eliminating or postponing the building of sections of the original 31-kilometre line. The Greenbank extension was one of the victims, along with the airport connection and several stations. But many people, including Mr. Jeanes and Ms. Harder, all said it didn't make sense to spend millions of dollars to build a link to Barrhaven and then stop the trains essentially on the outskirts of town.
Mr. Jeanes said that by stopping the train before it reaches the more populated areas of Barrhaven, where people are likely to ride it, the city was shooting itself in the foot.
Ms. Harder indicated at one time that, unless the extension was restored, she would have difficulty supporting the project. She said yesterday that one solution the city is considering is to build a single track for the extension to reduce construction costs to between $10 and $15 million. The city is also considering selling the three O-Train cars for between $9 million and $12 million, which, combined with savings from the reduction in the number of stations, will be enough to pay for the Barrhaven extension. Tim Lane, a member of Transport 2000 and longtime rail advocate, says the decision to extend the railroad into Barrhaven is one of the few bright spots in the city's plan.
"They deleted several stations and the airport to save money, but it is wonderful that they are finally going to stop where the train will get all-day riders," he said.
With the entire railroad up to Woodroffe Avenue double-tracked, Mr. Lane says a single track to Greenbank would pose some challenges.
But the roughly three-kilometre route is so short that, coupled with the modest frequency of a train every 10 minutes between Barrhaven and Leitrim Road, a single track would work.
Mr. Chiarelli did not reveal how the Barrhaven extension would be paid for, but he vowed that when the contract with German manufacturer Siemens is unveiled June 7, it will be on budget and remain so through the project.
"The contract will be designed in a way that maintains the project on budget."

What? Navan?
From: http://www.ottawabusinessjournal.com/288737092361190.php
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Hot retailer turns cold shoulder to downtown
By Kristin Harold, Ottawa Business Journal Staff
Mon, May 15, 2006 12:00 AM EST


Alison Steele-Myers, co-owner of Chilly Chiles. (Darren Brown, OBJ)
A local retailer of hot and fiery products is making a bold move by closing its location in the ByWard Market and relocating to the outskirts of the city.

Chilly Chiles will close the doors of its Sussex Boulevard store on May 23 and reopen in Navan in early June, says Alison Steele-Myers, who co-owns the store with her husband Rob.

Billed as "the hottest shop in town," the store specializes in a wide selection of dried chiles, as well as every other type of packaged heat, whether it's hot sauces, salsa, jams or sweets. It also sells paraphernalia for the fiery food lover, from cookbooks and calendars to hot pepper floor rugs and an inflatable chile pepper.

Ms. Steele-Myers says the decision to move the store to Navan was based on a number of factors, including the city's plans to add Sussex to their list of upcoming construction projects.

"The City of Ottawa informed all of the businesses that there will be construction on Sussex, with blasting through limestone and redoing all the sewers for a two-year project and our lease was coming up for renewal," she says. "The city now says it's put the construction off for another year, but we've been through it before five years ago at our previous location (in the ByWard Market Building). It was horrible because we have nothing, but nice shiny glass bottles that get incredibly dirty and dusty."

Ms. Steele-Myers says the move is also based on the fact that their warehouse is located in the Navan area, where they also base their busy online business and have lived for more than 30 years.

"We've operated in two locations for quite some time and we also already sell out of J.T. Bradley's Country Store in Navan," she says. "So, we thought we'd take a jump and said it's time for a change."

The couple, who admit to being passionate "chile heads", started Chilly Chiles 12 years ago as a mail order company that was the first fiery food specialty company to operate in Canada. While Ms. Steele-Myers says they've seen a lot of competition come and go in that time, their company has one of the largest selections in the world, with more than 900 items available.

"Our customer base stretches from St. John's, Newfoundland to Victoria, B.C. and all points in between," she says. "We also ship internationally to such diverse places as Ireland, the United Arab Emirates and Australia, which is about as far away from here as you can get."

Along with being a source for dried chiles and other fiery foods that can be difficult to obtain in Canada, Chilly Chiles also features a few products by local manufacturers of hot sauces.

"We make some of our own products as well – dry mix kit for making chilis, chocolate moule sauce that's a dry mix, we have a new rub out for ribs, a kit for making an enchilada sauce and for making a black bean sauce and we're also in the process of coming up with some new products," says Ms. Steele-Myers.

The move to Navan will also open a number of ways to expand the business, she adds. The new location will permit the addition of cooking classes, which was out of the question at the Sussex store.

"It's fun being in the Market, but I also love being in Navan and it's really growing with Orleans just getting huge and the building on Trim Road is amazing and changing every day."

She adds that she is encouraged by the exposure gained by the city's rural businesses and attractions last year through a new marketing campaign called Ottawa's Countryside. The $150,000 campaign was successful in raising awareness about the large number of award-winning attractions, country fairs, restaurants and stores located in the city's far-reaching rural villages. Organizers are hoping for even more local participation and greater visibility this year.

Ms. Steele-Myers says they are excited about being a part of Navan's growing presence as a destination for shopping and dining.

"There are a lot of interesting things going on in Navan, with a winery, Laura's Corners, a brewery and we're next to J.T.'s. He also sells beer and wine so we're hoping to do some wine tasting along with our cooking classes," she says. "Our dedicated customers have also told us that they're thrilled about these ideas and especially the idea of free parking and handicap access."

The new store is expected to open on June 7 at 1220 Colonial Rd. in Navan.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/05/16/1581727-sun.html
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Tue, May 16, 2006
Success rides the rail
Light rail transit network expected to enhance Barrhaven's booming economy

By DEREK PUDDICOMBE, OTTAWA SUN



End of line for 2 tracks
THE NORTH-SOUTH light rail transit network could be Barrhaven's lifeline to the rest of the city.

With most residents employed outside the community and relying on a sometimes painfully slow commute by car or bus to get them to wherever they're going, the $725-million transit project might be the answer.

Already bursting at the seams with about 60,000 residents, the south Nepean community's population is set to explode over the next decade.

City officials say the community will grow by an additional 40,000 people, which in turn is expected to generate about 13,000 jobs, and the O-Train will run right into the heart of the development.

"This is not hypothetical. This is happening," said Bell-South Nepean Coun. Jan Harder about the development plans that will go before council next month.


The Barrhaven South community design plan will be a mix of high and low-rise residential buildings, commercial development, a major realignment of Greenbank and Jockvale roads, seven elementary schools, two high schools, several community parks and sports fields.

With the population set to grow rapidly and LRT coming, a few Barrhaven business owners are also seeing dollar signs.

Ken Ross, owner of Ross' Independent Grocer, said many businesses have trouble hiring people outside the community, but the LRT should encourage people in search of work to look at Barrhaven.

"This will allow people to come into our community to work and use our services," he said.

REALTORS BUSY

The growth is also good news for real estate agents.

Irwin and Mindi Hartman have been selling homes in the area for 18 years and the past five months is the busiest they've been. They are so busy, they haven't had a day off in about four months and have had to hire an agent to keep up with demand.

Until about six years ago, Barrhaven was Ottawa's sleepy bedroom community and had little to offer its residents. With only a couple of grocery stores, some gift shops and a few fast-food outlets, South Nepean now has about half-a-dozen grocery stores, a theatre, big box stores and fine dining spots.

The location is also preferable, says Hartman, who recalls clients commenting on how far Barrhaven was from the rest of the city.

"It's not considered far anymore. There is a lot more attention being paid to Barrhaven," said Hartman.

The type of diverse housing, neighbourhoods and services now at residents' fingertips are beginning to turn homebuyers to South Nepean. "All these factors are making it attractive," he said.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=1c3501e4-2029-4915-aeb1-92bce1533151
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Chiarelli unveils cost-saving rail plan
Single track in suburban Barrhaven will keep commuter train on budget, allow town centre service

Patrick Dare, The Ottawa Citizen
Published: Tuesday, May 16, 2006

http://a123.g.akamai.net/f/123/12465/1d/media.canada.com/idl/otct/20060516/168902-57831.jpg
Ottawa's north-south commuter train can be extended to the Barrhaven Town Centre and it won't cost taxpayers one extra cent, Mayor Bob Chiarelli vowed yesterday as he unveiled details of his plan to do so.

Mr. Chiarelli and his railway ally, Bell-South Nepean Councillor Jan Harder, said yesterday the 2.2-kilometre extension can be built within the train's $725-million budget all the way to the Barrhaven hub, near the intersection of Greenbank and Jockvale roads, if the rail line is changed to a single track from a double one in suburban areas.

The city could add a second track to increase service in the future, when there's money available and enough riders to justify it. The north-south rail project, to be running by 2009, is expected to come before Ottawa city councillors on June 7.

Going down to a single track on part of the line would mean trains would stop less frequently at the southern end than they would downtown. North from the Leitrim stop, through the Greenbelt and into the central part of the city, trains would stop every five minutes, but for stops farther south, at Spratt West, River Road, Woodroffe and Barrhaven town centre, the trains would only stop once every 10 minutes. There would be a siding in the southern leg so that trains could pass one another.

With the reduced cost of single tracking in the suburban area, the city could also add a station at the University of Ottawa.

The link at the northeastern end of the line would extend the project from a stop on the Mackenzie King Bridge, 300 metres east along Stewart Street. That extension is one of the promises the city made to business people who were upset with excessive transit traffic caused by the transitway system.

While many have questioned the cost effectiveness of the proposed north-south service, Ms. Harder said this is finally a project that won't come only after it's needed.

Getting the train to Barrhaven Town Centre has been a priority for Ms. Harder because the project's former southern end point only brought it to Woodroffe Avenue and she said ridership would be low. By going another 2.2 kilometres to the town centre, the train will serve businesses and the area south of Jockvale Road, which could ultimately be a neighbourhood of 30,000 people.

Barrhaven business leaders said the extra station in Nepean, if approved by council next month, will help businesses get employees and customers.

"Our commercial core is here, where we're standing," said Andrea Steenbakkers, executive director of the Barrhaven Business Improvement Area, standing on a windswept piece of land at Greenbank and Jockvale roads near a cluster of mall stores. "There's nothing down there at the bridge, and there won't be."

"This is essential for us," she said, adding that the alternative is making Ottawa "one big highway."

"This is great news. It's exciting," said Ken Ross, chairman of the Barrhaven business improvement area. "Maybe people won't have to have 2.5 cars per family now. Maybe people won't feel that they're tied down to their gas guzzlers."


"This is smart growth," said chiropractor Mike Carreira, who said public transit is essential for a community growing as quickly as Barrhaven.

Transport 2000 president David Jeanes said he wasn't surprised by the changes. He said he has been urging reducing the service to a single track in the suburban areas since 2003. Mr. Jeanes said it didn't make sense to bring the train across the Rideau River if it only reached a park and ride lot on Woodroffe Avenue.

He also noted that by going farther into Barrhaven, riders will be able to transfer to and from OC Transpo buses.

From: http://www.canada.com:80/ottawacitizen/news/story.html?id=9e185b49-26e4-49a5-ad8b-aa9a6f05d7ea&p=1
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Tories could get on board rail loop plan, Cannon says
Linking downtown Ottawa, Gatineau can 'transform' capital

Mohammed Adam, The Ottawa Citizen
Published: Saturday, May 27, 2006
Transport Minister Lawrence Cannon says the federal government would likely support a rail loop around downtown Ottawa and Gatineau that urban experts say would dramatically transform the nation's capital.
In an interview with the Citizen, Mr. Cannon said the federal government would consider funding the project once it is finalized and provincial governments sign on.
He sees the loop as a way to improve the capital for residents and visitors.
"This initiative was bought into by the City of Ottawa, by the City of Gatineau and by every authority as worthwhile ... There might be a (federal) role in fostering and supporting that initiative if it came forward for some sort of support," Mr. Cannon said. "But the initiative has not flowed up here. I haven't had the opportunity of having a project on my desk that the provincial governments have said to us, 'We would wish you to fund it.'"
The support of Mr. Cannon, Prime Minister Stephen Harper's senior Quebec minister and the MP for Pontiac, opens the door to a project that a study five years ago estimated would cost between $110 million and $200 million; it never got off the ground due to lack of interest and funds.
Mr. Cannon said before the federal government considers any kind of support, the cities must first define the scope and justification for the project, determine how much it would cost, and ensure provincial government "buy-in."
A two-year, $1-million study on public transit integration in the capital, a key part of which is the loop, is about to begin.
Ned Lathrop, deputy manager of the City of Ottawa, says the loop is "hugely important" for Ottawa because it could help transform the downtown. In particular, he said, the loop could be the answer to complaints by downtown residents and businesses about diesel buses that pollute the air and congest major roads, including Wellington and Rideau streets.
And with the potential to link up with the city's new north-south light-rail line, and eventually the planned east-west link, the possibilities for Ottawa and Gatineau are endless.
"We are trying to move toward European standards of public transit and the loop is critical," said Mr. Lathrop. "It could clean up and rejuvenate Wellington, Rideau and King Edward Avenue. This is about improving the metropolitan health of the national capital region."
Barry Wellar, an urban planner and former University of Ottawa professor, says the loop could have a dramatic impact on the two cities.
"If this goes ahead, it would save a pile of money in infrastructure and rejuvenate both downtowns, not just Ottawa. This is, conceivably, a major step that will create a whole new mindset on how we develop downtown," said Mr. Wellar, a longtime critic of federal planning in the capital.
The interprovincial loop was first proposed in a 2001 study that also recommended a Rapibus system for Gatineau.
Running along Wellington Street and Sussex Drive, it would cross the Alexandra Bridge to the Museum of Civilization, circling back to Ottawa along the Chaudiere Bridge. A streetcar shuttle along the route would ferry thousands of public servants across the river, reducing the peak-hour gridlock and pollution on Wellington and other streets.
The loop also promised to be a boon to tourists, who would travel in style along the ceremonial route, taking in the sights and sounds of landmarks such as Parliament Hill and the Museum of Civilization.
But disagreement over the appropriate rail technology and lack of interest by all governments put the project on hold.
Mr. Lathrop says the 2001 report was largely conceptual and was never formally approved by any level of government. He said an environmental assessment to be launched soon will provide the technical blueprint for the project. The study will examine the route for the loop, how it would work, what bridges would be used, the appropriate technology and how much it would cost.
It will also look at the possibility of links to the Prince of Wales rail bridge, the major rail and bus hub at LeBreton Flats, and the proposed east-west route.
Mr. Lathrop said while the "most logical technology" is light rail, the study will examine other options, including buses. A request for proposals for the environmental assessment will soon go out and public consultations on both sides of the river will be held.
Jacques Burelle, president of Ottawa Tourism, said a loop would be an asset to the capital.
"It would be an additional tool that we could use to promote the city," he said.

From: http://www.canada.com/ottawacitizen/news/city/story.html?id=5e8d2449-7152-421c-bef7-28083702906b&p=2
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Ottawa's rail renaissance generates electric debate

Mohammed Adam, The Ottawa Citizen
Published: Saturday, May 27, 2006
The vision is grand: a commuter-rail renaissance costing $725 million, the largest and most ambitious municipal project in Ottawa's history.
The city's plan to build a north-south light-rail line by 2009 will reshape Ottawa and, according to Mayor Bob Chiarelli, turn it into the "world-class city" that it aspires to be. And it won't stop there: a second phase will further expand the system -- to 100 kilometres by 2021 -- with a $1.5-billion east-west line.
But is it the right plan, at the right cost? Or is Ottawa on the wrong track?
The city says Ottawa will see a 50-per-cent growth in population and jobs over the next 20 years and, without effective public transit, will choke on its own traffic.
As well, it wants to use light-rail to shape growth in the expanding communities south of the city. Within 15 years, it wants to increase the number of peak-hour commuters who take transit to 30 per cent, from 17 per cent today. It is a tall order, but officials say that with light-rail -- faster, cleaner and more comfortable than buses -- they can get people out of cars and into public transit.
But skeptics, including some community and business groups, say the 29.5-kilometre north-south rail project is flawed, mainly because it leads into undeveloped fields in the south rather than helping with east-west traffic congestion.
Mayoral candidate Terry Kilrea wants to stop the project until after the November election. Rival Alex Munter is demanding an independent audit to assure citizens that the project is sound, and rail expert Tim Lane adds bleakly: "If it gets built the way it is, it will fail."
Hume Rogers, co-ordinator of the Albert-Slater business coalition, says so much doubt has been raised about the light-rail project that it should be suspended for a full public debate during the municipal election.
The key problems identified by critics include:
- Inflated population projections.
The city says Ottawa's population of about 850,000 will hit 1.2 million by 2021, which would require major transit investments. But experts say the population figures are inflated, calling into question the assumptions underlying ridership projections and, consequently, the project's success.
The city is spending $725 million on running commuter rail into the fields of Riverside South -- a suburb that is not yet built, says Transport 2000 president David Jeanes -- when the city's transportation problems are elsewhere, critics say.
They say the city's key transportation problems include: east-west traffic gridlock on the Queensway; the rush-hour transit bottleneck on Albert and Slater streets; traffic on King Edward Avenue, Wellington and Rideau streets caused in part by Gatineau city buses, and congestion on King Edward, Rideau and Nicholas streets caused by transport trucks coming from and going to Quebec.
- Excessive cost.
Some say politicians sold light-rail as an inexpensive and efficient alternative to the buses-only transitway, before opting for a more expensive double-track electric system at about $25 million a kilometre for the north-south link. A diesel system similar to the current O-Train pilot project could be done for about $4 million per kilometre. The critics say diesel technology is clean, and getting cleaner as the technology improves.
As well, they argue, millions of dollars are being spent on the extension of the train to Barrhaven, when a cheaper, faster and more practical alternative -- the existing VIA track -- has been rejected. Others say the real cost of the project will be closer to $1 billion, scuttling the ability to pay for an east-west expansion.
- Impact on residents.
Some people living near the proposed tracks say they do not welcome the arrival of rail through their neighbourhoods. Sahra Mah, who lives with her husband in Barr-haven's new Chapman Mills community, says she is appalled by the prospect of a six-lane road slashing through her community, with a train on one side and cars on another.
"It is just too close to us and I don't like it at all. If we knew the train was coming, we wouldn't have bought here," Ms. Mah said.
- Limited vision.
Former University of Ottawa professor Barry Wellar says the basic problem with the north-south plan is the lack of an overarching vision for the city. Nowhere is this more evident than the lack of integrated planning between Ottawa and Gatineau.
About 70 per cent of the morning cross-river traffic is made up of Gatineau residents coming to Ottawa. Overall, about 20,000 public servants work in central Ottawa and Gatineau, with a very large federal complex just across the Portage Bridge. But while Ottawa is focusing on a light-rail system to help ease downtown congestion, Gatineau is planning a $150-million bus system that will put 90 more buses an hour into downtown Ottawa. Lack of co-ordination means there is no attempt to extend the O-Train across the Prince of Wales railway bridge to Gatineau as a way of reducing the cross-border traffic.
"This light-rail project should be connecting the Ottawa downtown with the Hull-Gatineau downtown. That is what we should have done within the context of the national capital region, and that is what the federal government and the NCC should be pushing for," said Mr. Wellar.
"But no one has the big picture. No one has a global picture of the national capital region when it comes to land use and transportation planning. The federal government should be doing more, but it is not."
A study currently looking at a transit loop connecting Ottawa and Gatineau could lead to a change in plans that would answer Mr. Wellar's concerns.

From: http://www.canada.com/ottawacitizen/news/city/story.html?id=b861869b-0f0a-43e3-ad7a-f7cac40a35ec
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What Ottawa will get for $725 million
Beginning in 2009, single-car electric trains will carry passengers from Barrhaven to the Rideau Centre in 44 minutes, a route served by 19 stations.

Mohammed Adam
The Ottawa Citizen

Saturday, May 27, 2006

Nearly half a century after Bruce Dudley watched Ottawa banish his beloved streetcars to the scrapyard, the city has come full circle with its plan to build a 29.5-kilometre commuter-rail line from the University of Ottawa to Barrhaven.

Mr. Dudley, a 75-year-old former streetcar driver, is looking forward to the day in December 2009 when Ottawa wakes up to a new era in public transit.

"The street railway should never have been removed," Mr. Dudley said. "We had something really good going and it would be a great feeling to see trains in the city again."

So what exactly will Ottawa residents be getting for the $725-million investment in light rail?

The service will begin with a fleet of 21 cars built by German manufacturer Siemens, 17 of which will be used every day from Greenbank Road to the University of Ottawa. The remaining four cars will serve as backup.

The Siemens car, which is 30 metres long, carries a maximum of 212 passengers, with 72 seated and 140 standing. Siemens will train 58 people to drive the trains, and the company will be responsible for maintenance and operation for about 20 years.

The city chose an electric system over the diesel technology used by the experimental O-Train; from downtown to Leitrim Road, the trains will run on two parallel electric-powered lines. On the 13-kilometre suburban section from Leitrim to Greenbank Road, the trains will run on a single track, with sidings or passing tracks along the route.

Made up of only one car, the trains will run every 10 minutes between Barrhaven and Leitrim Road during rush hours, while the downtown service between Leitrim Road and the university will run every five minutes. Off peak, the downtown train will run every seven to eight minutes, while suburban service will be every 15 minutes.

The commuter trains have a maximum speed of 85 km/h, but the average speed in the downtown core will be around 25 km/h because of the short distances between stations. Outside downtown, the average speed will be about 45 km/h. It will take commuters about 44 minutes to get from Barrhaven to the Rideau Centre, 31 minutes from Leitrim to downtown, and 25 minutes from the major transit hub at Greenboro to downtown. (By comparison, the express bus from Fallowfield Road in Barrhaven takes 30 minutes to get downtown and 17 minutes on the transitway from Greenboro to the Rideau Centre.)

Nineteen stations, including key stops at the University of Ottawa, Rideau Centre, Bank Street, LeBreton, Carling Avenue, Confederation Heights and Carleton University, will dot the route. The LeBreton station, at Booth Street below street level, will be the largest, and riders will use elevators or stairs down to the station to board the train.

Station platforms will be 60 metres long in anticipation of two-car trains that will run in the future. Four park-and-ride lots, with room for about 6,000 cars, will be built along the rail line.

It is anticipated that fares will generate $12.9 million annually, or about 55 per cent of the operating cost (the same percentage as bus fares represent). The remaining costs will be covered by tax dollars and other sources of revenue, including transit ads.

When the service begins in 2009, the city projects 40,000 daily riders between Greenbank Road and the University of Ottawa, about 16 per cent of whom will be new riders. The number should rise to about 54,000 in 2016 and 62,000 in 2021.

With the possibility of higher parking fees, higher gas prices and an overall 50-per-cent increase in the operation of cars, ridership could be as high as 80,000 a day.

City officials say ridership projections for the north-south line are as good as other commuter rail systems in Canada, but a city study shows that it will take Ottawa about 10 years to hit the current volumes in major Canadian cities. Calgary's 14-kilometre Whitehorn line carries more than 60,000 riders a day, while Toronto's 13-kilometre King Street streetcar hauls about 51,000 riders a day. The 25-kilometre Queen Street streetcar has a daily ridership of about 45,000.

The closest to Ottawa is Edmonton's 12-kilometre LRT, which carries 38,000 riders a day.

Planning for the north-south rail assumes that most of the riders, the majority of whom will be headed downtown, will come from the developing community of Riverside South. Riverside South will generate 32 per cent of the ridership. Carleton University will likely be next with 24 per cent of riders, and the employment centres between Confederation Heights and Bayview should collectively add another 25 per cent.

The construction work will be a large undertaking, requiring careful planning and execution. The major works include about 15 bridges, the largest of which is a crossing over the Rideau River just east of the Carleton Lodge seniors home on Prince of Wales Drive. The Dow's Lake tunnel will be widened and an existing rock cut will be widened. Two pedestrian tunnels at Carleton University will be constructed and major utilities will be dug up and relocated.

Seven hydro substations will be built along the line to feed electric power, through overhead wires, from Hydro Ottawa to the trains. Emergency generators would provide electricity for short-term power outages.

One major problem the city will have to deal with is contaminated waste along the corridor. A park and ride slated for Leitrim Road is on the north side of the former Gloucester landfill, which was a municipal garbage dump and was used for several years by the federal government to store hazardous waste, such as arsenic, DDT and pentachlorophenols.

Despite remedial action in the 1990s, the site may still have petroleum hydrocarbons, heavy metals, spent acids and caustics and volatile organic compounds. A former gas station north of the Queensway and on the west side of the rail tracks, near Gladstone Avenue, has also been identified as a possibly contaminated site.

Construction of the double-track electric rail line will be broken into three parts, beginning in October with the downtown section. Between the University of Ottawa and Bayview station, twin rail lines will be embedded in the pavement to prevent the rails from sticking out in the street. The pavement, the gravel road bed and the underground utilities will be dug up and rebuilt.

The new twin tracks will be laid from Bayview along the aqueduct at LeBreton Flats, across Booth and up the escarpment. The tracks will then split, with the eastbound line going on Slater and westbound on Albert. They will merge onto Mackenzie King to the final stop at the University of Ottawa at Stewart Street. The railroad is being extended 500 metres from the Rideau Centre to Stewart to fulfil an agreement with the Albert-Slater Coalition.

The second part of the line will follow the current O-Train line from Bayview, across the Queensway and through a widened Dow's Lake tunnel to Greenboro. From there, it will go through the Greenbelt to the end of the CP Rail tracks just after Lester Road, near the airport.

The existing tracks, part of which are now used by the O-Train, will all be removed and replaced with new ones. On a part of this section, between Greenboro and Leitrim Road, three tracks will be built. The extra one will accommodate a train that often runs from the Walkley Yards to the National Research Council testing centre at the airport.

The last phase will be construction of a single track from Leitrim to Greenbank Road. The original plan called for twin tracks all the way to Woodroffe Road, which was to have been the last stop.

But under pressure from area councillor Jan Harder and other rail advocates to extend the line to Barrhaven Town Centre at Greenbank, the double tracking was ditched. Single tracking would save enough money to extend the line and keep the project within its $725-million budget.

The route will go through the fields of Riverside South, over the Rideau River on a new six-lane Strandherd Bridge, and across Prince of Wales Drive to link up with the new six-lane Strandherd Road in Chapman Mills. Two of the six lanes will be reserved for the trains that will continue to Woodroffe Avenue and the end of the line at Greenbank and Jockvale roads.

Although some residents in Chapman Mills worry about trains passing through their community, business leaders say the extension will be a boon to a growing Barrhaven.

"This is great news. It is exciting," said businessman Ken Baker. "Maybe people won't have to have 2.5 cars per family now."

- - -

By the Numbers

Cost of north-south rail line: $725 million

Governments covering the cost: federal, provincial, municipal

Length: 29.5 kilometres

Dates of construction: 2006 to 2009

City's projected population growth in 20 years: 50 per cent

Current users of transit by peak-hour commuters: 17 per cent

City's goal by 2021: 30 per cent

Amount of cross-river traffic made up of Gatineau residents working in Ottawa, rush hour: 70 per cent

Cost of Gatineau's new bus system: $150 million

German company expected to build Ottawa's new rail cars: Siemens

Number of cars: 21

Maximum capacity: 212 people

Number of drivers to be trained: 58

Time between rush-hour trains, downtown: 5 minutes

Time between rush-hour trains, outside core: 10 minutes

Average speed: 45 km/h

Estimated trip time from Greenboro to downtown: 25 minutes

Estimated trip time from Greenboro to the Rideau Centre, on transitway express bus: 17 minutes

Number of train stations: 19

Number of bridges to be built: 15

Number of hydro sub-stations to be built: 7

From: http://www.canada.com/ottawacitizen/news/story.html?id=48a5ae5e-b02d-4b2c-8dba-d61053af211b&k=97532
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Rail advocates made a difference
In the four decades that Ottawa was without train transit, a handful of determined residents battled tirelessly to get the city on the rails again

Mohammed Adam
The Ottawa Citizen

Sunday, May 28, 2006


CREDIT: Chris Mikula, The Ottawa Citizen
THEN AND NOW Tim Lane, who photographed unused rail corridors from the air to convince councillors to adopt light rail, rode the streetcars as a boy, left. 'Even as a child, I liked the efficiency of rail,' he recalls, and he hated the noisy diesel buses that replaced them.
It was the mid-1990s, and things were looking bleak for Ottawa's public transit system. For a decade, OC Transpo had been losing a million passengers a year and the provincial government was threatening to cut subsidies that made Transitway construction possible.

Tim Lane and other rail advocates argued that a new approach was needed: light rail, they said, was the answer. But the regional government of the time did not agree, insisting buses were cheaper than rail.

So, with his friends working on several other fronts, Mr. Lane hatched a plan.

He rented an airplane and, with the help of a photographer, took pictures of kilometres of abandoned rail corridors criss-crossing Ottawa. He went up again and again at his own cost, hoping to create a dossier that would sway councillors.

"You think I am crazy for doing this," Mr. Lane, 55, said as he recounted his story. "Some people spend their money in tanning salons. I spend mine on promoting light rail. I think it is a good cause."

It worked.

After seeing a slide show of the aerial pictures as part of a Transport 2000 presentation in May 1997, councillors agreed to study the use of the rail lines. A few months later, council agreed to conduct a pilot-project study that ultimately led to the O-Train and, now, to the north-south expansion.

Mr. Lane is one of many ordinary residents who fought decades-long battles to keep the dream of commuter rail alive -- despite the resistance of city politicians and bureaucrats. While Mayor Bob Chiarelli has become the public face of the new, $725-million project, much of the credit may actually belong to people such as Darrell Richards, Greg Ross, Barbara Ramsey and Mr. Lane.

Mr. Ross fought in vain in the 1970s and '80s to return the city to its rail heritage, decades after the last streetcars were pulled from service. Later, in the 1990s, Mr. Richards, often with Ms. Ramsey by his side, was the gadfly who prodded the regional government to change its thinking on commuter rail. And, at critical stages in the battle, Mr. Lane and others dipped into their own pockets to produce key evidence that turned skeptical politicians into supporters.

Political scientist Caroline Andrew, director of the University of Ottawa's Centre on Governance, said that "if we are going to salute anyone" for what might be one of the most significant changes in the city, it has to be individuals who, against overwhelming odds, won over the community to light rail.

"It is the pioneers, the people who took an idea that was not thought possible, stayed with it, pushed it until enough support was built for it, who deserve credit," she said.

l

Ottawa's love affair with rail goes back to the 1870s, when the Ottawa City Passenger Railway Company pioneered horse-drawn streetcars that ran about six kilometres from New Edinburgh to the Chaudiere Falls. In 1891, the first year of electric streetcars, the Ottawa Electric Railway carried 1.5 million riders.

But it was the more modern streetcars

of the 1950s that captured the imagination of people like Mr. Lane. His grandfather drove streetcars and, as a seven-year-old boy, he rode streetcars to school in Westboro.

Beyond his childhood nostalgia for rail, the 55-year-old Mr. Lane sees light rail as the future of modern cities aiming to make a mark in the world.

"Buses have a certain stigma that trains don't have, and with light rail you attract people who will never ride the bus," Mr. Lane said. "Modern cities have a mix ... to some extent, Ottawa is a laughing stock for doing it all with buses."

Mr. Ross agrees. "Rail has a bit of class and it gives cities that have it some cachet. It helps cities present themselves as modern and progressive."

Ottawa's decision in 1959 to abandon streetcars after seven decades of service was a major turning point in the city's transportation history. The National Capital Commission, under the guidance of French planner Jacques Greber, was in the midst of building Ottawa into a modern capital, and rail had no place in his world view.

Beginning in 1960, the city's rail tracks were torn up and, in their place, major roads such as Carling Avenue, Colonel By Drive and the Queensway emerged. Progress was measured in the expanse of freeway lanes; in 1965, the Citizen captured the mood, writing about "superhighways (that) will streak through commercial areas to quiet dormitory towns."

City planners considered downtown rail tracks an eyesore. Former streetcar driver Bruce Dudley, 75, remembers Mayor Charlotte Whitton's disgust at the electric wires and cables that webbed the Ottawa skyline.

"We had a system that was clean, quiet and very efficient," Mr. Dudley said. "But they junked the trains."

For the young Mr. Lane, it was a shock when the city abandoned the streetcar in favour of buses. "I loved streetcars and even as a child, I liked the efficiency of rail. I couldn't understand why they stopped the service," he said.

"I hated the diesel buses because they were noisy and smelly and I had to cross a dangerous intersection at Richmond and Churchill to take my bus."

Mr. Chiarelli agrees that it was a mistake to abandon streetcars and tear up the tracks that ringed Ottawa. That mistake would not be corrected for nearly 40 years.

The first opportunity to fix the problem came in the 1970s. Mr. Ross remembers heated debates over whether to restore rail or expand the bus service. Regional government politicians and bureaucrats fiercely opposed rail, and Mr. Ross and a small band of volunteers were no match for them.

The region chose to expand the bus service, beginning with the construction of the Transitway in 1983. Mr. Ross tried, but failed, to get elected as a councillor, on promises that he would fight for light rail.

"It was a kind of losing battle. I lost interest and moved on," he said.

Mr. Richards, Mr. Lane and several others stepped in as the debate was rekindled in the early 1990s.

But regional chair Peter Clark said the estimated $5- billion cost of light rail from Orleans to Kanata was unaffordable. Besides, he said, the region didn't have the volume of riders to make it work. Ottawa Mayor Jacquelin Holzman said she didn't buy arguments that commuter rail would revitalize downtown, and doubted whether "we'll see rail in our lifetime."

Ian Stacey, the OC Transpo general manager at the time, was blunter: "The bus system has the lowest cost with the highest service. It is the best thing we've done. Why should we abandon it?"

The rail advocates refused to give up. Mr. Lane took to the air to take his pictures, and council finally agreed to study the options.

Enter Bob Chiarelli. Despite the historic vote, regional bureaucrats wanted to delay the study for up to 10 years. But 1997 was election year and Mr. Chiarelli seized the issue and made it a key plank of his campaign for regional chair, promising to accelerate the study. In a major surprise, he beat Mr. Clark and became a champion of light rail.

Mr. Lane acknowledges that without the weight of the regional chair behind it, the project might have been lost in a maze of bureaucratic red tape.

Ironically, most of the activists who spent the better part of their lives fighting for light rail don't like the plan they ended up with.

Primarily, they say, the city failed to take advantage of the "economies of scale" that light rail provides, turning commuter rail into an expensive project. The choice of diesel technology instead of an electric system could have saved about half the $725-million price tag, while still creating a fast and efficient service, they say.

In an era of tight budgets, Mr. Lane, a self-confessed "skinflint," believes light rail to be the cheaper public transit option. He says the city doesn't have to spend so much.

"For $325 million, the city's share of the north-south project, we could have 80 kilometres of diesel light rail on existing rail corridors in the city. It irks me that we are not using them," he said.

"We had rail before and we let it go. We should be using what we have."

Instead, the city is opting for a more expensive system that runs on urban roads and other corridors that require large investments in bridges and tracks.

Mr. Lane said he fears that the city's approach will make light rail so expensive that it would be difficult to win public support for the east-west line.

"If the idea is to get more people out of cars and into transit, you can do it cheaper and faster than the city is doing," he said.

But Mr. Ross is more sanguine about it, preferring the half a loaf he to than nothing at all.

"I am not necessarily happy with every aspect of the project, but at least we are getting light rail," he said.

"I am glad that we have something at last."

HOW RAIL TRANSIT CAME AND WENT - AND CAME BACK

1866

Incorporation of the Ottawa City Passenger Railway Company, which pioneered rail transit with horse-drawn street cars.

1870

First rail transit line from New Edinburgh to the Chaudiere Falls.

June 1891

First electric streetcar service by the Ottawa Electric Railway Company (OER). In its first year, it carried 1.5 million riders.

1893

Ottawa Car Company established to build streetcars.

1924

Diesel transit buses introduced for the first time by the Ottawa Electric Railway.

February 1948

City of Ottawa buys out the OER in a dispute over fares, setting the stage for the creation of the first public transit commission -- the Ottawa Transportation Commission -- which was established in August 1948.

April 1959

Last day of regular streetcar service in Ottawa. Removal of tracks begins in 1960.

August 1972

Ottawa-Carleton Transit Commission established. Introduction of the term OC Transpo.

December 1983

The opening of the first section of transitway between Baseline and Carling avenues in the west and across the Rideau River in the east.

May 1997

Regional government approves study of rail corridors that lead to the O-Train pilot project.

October 2001

O-Train takes its first run from Bayview to Greenboro.

February 2003

City council approves rapid transit network; the top priority is the north-south line.

April 2006

A consortium led by German manufacturer Siemens is chosen to build the 29.5-kilometre north-south line.

Fall 2006

Expected beginning of construction of north-south line.

December 2009

Fifty years after trains disappeared from city streets, the north-south commuter line is scheduled to open.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=c948ec54-ce0f-4b2a-922d-e2ac1173cc34
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The light rail effect
Several cities have enjoyed increased development due to light rail -- but only if the projects are planned right

Andrew Mayeda
The Ottawa Citizen

Monday, May 29, 2006

How much of an economic benefit has light rail been to other North American cities? Some have seen a substantial boost in development. Others haven't been so lucky.

City of Ottawa staff point to Portland as a model for "transit-oriented development," a term used to describe high-density urban communities built around public transit with a diverse mix of shops, office buildings and residential developments.

Since 1982, the Tri-County Metropolitan Transportation District of Oregon, the area's transit authority, has built a network of three light-rail lines connecting Portland with the surrounding cities of Gresham, Beaverton and Hillsboro.

After the first line opened in 1986, Tri-Met ridership grew 40-per-cent faster than the population in the region.

With more riders came more development. Tri-Met estimates that developers have invested $3.8 billion U.S. along the light-rail corridor since the agency decided to build the system in 1978, though critics point out that some of the projects have required public money and produced mixed results.

"When people talk about transportation, they always talk about getting from point A to point B," said Tri-Met spokeswoman Mary Fetsche. "But it's also about influencing development."

Several other U.S. cities have enjoyed the benefits of the light rail effect.

In St. Louis, transit officials estimate that the city's MetroLink system triggered roughly $1 billion U.S. in development in the first decade after the line, which crosses the Missouri River into Illinois, opened in 1993.

Meanwhile, a light-rail system operated by Dallas Area Rapid Transit has attracted $3.3 billion U.S. in development to areas around the stations since 1999, according to researchers at the University of North Texas. They also found that the value of residential properties and office buildings near light-rail stations grew significantly faster than properties elsewhere.

A number of studies have documented this so-called value "uplift." But cities shouldn't assume that the mere presence of rail transit will automatically increase development, warns Robert Dunphy, senior resident fellow in transportation and infrastructure at the Urban Land Institute, a real-estate think-tank based in Washington, D.C.

"It doesn't happen just because of the trains," said Mr. Dunphy. Cities that want to capitalize on rapid transit must put the right plans in place, such as zoning changes, to enable high-density development, he said.

The institute, for example, recently studied the impact of rail transit on San Diego County, which has a light-rail system called the Trolley and a heavier commuter-rail system called the Coaster.

In most cases, residential properties close to light-rail stations commanded a significant price premium. But along two of the lines studied, single-family homes actually sold at a discount.

Similarly, most commercial properties near rail stations sold at a premium. But in "less vibrant" districts, proximity to stations hurt property values.

The institute notes that premiums tend to occur in neighbourhoods with healthy real-estate markets and no signs of "stagnation or distress."

"Being near a rail track but not near a station, in fact, usually diminishes a property's value," it adds.

Certainly, not every experiment in rail transit has been successful. In Miami, the Metrorail rapid-transit system has been so poorly planned that critics have nicknamed it "Metrofail." The system doesn't serve the tony entertainment district of South Beach, and transit officials only recently announced plans to expand the line into the fast-growing suburbs southwest of Miami. As a result, ridership has only reached a fraction of what planners predicted when the system was launched roughly two decades ago.

"Probably the biggest failure is Miami," said Mr. Dunphy. "They put it in the wrong place for political reasons and, not surprisingly, nobody rode it and it didn't promote any development."

Rail transit has also fallen short in terms of ridership and development in Buffalo and Baltimore, he said.

North of the border, there are also signs that light rail might not be a slam dunk. Calgary's light-rail system, called the C-Train, is celebrating its 25th year in operation.

The city has seen a pickup in big development projects along the transit line in the last five years, said Dave Colquhoun, manager of transit planning for Calgary Transit. But he said it has taken longer than expected to get developers and residents on board.

"In general, our experience with transit-oriented development is that it has been much slower to materialize than what we had thought."

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=d03586bf-8d61-4128-ad2e-68712fbf18ed
________________________
Monday » May 29 » 2006

There's a lot riding on light rail's success
City argues new transit project will generate millions of dollars in investment; critic says people are being 'oversold about the benefits of light rail'

Andrew Mayeda
The Ottawa Citizen

Monday, May 29, 2006

To most people in Ottawa, Gladstone Station will be just another stop along the north-south light-rail line. But to Brian Murray, it's a major selling point for the Little Italy office complex being developed by his company.

Since the City of Ottawa began planning the north-south expansion several years ago, Sakto Corporation has been betting that light rail would stop within blocks of Adobe Tower, its new building on Preston Street, just south of the Queensway.

"It's a big carrot for us. We use light rail prominently in our marketing," said Mr. Murray, Sakto's director of leasing and marketing. "Being able to get people to and from the development in this area is huge for us."

Sakto isn't alone in banking on light rail. At various points along the proposed line, which will run from the Rideau Centre to south Barrhaven, property owners are hoping the value of their investments will rise once the trains start running.

In Riverside South, a suburb sprouting out of farm fields south of the Greenbelt, home builders are expecting light rail to form the transportation backbone of the community. The construction industry, for its part, is salivating at the work the project will create.

And at City Hall, where perhaps the biggest bet is being placed, planners are predicting the project will be an economic boon. "We're very confident that (the economic benefits) will all come over time. This is very clear in our minds," said Rejean Chartrand, the city's director of economic development and strategic projects.

The city foresees a three-year construction boom that will inject hundreds of millions of dollars into the national capital's economy. But the good times won't end there, according to the city.

Over the next 15 years, staff expect to see at least $800 million in residential, retail and commercial development along the light-rail corridor that wouldn't have happened without the project. Then there are the intangibles. Building a world-class light-rail system that will reduce congestion will enhance the city's "brand," making it a more desirable place to live, work and play, says Mr. Chartrand.

"If you talk to people in the high-tech community, you'll find that one of the things that attracts talent and capital to the city is quality of life," said Mayor Bob Chiarelli, a leading proponent of the light-rail project. "That includes schools, it includes arts and culture, and it includes transit."

But not everybody shares the city's vision. Skeptics say the project will give the economy a short-term shot in the arm during the construction phase, but little else. They say the project will end up more of a boondoggle than boon.

"It will ultimately generate some development in the long run, yes," said analyst Barry Nabatian, general manager of Market Research Corp. "But I think we are all being oversold about the benefits of light-rail transit."

The city bases its development projection on a report prepared by consulting firm Corporate Research Group. It predicts that light-rail stations will not only attract development from other parts of the city, but also stimulate new investment. This is because high-quality public-transit systems tend to improve a city's competitiveness and standard of living, city staff say.

But Mr. Nabatian doesn't believe light rail will be the attraction that the city expects. In his view, any growth along the transit corridor will simply be a redistribution of development that would have taken place elsewhere in Ottawa.

"It's a zero-sum game," he said. "We have a fixed population forecast, and for that population there is a fixed amount of retail and office space needed. Because of the rail line, we aren't going to get more population and more housing development. It's just going to be a rearrangement of growth."

Mr. Nabatian, whose company competes with Corporate Research Group, warns that he can't do a proper analysis without seeing the actual report. But the city says the report contains confidential data on certain properties and can't be released to the public.

He also questions the city's estimate for the number of jobs that will be created by the project, which it says is based on figures provided by PCL Constructors, the construction firm that is part of the bidding consortium that has been named the city's preferred partner on the project. The city says 8,500 local jobs will be created by the construction of the rail line. But based on the size of the investment, Mr. Nabatian says the city can expect no more than 6,900 jobs.

He isn't the only skeptic.

The city expects the value of property within walking distance of the stations to increase by more than 10 per cent, over and above the general growth rate in the city. Mr. Chartrand said the value "uplift" could approach 20 per cent, though it may not reach the roughly 30-per-cent increase seen in denser urban areas such as Toronto.

"We've had numerous calls from landowners or developers who are keenly interested in developing land the city owns along the corridor," Mr. Chartrand said.

But the head of an association that represents homebuilders such as Minto Developments and Claridge Homes says the city is being too optimistic.

"They seem to believe for some reason that there will be a significant boost, but we certainly don't," said John Herbert, executive director of the Ottawa Carleton Homebuilders Association. "We see those lands increasing at the same rate as other lands in the city. Light rail won't have a really significant impact."

He said acquiring land along the transit corridor is hardly a "hot topic" among Ottawa builders.

Mr. Chartrand says the high-density, pedestrian-friendly environment around the stations will create a steady flow of traffic to local retailers. "People will walk to the station and as they walk to the station, any shop along that distance becomes an attraction," Mr. Chartrand says.

But Mr. Nabatian doubts that stations will become bustling commercial hubs.

"Look at the existing (O-Train) stations. Very little has happened," he said. And he notes that for people living or working along the line between stations, light rail will be more of a nuisance than an attraction.

Without question, light rail has its boosters around town.

When Sakto Corp. heard that Gladstone Station might be dropped from the city's plans, Mr. Murray didn't waste much time getting booking a meeting with the mayor. Representatives from the Preston Street business-improvement area and community groups also met with the mayor to voice their concerns. Much to their relief, they were assured that the city doesn't plan to ditch the station.

Executive director Lori Mellor says the Preston Street BIA is working on plans to turn the area around the station into a farmer's market, much like the Byward Market but with an Italian twist. The neighbourhood is also planning a renewal project that will beautify the street and make it more pedestrian-friendly by widening the sidewalks and planting trees. Ms. Mellor hopes the measures will make Little Italy a more popular shopping destination.

"We're doing our homework to be ready to grab the opportunity at Gladstone Station," she said. "What Little Italy is missing is a heart. We need a place where people can gather and meet."

Condominium developer Doug Casey said light rail, if executed properly, presents an opportunity to realize the city's strategy of encouraging intensification in the downtown core. The president of Charlesfort Developments has a reputation for building stylish urban condos such as the Hudson, a Manhattan-inspired project at Kent and Nepean streets.

"I think the opportunities could be really cool," said Mr. Casey, who has approached the city about developing a project along the transit corridor. "Look at Toronto. Look at New York. You can go downstairs in your building and maybe grab the subway and go to work and avoid winter."

The city's construction industry, for its part, can expect a pickup in contracts. The chief contractors are expected to be PCL Constructors and Dufferin Construction, which, along with Siemens, form the bidding consortium that was recently named the city's preferred partner. But many other companies in town should get a piece of the action, said John DeVries, president of the Ottawa Construction Association.

"You see Dufferin, you see PCL, you see the train manufacturer, Siemens, but below that is a huge pyramid, and across the big base of that pyramid is the Ottawa construction industry," said Mr. DeVries.

Others aren't so bullish.

Although some developers have shown interest in investing along the light-rail corridor, many are waiting to see if the project will deliver the level of ridership that the city is targeting, said Ian Fisher, president of the Building Owners and Managers Association of Ottawa, which represents commercial developers.

"We're very supportive of public transportation, but this one still has a lot of questions," he said, noting that light rail will have to prove that it can transport people more efficiently than cars or buses.

The city's ridership target is certainly aggressive. By 2021, it wants 30 per cent of all "motorized" trips during afternoon rush hour to be taken by public transit, versus 70 per cent by car. Only a handful of North American metropolises, such as New York, Boston, San Francisco and Toronto, have achieved that kind of ridership. Currently, transit accounts for about 17 per cent of rush-hour trips in Ottawa, versus 83 per cent by car.

The ridership target is itself built on aggressive forecasts for population and employment that were formulated before the dot-com bubble burst and sent Ottawa's technology sector into a tailspin.

The city's 2003 official plan predicts that Ottawa's population will grow to about 1.2 million in 2021, based on a study completed by the Centre for Spatial Economics of Toronto in 2001. The projection assumes that tech jobs in Ottawa will grow by an average of 2,300 per year between 2000 and 2031. If the city hopes to match that pace, it has some catching up to do. Technology employment is still below its pre-crash peak.

The centre has since sharply downgraded its population projection. It now forecasts a population of only about one million by 2021.

"The meltdown of the high-tech sector was much bigger than even we thought was going to happen," said Tom McCormack, the centre's executive director.

The city conceded earlier this month that Ottawa's population is not growing as quickly as anticipated. But it has not indicated any immediate plans to revise its ridership projections, which are based on the forecasts in the 2003 official plan.

Even using the aggressive population and employment estimates, the city's goal of 30-per-cent transit use appears to be a long shot. A ridership study conducted for the city by the IBI Group and released last year suggests Ottawa will be hard-pressed to reach that mark.

Under one scenario, for example, the study estimated how much public-transit ridership during morning rush hour would grow by 2021, with or without a light-rail extension to Riverside South. In either case, public-transit use would only grow to 21 per cent, the study found. (The scenario used is slightly different from the city's proposed system, which does not include a link to the airport but does extend into Barrhaven.)

If many developers are indeed taking a wait-and-see approach to light rail, then they will want to see people on the train before they invest. Will there be as many riders as the city hopes?

That could turn out to be the $800-million question.

By the Numbers

With a budget of $725 million, the north-south light-rail transit line is the biggest civil-works project in Ottawa's history. Not surprisingly, it is expected to generate significant economic activity. Here's a breakdown of the potential impact:

- The Conference Board of Canada estimates the project will contribute $690 million to the city's gross domestic product from 2006 to 2010. The agency forecasts that light rail will add 0.2 of a percentage point to Ottawa's GDP this year, and 0.3 of a point in 2007, when construction is expected to be in full swing.

- The construction industry will enjoy much of the boost. The Conference Board sees construction output growing 7.9 per cent next year -- more than twice as fast as the overall economy.

- The city estimates the project will create at least 8,500 jobs over the construction period, which will run from the end of 2006 to 2009. The estimate includes employment directly related to the project, such as construction and engineering work, as well as more "behind-the-scenes" functions such as materials supply and administrative support.

- Over the longer term, the city foresees robust development along the transit corridor. It expects to see at least $800 million in residential, retail and commercial development along the line over the next 15 years that would not have occurred without the project.

Consultants hired by the city assessed the value of properties within a 400-metre radius of 15 stations along the proposed line. They estimated that, under normal market conditions, the value of those properties would grow to $6.5 billion in the next 15 years. With light rail, however, it is expected to hit $7.3 billion. Therefore the increase in development value is roughly $800 million. The increased value of properties along the rail line is primarily attributable to their improved accessibility.

- Under the $800-million scenario, the average value of properties within walking distance of the station, including homes and office buildings, will increase by slightly more than 12 per cent. But city staff say the "value uplift" could approach 20 per cent.

- Finally, staff say light rail will make Ottawa more marketable to potential residents and visitors by raising the city's overall standard of living.

About the Series

Saturday: A look at the vision and blueprints for a light-rail system that, when completed in 2009, will become the largest municipal project ever built in Ottawa.

Yesterday: Ottawa abandoned rail 50 years ago; why is it going back? We learn from the lessons of history.

Today: Hundreds of millions of dollars in development, thousands of jobs. An examination of the economic impact of the light-rail project.

Tomorrow: The city is choosing to start with a north-south route, but many say east-west traffic is the bigger problem. We explore the debate over direction.

Read previous stories in this series at www.ottawacitizen.com

Ran with fact boxes "By the Numbers" and "About the Series", which have been appended to the story.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=940b738f-797c-465d-ab86-82494f8243fd
__________________________
East-west line up for debate
With a north-south commuter-rail line in the works, the next challenge is how to go about planning for a new, $1.5B east-west transit corridor

Mohammed Adam
The Ottawa Citizen

Tuesday, May 30, 2006

http://a123.g.akamai.net/f/123/12465/1d/media.canada.com/idl/otct/20060530/26043-9934.jpg
CREDIT: Robert Cross, The Ottawa Citizen
(See hard copy for map.)
Deepjot Sethi used to ride the bus to work.

When he switched jobs, though, the commute from his home near Bank Street and Walkley Road to his Blair Road office was simply too long and inconvenient for him.

So the 25-year-old software developer joined the majority of Ottawa residents who commute by car.

Then Mr. Sethi heard the city was planning an east-west light-rail line, and he was excited at the prospect of being lured back to public transit.

But Mr. Sethi has been disappointed yet again: He says the city's plan to run trains on congested streets such as Walkley would not be an improvement on the meandering buses he abandoned.

He hopes councillors and bureaucrats come up with a better plan.

"What I am looking for is something that will save me time. I don't want a train that is slow. I don't want a milk run," he said.

Mr. Sethi's situation raises critical questions for the city to answer in its attempt to build the next phase of its public-transit revolution:

- What kind of service would an east-west rail line offer, and what route would it take? How can it best be built to achieve the goal of improving peak-hour transit ridership to 30 per cent by 2021, up from 17 per cent today?

- Why is the city proposing to put east-west rail on city streets when critics say a cheaper, faster and more appealing alternative along existing rail corridors is available?

- Why does the city want to put an expensive streetcar service on streets such as Carling Avenue when there is no major traffic congestion there?

- How do trains on Carling, and eventually Rideau Street and Montreal Road, deal with east-west traffic gridlock? And if Carling has to be served by rapid transit, why not bus-only lanes on the road to complement the Transitway service from Lincoln Fields?

- And do commuters really understand that the city's east-west plan doesn't include a direct link to downtown?

At the heart of the matter is whether the city should have rapid transit, as originally envisaged, or a streetcar service on urban streets, as some councillors are now suggesting. That issue is important because thousands of commuters are counting on the link to solve the city's daily east-west congestion, particularly on the Queensway.

But whether east-west rail gets built at all may well depend on the route chosen.

At $1.5 billion, its estimated cost is double that of the north-south line to be built by 2009. The city would need considerable federal and provincial help to pay the bill, but its ability to get those funds would depend, to a considerable extent, on whether politicians -- including Treasury Board President John Baird, the MP for Ottawa West-Nepean, and Ontario Premier Dalton McGuinty, the MPP for Ottawa South -- back the route that is picked. It is hard to see how they would fund a route that offers little relief to their constituents.

Two corridors form the east-west line are now being considered; it has not yet been decided which one would be built first.

The first corridor is a 47-kilometre east-west line from Cumberland through Nepean to Kanata. The second is a 24-kilometre streetcar service known as the Carling-Rideau-Montreal line, which itself has two sections. The first is a 13-kilometre Carling Avenue line that goes from the Queensway-Carleton Hospital to Carling and joins the north-south line near Bronson Avenue to connect to downtown. The second section is an 11-kilometre Rideau-Montreal line, which goes from downtown through Vanier to Blair Road and, eventually, Cumberland.

Ned Lathrop, the City of Ottawa's top planner, says the southern route was chosen because it serves the largest number of people and provides the greatest economic benefit. But, he says, neither route is favoured. When the environmental study on the Carling-Rideau-Montreal line is completed in two years, it will vie with the other route to determine which gets built first.

The vision of east-west commuter rail originally envisaged by the city was to have a service that would bypass downtown and operate in the south end of the city, linking business parks, employment centres and residential communities. Running on existing rail corridors, the line would connect with the O-Train and southeast Transitway around Greenboro and offer transfers to downtown.

Eastward, it would continue along rail, hydro and Transitway corridors to Orleans. Because bus travel in the southern part of the city was considered difficult, a rail link would make life easier for residents who have long been poorly served by buses.

"If you look at the system right now, it is a solid line, it is all focused on taking people downtown," said Mona Abouhenidy, the city manager in charge of the east-west link.

"What is lacking is that it is hard to go from one area of the city to another area. What the east-west corridor will do is connect all these communities together ... So if people are in Orleans, they can still go to southeast areas, they can go to the southwest areas of the city without having to go through downtown."

Last month, however, the city proposed a route that put large sections on city streets. Beginning at Frank Kenny Road, the train would travel along an old Transitway corridor, through Blackburn Hamlet on Old Innes Road and then onto Innes Road. From Innes, it would veer on to a rail corridor and, when it reaches Walkley, turn back on the road, all the way to Airport Parkway. At the parkway, it would travel on a hydro corridor, crossing the Rideau River through Colonnade Business Park, then would go along the Ottawa-Central Railway corridor to Woodroffe Avenue.

At Woodroffe, it would go on Baseline up to the Queensway-Carleton Hospital, where it would turn north, crossing the Queensway near Bayshore. It would then run west, parallel to the Queensway, to Scotiabank Place, and south to Hazeldean Road in Kanata. The line is now the subject of public consultations.

The Carling line would go from Cedarview and Baseline roads, at the Queensway-Carleton Hospital, under the Queensway at Holly Acres Road and then to Bayshore station. From Bayshore it would continue on Woodridge Crescent to Bayshore Drive and then hit Carling Avenue, where it would run in the median until it connects with the north-south train near Bronson Avenue. The city envisages 26 stations along the route, meaning two stops every kilometre.

The 11-kilometre eastern leg of the line starts downtown along Rideau Street, goes across the Rideau River to Montreal Road and then south to the National Research Council campus. From there, it would continue to the Blair Road Transitway station at the Gloucester Centre shopping plaza and then across the Queensway. It would then go on an existing hydro corridor to Innes Road, where it would link up with the east-west line to Cumberland. In all, 13 stations are planned for the Rideau-Montreal line.

Because of plans to develop the former Rockcliffe airbase homes and offices, the city will study an alternative street corridor along St. Patrick, Murray, Beechwood and Hemlock. A two-year environmental assessment of the Carling-Rideau-Montreal route is to begin soon.

Many commuters, including Kanata resident Ed Sich, have long believed that east-west rail would take them directly downtown, without transfers. "There's nothing down here of interest to me," Mr. Sich said recently of the line that snakes its way through the southern part of the city.

O-Train rider Mohammed Jamal, 27, a resident of the Bank and Walkley area, shares the concerns of his friend, Mr. Sethi.

"The light-rail plan is a fabulous vision," said Mr. Jamal, who works for a downtown law firm, "but putting a train on busy streets like Walkley will cramp the whole street and make it slow and inconvenient. I am against it totally."

Transport 2000 president David Jeanes says the only east-west corridor that can really ease traffic congestion on the Queensway and other streets, as well as offer direct downtown access, is the Transitway, which can be converted into a light-rail route. It was built for that in mind, but is not being considered for east-west rail.

While some people criticize the east-west proposal because it doesn't go downtown, others attack it because it offers slow streetcar service on urban roads when faster light-rail corridors have been ignored.

Tim lane, a rail advocate who has spent a lifetime studying abandoned and little-used rail corridors, says the city is making the east-west link more complicated and expensive than it needs to be by running it on urban streets.

He proposes using a rail corridor that runs through the Kanata North technology park at March Road and Carling Avenue to run an efficient diesel rail service. That route would go from March across the Queensway to Cedarview and Greenbank roads, to Woodroffe Avenue, Merivale Road and the Colonnade business park. From Colonnade, several lines offer links to north-south rail and, using hydro and old Transitway corridors, could get the service to Cumberland. Mr. Jeanes says using the rail corridors would cost about $4 million a kilometre instead of the $25 million it would cost under the city plan.

But the most baffling issue for several rail advocates is the Carling Avenue plan.

Councillor Alex Cullen, who represents the area, says the Carling plan is not justified by either traffic or economics.

"Right now, there is no business case to justify a train going down Carling Avenue. Twenty or 30 years from now, there may be a case for it because of the population growth," Mr. Cullen said.

"It is being pushed for reasons that have nothing to do with today's conditions. (Mayor) Bob Chiarelli has been successful with north-south rail and it is part of his political agenda to be seen as the person who can deliver east-west. To say Carling is part of east-west rail is bull s---."

Practically, the Carling corridor just doesn't make sense, adds Mr. Jeanes.

The trains would be so slow that it would be about 20 minutes faster to use the Transitway from Lincoln Fields to get downtown. A train on Carling would certainly benefit people working at or going to the Civic and the Royal Ottawa Hospital, as well as Bayshore and Carlingwood malls. But serving those employment centres and people along Carling is not worth the hundreds of millions of dollars it would cost, the critics say. If the idea is to speed up transit, the city might be better off adding bus-only lanes on the street, Mr. Lane said.

But Councillor Clive Doucet says the Carling corridor offers a better opportunity for mass transit than the southern part of the east-west line, which goes from "nowhere to nowhere." Mr. Doucet says building a multimillion-dollar commuter-rail system on routes where very few people live is self-defeating. There is no point in commuter rail built for speed if no one rides the trains.

"I am interested in fast transit, but it has to be available to people. It is not helpful to the city if we have a fast line and nobody uses it," Mr. Doucet said.

"To me the Carling line is instinctively better. It goes through built-up communities. It serves at least 200,000 people and it is more direct."

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/06/01/1608938-sun.html
_____________________
Thu, June 1, 2006
Candidates demand delay for light rail

By DEREK PUDDICOMBE, OTTAWA SUN


TWO MAYORAL candidates and members of the business community want the north-south light-rail project halted until after November's municipal election.

One candidate, Alex Munter, has also renewed his request for an independent audit of the LRT project.

After the Sun reported yesterday that the $725-million budget for the north-south line could balloon to almost $900 million, Munter sent a letter to Mayor Bob Chiarelli, renewing his request that the city hire an independent auditor to look at the books to find the project's true cost.

"I am concerned, as many residents in Ottawa are, that we don't know what the real costs of the light-rail project are," said Munter.

He said an independent audit would capture not only what it will cost to build the rail network, but could also reveal what it will cost taxpayers to operate the O-Train.


Chiarelli went on the defence yesterday, saying the real cost of the project is not $900 million. He said only portions of projects identified as raising the cost of the north-south line are related to building light-rail transit.

He said the list of projects reported in the Sun was "good news," because portions of the $124 million worth of associated light-rail projects clearly identified in the 2006 budget will save the city money in the future. "We are taking advantage of the O-Train and increasing cost efficiencies substantially over the long haul," he said.

In a memo to city councillors late yesterday, Rejean Chartrand, the city's director of economic development and strategic projects, echoed Chiarelli's remarks.

WILL 'REDUCE COSTS'

"As council is fully aware through previous light-rail reports, and the 2006 budget debate, the light rail transit project was going to co-ordinate its work with other scheduled city projects in order to minimize public inconvenience and construction times (and) reduce costs," Chartrand wrote.

In the memo, Chartrand said only 20% -- or $6 million -- of the almost $30 million price tag for the Strandherd-Armstrong bridge that will cross the Rideau River near Barrhaven is associated with the LRT project.

Hume Rogers, the general manager of the Capital Hill Hotel and Suites, isn't against the project, but wants it done right.

"If they're all telling you it's not right, isn't it time to stop and re-evaluate?" asked Hume. "It's being pushed through. They should delay it until after the election."

Another mayoral candidate, Terry Kilrea, who recently launched runawaytrain.ca, a website keeping an eye on LRT costs, is also calling for a halt to the project.

This "proves that we need to give taxpayers a voice in stopping the planned light rail line and its runaway costs."

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/06/02/1610716-sun.html
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Fri, June 2, 2006
LRT could top $1B: Councillor
Brooks vows to try and derail light rail project

By DEREK PUDDICOMBE, OTTAWA SUN


Talk of halting Ottawa's light rail transit plan frightens some city councillors, but signals relief for others.

Rideau Coun. Glenn Brooks likes the light rail concept, but says even with the provincial and federal governments' chipping in $400 million, taxpayers still can't afford it.

The current north-south line will likely top $1 billion, he said.

"I don't care how you slice it or how you dice it, the cost on this major capital project will continue to rise because of market conditions," said Brooks.

The city has said the budget for the project is $725 million, but the Sun reported earlier this week that according to an additional $124 million worth of projects in the 2006 budget that are associated with or related to the construction of LRT -- along with possible cost overruns in the "tens of millions" -- the price tag could soar to the $900 million range.


"I'm just a little country boy, but $900 million won't cover it," said Brooks. "I won't vote for it. It's not affordable."

Axing the project wouldn't be good news for Capital Coun. Clive Doucet.

ROAD CONSTRUCTION CASH

"The LRT not going forward scares the bejesus out of me," he said.

Doucet has failed for years to get the city to decrease its road construction budget and said linking any money for road construction to the light rail project is discouraging.

As part of the $124-million, city staff said about $66 million worth of road construction is related to the LRT project.

Baseline Coun. Rick Chiarelli wants a separate vote on a proposed line into Barrhaven that would cost an estimated $30 million on top of what council has already approved.

"You just can't shove in $30 million," he said.

But most councillors want to see all the financial information related to the project before they commit to a vote.

Gloucester-Southgate Coun. Diane Deans says the information she and her colleagues have been receiving is like trying to put together a "big puzzle."

"We might be more comfortable when we know all the information," she said.

Meanwhile, Mayor Bob Chiarelli is asking councillors for individual meetings to discuss the LRT project prior to a scheduled June 14 council meeting when the LRT design and financial information will be released.

From: http://www.canada.com/ottawa/news/ci...07e3ba&k=33139
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Let public vote on big city projects
Munter: Mayoral candidate wants referendum on debt financing of $100M or more
Mohammed Adam, The Ottawa Citizen
Published: Friday, June 02, 2006

In a major drive to change how city government works, mayoral candidate Alex Munter wants all major projects that require debt financing of $100 million or more to be approved by referendum.

Mr. Munter said yesterday that as mayor, he would give Ottawa residents the right to vote on mega-projects such as commuter rail. In proposing what he calls a "Capital Vote," Mr. Munter said he wants to engage citizens in decisions on large projects whose financial impact may last for generations. He is focusing on debt financing because it can affect the "financial sustainability" of the city.

A referendum would end the government secrecy that has plagued the city and prevented residents from learning the true cost of the north-south rail link, he said. A referendum campaign would require full disclosure of information about any project. Vote results would be binding on council. Projects requiring less debt financing would not be subject to a referendum.

"The idea is that if we are going to go into significant debt for a major project, it will involve going to the public, engaging the public in the debate, building and winning approval before we go ahead," Mr. Munter said.
"As mayor of Ottawa, we will never again be in a situation where decisions on big-ticket items are rammed through, based on artificial deadlines in the dying days of an electoral mandate.

Speaking on behalf of Mayor Bob Chiarelli, who was in Montreal yesterday, chief of staff John Crupi scoffed at the idea. He said a referendum outside the municipal election would cost taxpayers $3 million and one held during the election would cost at least $100,000, money the city can hardly afford.
"The idea of a referendum is a ludicrous notion," said Mr. Crupi. "The job of the mayor is to provide leadership and stewardship of a $2.5-billion corporation. This is an idea that hasn't been thought out well."

However, Mr. Chiarelli himself proposed a referendum in 2000, when he was regional chair, to decide if the new City of Ottawa should contribute $85 million for hospital renovation. It never happened.
In 1999, then-Nepean mayor Mary Pitt proposed a regional referendum to resolve municipal amalgamation, but none was held.

Referendums are generally not part of Canada's political heritage and would be considered a radical development if introduced in Ottawa city politics.

U.S. cities regularly use them and Houston and Virginia Beach have used them on light-rail projects. Vancouver is unique among major Canadian cities in using referendums during municipal elections to seek public backing for capital spending on everything from parks and recreation to roads and bridges.

From: http://www.canada.com/ottawacitizen/news/city/story.html?id=5c854b5c-9cdc-4fbb-b0d6-08678ea5f7ef
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Hopes dashed for new science museum
Cannon says there's no money for either Gatineau, Ottawa site

Published: Thursday, June 01, 2006

Federal Transport Minister Lawrence Cannon says the Conservative government does not have hundreds of millions of dollars to build a new Museum of Science and Technology, quashing hopes for a new facility any time soon -- in Gatineau or Ottawa.

Mr. Cannon, who vowed last month to use his influence to locate a planned museum in Jacques Cartier Park, now says the federal government has no intention of building a new museum, let alone putting it in Gatineau.

"This government has never committed to moving a museum, or at the very least, paying for it. There is no $600 (million) or $700 (million) or $800 million out there to build a new museum, let's be clear on that," Mr. Cannon told the Citizen. "It is not in our electoral program."

Mr. Cannon spoke on a wide range of issues, including the beautification of the capital and the future of the NCC.

Museum officials, who are scheduled to meet Heritage Minister Bev Oda for the first time tomorrow to brief her on the search for a new location, would not comment on what appears to be a major setback in their quest for a new and permanent home.

The science museum moved to its "temporary" St. Laurent Boulevard home in 1967 and has been fighting to move out the cramped former warehouse and bakery ever since. It has complained that its collection of about a million objects, including rare historic artifacts, is languishing in three warehouses. In 2003, a report recommended a 1.2-million-square-foot building at Bayview, near LeBreton Flats, an $808-million building constructed in two phases.

The consultants examined several sites, including Jacques Cartier Park.

Museum officials were waiting to brief the new heritage minister when Mr. Cannon told an Outaouais business group that he wants to "exercise (his) influence" to ensure Jacques Cartier becomes the new home of the museum. Outaouais politicians have long lobbied for the new museum to move across the river and many thought the move was a fait accompli.

As Prime Minister Stephen Harper's Quebec lieutenant, Mr. Cannon's has the clout to make it happen.

It was thought moving the museum to Quebec would fit the Conservative government's strategy of using the province as the stepping stone to a majority government.

But Mr. Cannon explained to the Citizen that when he spoke about relocating the museum to Gatineau, he was doing so as an MP, trying to do the best for his area.

He said he never promised government money to build the museum, nor did he say the move would happen in the government's current term.

"This is not something that will be done in the short-term," he said.

"Where in our electoral promises did we indicate that we have $700 (million) to $800 million to spend on building a new museum?"

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=88f4d2ad-e2e3-4683-83e3-640bfb18cf12
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Rail plan takes wrong turn

Randall Denley
The Ottawa Citizen

Saturday, June 03, 2006

When Ottawa city councillors finally get the details of the north-south light-rail project June 14, the temptation will be to immerse themselves in minutiae and lose sight of the big picture. Before they commit the city to spending $725 million in public money, councillors need to be able to answer three fundamental questions.

What is the real nature of our commuting problem? Is light rail the best solution to that problem? If we are going to choose rail, is the city's plan the right one, or is there a bolder, better way?

All of these questions should have been answered at the beginning of this long process, not the end, but that wasn't done. Councillors have been driven relentlessly forward by the enthusiasm of Mayor Bob Chiarelli and key staff members. From the beginning, the enthusiasts knew light rail was the solution. All they had to do was find a problem. Unfortunately, the problem the public sees everyday is the clogged east-west commute. The light rail solution does little or nothing to improve that.

The mismatch between the public's perception of what light rail should do and the city's actual plan is the greatest impediment to the enthusiastic public endorsement Chiarelli is seeking. Plainly put, the city's north-south plan just doesn't make much sense.

North-south will have some value to people who live in Barrhaven and want to go downtown or to Carleton University. It will also have some value to people who eventually move into Riverside South and have the same destinations. It's very modest value, at best. For Barrhaven commuters, it will still be faster to take the bus to get downtown than the train. That's not much of a selling point.

The city's ridership study projects 7,830 people will ride the new north-south train in morning rush hour by 2021, but that's based on the city's ambitious growth projections and a service level that's more frequent than initially planned. Even that best-case scenario predicts there will be only 1,090 new transit riders in the morning peak period. Doesn't sound like a lot of result for $725 million. People now riding the bus might like the switch to the train, but where's the value to everyone else?


The success of north-south relies heavily on the development of the Riverside South subdivision. Even with the new train, that's far from a sure thing. People have shown a strong preference for suburbs in the east and west, where there is already shopping, sports fields and rinks.

Riverside South doesn't have a great deal to recommend it and its road connections to the rest of the city are poor. Building a rail line to serve speculative population growth is an enormous gamble because light rail is inherently inflexible.

Underperforming bus routes can be cancelled. Once tracks are laid, we're stuck with a train route indefinitely.

There are two real commuter problems in Ottawa. The most obvious is the peak period commute downtown from the eastern and western suburbs. It will gradually worsen as the population increases. People are understandably frustrated to see potential east-west routes that either won't take them directly downtown or will travel slowly down congested streets.

There is a likely increasing demand for commuting within one's own suburban area. The city's employment projections suggest the real growth of jobs will be in the suburbs, not downtown. That's part of a strong national trend, according to Statistics Canada. In the next 15 years, Kanata's jobs are expected to grow 40 per cent and Orleans 88 per cent while downtown employment rises by only 14 per cent.

Unfortunately, the suburban demand doesn't lend itself to rigid light rail because of a complex and diffuse commuting pattern. Many suburban workers work neither downtown nor in their own suburb, making it difficult for the city to anticipate and meet their commuting needs.

If the city wants more people to use transit, it must improve service to the new suburban jobs and it must make the main east-west commute more attractive. The north-south plan achieves neither of those goals. Instead, it speculates that many new people will move to the south and work downtown. One of the planned east-west routes would allow people to commute from Orleans to Kanata, but it seems a secondary need at best. The other route will trundle down Carling Avenue and Montreal Road, offering nothing that a bus can't deliver now.

There's a better approach. More about that tomorrow.

From: http://www.theglobeandmail.com/servlet/story/LAC.20060603.NUCLEAR03/TPStory/National
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Nuclear cleanup plan would store waste in caves near Ottawa River
DENNIS BUECKERT
Canadian Press
OTTAWA -- A $520-million plan to clean up nuclear research sites in Canada includes a proposal for underground waste disposal in caverns near the Ottawa River.

Natural Resources Minister Gary Lunn said yesterday previous governments have failed to deal with the legacy of radioactive waste from nuclear research and development dating to the 1940s.

"Today as part of the government's plan to deliver clean air, water, land and energy to our citizens, we are making a funding commitment of $520-million over five years to clean up the waste from past activities," he said at a news conference.

"This plan will reduce risks and liabilities over the long term and is consistent with international best practices."

The initiative is intended to clean up Atomic Energy of Canada Ltd. facilities at Deep River, Ont., the Whiteshell Laboratories at Pinawa, Man., and three prototype reactors in Quebec and Ontario.

The waste is considered to be at the low or intermediate level in terms of radioactivity. It does not include highly radioactive spent fuel from Candu power reactors.

Mr. Lunn announced the plan at AECL's Chalk River Laboratories near the town of Deep River, Ont. The small community is situated next to the Ottawa River.

Mr. Lunn did not mention the potential use of underground caverns beside the large river.

However, Bill Kupferschmidt of AECL confirmed that underground storage of low-to-intermediate level nuclear waste is being considered.

"We certainly have in the late 1980s and 1990s been looking at the Chalk River site to determine whether it is an appropriate site for that very purpose. Preliminary studies were very positive and it's certainly one of the options."

People in the Deep River area are worried about the proposal, said Ole Hendrickson of the group Concerned Citizens of Renfrew County.

"This is a site that's got fractured bedrock, high rates of water movement right next to the river and it's seismically active. This is not the place for permanent disposal of nuclear waste."

Mr. Hendrickson is calling for a full-scale review under the Canadian Environmental Assessment Act.

AECL is promising public consultations, but has not committed to a review under the act.

Shawn-Patrick Stensil, a campaigner with environmental group Greenpeace, said the Chalk River site is not appropriate for nuclear waste disposal.

"These toxins need to be isolated from the environment for thousands and thousands of years and there's no guarantee that a man-made structure buried on the banks of the Ottawa River can stop that from entering the environment."

Some of the waste was generated before the formation of AECL and other material comes from universities, medical facilities and industry

hi ottawa people. im going to be at the 3rd anual dovercourt challenge skateboard slalom race gunning for first place. anyone who is in town should come watch me fail. its on july 1st and 2nd and it is at the corner of dovercourt and laurentian or something i believe. theres info about it at ontskate.proboards38.com in the ottawa sessions thread

Not sure if it has been discussed yet but here's a new condo project for Ottawa, "Mondrian". I must admit looks pretty nice, "Toronto-style condo"-esque if you ask me.


http://www.urbancapital.ca/mondrian/main.html

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=ca39d5d1-620c-476a-a43c-f4da72205784
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NCC's $1.7M steps must be accessible to disabled
tribunal: York Street structure an award-winner

Patrick Dare
The Ottawa Citizen

Thursday, June 08, 2006

The award-winning, $1.7 million York Street Steps next to the U.S. Embassy are discriminatory because they are not accessible to the disabled, the Canadian Human Rights Tribunal has found.

As a result, the National Capital Commission must now rethink its grand staircase.

The conflict over the granite steps, which connect ceremonial Ottawa with Lowertown, goes back to the 1990s, when they were being designed.

Lowertown resident Bob Brown, who was head of the city's disability issues advisory committee, objected to the fact that this major new connection between Sussex Drive and Mackenzie Avenue was not accessible to people who use wheelchairs. The NCC argued the eight-metre drop meant a ramp would not work and that disabled people would be able to use an elevator in the new Daly Building nearby.

Mr. Brown, a quadriplegic, filed a formal complaint with the Canadian Human Rights Commission in 1999, though the steps had already been built. Thus began an arduous battle with the NCC and Public Works and Government Services, culminating this week in a 71-page tribunal decision that upheld the complaint of discrimination.

The decision found the York Street Steps -- a popular path for traffic between the Byward Market and Major's Hill Park and Parliament Hill -- are inaccessible in contravention of the Canadian Human Rights Act.

The decision, by tribunal member Paul Groarke, found that the federal government, through the NCC and Public Works, failed to do meaningful consultations and explore solutions to the access problem, such as by using the Canada Revenue Agency's Connaught Building near the steps.

The decision instructs the parties involved to negotiate a solution so the York Street Steps become accessible. A consulting group estimated an elevator could cost $427,000.

If negotiations fail, the tribunal can issue an order to rectify the situation. While it is hard to predict what that order might be, it could force the NCC to provide an elevator.

The NCC yesterday refused to comment on the decision, saying it is studying the document. The tribunal decision can be appealed to the Federal Court.

Canadian human rights law allows that accommodation to be provided for the disabled is not supposed to present an "undue hardship" to the federal government and should be "reasonable."

When the York Street Steps were built in the 1990s, they were a source of considerable pride for the NCC, providing an impressive corridor and view between the "town" of the Byward Market and the "Crown" of the Chateau Laurier and Parliament Hill.

The 45 steps were designed as part of the U.S. Embassy project next door.

In 2000, they won the Ontario Association of Landscape Artists' Award of Excellence.

The tribunal decision released yesterday makes it clear that relations between Mr. Brown and the NCC have been testy.

Mr. Brown described one meeting held to try to resolve the issue "a sham." At another meeting, he was told he should not discuss the issue with the city's advisory committee and he felt "gagged."

The tribunal reports that Mr. Brown, and others who found the steps inaccessible, found "the attitude of the NCC patronizing."

Meetings for the project with members of the public began in 1994.

Mr. Brown, who could not be reached yesterday, said in his testimony before the tribunal that as a resident of Lowertown, he did not want to experience an unequal level of access when travelling in his neighbourhood.

"If I am with other people, it is undignified. I am made to feel like a second-class citizen because I am not permitted to use the same facility as other citizens of Canada," he said. He noted his concerns extended to the elderly, those with children in strollers and anyone who has difficulty climbing steps.

The tribunal found: "The NCC has an obligation to accommodate those persons who cannot climb the York Street Steps. ... Mr. Brown and people with disabilities have no means of climbing the hill and gaining entry to Major's Hill Park at the York Street Steps. The steps accordingly discriminate against them."

Philippe Dufresne, acting senior counsel for the Canadian Human Rights Commission, said the decision underlines the fact that, under the Canadian Human Rights Act, builders, architects, planners and owners must consider accessibility in the design of federal properties and need to "canvass all reasonable options."

Charles Matthews, president of Disabled and Proud, an Ottawa advocacy group for the disabled, said the tribunal's decision shows it's important to do any urban design with an eye to accommodating everyone.

He said "it's like pulling teeth" to have meaningful input into NCC building projects. He said accessible design doesn't have to cost more, and in some instances, ramps cost less than steps.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=8ec914a9-ed5a-48e2-ad99-cddb16e46412
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Roof-only bus shelters get committee OK
Bedard's plea to remove Rideau Street structures' walls goes to council next week

Jake Rupert
The Ottawa Citizen

Thursday, June 08, 2006

The city's transit committee voted yesterday to remove glass-walled bus shelters from Rideau Street in favour of roof-only shelters, after being told that walls breed drug traffic and loitering.

With the five-to-three vote, the committee rejected the advice of city staff, OC Transpo officials and the municipality's transit advisory panel.

The committee did so after hearing police officers, business owners and the impassioned plea of downtown Councillor Georges Bedard to take the action because drug dealers, vagrants and loiterers are using the shelters for "illegal activity" that is "killing the street."

Committee members voted for the action without knowing how much it will cost.

An estimate of shelter replacement costs will be presented to city council next week. Council will vote on Mr. Bedard's request, along with four other anti-crime initiatives dealing with Rideau Street the committee passed yesterday.

Mr. Bedard asked only for the shelter alterations, but after hearing just how bad things have become on Rideau Street, the committee also ordered:

- OC Transpo officials to come up with a better security plan for the area by October;

- City staff to redesign the section of the street near the Rideau Centre that accommodates transit users -- to produce a safe, secure environment;

- The immediate removal of flower boxes and other objects that compromise the safety and security of the area; and

- And that city staff and appropriate advisory committees find ways to implement recommendations contained in an Ottawa police security audit of the area.

Mr. Bedard was elated.

"I'm more than pleased. There's huge problems on that street, and in the past there has been a reluctance to deal with it in the larger sense. Now, we're going to look at the whole problem."

Brian McQuaid works for McGrath Canada, a collection agency with offices on Rideau Street, and is president of the Downtown Rideau Board of Management. He and members of the Rideau Street Business Association argued for Mr. Bedard's request.

"It's about time council realized Rideau Street is a very important part of the city, and that it's deteriorating badly," he said.

During the committee meeting, municipal politicians heard repeatedly that a bad element has taken over Rideau Street, particularly in the area around the bus shelters on the north side between Sussex Drive and William Street.

The concerns are drug deals taking place around the clock, aggressive panhandling, vagrants and drug users loitering and sleeping in and against the shelters.

In the past, Mr. Bedard's requests that OC Transpo take down the shelters were rejected because OC Transpo officials want to provide shelter for bus riders, especially in the winter.

Yesterday, city bureaucrat John Manconi said that while he was concerned about crime in the area, alternatives were being looked at. Replacing the shelters "is not a cheap proposition," he said.

He urged the committee to hold off on something as drastic as ordering the shelters' removal until a better plan could be found.

Lynne McCarney, chairwoman of the city's citizens' transit advisory committee, complained that not one transit user, nor her committee, were consulted by Mr. Bedard. She said shelters without roofs would only provide protection from a gentle rain, and this would have a "huge negative impact" on the 5,000 people who use the bus stops each day.

Councillors Alex Cullen, Clive Doucet and Janet Stavinga voted against Mr. Bedard's request. Councillors Bedard, Doug Thompson, Maria McRae, Rainer Bloess and Eli El-Chantiry voted for it.

Mr. Cullen said taking away bus shelters would just move the drug dealers and other bad apples somewhere else. "And, quite frankly, I don't understand how we can have drug deals happening in broad daylight without the police making arrests. If it's that obvious, arrest them."

The Rideau Street strip has been a challenge for successive city councils. In the late 1970s, with half the stores closed, the city turned Rideau into a bus mall, built a convention centre and lured a new hotel to the area.

But by the mid-80s, the new bus shelters had become symbols of the street's continued decay. And by the early 1990s, with the bus mall in disrepute, council opened the street again to non-bus traffic.

Not sure if it has been discussed yet but here's a new condo project for Ottawa, "Mondrian". I must admit looks pretty nice, "Toronto-style condo"-esque if you ask me.


http://www.urbancapital.ca/mondrian/main.html

Cool! I like it.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/06/08/1619892-sun.html
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Thu, June 8, 2006
Rideau St. mess needs makeover

By SUSAN SHERRING, OTTAWA SUN


What's it going to take to get Rideau St. right? That seems to be the million-dollar question.

A passionate Rideau-Vanier Coun. Georges Bedard pleaded with his fellow city councillors yesterday to tear down several bus shelters on Rideau St. because of serious ongoing problems with crime.

"We have to deal with this now. We can't spend any more time studying the issue," Bedard said, nearly begging his colleagues to listen to the facts.

The facts, as Bedard sees them, are simple.

The shelters aren't being used by transit users, but by criminals, who use them for their illegal activities.


"The downtown is dying. Don't kill it any further," Bedard said.

Makes you wonder how many times we have to do over Rideau St. before we get it right, doesn't it?

If we're going to tear down the shelters, fine. Staff certainly weren't offering up any concrete alternatives and time's a-wasting. But this time, let's do it right.

Bedard couldn't agree more.

He said planners are ignoring many of the facts about the area, including the fact that about a quarter of a million people visit the area every week, creating huge congestion problems.

Bedard believes the shelters were built without looking at the overall environment of the area, the traffic, the population, the criminal element, the pedestrian traffic.

Certainly, none of these are new problems.

For those with long memories of Rideau St., you'll recall the disaster that was the Rideau St. mall enclosures.

Not only did the enclosures help jump-start a growing decline of area businesses, they also attracted a less-than-desirable clientele to the area.

"But things are different today. Ten years ago, we weren't talking about the problem with crack, we weren't talking about many of the problems we're facing today," Bedard said after the transportation committee meeting, where members recommended council tear down four shelters.

Bedard's call was endorsed by the Downtown Rideau BIA and the Ottawa police.

'DON'T NEED MORE STUDIES'

Fine. Tear down the shelters, and this time, don't replace them with anything until all the ramifications of any actions are taken into consideration.

OC Transpo staff tried to dig in their heels on this one, for reasons that are hard to understand. Instead of acting now and heeding Bedard's warnings, staff instead said the issue needed to be studied further.

The "Let's talk some more" suggestion appeared to send Bedard -- who has been working on this issue since being elected in 2003 -- around the bend.

"We don't need more studies," he said.

Ottawa police Staff Sgt. Paul Johnston backed up Bedard at yesterday's meeting, agreeing an unsavoury element is being aided by the convenience of the shelters.

Will tearing down the shelters eliminate the area as a haven for drug dealing and other illegal activities?

"It'll be reduced. And we can create a safer environment," Johnston said.

But let's not forget, this is Ottawa. We have horrible winters. And the replacement canopy that is now being proposed isn't going to protect transit riders from the cold. For a city that's desperately attempting to increase transit riders, this isn't a step in the right direction.

But Bedard, who came to committee well prepared, had all the answers for those who suggested taking down the shelters would punish the innocent transit riders.

"They're not using them anyway. They're afraid to use them," he said.

The cost for tearing down the shelters?

Well, it seems no one knows for sure. No one at OC Transpo had an answer.

OC Transpo managers were told to bring the numbers with them when the issue goes to council next week. They started to pout, saying they weren't sure they could do it.

Just do it. And this time, do it right.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/06/09/1622951.html
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Fri, June 9, 2006
Province to help fund 2 transport projects
West-end transitway, east-end highway project get boosts

By SUSAN SHERRING, Ottawa Sun


Two multi-million-dollar transportation projects - one which will benefit east-end motorists and the other west-end transit users - are one step closer to becoming a reality.

The announcement was made this morning by Ottawa Mayor Bob Chiarelli and Jim Watson, the MPP for Ottawa West-Nepean and the minister of health promotion.

The projects, which still need council approval, will get $18.5 million of a $32.5 million provincial transportation grant.

In the east end, motorists frustrated with the 417/174 split will see improved traffic flow and reduced congestion.

“One of the long outstanding irritants for east-bound motorists returning home at the end of the day is the traffic gridlock at what is locally known as the 417/174 split,” Chiarelli said. The cost of the improvements is slated at roughly $5 million.


The West Transitway extension is expected to cost in the neighbourhood of $30 million, with $15.5 million coming from the province.

The extension will see a new two-lane transitway corridor 1.85 km in length, which will follow the north edge of the Queensway from Pinecrest Rd. to the existing Bayshore transit station.

Along with the provincial money, a portion of the construction budget will be covered through development charges, the provincial gas tax rebate and $15.5 million from the province.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=7e8679f6-b582-4874-893b-9a7682337cca
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Two bids bring Library close to fruition

Ken Gray
The Ottawa Citizen

Friday, June 09, 2006

Did you think construction of a new central library was dead? Think again.

In January, city manager Kent Kirkpatrick told the Ottawa Public Library that it should stop any plans to proceed with a new central library because the municipality simply didn't have the money.

Normally, that would be enough for most organizations, but not our indomitable librarians. No, these custodians of knowledge keep marching in their sensible shoes toward their goal of a central library that doesn't leak or have mice in the stacks like the current model does. Librarians are quiet, but persistent.

And now that fight is beginning to bear fruit.

OPL chairman Rick Chiarelli says two developers have approached the library board with separate proposals to build a new main branch for the system.

One bid would have a public-private partnership with the city constructing a new main branch downtown, Mr. Chiarelli said. The library prefers a downtown location.

The second proposal would see a public-public-private partnership at Bayview with the developer teaming with both the federal and municipal governments, the OPL chairman and Baseline councillor said. The land for the Bayview plan would be at least partly owned by the city.

Mr. Chiarelli said neither developer wants to go public with its plans before the Nov. 13 municipal election so that its ideas do not become a campaign issue.

So where does the money come from, with Mr. Kirkpatrick so adamant that the city cupboard is bare?

Mr. Chiarelli maintains that a new central branch will cost about $60 million. That's despite the fact a library staff report, just circulated to board members this week, says the a new main building will cost about $155 million in 2012. However, Mr. Chiarelli says the report doesn't say whether the private portion of the development is included in the $155 million tally.

Let's do the math on the Chiarelli $60-million figure.

Well, there is expected to be about $18 million available from the sale of OPL's current downtown branch on prime real estate at Laurier Avenue and Metcalfe Street. That branch would be redundant with the construction of a new building.

Then the library has created a charitable foundation which hopes to raise about $15 million.

Mr. Chiarelli expects the private partner would bring about $10 million to the project and, if the federal government gets involved at Bayview, maybe $10 million or more from that government.

If the library could be incorporated into a federal museum strategy, Mr. Chiarelli said, there could be even more than $10 million from Parliament Hill.

Another of Mr. Chiarelli's hats is the chairmanship of the city's long-range financial plan committee. He believes that, when its deliberations are complete, there could be $7 million available from the municipality for a new main branch.

So, if my math is correct, that tally comes to $60 million. Coincidence perhaps?

"We're not that far away" from a new main branch, Mr. Chiarelli said in a recent interview.

His secret weapon in this quest is none other than Treasury Board President John Baird. The senior cabinet minister for Ottawa is a longtime buddy from their school days. Mr. Chiarelli expects to meet with "a certain Ottawa cabinet minister" over the next couple of months to make a pitch for the main branch.

Mr. Chiarelli is not alone in his hope for a new branch. Barbara Clubb, the city librarian and chief executive officer of the OPL, sent me a letter recently in which she said: "Right now we are proceeding with developing the formal building program, but that does not in any way guarantee that the project will go forward anytime soon."

Cautious optimism, but optimism nevertheless.

There is so much to be said for a new central library. Amalgamation has been good for the OPL, merging the materials of the former lower-tier municipal systems. The result, for those who have gone online to explore, is an outstanding wealth of knowledge.

A new central library would be the showcase of this system and an architectural gem for the city.

And while the library and not a few patrons would like the structure located in the downtown core, my preference would be at Bayview. Notwithstanding the funding help that could result from the federal government there, Bayview will be the hub of the rail and rapid-bus transit system, allowing people of all social, ethnic and economic classes easy access to the OPL headquarters.

It's also not far from the Queensway and Quebec bridges, meaning car drivers and those from the Outaouais will have good access. The new north-south light-rail line would also connect the library to Carleton University and the University of Ottawa while the Transitway links it to Algonquin College.

Not only that, but Bayview is located near Mechanicsville and could give some of the underprivileged of that area help up the economic ladder. So too, it is near large groups of new Canadians in the Chinese, Vietnamese and Italian neighbourhoods near Preston and Somerset streets. Imagine the building as a language centre as well as a library.

In a downtown novelty shop, there is a "Librarian Action Figure" that, when you push a button, the librarian raises an index finger to her mouth in the classic "Shsssh" pose. Such is the cliche surrounding librarians.

But don't underestimate them. As the progress toward a new central library shows, once librarians decide they want something, they are unstoppable.

Ken Gray is the city editorial page editor and a member of the newspaper's editorial board.

Anyone have updates on the planned construction on the Sussex Drive lot between the Saudi Embassy and the Lester B Pearson building?

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=95e35e61-7020-4750-a079-9be540132a8d
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Stall light-rail until election, coalition says
November vote is perfect time to debate transit issue, group says

Jake Rupert, The Ottawa Citizen
Published: Tuesday, June 13, 2006
A broad coalition of community groups is asking the city to put its light-rail plan on hold until after the November municipal election.
The coalition, calling itself "Get it Right," is made up of business improvement associations, the Ottawa Chamber of Commerce, Heritage Ottawa, Save Our Greenspace, public transit monitoring group Transport 2000 and others.
Yesterday, the coalition said it wants the decision on whether to proceed with the electric rail line, estimated to cost about $725 million, to be debated during the election so voters have clearer information on what the project is, its cost, and the candidates' positions.
They also want the entire project reviewed to ensure the city is spending taxpayers' money wisely, which they don't believe is the case.
"We need to talk about this more, and the best place for public debate is in an election campaign and vote," said Ottawa Chamber of Commerce past-president David Glastonbury.
Mayor Bob Chiarelli, who has been leading the charge for the project, and city staff in charge of it say the concerns are baseless, and it's time to move forward.
The coalition is concerned about various parts of the project and says the deadline for getting construction started -- this fall -- is too aggressive.
The members say because of this, the project has been rushed and full public consultation has been sacrificed to meet the deadline.
A consortium of companies has been chosen to design, build, provide cars for and maintain the line for 15 years. Details of the contract have been settled.
Those details -- the design of the line, stations, cars, and how much it will all cost -- are to be released at a city council meeting tomorrow.
After this, city staff are going to hold six open houses across the city to explain the proposal. Members of the public will be able to make submissions on the plan to councillors June 28. City councillors are to vote on whether to go ahead with the project in mid-July.
Hume Rogers heads the Albert Slater Coalition and is the general manager of the Capital Hill Hotel & Suites on Albert Street. The proposed line would use the two streets to get across the west side of downtown.
Mr. Rogers says giving the public two weeks to absorb the details of the plan and comment on it is not enough time.
Mr. Glastonbury said there's no good reason to keep tight deadlines on such a huge project and the wisdom behind the project needs to be reviewed.
He said project leaders haven't demonstrated value for the money it will cost, and what he's seen leads him to the opposite conclusion.
"For all that money, we need to get some more answers before we go ahead with this project," Mr. Glastonbury said. "The concept of light-rail is supported by the chamber, but we just don't think there's value for money in this plan."
Members of Transport 2000, which supports light-rail, too, have long maintained that the plan is flawed because it doesn't go through enough populated areas, won't have enough ridership, won't be as fast as bus service and isn't the cheapest or most efficient system available.
The greenspace alliance is against the proposal because it will run through a lot of open areas that are now forested, and because the proposed maintenance yard for the line is on airport land that is currently a forest.
The alliance is also concerned that the project will go over budget.
The coalition joins a chorus demanding the decision be delayed. This includes some city councillors and Mr. Chiarelli's two main opponents in the mayoral race.
As decision time approaches and calls to slow down the project increase, the mayor or city staff in charge of it have come out swinging after any criticism of the proposed line. Yesterday was no exception.
The city's light-rail project leader, Rejean Chartrand, said he understands people are concerned about the design and costs of the project, but he's sure he will be able to demonstrate that taxpayers are getting value.
He said the project has gone through rigorous scrutiny from the public and the provincial and federal governments, which are contributing $400 million, and that it's time for the next step.
"What we're building and why we are building it has been looked at, discussed, and decided upon," he said.
"I understand concerns over price and design, but, at some point, you have to move from the planning stage to the construction stage, and that's where we are now."

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=b423b795-8771-4a4c-a45a-fcb1f92c094d
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Making Rideau Street worse

David Reevely
The Ottawa Citizen

Tuesday, June 13, 2006

Somebody should take away Georges Bedard's licence to zone before anybody else gets hurt.

The councillor for Rideau-Vanier is trying to make Rideau Street an even less pleasant place. It's not easy, but he's found a way. The means, which city council's transportation committee has already endorsed, is to take the sides off the bus shelters at the west end of Rideau Street, outside both The Bay and the Rideau Centre. The end is to eliminate places where criminal activity allegedly takes place, particularly within the bus shelters. Despite the shelters' glass walls, maps and other adornments on the insides apparently create places where people can deal drugs. The local business improvement group is ticked.

Nobody wants that, and anyone who's walked along that block of Rideau knows they have something to be unhappy about. Western Rideau Street is probably the most unpleasant part of town, with sheer department-store walls, roaring buses, blasting music, and menacing hangers-out conspiring to make the block feel unsafe at almost any time of day.

"These areas have become a hangout for groups of loiterers who take up even more of the limited sidewalk space and who sit on the sidewalk leaning against the shelters with their legs stretched out into the public right of way," reads Mr. Bedard's report to the transportation committee, which he persuaded to vote 5-3 in favour of taking the walls off the bus shelters.

The problem: These are bus shelters. You are supposed to loiter in them. You can go watch it yourself. Ninety-nine per cent of the people "loitering" there are waiting for buses.

"OC Transpo has not been willing to replace the shelters," Mr. Bedard writes, "preferring to ignore the security issues in favour of protecting clients against inclement weather."

Those Transpo people are such jerks.

Mr Bedard's approach, supported by the police, is to attack loitering generally by making standing on Rideau Street as unpleasant as possible. Take away as much shelter from the elements as possible, remove places to sit ("The benches do not need to be comfortable ... eliminate all butt rests," advise Const. Marianne Laver and Sgt. Bill VanRyswyk in a jargon-free report), and so on. You want to wait for a bus? Bring a folding chair.

Also an umbrella. The police suggest not only opening the bus shelters to blowing rain and snow, but taking off the canopy at The Bay's west end. The one under which literally hundreds of people line up for Outaouais buses every day, sheltered from the elements and as out of the way of pedestrian traffic as they could be.

There's very little street crime on Merivale Road, I guess, so the more we can make Rideau Street like that, the better the place will be.

To be fair to the police, they make some excellent suggestions, too, chiefly to do with renovating the whole area to eliminate dead zones for which nobody's responsible.

Mr. Bedard's report refers to "a concave area directly behind the bus shelter between The Bay Department Store and McDonald's Restaurant, which is a particularly popular area for individuals to loiter and commit illegal acts as it is not easily visible from the street, therefore providing optimal concealment due to the obstruction of the bus shelter." Focus on the tortured logic: The Bay has a wide niche in its facade where bad people congregate, therefore we must remove the bus shelter. Maybe The Bay could fill in the niche? Remedy the deeply stupid design decision that's the actual cause of the problem?

Indeed, problems with The Bay's facade occupy the first three of the police's 15 recommendations for improving the area. Spitting on transit users takes up only two.

But addressing those problems would be expensive, so no wonder the business owners aren't interested. The Bay and the Rideau Centre are responsible for the mess outside their doors: They treat the street as though it doesn't matter, with their blank walls and utility entrances and parking lot and nothing, but nothing, to make that stretch of Rideau Street anything but a place to either pass through quickly or plant yourself and wait for trouble.

The business association's slapped-together submission to city council puts virtually all the blame on the bus shelters.

Mr. Bedard is buying it, and worse, so are too many of his fellow councillors. Stop them before they vote again.

David Reevely is a member of the Citizen's editorial board. E-mail: dreevely@thecitizen.canwest.com

© The Ottawa Citizen 2006






Copyright © 2006 CanWest Interactive, a division of CanWest MediaWorks Publications, Inc.. All rights reserved.

From: http://www.ottawabusinessjournal.com/286330677179107.php
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Mayor on offensive at light rail open house
By Jim Donnelly, Ottawa Business Journal Staff
Wed, Jun 14, 2006 4:00 PM EST

The city of Ottawa unveiled its much-maligned light rail transit plan to councillors and the general public Wednesday, during an afternoon open house meant to dispel criticism that's been leveled at the proposal.

Presented was the proposed north-south line expected to connect the University of Ottawa, Rideau Centre, the downtown core and Carleton University with Riverside South and the Barrhaven Town Centre.

The proposed route is expected to be 29.4 kilometres long, with 22 electrified LRT vehicles, 23 stations and three new park-and-ride facilities. The city says it expects 3,100 direct construction-related new jobs from the project, and another 5,500 jobs indirectly throughout the planned 40-month construction process.

Mayor Bob Chiarelli defended the city's plan, explaining its being expedited in connection with other issues like a $30 million re-investment in the current east-west transit way.

He said building the north-south route first, instead of a Kanata-to-Orleans route, is practical and makes sense.

"We already have a billion dollars invested in east-west transit," he said. "North-south has not had much transit. So, for many reasons, it was right to start and not the least of which is that we have a proven pilot project in the north-south at the present time.

"Were looking forward, very very much, to the public open houses, the consultation process, the tough questioning we're going to get from councillors," he said, adding that different stages of the plan have collectively passed through 35 council votes.

"And it's carried every one of those votes, and every one of them has been very hotly debated with a lot of tough questioning from council, and that's the way it should be," he said. "Something that's this important needs to go through the mill, and needs to be assessed from every possible angle before we proceed."

He dismissed questions from journalists as to whether the project could end up topping $1 billion, a number that's been cited by rival politicians and community groups alike.

"It's absolutely incorrect, and it's totally politicizing the issue to use those types of untrue numbers."

The LRT plan pisses me off.

They think that a streetcar style LRT downtown will reduce congestion and allow rapid transit across downtown. How is this any different then the current bus system?

I realize that the proposed downtown underground tunnel would be expensive, but it actually would reduce downtown congestion and would make the train useful... otherwise I see no reason to even waste money on this (may as well take the bus) except for the fact that it's somewhat cool.

A tunnel would also allow future expansion of a Toronto-style underground PATH system, which I would LOVE to see downtown as it's so damn cold.

From: http://www.ottawasun.com/News/OttawaAndRegion/2006/06/29/1658915-sun.html
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Thu, June 29, 2006
LRT debate gets rolling
Business people, rural community and builders voice support for construction of north-south line

By DEREK PUDDICOMBE

OTTAWA'S GREAT light rail transit debate has begun.

More than 40 public delegations spoke their minds yesterday, many throwing their support behind the proposed $800-million north-south light rail transit line, one of the largest projects in the city's history.

Most of the day was spent going back and forth between those for and against the 30-km electric rail line proposed to run from Barrhaven to the University of Ottawa.

Lori Mellor, president of the Preston St. BIA, told council members building a north-south line will alleviate the growing traffic problem.

NO SURPRISE


"If we are to protect our neighbourhoods, we have to move ahead with LRT now," said. "We have serious traffic problems downtown."

Bob McKinley, president of the Rural Advisory Committee, said the rural community supports light rail and would like it built as soon as possible.

"It's time for rural Ottawa to get into the 21st century and transit is going to be part of our future whether you like it or not," said McKinley.

It was no surprise to many that the city's construction industry threw its support behind the project and urged it not be delayed. The city and Siemens, the company chosen to construct the line, have said a delay could add an extra $50 million to the project.

"Construction costs never ever go down," said Ted Phillips, representing the Ottawa-Carleton Home Builders Association. Phillips said if the project is delayed, costs of concrete, steel and other construction costs will likely rise and add more than $100 million to the cost of the line.

Not everyone supports light rail.

Since the city announced it was pursuing a north-south transit line, some residents began to ask why an east-west line was not being considered first.

Candidate for Kanata Ward councillor Marianne Wilkinson isn't against the concept of light rail, but says she and several Kanata residents would have preferred if the city looked at an east-west route before deciding to go north-south.

"We feel the city is not using its money wisely," said Wilkinson.

However, Mellor said commuters travelling east-west already have several transit options with an extensive transitway and Hwy. 417.

FAIR CHANCE

David Jeanes, a member of Transport 2000, said the city has failed to give taxpayers a fair chance to debate the project.

"It's the public that needs to be on board with this," said Jeanes.

Terry Kilrea, a candidate for mayor spoke to council members, and said there was no reason why the project can't be delayed until after the next municipal election this November to give residents more opportunity to debate the project.

Council will vote to accept or reject the LRT project on July 12.

From: http://www.ottawasun.com/News/OttawaAndRegion/2006/06/29/1658915-sun.html
________________________
Thu, June 29, 2006
Station may be on move

By SUN STAFF

At least one transit station along the 30-km north-south light rail transit line could be moved.

Gloucester-Southgate Coun. Diane Deans will introduce a motion July 12, the day council votes to approve or kill the almost $800-million project, to remove the proposed LRT station to be built at Lester and move it to South Keys.

Originally, Deans said, the Lester station was going to be built when city staff were looking at building a link to serve the Ottawa airport. That plan is not going ahead so Deans says there is no reason to build a station in the middle of nowhere.

"I can't imagine who the users will be," said Deans, adding two 20-storey apartment buildings near South Keys are expected to be built. "Put it where the population base is."

Deans said city staff is expected to support her request.

i hope they make up their mind! they need to cut to the chase and build the thing already.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/07/08/1674129-sun.html
________________________
Sat, July 8, 2006
LRT no go for Kanata, councillor says

By DONNA CASEY

With city council set to vote on the future of light rail transit next Wednesday, one city councillor says the train should not leave the station unless there's major changes to the plan.

Kanata Coun. Peggy Feltmate said she'll be voting to put the brakes on the estimated $800-million north-south light rail transit line.

"For me, I'm just not comfortable with the plan as it's proposed," Feltmate said yesterday.

She said city staff have presented the project with a "take or leave it" stance.

"Well, under those conditions, I'm leaving it," said Feltmate.


The west-end councillor said many of the project's financial details weren't available at recent open houses, creating confusion over one of the largest proposed projects in the city's history.

"I see what's happening here and I'm afraid it's not going to be successful," said Feltmate, adding the north-south line boondoggle will doom any future for an east-west line reaching Kanata residents.

Calling the trains "glorified streetcars," Feltmate said many Kanata residents were led to believe the city was looking at a rapid-transit system.

"I don't think it's what people thought they were buying," she said.

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=6bcaa701-86c4-4ec9-8486-c8f4dcb82479
________________________
Public backs light-rail solution
poll: Chiarelli, however, can't count on their vote, survey cautions

Mohammed Adam
The Ottawa Citizen

Saturday, July 08, 2006

As Ottawa city councillors prepare for next week's defining vote on north-south commuter rail, a new poll says most residents support the multimillion-dollar project.

A Decima-Citizen survey conducted in the days after the city's plan was unveiled, found 49 per cent of residents favoured the project and 36 per cent were against it. While the poll gives light-rail backers a platform to push the project through, it does not translate into public support for Mayor Bob Chiarelli, the plan's chief architect and booster. In fact, when asked whose view of light rail expansion they are inclined to support, slightly more people favour Alex Munter's diesel alternative.

Light rail has become a defining issue for the city, not only because of the project's potential to transform the nation's capital, but also because a lot of money is riding on it. The cost of the project ranges from $744 million to close to $900 million.

The city has settled on a double-track electric-powered system, but a heated debate is raging on whether that is the best plan. Some believe a diesel system, which is cheaper, is the better option.

In the midst of the debate, Decima Research conducted a telephone survey of 403 residents June 23-26 on various issues related to public transit.

The survey, which has a margin of error of 4.9 per cent, is considered accurate 19 times out of 20.

By a margin of 49 per cent to 36 per cent Ottawa residents saw more benefits than disadvantages in the project. Fifteen per cent didn't know or wouldn't say.

According to the survey, support for light rail was highest among regular bus riders, with 54 per cent saying the benefits outweigh the disadvantages. Among those who don't use public transit support is split, with 44 per cent seeing more benefits in light rail versus 42 per cent who don't.

Decima president Bruce Anderson says while support for light rail is still high, it is not "as clear a slam dunk as it has been in the past" and that's because the cost of the project, which is perceived to be high, has sapped some of the earlier support.

Still, more people want light rail because of the fear of growing gridlock in the city. The poll found that 78 per cent of Ottawa residents feel traffic congestion is getting worse and they want something done about it.

Support for rail is also reflected in "fairly positive" user satisfaction for OC Transpo, which 63 per cent of respondents say is doing a good job. Only 20 per cent say the transit company is not doing a good job.

"Support for light rail is driven by a sense that traffic is bad, and anything that helps to resolve it we should embrace," Mr. Anderson said. "People want a solution to traffic gridlock and they see LRT as part of it."

But in a somewhat surprising finding, public support for the project does not improve the fortunes of Mr. Chiarelli, the politician who most personifies light rail.

When asked to indicate support for either the mayor's plan or Mr. Munter's plan, 25 per cent backed Mr. Munter and 20 per cent chose the city plan, considered to be Mr. Chiarelli's. Fifty-five per cent couldn't or wouldn't say.

Regular transit users are more likely to back the mayor than Mr. Munter, whose plan draws most support from those who don't use transit or say traffic congestion is getting worse. Under Mr. Munter's plan, the city would switch to diesel system for both north-south and east-west, which would run on existing rail corridors.

Mr. Anderson said the mayor would be right to wonder why support for light rail does not extend to him.

"Mayor Chiarelli has led the fight for LRT, he is the champion of LRT and is leading the charge to create more of it and the mayor would have hoped that his numbers would be higher," Mr. Anderson said.

He says the reason for the mayor's low numbers is not because people have analysed the plans and found his wanting. It may simply be a visceral reaction to the cost of the north-south plan and a feeling among a substantial number of Ottawa residents, that the city plan "is not east-west friendly enough."

As well, many residents worried about traffic congestion may be reluctant to invest their hope for a solution in a mayor who has been around during the time the problem worsened.

"If I care about LRT and I care about affordability, Mr. Munter's plan would appeal to me more than the mayor's," Mr. Anderson said.

"And if people are looking for a vision on the issue and they are not seeing it, it is hard for an incumbent to prove the case for a new vision."

But he says during the election campaign in the fall when people are really paying attention and analysing the issues in greater detail, the mayor could have the upper hand.

"This is still a very competitive situation and over the course of the campaign, he has a chance to make his vision more compelling for people," Mr. Anderson said.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/07/09/1675292-sun.html
__________________________
Sun, July 9, 2006
Rolling out for O-Train
Transit group rails against impending shutdown if council OKs LRT line

By NELLY ELAYOUBI

A vote by city council this week to go ahead with the north-south light-rail project will halt the O-Train.

If councillors approve the $800-million line in a vote Wednesday, O-Train service will be stopped next April, to be replaced by the new LRT line, which won't be ready until 2009.

"The result is that for almost two years, (transit) users will be overloading the buses and congesting city roads," argues David Gladstone, of Friends of the O-Train, who want to see the existing service maintained and the LRT line proposal reviewed and revised after the fall election.

'WILL BE IMPACTED'

The group is drawing attention to the issue by riding the O-Train tomorrow, Tuesday and Wednesday, starting at 7 a.m., leaving from Bayview station. "We want to let riders know that they will be impacted," Gladstone says.

Councillors say O-Train service -- which has been hailed as a "success" -- has to be halted for work on the LRT service.

"There is no choice because that is a route that we're going to continue to use and it has to be changed," says Bell-South Nepean Coun. Jan Harder.

Harder says OC Transpo has given assurance it can handle an expected rise in bus ridership caused by the rail shutdown.

"It's not the optimum choice, but it's a small time pain for a long time gain."

Gladstone predicts there won't be sufficient service. "You're replacing an existing winter independent service with buses on the road."

Friends of the O-Train are also protesting the sale of three trains that have "99.8% reliability and are accident free." Harder points out the sale will net $9 million to be used for the LRT line.

NECESSARY EVIL

While West-Carleton Coun. Eli El-Chantiry hasn't decided how he will vote Wednesday, he agrees with Harder that a "minor" transit disruption is necessary when looking at the "bigger picture."

El-Chantiry's priority, however, is getting the city to address its $85-million backlog for the repair and rehabilitation of city roads. "It's going to come to a point that if the city ignores the roads, small repairs will become big repairs, if the city delays."

From: http://www.ottawabusinessjournal.com/286526377151443.php
_______________________
City insists LRT risks on builders' shoulders thanks to terms of deal
By Jim Donnelly, Ottawa Business Journal Staff
Mon, Jul 10, 2006 12:00 AM EST

If folks in Ottawa want a good indication of where the city's light rail transit project is headed, all that's needed is a brief glance to the west.

That's because the city of Vancouver is involved in a nearly-identical project called the Canada Line (formerly called the Richmond-Airport-Vancouver Line), scheduled to open in 2009 and partly funded from private-sector investments.

Both projects, it turns out, are public private partnerships (P3s), a relatively new form of governmental procurement involving a mashup of public and private interests. In Ottawa's case, says the city's Rejean Chartrand, this type of agreement transfers overrun risk to the Siemens-PCL/Dufferin consortium who won the design, build and maintenance contract a few months ago.

"The structure of the contract is for the design, the construction and the 15-year maintenance period," says Mr. Chartrand. "This is what really creates the partnership component. It's a fixed commitment and firm price to both design and build it, and also a fixed price to maintain it for 15 years."

That's similar to Vancouver's deal, but not quite – its maintenance agreement is scheduled to last 35 years, 20 years longer than Ottawa's. Vancouver's Canada Line, now well into its construction phase, has also secured five separate funding partners including the federal and B.C. provincial governments, the Vancouver YVR International Airport, the regional transportation authority, and even the private sector company tasked with building the railway.

According to Canada Line's communications director, Alan Dever, In Transit B.C. (a company one-third owned by SNC Lavalin, the B.C. provincial pension fund, and a Quebec interest) is dunking $720 million into the $2-billion project – no small sum, considering Ottawa's private sector investment adds up to a nice round zero.

The amount of public funds designated for Canada Line has been capped at $1.3 billion, said Mr. Dever. Any snags in the construction phase will theoretically be paid by the contractor, as in Ottawa's deal, so money is doled out as the project is built rather than by the amount of materials used, as under a more traditional procurement agreement.

Same with federal and provincial money going towards the project, says Mr. Chartrand. "The understanding is premised on construction milestones.



The plan is that we will have a schedule of payment with the contractor, so when they build component 'a' worth $1 million, then we pay the contractor $1 million, and we claim back from the province and f ederal government their share of the million.

"And we'll be doing this on a monthly basis."

Canada Line's Mr. Dever says the P3 side of light rail construction is very much like building a house. "The contract, among other things, what it does is transfers all the risk for construction overrun to the private sector. The public sector funding is $1.3 billion or so, and it's capped at that amount. And any overruns are paid for by the private sector.

"If you want to see changes in scope, then you have to pay for it, just like if you're building a house. If there are changes to the scope of the house, then those are additional funds."

Mr. Chartrand says Ottawa's financing structure is different, despite the fact that both projects are P3s and both have similar objectives. In Vancouver's case, "They effectively told the contractor we have so much money to put towards this, and you, the contractor, have to come up with the difference in financing. And the contractor is financing the difference."

"In our case, we don't have the contractor providing any financing," thanks to the way the deal was originally constructed, says Mr. Chartrand.

So if the track needs a slight extension during the construction phase, or if a new station not in the current plan needs building, the city must pay. The municipality is footing most of the bill for the project (other than $400 million kicked in by the federal and provincial governments), whose price ranges from $750 million to $1 billion depending on who you speak with.

"But otherwise, everything is fixed for the 15-year period," he says. "So they take the risk.

"So a public private partnership is about risk transfer, so the risk transfer is whatever they design and build, they have to maintain for a fixed price. So if they don't build it properly, and its going to cost them more during the 15 year maintenance, well, that's the risk that they take.

"And in addition, we're securing guarantees from the company itself," continues Mr. Chartrand. "Which means that at that point in time, you can take them to court and their assets – the company assets are being pledged, is essentially what this means."

Mr. Chartrand calls these guarantees "effectively ironclad." The Siemens consortium has, he says, provided a $300-million performance bond, another $300-million labour and materials payment bond, and finally a $16-million letter of credit "that will be irrevocable in the city's name, and if they don't perform the city has the ability to access this letter of credit if things aren't done properly," he says.

Opponents to the city's light rail plan say these guarantees aren't enough to finance a project that's sure to cost over $1 billion when all is said and done. "This project started off in the $400-million range when first budgeted," says Peter Hillier of the Get It Right group, a conglomerate of business groups who want the LRT decision deferred until after the election. As it stands now, council is set to vote on the project July 14.

"It quickly ran up to $625 million and over the last six months has risen from $725 to $900 million, including ancillary projects that are necessary but they left off the project budget.

"We're getting $400 million from the Provincial and Federal Governments and the mayor has yet to fully explain where he is going to drum up the rest."

From: http://www.canada.com:80/components/print.aspx?id=68a2d5ea-83ae-4aeb-b5fb-a1d2e3d64c24
_________________________
Vanier community fears effects of 'senseless densification'
Four kilometres from Parliament Hill would seem to be in the range of the city's plan to encourage density growth, but residents are saying the proposed development is way off scale with the rest of the neighbourhood, Maria Cook reports.

Maria Cook
The Ottawa Citizen

Monday, July 10, 2006

When Prince Charles saw the model for the 50-storey Canary Wharf Tower in London, he asked: "But why does it have to be so tall?"

Vanier residents are asking the same question.

Many people in this modest east-side Ottawa neighbourhood are alarmed at a controversial plan to build three condominium towers -- 16, 24, and 30 storeys -- plus 136 townhouses next to some of the smallest houses in the city.

"It doesn't fit with our area," says John Nolan, president of the South of Beechwood community association.

The developer, Claridge Homes, argues the project is an "excellent demonstration" of the principle of intensification enshrined in the City of Ottawa's new official plan. The city wants greater density within the Greenbelt in order to limit suburban sprawl.

But, area residents are concerned the size of the project will snarl traffic and damage Vanier's village character and quality of life.

"Instead of endless suburban sprawl, we'll have senseless densification," says Stephen Fai, a Carleton University architecture professor who lives near Vanier.

"I don't think we have to choose between the two extremes."

Ottawa-Vanier MPP Madeleine Meilleur is a Vanier resident. "The concentration is too high," she says. "It's not going to be good for the people who live there now. It's a nice family neighbourhood. People bought there because it's not a dense community."

Some people are also worried about the health risks of stirring up a former industrial site contaminated with heavy metals such as mercury.

"Cancer is a big scare," says Mr. Nolan.

Vanier promises to make a compelling case study for other Ottawa neighbourhoods. How will these contentious issues be resolved? How will the city interpret the official plan?

"Claridge is pressuring the city, and all of us, to make a choice between economics and a good place to live," says Mr. Fai.

"This is an important, precedent-setting case and could influence the reading of the official plan in the future."

The parcel, called 100 Landry St., is a fenced field of long grass bounded by the Vanier Parkway to the west, Landry Street to the north, Carillon Street to the south and a Muslim cultural centre to the east.

"It's one of the few urban sites that has any sort of mass of land," says Neil Malhotra, Claridge vice-president. Mr. Malhotra says the area is nearly on the doorstep of Parliament Hill. "There's supposed to be some density."

The proposed development consists of 757 new units in:

- 76 two-storey townhouses located in 15 buildings;

- 60 three-and-a-half-storey stacked townhouses in five buildings;

- Three highrise apartment buildings with 621 units.

Mr. Malhotra argues density is needed to make the project economically feasible. It will cost "millions" to remove and replace the contaminated soil.

"If it's not us, someone else would have to do a project of this scale to make it work."

Mr. Nolan says the community is not opposed to development on the site, which is almost four kilometres from Parliament Hill. The problem is the height and the influx of at least 1,500 people.

The surrounding houses and small apartment buildings range from one-and-a-half storeys to three storeys, although there is a 16-storey apartment building just west of the site.

"The current plan ignores the delicate balance that this neighbourhood has achieved," says Mr. Fai. "I cannot accept this as a legitimate proposal for this site. It's too big and doesn't pay any attention to the surrounding neighbourhood. It is possible to do some highrise development, but 30 storeys is absurd."

He lives at the foot of a highrise building on Rideau Terrace.

"There's an example of the kind of mistake that can be made in a neighbourhood," he says.

"The people across the street lost all their sunlight. Cars are whipping up and down our street all the time. The air conditioner of the building sounds like a jet engine taking off."

Compounding the community's apprehension is the fact that thousands of new houses and apartments are being planned in the area, including on the former Rockcliffe airbase, Karen Way, Rideau Street and Beechwood Avenue.

New residents will use the same three roads to travel downtown -- Montreal Road, Vanier Parkway and Beechwood.

"It seems like all the densification is happening in one place," says Mr. Nolan.

The community association wants to see a plan for Wards 12 and 13 before the city continues with any decisions regarding current and future development, zoning amendments or street design plans.

Rideau-Vanier Councillor Georges Bedard and Ottawa-Vanier MP Mauril Belanger agree the city should study the impact of the pending developments.

"Someone has to have a sense of the entire area so nobody wakes up with a nasty surprise," says Mr. Belanger.

"You need to look at transportation, infrastructure, recreational facilities, education and green spaces to see whether or not they can handle the increased population. If they can't, you don't allow the intensity sought by developers," he says.

"The city should stick to zoning bylaws it sets," adds Mr. Belanger. "People feel disenfranchised when someone buys a property and builds two times as much as allowed by the bylaw. At some point, the fabric of our community will suffer. Council has the responsibility to avoid actions that endanger our quality of life."

Mayoral candidate Alex Munter shares the community association's concerns.

"The city's approach is piecemeal, poorly co-ordinated and lacking an overall vision," he says.

"Developing brownfield sites makes a lot more sense than paving over forests and farmland. But it's also more complicated because we have to respect existing communities."

The site, once a steel beam fabrication plant, has stood empty for decades. Claridge plans to purchase the property this year from Truscan Properties, the real estate division of the TD Bank.

Claridge is awaiting Ministry of the Environment approval of its cleanup plan, which the company hopes to start this winter. The project would take seven to eight years to complete.

"As far as I understand, there isn't a health problem," says Mr. Malhotra. "If you deal with it when there's snow on the ground, it helps to keep the material less air-borne and there are fewer people outdoors."

Current zoning permits 314 units of housing and 38,700 square metres of commercial development. The current allowable height is 19 storeys. Claridge has applied to the city for a zoning amendment.

Mr. Bedard points out that the site permits office towers, and that housing is preferable.

"It's a compromise situation," he says. "The benefits are that there will be a good increase in land value in the area and it's going to be very good for the commercial areas on Montreal Road and Beechwood Avenue."

A traffic impact study prepared for Claridge by Delcan Corporation predicted increases in traffic on Vanier Parkway, Beechwood Avenue and Landry Street.

It also outlined the need for a road connection between the development and Vanier Parkway with a turning lane and traffic lights.

"The biggest issue will be transportation," says Mr. Bedard. "How do we get people in and out of there efficiently. Our staff say we're just going to have added congestion and that traffic flows can handle it.

"We're going to have to become more pedestrian and cycling oriented and recognize that if we use cars we're going to be caught in a bottleneck."

The redevelopment of Vanier seems inevitable given its proximity to downtown. Ultimately, it comes down to quality of urban design and architecture.

Currently, the project is designed almost as a gated community with its back toward Vanier. There are few connections to the neighbourhood and it treats Landry Street as a service road. Public space consists of a half-acre parkette required by the city.

The two highest apartment towers overlook Vanier Parkway, while the rear of the third tower, along with its concrete parking ramp, faces onto Landry. The taller townhouses, dominated by surface parking, abut Landry Street.

There are no architectural designs yet. "The intent is that they be reflective of some of the architecture we see in the neighbourhood," says Mr. Malhotra.

He notes Claridge has tried to address community concerns. For example, in the original design, the townhouses beside Landry backed onto the street. Now, the sides of the buildings face Landry. Claridge also removed a through route from Landry to the Vanier Parkway.

"If I were working on the project, I would look first to the existing neighbourhood for clues on how to build a viable, inner city project in east-central Ottawa," says Mr. Fai.

"The neighbourhood surrounding 100 Landry is very diverse culturally, economically, and topographically. This needs to be thoughtfully addressed."

While many people agree in principle to limiting urban sprawl, "inner city developments are complex and all of us will need to adjust to lengthy, comprehensive, and inclusive approval processes," he says.

From: http://www.ottawasun.ca/News/OttawaAndRegion/2006/07/11/1678471-sun.html
______________________
Tue, July 11, 2006
So many trains of thought
Councillors weighing 'overwhelming' arguments as debate over light-rail project begins today

By DEREK PUDDICOMBE

THE LONG and arduous debate over whether to approve an almost billion-dollar 29.7-km light rail transit project for the city begins today.

It looks like it will be a tough debate.

Some councillors have decided to vote against the project for a variety of reasons -- safety, money or simply because they say it's not the right LRT plan for the city.

Others, who have favoured the project from the beginning, are also having some second thoughts.

Baseline Coun. Rick Chiarelli, says he still hasn't made up his mind.


'THE SCALE IS LOADED'

"I really wanted to vote in favour of it," said Chiarelli, "but there are overwhelming reasons to vote for it and overwhelming reasons to be cautious as well. The scale is loaded on both sides."

One reason Chiarelli is cautious about what would be the largest construction project in the city's history is the cost.

"It's an awful lot of money and we have to know how it will affect flexibility in the future," he said.

Some councillors are saying the true cost of the project is anyone's guess. Estimates have ranged from $778 million to $1 billion. Even when staff presented the number a month ago, an informal poll revealed councillors didn't understand the real cost of the proposed light rail system and Chiarelli says that's been city staff's fault.

"The flow of information on the project has been confusing," he said.

Bell-South Nepean Coun. Jan Harder says the project is vital to keep traffic flowing from Barrhaven into the city's core.

"I hope this council has the vision after years and years of research and consultations," said Harder. "This is not for today or tomorrow. This is for the next 50 years."

Innes Ward Coun. Rainer Bloess visited Houston, Texas, last week on his own dime to get a feel for its LRT system -- the same make and model Ottawa will be voting on this week.

Admittedly not sure how he was going to vote before heading south, and still left with some questions, Bloess said the trip opened his eyes to the value of light rail transit.

Bloess' east-end council colleague Cumberland Coun. Rob Jellett also has some remaining concerns but likes the concept of LRT.

'CHEAPER TO RUN'

"Light rail is a better technology than using buses. It's better for the environment and cheaper to run," said Jellett.

Osgoode Coun. Doug Thompson said some rural residents oppose the system but many support it.

"Light rail is the only way that a major city can develop and Ottawa is certainly a major city," he said, and added many rural residents who travel into the core of the city would probably use the system.

From: http://www.canada.com/ottawacitizen/news/city/story.html?id=fbf93d58-4da6-418c-add4-c55a102d4002&k=46051
____________________
Attempt to delay light-rail vote fails
14 of 21 city councillors decide against deferral motion pitched by Alex Cullen

Jake Rupert
The Ottawa Citizen

Wednesday, July 12, 2006

Ottawa's proposed north-south light-rail project is headed toward reality after city council yesterday voted down a move to defer a decision on the issue until after this fall's election.

Bay Councillor Alex Cullen brought the deferral motion, which died on a vote of 14 to seven, with many councillors saying that after years of study and planning, it was time to decide the issue.

Final voting on whether or not to go ahead with the 29-kilometre University of Ottawa to Barrhaven electric line, with a price tag of $780 million to $1 billion, is set for today after further debate.

The losing deferral vote is seen as a preview of what the final vote will be because most of the councillors who voted against deferral are expected to support the project.

In this camp is Gloucester-Southgate Councillor Diane Deans, whose growing area, including Riverside South, will be served by the line. She said this city council has been wrestling with the issue for years and is in a far better position to make the decision than the next council.

"At some point, council has to have the intestinal fortitude to make a decision on this," she said.

"I don't believe it's in the long-term interest of this city to delay. It's judgment day for this council."

Bell-South Nepean Councillor Jan Harder, whose ward includes Barrhaven, concurred.

"Members of this council and the one before it voted to make this the No. 1 transit priority, and it's time to move ahead with it," she said.

Mr. Cullen brought the motion because he felt taxpayers would have more direct impact on the decision if it became an election issue. This position was supported by a coalition of community groups and both main candidates running against Mayor Bob Chiarelli.

"This is taxpayers' money no matter how you slice it, and we should find out from our electorate if they are seeing this as an appropriate use of their money," Mr. Cullen said.

The city's light-rail project leader, Rejean Chartrand, warned council that the group of companies chosen to design, build, provide cars for and maintain the system for 15 years say a six-month delay would add $60 million to $80 million to the cost of the project.

Mayor Bob Chiarelli, the project's chief booster, didn't ask questions of staff or speak during the deferral debate after it became clear Mr. Cullen's motion wasn't going to pass.

The provincial and federal governments have each committed $200 million toward the project and the city is financing the rest, largely using gas tax transfers from the upper levels of government and development charges dedicated to transit projects.

Mr. Chartrand said he's confident this is the right project, at the right time, for the right price, with the right protections built in for the city.

"You can be sure that this is the best price for this project," said Mr. Chartrand.

"The city will pay for performance only, and there will be penalties if deadlines and performance standards aren't met."

Furthermore, city manager Kent Kirkpatrick said the city's whole planning process in the south end of Ottawa has been designed around the line, the roads into the area can't deal with any more cars, and the funding is in place to pay for the line with minimal impact to taxpayers.

"If you decided not to build this infrastructure ... a lot of planning will have to be undone and changed," he said. "This is the best strategy to service an area where the city has focused growth."

Mr. Kirkpatrick said there will be no pressure put on taxpayers until 2010, when the line starts running and the city will have to find roughly $16 million per year to run it.

That translates into a two-per-cent tax increase, beginning in 2010.

Still, a minority of councillors are expected to vote against the project today because they aren't convinced it is worth the price tag. Knoxdale-Merivale Councillor Gord Hunter is a long-time an opponent of the project for this reason.

From: http://www.canada.com/ottawacitizen/news/city/story.html?id=90003823-dbd6-408c-9420-c8db24c22b93&k=99119
_____________
All aboard rail? We'll soon see
'There should be enough votes' for light-rail plan, mayor says

Jake Rupert
The Ottawa Citizen

Tuesday, July 11, 2006

'We're just not getting a lot of public transit for the money' says David Jeanes, president of the advocacy group Transport 2000, of Ottawa's multimillion-dollar light-rail project.
With the fate of Ottawa's north-south light-rail project hanging on one more vote, most likely to take place tomorrow, the pro, con and defer camps on city council were out in force yesterday.

Mayor Bob Chiarelli spent much of the day meeting with various councillors trying to secure their votes for the rail line, which would run from the University of Ottawa to Barrhaven at a cost somewhere between $780 million and $1 billion, depending on who does the math.

Mr. Chiarelli, who has been the leading force behind the project, said there are councillors who had concerns about it, but they have been answered.

"We aren't going to take the debate lightly, but we're fairly confident that there should be enough (votes) to carry it," Mr. Chiarelli said. "This will be beneficial to the whole city, and I think enough councillors see that."

Others, such as Bay Councillor Alex Cullen and Knoxdale-Merivale Councillor Gord Hunter, were working to get the votes to delay a decision on the matter until after this fall's municipal election, or to kill the project outright.

Mr. Cullen said he felt his move to have the vote deferred was gaining ground.

Indeed, Kanata Councillor Peggy Feltmate is now in favour of deferral, and two other councillors, Cumberland's Rob Jellett and Baseline's Rick Chiarelli, now say they are thinking about deferring the vote.

Mr. Cullen said if deferral fails, he will be voting against the project as it stands. He said initially the project was supposed to cost $600 million, and he just can't see the value anymore.

"I wanted to believe, but this is not what we started out trying to do," he said. "I want rail in Ottawa, but at $858 million, conservatively, we should be getting more than this. I just don't see this as value for the money we would be spending."

Mayor Chiarelli said the city has the money for the project, and he doesn't want to see it added to the list of capital project failures in the city. He said these include Lebreton Flats, 50 years and counting with nothing built, 15 years without an expansion of the Ottawa Congress Centre despite having almost $100 million in available funding, and no east end bridge over the Ottawa River despite a clear need.

"We've got the money in our hands, so let's get it done," Mr. Chiarelli said. "No one is saying it's perfection, but let's get the show on the road. Let's start building a world-class city."

Bell-South Nepean councillor Jan Harder spent the day working on getting support for the extension of the line from the Rideau River into the heart of Barrhaven. The extension was initially part of the plan, but was lopped off in an ultimately vain attempt to keep things close to budget.

A compromise solution will see the line reduced to one track into Barrhaven. This option, estimated to cost $24 million, will be voted on separately.

Ms. Harder says if others on council don't vote for the extension, she'll be voting against the project because it would no longer make sense.

Some councillors, like Baseline Councillor Rick Chiarelli, say they still need more information before they can make a decision.

In particular, Councillor Chiarelli wants to know the extent to which the $400 million coming from the provincial and federal governments is tied to this particular project and how the decision on this project is going to impact other transit projects planned for the future.

He said city staff have said the money from the other levels of government will be taken off the table if the project doesn't go ahead.

But Ottawa West-Nepean MP John Baird, who is also president of Treasury Board, says the money will remain on the table for other transit projects if this one is voted down.

Rick Chiarelli says he wants clear answers on this issue for both the federal and the provincial elements, which are worth $200 million each.

"If this money isn't tied to this project, there's a lot more possibilities," he said. "This is one transit project. There are others."

Rick Chiarelli said he's worried that financing the rest of the project using gas tax transfers from the two upper levels of government will mean the "other" projects won't get done.

Cumberland Councillor Rob Jellett says tension over the vote is so high that he and the mayor got in a heated argument over the issue recently.

"Bob and I got into it, and it got personal," Mr. Jellett said. "Nobody threatened anybody, but it was personal."

He said it got that way because he is now leaning towards deferring the project until after the election.

He said he's leaning that way because of the feedback he has been getting from his constituents.

"People want a chance to step back and look at this project one more time," Mr. Jellett said. "There are questions that need answering: Is the ridership there? Is this the right route? Is this the right project for the money right now?"

If the contract is awarded, it will go to a consortium consisting of Siemens, which will supply rail vehicles and technology, and PCL and Dufferin construction companies.

The city's light-rail team will start making presentations at 1 p.m. today followed by questions from councillors, debate and then the vote. However, it is expected that the meeting will not finish today and that the vote will held tomorrow after the meeting resumes at 9 a.m.

From: http://www.ottawabusinessjournal.com/286542493836467.php
_______________________
LRT debate drags on, final decision far from imminent
By Ottawa Business Journal Staff
Wed, Jul 12, 2006 8:00 AM EST


Artist's conception of proposed light rail passing through downtown. (Photo courtesy City of Ottawa)
Ottawa City Council is embroiled in a heated – and sometimes confusing – debate over the future of the city's largest construction project.

Council members seem far from a final decision, as they get sidetracked with procedural measures and wrangle over proposed amendments to the plan for the north-south LRT line that would link the University of Ottawa with Barrhaven.

Mayor Bob Chiarelli and councilor Alex Cullen tangled in a particularly fractious exchange. Coun. Cullen opposes the LRT plan as it stands, and lost a vote Tuesday to defer a final decision until after this fall's municipal election.

By a vote of 14-7, council rejected Mr. Cullen's motion to put off a decision until the new council takes office.

Mr. Cullen had argued that delaying a final decision would be in the best interests of democracy, but other councilors disagreed and said it's time to either approve the project or reject it.

"To delay this is just a copout," Innes councilor Rainer Bloess told council.

Many of the council members who voted against the Cullen motion are expected to support the LRT plan when it comes to a final vote, either later today or Thursday.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/07/13/1681938-sun.html
_____________________
Thu, July 13, 2006
Councillors toe LRT line
Plan to build $1B transit system goes ahead by 14-7 vote

By DEREK PUDDICOMBE

After two days of debate, north-south commuters can count on riding the rails.

Council yesterday voted 14-7 in favour of a light rail network to be built in the nation's capital.

"This is a champagne moment for our city. This is a new start for our city," said Capital Coun. Clive Doucet, who has always been a supporter for the 29.7-km route.

Cumberland Coun. Rob Jellett said the decision has been the most difficult in his short political career, but despite being heavily lobbied -- and receiving threats -- to vote against it, he voted in favour.

"In the end, this may cost my job, but I will be leaving knowing I made a decision with the best information I had available," said Jellett.


2% PROPERTY TAX HIKE

Diane Deans was confident that taxpayers would be willing to accept a 2% property tax increase in 2010, when light rail will be up and running, to help fund the system if savings can't be found elsewhere.

"To get this type of system, taxpayers would be willing to accept it," she said.

The vote was broken into two parts: The contract for the design, construction and 15-year maintenance of the north-south line; and the extension to bring the rail line into Barrhaven, which passed in a 17-5 vote. Most councillors said the Barrhaven extension would be necessary to make the project work.

Mayor Bob Chiarelli said the light rail system -- thought to be his pet project -- will improve the quality of life for residents and make Ottawa a world class city. He said it won't take long before the public will buy into it.

"They will learn to love the system," said Chiarelli. "It will be the start of making this a great world capital."

He said the line will also make an impact on the city's economy.

"It will mean a significant boon to the downtown and people will end up having more fun downtown."

Bay Coun. Alex Cullen said he jumped off the train last year when city staff refused to endorse a plan to look at building a tunnel under the downtown core.

Cullen said while there is room for a north-south project, the time just isn't right -- especially not at the almost $1-billion price tag.

"It's not worth it. There is a better plan we can put together to check our levels of ridership," he said.

Innes Coun. Rainer Bloess, who travelled to Houston, Tex., last week to get a feel for the LRT that Siemens built there -- a system that is similar to Ottawa's project -- said he took into consideration the future impact of LRT when he cast his vote against the plan.

"It's about what we want our city to become," said Bloess. "I want the train, but I want it in the right place. The numbers don't give me the confidence."

---

HOW THEY VOTED

TO APPROVE THE LRT CONTRACT:

Doug Thompson: yes

Janet Stavinga: yes

Peter Hume: yes

Eli El-Chantiry: yes

Clive Doucet: yes

Shawn Little: yes

Georges Bedard: yes

Diane Deans: yes

Bob Monette: yes

Jan Harder: yes

Rob Jellett: yes

Maria McRae: yes

Diane Holmes: yes

Bob Chiarelli: yes

Rick Chiarelli: no

Michel Bellemare: no

Jacques Legendre: no

Alex Cullen: no

Glenn Brooks: no

Peggy Feltmate: no

Rainer Bloess: no

TO EXTEND THE LINE INTO BARRHAVEN:

Doug Thompson: yes

Rick Chiarelli: yes

Janet Stavinga: yes

Peter Hume: yes

Eli El-Chantiry: yes

Clive Doucet: yes

Shawn Little: yes

Jacques Legendre: yes

Georges Bedard: yes

Diane Deans: yes

Bob Monette: yes

Peggy Feltmate: yes

Jan Harder: yes

Rob Jellett: yes

Maria McRae: yes

Diane Holmes: yes

Bob Chiarelli: yes

Michel Bellemare: no

Alex Cullen: no

Gord Hunter: no

Glenn Brooks: no

Rainer Bloess: no

TO EXTEND THE LINE TO THE UNIVERSITY OF OTTAWA:

Doug Thompson: yes

Janet Stavinga: yes

Peter Hume: yes

Eli El-Chantiry: yes

Clive Doucet: yes

Georges Bedard: yes

Diane Deans: yes

Bob Monette: yes

Jan Harder: yes

Maria McRae: yes

Diane Holmes: yes

Mayor Bob Chiarelli: yes

Rick Chiarelli: no

Michel Bellemare: no

Shawn Little: no

Jacques Legendre: no

Alex Cullen: no

Gord Hunter: no

Glenn Brooks: no

Peggy Feltmate: no

Rob Jellett: no

Rainer Bloess: no

From: http://www.canada.com:80/components/print.aspx?id=648a4e15-218f-4f46-9b97-60e48d7a841f
____________________________
Council goes way off track

Randall Denley
The Ottawa Citizen

Thursday, July 13, 2006

So much for the great debate on light-rail. The proponents of the city's north-south plan had no real interest in improving it and the opponents' alternative ideas were too little and too late.

After a day and a half of discussion, councillors approved pretty much what staff had placed in front of them.

A number of motions did try to get at the glaring problem of jamming downtown streets with buses and trains, but Mayor Bob Chiarelli managed to rule them out of order. Councillor Gord Hunter even presented a whole new approach to transit, calling for an extension of the transitway to serve Riverside South and trains on the east-west transitway.

Councillors were unpersuaded. This first step in a 15-year transit expansion plan sets the city off in entirely the wrong direction, but the prevailing council wisdom is that it's too late to stop now.

Councillors were to some extent victims of their own momentum. When they asked staff a year ago to get a contract to build the north-south line, there was really little chance of any outcome different from the one we saw yesterday. The $158-million price escalation might have given a reasonable person pause, but it didn't seem to matter a whit to most on council. The small number of additional transit riders the train is likely to attract wasn't much of a deal at the promised $725 million. It's really a joke at $883 million, plus.

Councillors managed to debate light-rail for years without ever really focusing their attention on the consultants' report that told them the numbers of new riders would be small and that the 30-per-cent transit commuting share goal would almost certainly never be met. Other than the cost, it's the most relevant information. The new train is projected to attract 1,090 new transit riders in the morning commute by 2021.

Councillors who persist in using a figure 60 times as large should have another read.

The councillors who opposed the rail plan found themselves fighting not only the momentum of the project, but also a cunning little array of inducements that were intended to persuade uncommitted councillors. East-end councillors got a small Band-Aid solution to the Queensway split, west-end councillors got a long overdue improvement in a transitway bottleneck. Jan Harder won the grand prize, a $24-million extension of the rail line to Barrhaven. Rural councillors were rewarded with $3.5 million in rural road repairs.

On that last point, one really has to admire the chutzpah of Councillor Eli El-Chantiry. The West Carleton councillor found the original $2-million rural road inducement too low and asked for $1.5 million more.

This got Councillor Jacques Legendre's attention and he began to ask embarrassing questions about why rural road repairs would be attached to an urban transit project anyway.

While everyone else looked at their shoes, Legendre went on at length about how this made the debate a "mockery."

Poor Jacques. He's right, of course, but after all his years in politics, he is still doesn't understand how the city's reward system works.

Councillors applied their usual complexity but the underlying question in front of them was a simple one. With all information in hand, was the north-south plan a good idea, or not?

Instead of arguing the main point, councillors expended much of their time on procedure and trivia. That suited the light rail supporters rather well, because the plan really doesn't stand up to much scrutiny. The opponents made it easy for them by focusing on not-going-to-happen ideas like dropping the link to Barrhaven or reconsidering a tunnel downtown.

Earlier, councillors had rejected a plan to delay the decision so they could consult the public in this fall's election.

Councillor Maria McRae said there would be no point, because councillors would have no new information later.

That would be true, if delay was all councillors intended to do. It eluded McRae, but the purpose of the delay was to figure out a better, cheaper way to serve people in the south, freeing up money for east-west.

Once councillors turned their attention to the actual contract proposal, they found there is really no way to tell if it provides good value for the money.

Without any breakdown of the cost of component parts or any potential alternatives, it was difficult for councillors to do anything but give a simple yes or no.

In the end, most simply went along with what city staff and the mayor wanted, just like they have all along. Now it's all over but the paying.

This thread is full of a ton of info, but its basically only pasted articles from various daily's- seems awfully boring to me..where are the picts, the comments etc..??

Don't have any...oh well then post another article..!

All the same, it is great to hear that Ottawa is experiencing a building boom-

p5

The problem is that there a lot more Ottawa forumers in SSP. I'm in London, so no pictures from me. Does anyone have any photos?

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/07/15/1686279-sun.html
______________________
Sat, July 15, 2006
Rideau Centre scraps plans
Citing 'unduly onerous' demands from the city, mall management has given up on a major expansion, Susan Sherring reports

By SUSAN SHERRING

PLANS for a major expansion of the Rideau Centre have been abruptly halted, with the mall's owners withdrawing their development application to the City of Ottawa.

"The (city's) Memo of Acceptance and the entire process are most disappointing and discouraging," wrote Michael Herman, Viking Rideau's managing director, in a tersely worded letter obtained by the Sun.

"The conditions outlined in the (city's memo) are unduly onerous and unacceptable. We hereby withdraw our development application."

Viking Rideau and the City of Ottawa have been part of an ongoing process for several months now. Working with the Urban Design Review Panel (a panel of private citizens), city staff and Rideau Centre officials came up with the Final Project Design Memo of Acceptance, outlining a variety of design elements required under the city's Urban Design Plan.

The end result is the Final Project Design Memo of Acceptance, a six-page letter that gives more than a hint of the stringent design regulations by which the Rideau Centre is expected to abide.


Rideau-Vanier Coun. Georges Bedard, whose ward includes the Rideau Centre, said Ottawa wants to sit down with the owners, but there are simply some areas of disagreement which aren't negotiable from the city's point of view.

He said council voted last year on an urban design for the downtown area, and points out the Rideau Centre was an integral part of the process leading up to that council decision.

Bedard said the biggest stumbling block appears to be the Centre's reluctance to revamp the facade of the stores fronting on Rideau St., along with a requirement for new stores at the corner of Nicholas St. to also front the street.

He said it's imperative to the future of the downtown core that the area be revitalized -- and that the life be brought back to the street.

"We did it wrong the first time and we have to get it right this time around," Bedard said. "We need people going in and out of those downtown businesses along the entire street."

He suggested the present design has hurt other businesses on Rideau St., and that in turn has led to some of the serious problems -- including crime -- now being witnessed on that street.

"The future of the downtown core depends on us getting it right this time," Bedard said.

John Moser, the city's acting deputy city manager, replied to Herman's letter suggesting he doesn't understand the company's reticence.

"I must indicate that I am somewhat dismayed with your decision," Moser wrote.

Moser suggests given the amount of work that is being done, he hopes the two sides can meet to see if some common ground can be found.

"We will therefore not formally close our file, as you have requested, until we hear further from you," Moser wrote.

Moser told the Sun yesterday he was surprised at Rideau Viking's decision and had thought the two sides were close to an agreement.

Until the site plan application is approved, Moser said a building permit won't be issued for the expansion.

In the fall of 2005, the Rideau Centre announced that despite problems with the expansion of the Ottawa Congress Centre, it was proceeding full steam ahead with their own plans.

40 NEW STORES

The centre planned to expand eastward to Nicholas St., creating up to 130,000 sq.-ft. of new retail space which would be fully integrated with the existing mall, adding up to 40 new stores at the centre.

At the time, Cindy VanBuskirk, director of marketing and leasing, said the Rideau Centre was facing a "pressing demand" for space and must expand to "preserve and grow" its market share.

Yesterday, she wasn't quite so talkative.

"Where did you get that information?" she asked.

"I'm not prepared to comment at this time."

Herman was equally as quiet about the letter to the city and didn't return the Sun's calls made to his Toronto Viking Rideau office.

The problem is that there a lot more Ottawa forumers in SSP. I'm in London, so no pictures from me. Does anyone have any photos?

I'm moving to Ottawa mid-August...if this thread is still available then I will be happy to post some pics.

From: http://www.canada.com:80/components/print.aspx?id=e1a8f8bd-2c82-4228-b7da-c6f5eb563667
____________________________
Shut pedestrian underpass
councillor: Homeless, drug dealers frightening, Bedard says

Andrew Seymour
The Ottawa Citizen

Thursday, July 20, 2006


CREDIT: Wayne Cuddington, The Ottawa Citizen
Georges Bedard wants a fence to keep people out of the tunnel.
Rideau-Vanier Councillor Georges Bedard wants to permanently shut a "dangerous" downtown pedestrian underpass frequented by homeless street youths.

The walkway, running under Colonel By Drive between Wellington and Rideau streets, is where a street youth was killed last month after an altercation with another man who allegedly urinated on the steps near the street youth's "home."

"It's an inappropriate place to sleep. It's supposed to be a walkway for pedestrians and tourists," said Mr. Bedard yesterday.

Until the walkway can be shut and another solution found for pedestrians crossing the busy intersection, he said the city should put up a fence.

"The short-term solution is barricading those areas where people are sleeping and put in a proper fence, something interesting to maintain some sort of a style -- but definitely close it off," Mr. Bedard said, describing the area as a haven for drug dealing that intimidates residents and visitors to Ottawa.

Mr. Bedard's comments come a week before Ottawa police plan to do a safety audit of the area that will recommend solutions to make it safer.

The Crime Prevention Through Environmental Design study, which will be conducted by Ottawa police Sgt. Bill Van Ryswyk, will focus on design changes to reduce the incidence and fear of crime.

Potential solutions could include gating the area at night, a permanent fence or improving lighting and sightlines to prevent people from congregating there, said Ottawa police Staff Sgt. Paul Johnston of the Central-East Neighbourhood section, which patrols Rideau Street.

"We are going to look at changing the design of it," said Staff Sgt. Johnston. "It's not the best place from a policing perspective."

He said it has been a troublesome spot. "There is a perception it is not safe down there," said Staff Sgt. Johnston.

Yet, he said, the problems are mostly limited to alcohol infractions, a small amount of drug use such as smoking pot, panhandling and loitering.

In last month's homicide, it was one of the street youths who slept in the underpass that was the victim. Steven Beriault, 21, was stabbed to death following a confrontation with a man Mr. Beriault's friends said was urinating on the steps. Ricky Roger Hankey, 35, has been charged with second-degree murder.

Mr. Bedard said there is no reason the street youth can't stay in shelters instead of sleeping on the street.

"The street doesn't belong to them. The street belongs to every citizen of Ottawa and each one of us has the right to ensure that we are not hassled and we are secure when we are walking down a sidewalk," he said. Since Mr. Beriault's murder, street youth who hang out under the bridge have circulated a petition against any possible closure of the underpass.

Melanie Vallieres, 18, said last night that the councillor's idea is "pointless" and that it won't bring back the friend she knew as "Cactus."

"It's not going to prevent violence in this city," said Ms. Vallieres, who occasionally spends the night in the underpass between her travels.

"All it's going to do is take away homes from the people who sleep here. This is people's homes."

Seventeen-year-old Kristie Duncan, another homeless youth, calls it a "terrible idea" and says it will only displace her community into another downtown location. She also believes Mr. Beriault's killing, which she calls an "isolated incident," is being blown out of proportion for political purposes. "That wasn't a random person walking through and getting bludgeoned to death," she said.

Mr. Bedard, who previously backed a plan to remove bus shelter walls on Rideau Street that was later rejected by council following widespread public outrage, said he envisions the fence running from one end to the other of the overpass, blocking off a "wedge" where the homeless like to sleep.

Mr. Bedard said the underpass was poorly planned and it would take time to find a long-term solution that works.

However, a short-term solution involving a fence could be done relatively quickly, he said, especially considering council's recent commitment to cleaning up Rideau Street.

Mr. Bedard said he has asked the mayor to set up a meeting with the police and all the relevant city departments to develop a strategy for the underpass.

From: http://ottsun.canoe.ca/News/OttawaAndRegion/2006/07/25/1700845-sun.html
____________________
First Nations group asks Ottawa to stop light rail project
Last Updated: Tuesday, July 25, 2006 | 8:54 AM ET
CBC News
An Ottawa-area First Nations group has asked the city to halt its recently approved light rail transit project until a land claim against a section of the route is resolved.

Chief Kirby Whiteduck of the Algonquins of Pikwakanagan First Nation, told the Ottawa Sun on Monday that his council has asked the city to stop construction.

The portion of the rail line in question runs through a section of the National Capital Commission's Greenbelt between Leitrim and Hunt Club roads.

Whiteduck, whose community is off Highway 60 between Ottawa and Algonquin Park, told the paper that no level of Algonquin government has ever signed a treaty to surrender the lands.

The Algonquins launched their 26,000-hectare land claim 23 years ago.

Negotiations began in January but such claims often take years to resolve.

Officials with Indian and Northern Affairs Canada confirm that there are ongoing negotiations between the city and the Algonquins over a piece of land that is supposed to carry the train.

Whiteduck told the Ottawa Sun that his council received a technical document from the city in the spring describing the project and requesting a response within a month.

But the documents are highly technical and the group's chief negotiator, Toronto lawyer Robert Potts, sent the city a letter asking for more time so the Algonquins could set up a technical advisory group.

Whiteduck told the paper that if the city proceeds with the project, the land would no longer be available and the Algonquins might seek a higher financial settlement.

Some city councilors said they weren't aware of the land claim and said they had concerns about how a delay might increase costs.

The city's solicitor, Rick O'Connor, told the Sun that the city only learned of the claim from the federal government in March. But he said the project has received environmental approval from the provincial and federal governments and will move forward.

From: http://www.canada.com:80/components/print.aspx?id=462a189f-dc9d-4844-9d09-bea90e77fe3e
_________________
Cleaning up one of our downtowns

Richard Bercuson
The Ottawa Citizen

Thursday, July 27, 2006

This isn't in any bylaw, but it's probably acceptable to agree with city councillors. Even the mayor. From time to time, one must weigh the risk of denting one's self-respect against admitting one sides with the plain, shocking truth.

So here we go. Rideau-Vanier Councillor Georges Bedard seems to be on a mission to polish up our downtown. Bravo. For starters, he'd like something done about street youths inhabiting the pedestrian walkway under Colonel By Drive. He's right: the walkway isn't a campsite.

It's not a few other things either, such as a business conference room, a pot palace, a tavern, a public toilet, or a playing field. This may be offensive to the street kids who "habitate" the space. Then again, so much in life is offensive. I'm thinking light rail on Albert Street.

Maybe the denizens consider it just another instance of ill-tempered adults bullying innocent youths who need to know where they're at in the world. Well, we know where they're at and they don't belong there.

On my own recent passage through their hideaway, there was a bunch asleep in sleeping bags. A few others were setting up a table (a table? from where?), to create posters depicting their objections to being hassled about their living quarters.

Three young guys huddled beside the Conference Centre. They turned away from me as I went by since things were hurriedly being exchanged. Not business cards, I expect.

Mr. Bedard also feels there's too thick a concentration of homeless shelters in the downtown core. He says their proximity to each other breeds negative lifestyles. He's quite correct.

Of course, the two issues are closely linked in two ways.

(1) They both involve our downtown region. One difficulty is our downtown is tiny relative to those of other major cities and so these issues are easily accentuated and impossible to ignore.

In fact, Ottawa's downtown is essentially four distinct regions linked by what I view as a major urban planning error: the paucity of decent cheesecake spots. (I refer you to the planet's most dangerous eatery, the American restaurant chain The Cheesecake Factory. The closest one to us is near New York City. What's wrong with Ogdensburg, I ask?)

We have the drab quadrant roughly bounded by Wellington, Elgin, Gladstone and Bronson, including the effervescent Sparks Street Mall. Call this the Business Downtown. Or, if you prefer, on evenings after 4 p.m. and weekends, call it the Dead Downtown.

The Elgin Street strip between Somerset and Catherine Streets is the Food-and-Drink-But-Keep-It-Quiet-Even-After-Hours-When-Everyone-Need s-To-Go-Somewhere-Downtown.

The Byward Market is the Lively Downtown, perhaps the heart of it all.

For other body parts, it has a strip club, too.

And finally, the region between Colonel By and King Edward is our Transition Downtown. It doesn't know what it wants to be as it scrambles up the social ladder with condominium projects and all-night grocery stores. Forget how many bodies you have to step over to get to them.

Coincidentally, the homeless shelters and the new Colonel By Outdoor Youth Hostel are in this section.

(2) Mr. Bedard's initiatives deal with the homeless. He wants a moratorium on further shelters being built. He also suggests erecting fences in the walkway to prevent the kids from bunking down.

This was done beneath the Mackenzie King Bridge, next to the Nicholas Hostel. The homeless would tuck themselves into the wedge under the bridge. Once the fence blocked their access, they moved elsewhere.

He's referred to the situation as the ghettoization of the homeless. It may be semantics, but ghettoization is not necessarily a bad thing.

Rockcliffe Park is perhaps the ghettoization of old money and embassy homes in a tony, sidewalkless neighbourhood. Tinkering with it would play havoc with sightseeing tours. Nor would I suggest melding ghettos by moving The Mission behind Rideau Hall.

However, here's the conundrum. We might agree with his civic-mindedness.

Let's ignore, too, the oft-employed cynicism that he's pandering to his constituents. As an elected official, he's supposed to pander to his constituents so long as he isn't blithely trampling on common sense.

The youths will relocate, probably out of his ward, and another councillor will need to deal with it.

After his suggested moratorium, the homeless adults may find their shelters and support services shunted elsewhere, too. But where? Will the de-ghettoization of this ward create a new and similarly unpalatable ghetto elsewhere?

From: http://www.canada.com/topics/sports/story.html?id=b8d68eeb-744a-4032-bbdd-fade34d2e3aa
____________________________
CFL cautiously considers return to Ottawa
"It won't be, 'Hey, I have $10 million, give me the keys' "

CanWest News Service
Published: Monday, July 31, 2006

The Canadian Football League says it has learned a lesson.
After the suspension of the Ottawa Renegades in April, league power brokers are working on a return to the nation's capital premised on more than the usual ownership criteria. You could call it the Lonie Glieberman Rule, which decrees that the person running the show -- namely the club president -- is more important than the person cutting the cheques.
"We're far more concerned about (the president), to be honest, than we are about the owner," said Calgary Stampeders president Ted Hellard, chairman of the CFL's franchise committee. "It won't be, 'Hey, I have $10 million, give me the keys.' We're not looking to go back to Ottawa unless they understand the league."
Hellard's committee met earlier this month and established guidelines for proceeding with an expansion back to Ottawa. The league has an Oct. 31 deadline to approve a new owner, although a deal would have to be worked out a month before that for a team to launch in 2007.
At least three groups are pursuing a team, including Golden Gate Capital Corp., a Toronto financial services company led by chief executive Anthony Primerano. The former chief of staff to Albina Guarnieri, the Veterans Affairs minister in Paul Martin's Liberal government, has met with several candidates for front-office positions, suggesting he would not assume the president's chair in Ottawa.
"As far as I'm concerned, we're moving forward on the bid," Primerano said Sunday.
Another group comprises eight to 10 American investors, some of whom have interests in a minor-league baseball franchise; it is led by an unidentified former CFL player with strong Ottawa ties. A representative from the group met with CFL commissioner Tom Wright on Thursday.
Frank D'Angelo and financier Dr. Barry Sherman, head of pharmaceutical giant Apotex Inc. and one of Canada's wealthiest individuals, are also interested. D'Angelo, president of D'Angelo Brands and Steelback Brewery, said Sunday he signed a confidentiality agreement with the league and would not discuss his bid.
"I'm so excited I'm bursting, but I can't tell you anything or I'll get in trouble," the flamboyant food-and-beverage entrepreneur said.
ARGO WOES LAUGHABLE?
John Avery's life with the Toronto Argonauts has provided a dependable source of material for his life as a stand-up comedian this summer -- especially when it involves teammate Ricky Williams, whom he recently joked was given his job before "he drew a breath of Canadian air."
But that was before Williams broke his arm and, in an almost farcical twist, before Avery himself was injured while preparing to reclaim his place as the team's starting running back early last week.
"This is a little too sensitive," he said, smiling. "I'd go from comedy to crying on stage."
Offensive co-ordinator Kent Austin has come under fire from fans over his schemes, but the problem might be the fact he has never had a consistent group of players upon which to base a plan. Austin had to tweak his system when Williams arrived a week into training camp, only to lose Williams to a broken left arm nine days ago.
Allen returned Saturday after going down early in the first game, and Avery went down before he could finish his first real week of practice.
Tony Miles, Toronto's leading receiver last season, expects to return against Montreal this week.
"What we've got to do is get everyone on the same page and start winning some football games," he said. "Get some confidence back in our team and just go from there -- start laughing and joking again in our locker-room, because it's too tense right now."

From: http://slam.canoe.ca/Slam/Football/CFL/Ottawa/2006/08/14/1753685-sun.html
________________
Rough ride in Ottawa?
CFL must avoid repeating mistakes
By JONATHAN HUNTINGTON -- Edmonton Sun

The CFL community is buzzing with excitement over three apparent groups being interested in reviving football in Ottawa - but this entire process to find a new owner likely means nothing unless the league's top executives allow the team a legitimate opportunity to be competitive.

Some CFL insiders are already confidently predicting that football will be back in the nation's capital next year.

However, the Ottawa team will have very little chance - if any - to survive if it can only produce two or three wins per season in its first few years.

The hardcore fan base in the region is probably too small and the casual fan base too frustrated to withstand abysmal records.

While it's unclear what the rules will be for stocking an Ottawa franchise with talent - if one gets off the ground - here's a passionate plea to the CFL's brain trust: don't make the same mistake as last time.



When the Renegades built their initial roster in 2002, their management had its hands tied with the expansion draft rules, which allowed every existing team to protect nearly every starting Canadian.

Obviously, the keys to building a great CFL team are a top-notch quarterback and an outstanding group of Canadian talent.

So, the draft rules used in 2002 - which hardly left any decent non-import talent available - need to be scrapped.

Here's a suggestion of the rules a new Ottawa team could live by, which could definitely make the franchise competitive in the first two years and on the same page as everyone after Year 3.

Rule 1: Don't make Canadians part of the expansion draft. Every current team keeps their non-import talent, making existing member clubs happy. It's also a concession to them because the rest of the rules are different for Ottawa.

Rule 2: Let the new team build Canadian talent through free agency and the college draft by giving the club the first two picks in every round in 2007.

Rule 3: Give Ottawa a three-year phase-in on Canadian talent. Allow the coach to only dress 12 non-imports in Year 1, 16 in Year 2 and the regular allotment of 20 in Year 3. This allows the franchise to be competitive in the short term with extra Americans and gives the club the necessary time to properly build a complete Canadian base.

Rule 4: Each existing team is allowed to protect 11 imports for a two-round draft.

FINISH LINES: One of the three groups - a U.S. consortium of eight-to-10 investors - has apparently agreed to pay $100,000 to former owner Horn Chen for the rights to the Rough Rider name. The Golden Gate bid, with local icon Jeff Hunt, is also apparently interested in the name. No word on the current intentions of the other bidder - Frank D'Angelo ... According to a report, the CFL will apparently enter a 30-day negotiation window with the three interested parties on Sept. 11.

I just moved to Ottawa 2 weeks ago and have taken the time to really explore the area (I live in Centretown)...so far I really love it here. What is going on with Bank St.? It looks as though a revitalization has started at the North end, near Sparks St. Will this construction eventually include the rest of the stretch of Bank St. to Gladstone? The upcoming condo at Bank & Laurier looks interesting, when is that construction due to start?

I just moved to Ottawa 2 weeks ago and have taken the time to really explore the area (I live in Centretown)...so far I really love it here. What is going on with Bank St.? It looks as though a revitalization has started at the North end, near Sparks St. Will this construction eventually include the rest of the stretch of Bank St. to Gladstone? The upcoming condo at Bank & Laurier looks interesting, when is that construction due to start?
One of the projects i'm most intersted in.

From SSP:

The Mondrian - Sales (50% sold)
24 storey residential tower with underground public parking, ground level retail, and 4 levels of above ground condo parking
Developer: Urban Capital Property Group
Location: Bank St. at Laurier Ave. W.
Web: http://www.urbancapital.ca/mondrian/main.html
Rendering:
http://photos.yafro.com/pics3/i/20060321/12/2/b/e/2beb7fff27e583e35750a1f5848de06c200603210_full.jpg

Anyone know what is going up where the super c was in Kanata ?

honestly i couldn't care less for whats going up or not in kanata.

Anyone know what is going up where the super c was in Kanata ?

I know now. Shoppers drug mart is moving into the building.

So - the Aga Khan's Global Centre for Pluralism is going to be moving into the old archives of the dominion building (former war museum between the national art gallery and the royal canadian mint). He's putting in $20M to rehabilitate the building, and adding a further $10M to the endowment. Government is matching the Aga Khan's $30M with their own $30M, all of which will go to the endowment.

Good to see that this heritage building will be in good hands. The Aga Khan has rehabilitated a ton of buildings world-wide!

http://www.pluralism.ca/pluralism_center.jpg

Global Centre for Pluralism's web-site: www.pluralism.ca
The Aga Khan's primary web-site: www.akdn.org

BTW - I hear the Aga Khan's Delegation of the Ismaili Imamat, also on Sussex Drive (between foreign affairs and the saudi embassy) is coming along. Anyone have an update on that construction? Does anyone have a recent construction picture, or can go out and get one? I'm really curious about the progress!

Hello guys ! does anyone know what happened to the Rideau Centre's "major expansion" .. I found this: http://www.canada.com/ottawacitizen/news/city/story.html?id=0a81b3f1-cab7-4bcf-8e57-7d7cd40bb043

It's been quite a long while since then (February 11, 2006) - 2 malls were built in Venezuela since that article came out in the news LOL

Not to sure what this building is called, but it is near the Rideau Shopping Mall
Took it a couple of days ago with my phone, sorry bout the quality

http://img65.imageshack.us/img65/899/dsc00098vn5.jpg (http://imageshack.us)

http://img69.imageshack.us/img69/1360/dsc00097xr8.jpg (http://imageshack.us)

New Residential/office buildings in Downtown

http://img69.imageshack.us/img69/812/dsc00087sp6.jpg (http://imageshack.us)

http://img54.imageshack.us/img54/3190/dsc00091bs8.jpg (http://imageshack.us)

The buildings (residential) are
1/2) Claridge Plaza phase I - UC - 25 stories
3) East Market phase III - 2006 - 22 stories
4) 160 George (place st. george) - 1988 -24 stories

Found this on Flickr. I like the large base of the tower...


http://static.flickr.com/96/279226846_326a52c10a_o.jpg

I can't believe the National Gallery didn't gobble up its neighbor for more exhibition space.

I can't believe the National Gallery didn't gobble up its neighbor for more exhibition space.

That is a good question, and I don't have all the answers, but have a few comments ...

1. The archives of the dominion building, being a heritage structure, would have to have been used without major changes, and as such I'm not sure if it would have met the national gallery's needs. [I might be off on this comment - not sure]

2. The basic renovations required for the archives of the dominion building, to bring it up to current standards, are very significant. The Aga Khan is spending $20M to do this out of his own pocket.

3. I think the general public under-estimates the work of the Aga Khan / AKDN in context of Canada.

The new use is for a significant international institution, and I'm certain that was weighed into the decision.

A link for the soon-to-open Hotel Indigo (formerly Hojo, Roxbury....) with a few renderings...

http://www.ichotelsgroup.com/h/d/in/1/en/hotel/yowid?_requestid=80800

Anyone interested in putting together an SSP-like list with all the relevant stuff going up in Ottawa?

Also, I live and go to school in the Westboro Village area, but if anyone wants pictures of specific locations/buildings in central Ottawa just say so, because I go Downtown at least once every week (mainly to get away from the Jag driving types and yuppies filling my neighborhood).

if anyone wants pictures of specific locations/buildings in central Ottawa just say so, because I go Downtown at least once every week (mainly to get away from the Jag driving types and yuppies filling my neighborhood).

Yeah! I've been looking for a construction update picture on the 'Delegation of the Ismaili Imamat'. It is located on Sussex drive, between the Lester B. Pearson building and the Saudi Embassy. Thanks in advance!

Ottawa light rail goes ahead — but not downtown
Last Updated: Wednesday, December 6, 2006 | 5:32 PM ET
CBC News

Ottawa city council will be building its north-south light rail line after all — or most of it anyway.

On Wednesday, the council voted 12-11 in favour of a lighter light rail contract that cuts off the downtown portion of the route, along with about $70 million of the cost.

The shortened north-south light rail line will run from Barrhaven Centre to Bayview transit station on LeBreton Flats, just west of downtown.

The downtown portion of the rail line was unpopular with merchants in the area. Now, that part of the line has been put on hold.The downtown portion of the rail line was unpopular with merchants in the area. Now, that part of the line has been put on hold.

Transit users who want to head downtown or to the University of Ottawa — two destinations on the project's original planned route — must transfer to a bus.

Council plans to use the savings to get a start on future phases of the project: an east-west line and a transit tunnel through the city's downtown.

The line will still be designed, built and operated by the same group of companies that were in the original version of the contract.

In July, city council approved the original $778.2-million contract with Siemens-PCL/Dufferin. In that version, the line followed the same route to Bayview station, but continued through downtown to the University of Ottawa.

However, the downtown, above-ground section of the original proposal was unpopular with merchants in the area.

Council needed to vote on a version of the agreement by Dec. 15 to avoid contract penalties.

Not everyone was satisfied with the new plan. But some, such as Coun. Georges Bédard, said it was better than no light rail at all.

"Well, at least we're going to build some of it," Bédard said. "That's really encouraging. But it doesn't go downtown, which is where people want to go."
Two or three years needed to study downtown tunnel

On Tuesday, council decided to vote on the proposal for a shortened line during a three-hour, closed-door meeting also attended by city lawyers and senior staff. The actual vote was held Wednesday.

Coun. Diane Deans said Tuesday that the city would build the shortened line while exploring the possibility of building an underground tunnel downtown.

After two or three years of studies, she said, council would "come back, hopefully, with phase two of the project, which would be a lasting solution for the core."

Deans said skipping the downtown portion of the line for now might save enough money to begin work on an east-west light rail line.

Mayor Larry O'Brien said Tuesday that he was on board with the changes to the proposal, and so are companies that are set to build the rail line.

"They're very open to that. Yes, they are," he told reporters after the meeting. "No, I doubt very much there's going to be legal action from a mutually agreed-upon change."

I'm wondering what you guys think of the fact that Ottawa may lose the National Portrait Gallery to Calgary?

The political optics are very interesting, but then EnCana putting up between $20M-$30M to support the project is also nothing to sneeze at! I'm assuming this would be incorporated into the new Sir Norman Foster designed project, "The Bow".

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=7fe99e3e-b715-4788-a3fb-1eb7cd3261f5
__________
Friday » December 8 » 2006

We'll cross that bridge
Despite early detractors, the Rideau Canal footbridge has proved to be a hit

Patrick Dare
The Ottawa Citizen

Saturday, November 25, 2006

The little Rideau Canal footbridge, which generated a storm between suburban and urban councillors, is proving to be one of the city's most popular projects. In fact, the project is so cool that Glebe Councillor Clive Doucet wants to see another footbridge over the canal.

Ottawa's footbridge project was the object of ridicule in certain quarters, scorned as a waste of money when pedestrians could walk a short distance to the Laurier Bridge.

Supporters conceded the bridge, at more than $5 million, was expensive -- made more so in part by a $500,000 environmental assessment.

But they said it would be an important link between the Golden Triangle neighbourhood in Centretown, west of the canal, and the University of Ottawa and Sandy Hill, east of the canal.

The project squeaked through city council, just holding ground against what Mr. Doucet says was "a wave of opposition" from people who think nothing of spending tens of millions of dollars on new suburban roads.

Now that it's built, an estimated 1,500 pedestrians a day use the footbridge, and that's on a bad day. The finished structure, opened Sept. 21 and so far unnamed, looks a lot more graceful than some of the early drawings suggested.

And at its apex, the bridge creates a new vista for downtown Ottawa.

"People are delighted, people are thrilled," said Somerset Ward Councillor Diane Holmes. She noted that Parks Canada and the National Capital Commission opposed the project for years on grounds that it would mar the view of downtown Ottawa.

But she said people are going onto the bridge and standing there to get a beautiful new view of Ottawa and it's bound to become a tourist attraction.

Ms. Holmes said the bridge, first proposed about 25 years ago, creates an important new transportation corridor for the core of the city which is clogged with cars and buses.

She said cyclists especially are taking delight in using the bridge because Laurier Bridge is a tight, sometimes dangerous passage full of cars and trucks travelling at high speeds.

The footbridge is going to be a big benefit to students from the University of Ottawa who used to have to cross the canal on the much higher Laurier Bridge, which is a cold and windswept place in winter, said Julien de Bellefeuille, vice-president of university affairs with the students' federation. "We've had nothing but positive feedback," he said.

Mr. Doucet, who represents Capital Ward, said the footbridge allowed Ottawa to make a first tentative step toward a more pedestrian-oriented community. He said cities such as Munich, Germany, have lots of such pedestrian linkages.

He said during rush hours especially, people are using the footbridge to get to and from the transitway station at the University of Ottawa, in numbers higher than anyone expected.

He said he wasn't all that enamoured of the chosen design of the footbridge, but now that it's built, "I'm surprised at how good it looks." He said once the landscaping grows up around the edges, "It will just be a finger across the canal. You'll hardly see it."

Mr. Doucet would like to see a second pedestrian bridge across the canal, linking Fifth Avenue and Clegg Street, to join the Glebe with Ottawa East.

He said he's still hearing people gripe about the footbridge, even though it's used by so many, and people who never thought they would use it are doing so.

"People are so car-oriented, they don't understand that a 15-minute walk is a lot for a pedestrian," said Mr. Doucet. "If you want to create a greener city, you have to make it possible for people to live a greener way."

One skeptic, Innes Ward Councillor Rainer Bloess, said yesterday that he is a footbridge user, when he comes downtown by bicycle from his home in Blackburn Hamlet. He said he's pleased there are a lot of people using the footbridge.

But Mr. Bloess said he is still concerned about the amount of money, and the extraordinary amount of time it took, to get the thing built. He said that, much as he enjoys going over the bridge, it underlines what a challenge cities have in Ontario, trying to get public projects done at a reasonable cost.

"I still think it's an exorbitant amount to get over the canal," he said.

From: http://ottsun.canoe.ca/Sports/Football/2006/12/08/2686096-sun.html
_________
Fri, December 8, 2006
Rough Ride for CFL hopes
And then there were none? It looks like third investor out of football picture in Ottawa

By DON BRENNAN

From three, to two, to one .... now none?

The dwindling list of known suitors for a CFL team in Ottawa appears to be blank with talk that a Bill Palmer-led group of American investors has withdrawn its interest. According to those in the know, Palmer has balked at the league's franchise fee, which is believed to be $5 million.

"It looks like it has died an unceremonious death," an insider said yesterday of Palmer's bid. "It is dead .... there is nothing ongoing."

Palmer, a former CFLer and father of QB Jesse Palmer, did not return a call by the Sun.

The past few months have not been kind to those hoping for the resurrection of the Renegades, in some form or another.


A bid by Golden Gate Capital Corp. was pulled back in October when main money man Ernest Anderson was diagnosed with intestinal cancer. Many viewed it as the most attractive option, too, as 67's owner Jeff Hunt had signed on to run the team in a partnership with the financial services company.

A few weeks later, the football franchise ownership desires of beverage entrepreneur Frank D'Angelo were essentially snubbed by the CFL, as the league stated it preferred to focus on negotiating with the Palmer group at that time. However, the door was not completely closed on D'Angelo either, and yesterday the colorful showman said he'd be interested in re-entering the picture -- if he was asked by the league.

"They didn't tell us to go jump in the lake," said

D'Angelo would bring pharmaceutical billionaire Barry Sherman into a football venture with him as a partner.

"But if girl doesn't want to date you, why bug her? I've got a big ego," he said. "If they call us, we will be more than happy to restart talks with the CFL," D'Angelo added. "And with the same energy and passion we started with."

It's believed that the league -- which was originally looking for a $3.5-million franchise fee -- has increased that because it is closing in an a new, lucrative TV deal.

Prospective buyers can argue that it's been decades (if ever) since a CFL team in Ottawa made a profit. They can legitimately question why they should pay millions to potentially lose millions.

D'Angelo makes no secret of his motives. As the president and CEO of Steelback Brewery, he sees an opportunity to "market his brand."

Molson had the same mindset in owning the Montreal Canadiens for years.

"I said it before and I'll say it now, there are not too many businessmen willing to lose money for five years ... but for us it makes sense," reasoned D'Angelo, who would be looking to secure Steelback pouring rights at Frank Clair Stadium -- as well as the city's assistance in some much-needed "cosmetic surgery" for the structure.

"The focal point would be to put together an incredible, phenomenal, stupendous, kick-ass football team," said D'Angelo. "If we didn't, it would affect our brand."

D'Angelo admits he has had "informal" discussions with Hunt. Is it possible that the groups could unite.

"He's a very bright guy, he has the same goals as we do," D'Angelo said of Hunt. "At the end of the day, the CFL has to be interested in us."

LRT is dead :(
http://www.cbc.ca/canada/ottawa/story/2006/12/14/lrt-vote.html

Does this mean they aren't extending it? Or that they're eliminating the O-train altogether?

December 20, 2006.
http://img243.imageshack.us/img243/5108/dsc00165dn5.jpg (http://imageshack.us)

http://img243.imageshack.us/img243/2633/dsc00166zw4.jpg (http://imageshack.us)

http://img250.imageshack.us/img250/7420/dsc00159oz2.jpg (http://imageshack.us)

http://img131.imageshack.us/img131/1835/dsc00160cr0.jpg (http://imageshack.us)

R.I.P. Ottawa LRT

Merry Christmas!

This has got to be the most pathetic Ottawa forum on the web. Is there some sort of a hard limit at one 'real' post per month? Amazing - I'm a Calgary guy trying to get this Ottawa forum going!

^^ same here, I took new pictures this morning of Claridge Plaza, looks promising

http://img442.imageshack.us/img442/7599/claridgeplazads2.png (http://imageshack.us)

http://img442.imageshack.us/img442/1759/dsc00212cs8.jpg (http://imageshack.us)

http://img95.imageshack.us/img95/8204/dsc00213lf7.jpg (http://imageshack.us)

Ottawa U's new building on campus

http://img95.imageshack.us/img95/9395/dsc00219mt3.jpg (http://imageshack.us)

http://img182.imageshack.us/img182/1760/dsc00217nm8.jpg (http://imageshack.us)

http://img182.imageshack.us/img182/2751/dsc00221it9.jpg (http://imageshack.us)

C'mon guys... we can't be relying on someone from as far as Beirut to get us our construction updates!

I am glad to see that Claridges Plaza is so far above ground. I saw it when it was a hole last summer, or atleast the concrete work wasn't above ground yet.

^^ Lol I study in Ottawa at Carleton University for the moment, im not in Lebanon

http://img362.imageshack.us/img362/1514/dsc00190yv9.jpg (http://imageshack.us)

http://img105.imageshack.us/img105/6747/dsc00191yl8.jpg (http://imageshack.us)

http://img481.imageshack.us/img481/4435/dsc00194ma5.jpg (http://imageshack.us)

http://img481.imageshack.us/img481/74/dsc00199al9.jpg (http://imageshack.us)

http://img105.imageshack.us/img105/4920/dsc00201yy7.jpg (http://imageshack.us)

http://img481.imageshack.us/img481/6364/dsc00203lo2.jpg (http://imageshack.us)

http://img481.imageshack.us/img481/2333/dsc00206qn1.jpg (http://imageshack.us)

Nice phototour! I see winter's there already! Any news on what will happen to Winterlude yet?

^^ I heard it will be in the beginning of February hopefully (February 2 to 18), I cant wait! and what do you mean winter's there already lol, it was suppose to be here 2month ago :nuts:

Hey :)

I'm new in town, love this site. How about that 90 George building in front of the Market. I love that location for a condo. I saw it last about 8 weeks ago, and it was a huge hole in the ground, now it's at least 1 storey high. Amazing how fast they can work.

Had to check out the sales floor on Murray St. and the demo apartment looks soooo nice, I loved it. What do you guys think of that building? Yeah or neah?

Also very intestested in the Ismaili center and the surrounding embassies, seems like there's alot of neat ethnic architecture going up at the other end of Dalhousie ... got any pictures I can see?

Also very intestested in the Ismaili center and the surrounding embassies, seems like there's alot of neat ethnic architecture going up at the other end of Dalhousie ... got any pictures I can see?

I've been looking for construction update pictures of that area myself, but no one has been willing to stroll down there. The area includes the Kuwaiti, UAE, Saudi, and Malaysian Embassies, with the Delegation of the Ismaili Imamat somewhat in the centre. Though these are all 'Muslim', they are reflective of the cultural diversity within the Islamic world, as well as the diversity of Islamic traditions.

It is quite something for Ottawa to get a Fumihiko Maki building!

Thanks Walli :) , if I ever go down there I'll try to take some pics for you on my phone.

Also, does anyone have any artists' rendition of the Rideau center expansion ... I remember I saw something on the web about a year back, but cannot find it now, it looked really nice. Also close to Dalhousie street.

The reason I'm so interested in Dalhousie is because I'm thinking of purchasing a house there (or maybe even something small at 90 George!). I'm tired of renting and Dalhousie street seems up and coming.

Any advise? and pics please?

http://img77.imageshack.us/img77/9673/dsc00149vi2.jpg (http://imageshack.us)

http://img77.imageshack.us/img77/9056/dsc00151op0.jpg (http://imageshack.us)

http://img412.imageshack.us/img412/760/dsc00158dn7.jpg (http://imageshack.us)

http://img77.imageshack.us/img77/3438/dsc00161kw6.jpg (http://imageshack.us)

http://img412.imageshack.us/img412/8182/dsc00163cj8.jpg (http://imageshack.us)

http://img77.imageshack.us/img77/8487/dsc00165ik7.jpg (http://imageshack.us)

http://img408.imageshack.us/img408/715/dsc00166bw3.jpg (http://imageshack.us)

http://img408.imageshack.us/img408/5765/dsc00176uv4.jpg (http://imageshack.us)

http://img408.imageshack.us/img408/1200/dsc00178ec3.jpg (http://imageshack.us)

http://img77.imageshack.us/img77/9359/dsc00187nk4.jpg (http://imageshack.us)

http://img412.imageshack.us/img412/9083/dsc00192kr1.jpg (http://imageshack.us)

http://img77.imageshack.us/img77/6541/dsc00194pf7.jpg (http://imageshack.us)

http://img412.imageshack.us/img412/376/dsc00203ax3.jpg (http://imageshack.us)

http://img408.imageshack.us/img408/320/dsc00206dl0.jpg (http://imageshack.us)

Thanks Walli :) , if I ever go down there I'll try to take some pics for you on my phone.

Also, does anyone have any artists' rendition of the Rideau center expansion ... I remember I saw something on the web about a year back, but cannot find it now, it looked really nice. Also close to Dalhousie street.

The reason I'm so interested in Dalhousie is because I'm thinking of purchasing a house there (or maybe even something small at 90 George!). I'm tired of renting and Dalhousie street seems up and coming.

Any advise? and pics please?

Here's new apartments that are selling if you're interested. I know that the Claridge Plaza begins at 180 000$ for a one bedroom and
goes all the way up to 300 000$, and to get ONE parking its 25 000$ !!!!!!! lol I went and checked it out that is what they told me
I would go check the status of 90 George but I have no clue where it is located

http://img412.imageshack.us/img412/9924/dsc00196zh3.jpg (http://imageshack.us)

http://img77.imageshack.us/img77/328/dsc00199zw2.jpg (http://imageshack.us)

90 George is located at 90 George (between George St & Rideau St, and between Susses and Dalhousie St. - pretty much right in front of the By Warde Market).

But if you do go to check it out, you simply must check out their showroom just a short walk at 107 Murray Street (near Murray St. and Dalhousie).

I've talked to some real estate agents and they all seem to favour Dalhousie street, but maybe they know I seem to really like it and now they just want my business by telling me whatever they think I want to hear. Please giimme some of your critical thoughts regarding the area, and also regarding the condo.

Going back to 90 George - I got some pics from their site:

George St. side - during day

http://90george.com/images/gstreet.jpg

George St. side -during night

http://90george.com/images/pop_nite.jpg

George St. side - close up

http://90george.com/images/pop_upclose.jpg

Rideau St side

http://90george.com/images/pop_rideau.jpg


Anyone got any pics on the Rideau Center expansion plans?

^^ This is the only Rideau Center expansion plan I found, but I dont think the project will go on

http://i36.photobucket.com/albums/e2/Reersmeer/image018.jpg

As for the 90 George, I will try to go there and check it out for you, I might not be able to go inside and check out their showroom, but Ill make sure to take pictures for you

Good to see Claridge plaza taking shape along with 90 George, adding density to the Rideau St./Market area.

re: ottawa construction-A smaller infill project in Centretown that is almost complete is the Opus
http://www.opusbyashcroft.com/

Hey thanks Nadini :) ,

that's the one I was trying to find, where did you find it? The place where I first saw it also had a rendition of the Ismaili center as well, do you have any access to those pics as well?

The Rideau center looks so nice, it has an Eaton Center kind of feel to it (in Toronto). Ottawa really needs to build the kind of infrastructure worthy of Canada's flagship city, and this new Rideau Center sure would help. I had heard that Rideau-Viking called off talks with the City regarding the expansion, but I beleive it will eventually have to happen - considering the forecasted gradual increase of the demographics of the city, and the Rideau area specifically. Same applies for the light-rail in my opinion.

Hey, and is that Claudia Shaffer at the bottom right of the pic, it's so out of place?

I've never seen that pic of Rideau Centre. I hope something comes through!

Hey Im also trying to find pics of the Ismaili Centre. Anyone have any?

This is the best I could find, I'd like to see a some bigger pics if anyone can get any. (It came with a caption that I copied and pasted) Enjoy:


http://www.mtarch.com/mtaakocelev.gif

http://www.mtarch.com/mtaakocatrium.gif

The Delegation of the Ismaili Imamat:

The Delegation of the Ismaili Imamat (formerly known as the Ottawa Centre for the Aga Khan Development Network) is located in Canada's capital city Ottawa on Confederation Boulevard/Sussex Drive. This is the first building in the world that will represent the Aga Khan and his agencies. It will house meeting rooms, exhibition areas, a lecture theatre, resource center, and private apartments. Moriyama & Teshima is collaborating with Tokyo-based Maki and Associates, the design architect.

Currently in the contract document phase the building features a central Atrium with a glazed roof inspired by the beauty and form of natural crystals and has an exterior Courtyard with a raised planting bed and granite paving whose size and dimensions replicate the 'Court of the Lions' in the Alhambra Palace in Granada. The material palette includes crystallized glass cladding which is laid up like stone or granite.

^^ Thanks Mia!

There are some pictures and a virtual-reality fly over accessible from the original press release below - it starts at approximately the 4 minutes and 4 second mark of the clip, and is about 75 seconds long:
http://www.akdn.org/news/2005June6b.html

The video clip includes comments from then governor general, and the aga khan, also. These include commentary on the building and it's design.

All that being said, I've been told construction is well under way, and I'm also looking forward to seeing it in context of the new UAE building.

^^ Lol I study in Ottawa at Carleton University for the moment, im not in Lebanon

I m also studying @Carleton. I m vietnamese but my roomate is Lebanon :lol:

Just regarding 90 George:

I found a pic on their site, this is where they were about 8 weeks ago (about 4 levels below ground):

http://90george.com/images/construction_lg_four.jpg

Now they're about up to the "KWF" graffiti on the wall on the left side of the pic (about 1 level above ground).

They might release some more 1 bedrooms (converted from 2-bedrooms). If they do, I'm thinking of asking daddy to buy me one. Any advise please?

^^ if you have the money, then go for it, it starts from 475 000$ (including
parking), its already 80% sold so gotta hurry up hehe. If you want something
cheaper, I would suggest the Mondrian(check pic) that starts from 154 900$
between Laurier and Bank Street (not bad). If you want something closer to
the byward market, then I guess the 90 George would do good, but if you
want something a little cheap I would go with Claridge Plaza. I went to their
showroom and they gave me all there unit model floorplans with the price, if
you want more info about that, you can ask me. Also if you want a cheaper
condo that is not far from the byward market, theres The Galleria (check pic)
that starts from 149 000$ located between Kind Edward and Cumberland (not
bad if you go to Ottawa U and the byward market and Rideau center are
close by)

The Mondrian
http://img119.imageshack.us/img119/5751/ee6bt.jpg (http://imageshack.us)

The Galleria
http://img226.imageshack.us/img226/7399/326479573bt.jpg (http://imageshack.us)

As for the Claridge Plaza, i've spotten a few cladding and it looks neat, can't wait till the building is finished!

http://img225.imageshack.us/img225/9379/dsc001519tt.jpg (http://imageshack.us)

Yeah, those are the prices I've been quoted as well, a 2-bdrm is starting at $475,000. But if they release some more 1-bdrms, they should be a little cheaper.

My rational has always been to buy where the rich are buying, those properties are less sensitive to market downturns, for example, when interest rates start to take off. An ottawa citizen article last week said out of all the buyers who have purchased in 90 George, only two needed a mortgage, meaning the rest are paying in full by putting their own money down!!! So even if rates go up, it should not affect 90 George prices as much as other condos.

I also heard a few NHL players and MPs will be taking up residence there as well. Sounds so nice, but all in all, it's the sales floor demo model that sold me ... anyhow, lets see if they open up some more 1-bdrms.

Is Ottawa getting an H&M store any time soon? (Rideau Centre, downtown, or anywhere?)

http://www.cs.ualberta.ca/~acoman/images/canada/ottawa/ottawa-pan.jpg
http://web.mit.edu/people/djwillis/downtown.jpg
http://www.computing.dcu.ie/~ashamaie/ottawa.jpg

^^ That pano is awesome!

I've been looking for construction update pictures of that area myself, but no one has been willing to stroll down there. The area includes the Kuwaiti, UAE, Saudi, and Malaysian Embassies, with the Delegation of the Ismaili Imamat somewhat in the centre. Though these are all 'Muslim', they are reflective of the cultural diversity within the Islamic world, as well as the diversity of Islamic traditions.

It is quite something for Ottawa to get a Fumihiko Maki building!

Sorry for not answering...

I actually went down there after school with my camera a few days into the week and I walked a lot down Sussex (until a couple of blocks past the Kuwaiti embassy) and couldn't find it, but it was already dark and couldn't see shit, plus it was freaking cold lol.

I might be going downtown again friday, as I have a whole week before starting class again, so if you have a map or something for help it would be appreciated.

Cheers, and again, sorry.

Hey,

Its right beside the Saudi Embassy, on Sussex Drive, keep going past the Foregin Affairs building and its on the right. Last time I saw it was when the Aga Khan was present in October 2006.

Back then they had dug a huge ass hole, I would suppose for underground parking or what not, and its CLEARLY visible.. so Im sure u cant miss it. Please try to take pics. I wish i could have but I would have missed the speech.

Thanks

Sorry for not answering...

I actually went down there after school with my camera a few days into the week and I walked a lot down Sussex (until a couple of blocks past the Kuwaiti embassy) and couldn't find it, but it was already dark and couldn't see shit, plus it was freaking cold lol.

I might be going downtown again friday, as I have a whole week before starting class again, so if you have a map or something for help it would be appreciated.

Cheers, and again, sorry.

Here's a picture I found identifying the location:

http://ismailisoul.moderator.googlepages.com/ottawaplus.jpg

Between Foreign Affairs and the Saudi Embassy, right on Sussex Drive

hey walli

did u get my private message?

^^ I replied soon after reading your post.

So I ventured into the frigid weather to please you guys :cheers:


The pic was a lot of help. The time I was there I got to the bridge and thought I'd past it, but I was just like half a block away.

Here are some pics I could take before the cold drained the cam's battery (nevermind the crappy photoshop and screwed up frames, theyre just for fun):

http://i3.photobucket.com/albums/y100/maechile/DSC02032.jpg

http://i3.photobucket.com/albums/y100/maechile/DSC02033.jpg

http://i3.photobucket.com/albums/y100/maechile/DSC02035.jpg

http://i3.photobucket.com/albums/y100/maechile/DSC02036.jpg

From behind:

http://i3.photobucket.com/albums/y100/maechile/DSC02039.jpg

I had to practically sneak in to take these:

http://i3.photobucket.com/albums/y100/maechile/DSC02038.jpg

Crane:

http://i3.photobucket.com/albums/y100/maechile/DSC02040.jpg


Random photos of the area:

http://i3.photobucket.com/albums/y100/maechile/DSC02029.jpg

http://i3.photobucket.com/albums/y100/maechile/DSC02030.jpg

I really liked this place, very winnipeg-ish:

http://i3.photobucket.com/albums/y100/maechile/DSC02041.jpg

http://i3.photobucket.com/albums/y100/maechile/DSC02042.jpg

Condo near Rideau:

http://i3.photobucket.com/albums/y100/maechile/DSC02043.jpg

^^ Thank-you very much for braving the cold!

On the website (H&M's), I once saw an Ottawa Bayshore listing, but then it was gone. This was the same time MarketFresh went under. I'm guessing that's where it would've gone.

Finally! It seemed so obvious to me too!

From: http://www.canada.com:80/ottawacitizen/news/city/story.html?id=68dafc49-88be-4ac6-955e-ff5bcfc65504
U of O buys college's Lees campus
Algonquin property former industrial site

Patrick Dare
The Ottawa Citizen

Tuesday, January 09, 2007

The University of Ottawa is seeing so much growth that it is buying the former Lees Avenue campus of Algonquin College despite concerns over pollution at the site.

The university is buying the campus -- several low-rise buildings on 15 acres near the Rideau River -- for $7 million, which is $2 million less than the college initially asked for the property in 2002. The deal is to close next week.

David Mitchell, the university's vice-president of communications, said the purchase will allow the school to keep growing in the central area of the city after years of expansion at its main Sandy Hill campus.

The Algonquin site, formerly called the Rideau Campus, has classroom, laboratory and office space, as well as sports and kitchen facilities. Algonquin facilities and operations manager Udo Friesen says the site is a "fully functional small college campus," which can accommodate about 3,000 people. The university will do some renovations to the buildings before occupying the site, perhaps as soon as next year. Potential uses include everything from research labs to intramural sports, classrooms and storage. The five buildings constitute 221,000 square feet of space.

But the university, with its main campus in Sandy Hill, is really looking at the site for its long-term potential, since much of the land is not built upon. It's one of the few downtown pieces of land that's available near the university's main campus and the property stretches down to the Rideau River, Mr. Mitchell noted.

"We're bursting at the seams. We're really a landlocked campus," said Mr. Mitchell. "We have the canal on one side, we have Sandy Hill on our other side, the Queensway at our south end and downtown Ottawa at our north end. So there's no more room for expansion on our already very densely developed downtown campus.

"We have an opportunity to build for the future, for the generations ahead," said Mr. Mitchell. "We've had our eye on the property for some time."

The University of Ottawa has seen a building boom in the last decade, with several prominent, large buildings constructed on its main campus, and expansions also at the health sciences campus on Smyth Road. The university has 10,000 more students today than it had 10 years ago. It currently has 37,500 students.

The university had looked at the college property a few years ago and backed off from a purchase because of concerns about the need for environmental cleanup.

That area had been the site of industrial operations, including gas produced from coal, which created a coal-tar byproduct that was stored nearby and leaked into the Rideau River in the 1980s. As well, the college property was once a landfill site. The former Ottawa-Carleton regional government put in a treatment system for groundwater to end the pollution of the Rideau and tests have shown that worked.

Mr. Mitchell acknowledged that contamination of the property at Lees Avenue is a concern. He said there will have to be some soil remediation. But he said the university has studied the contamination issue "very, very carefully," with expert help, and is satisfied the pollution problem "is very manageable."

The Algonquin site is one of many brownfield sites -- properties that are contaminated by old industrial uses -- that the City of Ottawa is keen to see redeveloped so that they generate new life and taxes in older neighbourhoods. It's also right next to a transit station, so considered an ideal location as a centre for employment and study.

The Lees Avenue site is within walking distance of the university's main campus, but there will be shuttle bus service to connect the campuses.

Algonquin hasn't used the Rideau campus for several years and the college has been leasing the property over the past three years to a television production company, which has been filming in the buildings. That firm has been advised to vacate the premises.

© The Ottawa Citizen 2007

Any more info. with regards to my H&M question? I find it VERY hard to believe that a city like Ottawa could go much longer without one when even smaller Ontarian cities are starting to get them.

BTW, why was that Rideau Centre expansion cancelled? Rendering looks cute... what are they doing now instead?

what's up with Place D'ville phase 2?

Any more info. with regards to my H&M question? I find it VERY hard to believe that a city like Ottawa could go much longer without one when even smaller Ontarian cities are starting to get them.

According to my knowledge, I believe only Montreal, Calgary and Toronto carries H&M in Canada, and the four H&M in Montreal were open not to long ago. The reason why Ottawa doesn't have such store is because it is simply, and certainly, not the fashion city of Canada. That's why I go shop in Montreal every now and then :lol:, it's hard to find descent woman clothing over here that are nice and not so expensive. I mean shopping on ST-CATHERINE street in Montreal is just inexpensive and awesome for a 1 million dollar look! But then again, an H&M in St-Laurent Shopping Center or in the Rideau Center wouldn't hurt that much, might do just as well :)

BTW, why was that Rideau Centre expansion cancelled? Rendering looks cute... what are they doing now instead?

I never heard of it being cancelled, I found this article about it http://www.ottawabusinessjournal.com/302961850513410.php (last year), but im not sure if it is cancelled or still going on (or maybe the renders we have isnt the one we are thinking)

Read the article from the OBJ, but I just spoke with Cindy VanBuskirk from Viking-Rideau regarding the Rideau Center expansion and she is saying that it is not going to happen. Shame.

Thanks so much for the pics. It looks like construction is going well.

According to my knowledge, I believe only Montreal, Calgary and Toronto carries H&M in Canada, and the four H&M in Montreal were open not to long ago. The reason why Ottawa doesn't have such store is because it is simply, and certainly, not the fashion city of Canada. That's why I go shop in Montreal every now and then :lol:, it's hard to find descent woman clothing over here that are nice and not so expensive. I mean shopping on ST-CATHERINE street in Montreal is just inexpensive and awesome for a 1 million dollar look! But then again, an H&M in St-Laurent Shopping Center or in the Rideau Center wouldn't hurt that much, might do just as well :)

H&M has already expanded outside of those major urban centres. In 2006 alone, Hamilton, Oakville, St. Catharines, London and Mississauga all saw new H&M stores open - they are all smaller cities than Ottawa. I have no clue why H&M is waiting this long to open a store in this huge market, perhaps they are waiting for Rideau Centre to submit its new expansion plans?

I never heard of it being cancelled, I found this article about it http://www.ottawabusinessjournal.com/302961850513410.php (last year), but im not sure if it is cancelled or still going on (or maybe the renders we have isnt the one we are thinking)

The plans were rejected by the City last summer. From what I can remember, the design plan did not fit with the city's official design guidelines for Rideau Street.

^^ Yes it's completely rejected. I spoked with my friend's mom that owns a hair salon in the Rideau mall and she said that this expansion wont happen at all. As for the H&M, I guess I dont know what to answer you cuz you're right, we do need one over here.

Maki and Associates have updated their web-site to include the 'Delegation of the Ismaili Imamat', currently under construction along Sussex Drive (address is 199 Sussex Drive).

http://www.maki-and-associates.co.jp/e/project/44.html

http://www.maki-and-associates.co.jp/e//static/img/project/44thm.jpg
There are four renderings, and the following text:

-----
The Delegation of The Ismaili Imamat
The building is a secular facility proposed in the City of Ottawa to establish a formal and symbolic presence for His Highness the Aga Khan and his institutions in Canada. It is configured as an elongated, rectangular “ring” whereby program surrounds two large “inner sanctuaries”: a glazed atrium and a courtyard. The building as a whole will be an interplay of visual clarity and opacity, overlaid with various degrees of translucency. Like the natural beauty of a rock crystal that is a true wonder to the human eye, it is hoped that the Delegation building will be a source of optimism, fascination, and enlightenment.

Project NameThe Delegation of The Ismaili Imamat Completion Date2008 Building TypeResidential / Office / Assembly Structural SystemReinforced Concrete / Steel Number of Floors2+1 Basement Site Area9980m2 Buiding Area3080m2 Total floor Area8916m2 Local Architect/General PlannerMoriyama & Teshima Architects Structural EngineerHalcrow Yolles Mechanical / Electrical EngineerThe Michell Partnership /
Mulvey & Banani International
/ note　 / PublicationGA Document No. 85 / Location199 Sussex Drive, Ottawa, Ontario Canada

That's a very inspiring architectural design ... and it really anchors Dalhousie street nicely, now all that's left is to fill in the area between the Market and this Imamat delegation along Dalhousie. I just noticed the old Keen Engineering building (on Dalhousie and St. Patricks) has now become a Yoga center - a very nice addition. Dalhousie is really picking up!

Funny to think that Dalhousie street use to be Ottawa's red light district not too long ago.

And an update on 90 George: building is now well above its construction fence, clearly visible ... and prices have jumped up another 6% ... nothing under half a million now. But they will convert some 2-bdrms to 1-bdrms soon.

^^ little to expensive, i would still go with the Claridge plaza

Happy Flag day!

http://img72.imageshack.us/img72/5533/333ar3.jpg (http://imageshack.us)

Few pics I took a week ago

Carleton University - Dunton Tower

http://img292.imageshack.us/img292/6625/dsc00146vv3.jpg (http://imageshack.us)

http://img292.imageshack.us/img292/7927/dsc00148jb6.jpg (http://imageshack.us)

http://img72.imageshack.us/img72/5513/dsc00185ye9.jpg (http://imageshack.us)

Claridge Plaza
http://img72.imageshack.us/img72/9379/dsc00153tr8.jpg (http://imageshack.us)

http://img441.imageshack.us/img441/8079/dsc00157pj2.jpg (http://imageshack.us)

http://img292.imageshack.us/img292/6476/dsc00159qm6.jpg (http://imageshack.us)

http://img72.imageshack.us/img72/7812/dsc00194zh0.jpg (http://imageshack.us)

Tried to grab a picture of 90 George but I was a bit to far

http://img292.imageshack.us/img292/3474/dsc00202bw0.jpg (http://imageshack.us)

I heard that they're going to move the occupancy date of Clarridge to the beginning of 2008.

Any idea how many units they've sold so far?

Guys ... it seems to me that this thread is not worthy of the 'sticky' status. If we are not able to generate at least a couple posts a week, throw this thread in the recycle bin and move on. As a non-Ottawa person concerned about our nation's capital, I've tried to jump in here are start some things a couple times, but not many in Ottawa care I guess :(

^^ That made no sense. We're lucky it IS stickied, and should continue to get as much traffic through here as possible.

Even if only five people a week (and it's probably far more than that) who view the updates, it's still worth it for someone who otherwise would have no access to visual updates on Ottawa projects.

Nice to see Claridge Plaza... the precast is looking good, it's a nice addition to the city's core.

^^ Perhaps I'm too used to the numerous daily posts and updates provided on the SSP parallel. Your comment only makes sense if there are updates!

^^ no quarrel guys. If there's updates on ssp, why wont u post them here? I'll try my best to keep it updated. I will take a new picture of the claridge plaza soon and post it here tonight. We just need patients :D :nuts:

I don't mind this thread, but if there's a more specific one pertaining to ByWard Market area of Ottawa exclusively, please let me know of it.

Hey, can you also take some pics of 90 George as well, it's about 5 stories tall now. Please give it some attention -- I beleive it'll be one of the jewels in the condo crown here in Ottawa.

The Claridge building is also looking good, but I've heard they are delaying completion until 2008.

Also, the Ismaili Imamat is slowly making progress as well.

Any idea what they're doing/building behind the Imamat on the island between the King Edward bridge to Quebec and the off-ramp to Sussex?

Any idea what they're doing/building behind the Imamat on the island between the King Edward bridge to Quebec and the off-ramp to Sussex?

Is that not the new UAE embassy? Not sure.

No.

Directly behind the UAE embassy, on the island where King edward splits into two as you head towards Quebec: between the King edward going north, and king edward going south ... there's alot of activity going on there.

Solution Saves at least $340 million, Enables a Doubling of Downtown East-West Transit Capacity, and Provides Options for Easy Expansion

The Proposal was presented to a Public Meeting of the City's Pedestrian and Transit Advisory Committee on Thursday, November 16th

Ottawa, October 30, 2006: Friends of the O-Train, a volunteer organization of transit experts and advocates, today announced the release of its Practical LRT Plan for Ottawa. The purpose of the plan is to prove that demonstrably better alternatives exist to the LRT plan currently proposed by the City. With a new Council on November 14th, our objective is that this Practical Plan would form the basis of a renegotiated LRT contract.

"We want to get this plan out now so that all candidates and voters know that a vote against the City's proposed plan is not a vote against intelligently designed, cost-effective transit," said David Jeanes speaking on behalf of Friends of the O-Train. "There are ways to do it right. It just takes political will."

"As a result of a design that dramatically increased service levels and system capacity, the Practical Plan enables significant transit ridership increases as called for in the City's Transportation Master Plan," said Jeanes. "It solves the transit capacity constraints through the downtown core for decades to come. It also provides easy and economical expansion options to the city's east, west, south and north to Gatineau. The Practical Plan can do all this with a capital budget of $438 million, a savings of over $340 million dollars compared on the City's proposed plan." Key elements of the Practical Plan include:

Expanded O-Train Service

The current O-Train diesel light rail transit (DLRT) service will be extended to a Park & Ride at Armstrong Rd. and the service schedule doubled to every 7.5 minutes between Bayview to South Keys.

Unlike the City's proposed plan, this expansion will involve no disruption of the current O-Train service and could be in full service by fall 2007. In conjunction with existing bus services, this rail transit infrastructure allows for sufficient growth capacity to serve north-south transit demand well beyond the forecasts in the City's Official Plan. As future demand warrants, trains could be added such that peak hourly capacity on this line could exceed 9,000 riders.

The budget for this part of the plan would be $39 million. An environmental assessment would be required for the Armstrong park and ride. This line will provide effective, economical, optional expansion south to Barrhaven along the current VIA corridor to Fallowfield, to the Airport, north to Gatineau via the Prince of Wales Bridge, and east-west to Kanata.

Bayview to Hurdman ELRT Service

Electric light rail transit (ELRT) service will be provided over a 6 km route between new, comfortable, high-capacity terminals spanning the downtown core. Eleven sets of three-light rail vehicles (LRVs) coupled together, will service the route at 3-minute intervals providing peak hour capacity of over 13,000 riders.

By concentrating the ELRT service in the downtown core, all transitway buses can be removed from Albert and Slater streets, while dramatically improving rider's overall origin-to-destination service levels, reliability and comfort. Removing buses from the downtown core eliminates at least 15 minutes off suburban feeder bus routes, allowing an increase in route frequencies of at least 40% without any increase in bus fleet capital or operating costs. Dramatic improvements in service frequency and reliability, with a single efficient connection to ELRT will induce and enable significantly increased ridership. As ridership grows, the maximum capacity of this 2-line ELRT system could ultimately grow to over 25,000 riders per hour, more than double current peak hour ridership levels.

The budget for this part of the plan would be $399 million. This part of the project would require an environmental assessment for a maintenance yard as well as for the line extension from the University of Ottawa to Hurdman terminal. This part of the project could begin construction in the spring of 2007 and be in full service by the fall of 2009.

Like most successful urban rail transits systems, the Practical Alternative incorporates a hybrid hub-and-spoke route network. Unlike the City's current proposed plan, which is planned to serve only 2.1% of Ottawa commuters, the Practical Alternative cleanly solves the problems of downtown transit congestion and provides for faster, more frequent and more reliable service for the vast majority of Ottawa's transit riders.

Additional information has been released on the Friends-of-the-O-train website: http://friendsoftheotrain.org .

Friends of the O-Train
Formed in the summer of 2006, Friends of the O-Train consists of community leaders, transit experts, rail experts, and tax-payers concerned about the overwhelmingly poor transit effectiveness and value of the City's current proposed LRT plan. Many of our group members were present in the late 1990s for the original O-train vision, and we sought to return to the vision expressed then by Mr. Chiarelli, that of an incrementally expanding light rail system that was both practical and economic.

No.

Directly behind the UAE embassy, on the island where King edward splits into two as you head towards Quebec: between the King edward going north, and king edward going south ... there's alot of activity going on there.

Not being there to see, I'm not certain ... however, it might be related to King Edward being realigned. The part that is being discussed is way to the right (sorry for such a large picture). The UAE and Ismaili Delegation sites are also visible.

http://ottawa.ca/city_services/major_projects/king_edward/images/map_lg.jpg

That's a great graphic.

I'm not sure that's it ... but this graph can help ... do you see all the way down near the right end of the picture you just posted ... try to find the intersection of Dalhousie and Boteler .... both streets are labelled.

the bottom right corner area of Dalhousie and Boteler (which would be directly across from the new ebmassy and the Imamat) looks like a triangle, an upside-down 90degree triangle ... cross just one more road to the right, and you'll be on an island between the roads ... this is precisely where they are doing alot of construction ... it's hard to describe, you'll just have to go to really see what I mean.

I'm not sure that's it ... but this graph can help ... do you see all the way down near the right end of the picture you just posted ... try to find the intersection of Dalhousie and Boteler .... both streets are labelled.

the bottom right corner area of Dalhousie and Boteler (which would be directly across from the new ebmassy and the Imamat) looks like a triangle, an upside-down 90degree triangle ... cross just one more road to the right, and you'll be on an island between the roads ... this is precisely where they are doing alot of construction ...

Do you see how that part of King Edward is being re-aligned from the graphic? Currently, there is a lot of space between the two directions of traffic - and so the existing configuration has a significant triangle of land there. You can see the current alignment in the same graphic represented by light gray lines. This re-alignment gets rid of that extra triangle by shifting the south-bound lane, thus increasing the land around the UAE embassy.

Here is another way to see it. Compare the satellite image at the following link with the graphic:

http://maps.google.ca/maps?f=q&hl=en&q=ottawa,+on&layer=&ie=UTF8&z=17&ll=45.435638,-75.694395&spn=0.003433,0.010815&t=k&om=1

In the satellite image, you'll see three plots. On the left is the Delegation of the Ismaili Imamat. Next is the smaller of two triangular plots - that is where the UAE embassy is going. Next is the larger triangular lot (the one I think you are talking about). It is the one that will disappear with the new King Edward alignment. Compare this satellite picture with the graphic I previously posted, and you'll see what I mean.

This would suggest that the work happening in the triangle you've identified is prep-work for the King Edward!

it's hard to describe, you'll just have to go to really see what I mean.

Unfortunately, I'm in Calgary and can't stroll over :(

I had a little stroll around downtown Ottawa this evening and I took new pictures. There's two buildings I'm not sure what they are.
(March 21,2007)

Claridge Plaza
http://img151.imageshack.us/img151/4435/dsc00099ht0.jpg (http://imageshack.us)http://img151.imageshack.us/img151/3958/dsc00100wb9.jpg (http://imageshack.us)

http://img245.imageshack.us/img245/6442/dsc00101mg3.jpg (http://imageshack.us)http://img245.imageshack.us/img245/4803/dsc00105nm3.jpg (http://imageshack.us)

http://img138.imageshack.us/img138/8808/dsc00110ve0.jpg (http://imageshack.us)http://img138.imageshack.us/img138/6721/dsc00112nb5.jpg (http://imageshack.us)

90 Georges, finally getting in shape, two stories high
(March 21,2007)

http://img340.imageshack.us/img340/2487/dsc00113nm9.jpg (http://imageshack.us)

http://img340.imageshack.us/img340/9624/dsc00115cp3.jpg (http://imageshack.us)

The Two Unknown project

This one is located across the War Museum, it looks huge
http://img151.imageshack.us/img151/8563/dsc00125la1.jpg (http://imageshack.us)

http://img340.imageshack.us/img340/5075/dsc00134ia3.jpg (http://imageshack.us)

The other one,
http://img151.imageshack.us/img151/7742/dsc00149ci8.jpg (http://imageshack.us)

Others

http://img151.imageshack.us/img151/8030/dsc00118aj4.jpg (http://imageshack.us)

http://img340.imageshack.us/img340/5352/dsc00122vw7.jpg (http://imageshack.us)

War Museum
http://img340.imageshack.us/img340/7184/dsc00127bo7.jpg (http://imageshack.us)

http://img151.imageshack.us/img151/5056/dsc00128cn7.jpg (http://imageshack.us)

http://img237.imageshack.us/img237/9587/dsc00131rh4.jpg (http://imageshack.us)

http://img237.imageshack.us/img237/9217/dsc00130gj0.jpg (http://imageshack.us)

http://img151.imageshack.us/img151/7619/dsc00133gk1.jpg (http://imageshack.us)

http://img151.imageshack.us/img151/6915/dsc00139bk0.jpg (http://imageshack.us)

http://img237.imageshack.us/img237/5706/dsc00142bj1.jpg (http://imageshack.us)

http://img151.imageshack.us/img151/7507/dsc00143jx6.jpg (http://imageshack.us)

http://img151.imageshack.us/img151/2262/dsc00151aj5.jpg (http://imageshack.us)
http://img237.imageshack.us/img237/7720/dsc00129nj7.jpg (http://imageshack.us)

those two projects are Lebreton Flats and Telus! :) nice pics

Hey Mia - was my speculation correct ... that the work you were seeing was related to King Edward re-alignment?

Had to post something ... else another week would have gone by with nothing :(

You know, it may very well be.

I guess we'll know for sure once their construction becomes more apparent.

Nice pic, I don't know where you dig this stuff up, but it's good.

Is there going to be retail at the base of Claridges Plaza?

^^ I am not sure but I dont think so. I don't understand how the second tower will fit in the tiny space they have. Next time when I go there ill take a picture of where the second building will be built, I just can't imagine how it will fit in the small space.

Things are looking good so far
http://img163.imageshack.us/img163/4554/dsc00160mu2.jpg (http://imageshack.us)

http://img520.imageshack.us/img520/8642/dsc00161et7.jpg (http://imageshack.us)

http://img520.imageshack.us/img520/7218/dsc00162bk0.jpg (http://imageshack.us)

http://img520.imageshack.us/img520/5348/dsc00164bo5.jpg (http://imageshack.us)

http://img520.imageshack.us/img520/2802/dsc00165uo1.jpg (http://imageshack.us)

You know, it may very well be.

I guess we'll know for sure once their construction becomes more apparent.

Nice pic, I don't know where you dig this stuff up, but it's good.

Here is an aerial picture showing construction of the King Edward re-alignment. This is much more recent than google, and you can see the UAE embassy construction well under way in this one. You'll note that after the King Edward re-alignment, the UAE plot increases size substantially!

http://maps.live.com/default.aspx?v=2&cp=45.435894~-75.694658&style=h&lvl=17&tilt=-90&dir=0&alt=-1000&encType=1

wow, the resolution of this map is better than google earth's ... very nice, so yeah, looks like their building a road.

But do you think the previous road will be stripped away?

and also how do you know that the land there (after the stripping) is reserved for the UAE embassy ... I wonder what they'll do with it, do I smell more condos?

also how do you know that the land there (after the stripping) is reserved for the UAE embassy ... I wonder what they'll do with it, do I smell more condos?

You're right ... I/we don't know. I guess it is possible something could come up beside the UAE embassy, however, that is really prime 'diplomatic' land, given proximity to the Lester B Pearson building!

Updates:
Claridge Plaza is topped out (sorry no pictures maybe tomorrow)
90 Georges
http://img248.imageshack.us/img248/2345/dsc00099qo9.jpg (http://imageshack.us)

http://img255.imageshack.us/img255/3681/dsc00101qu2.jpg (http://imageshack.us)

http://img255.imageshack.us/img255/3492/dsc00116uh2.jpg (http://imageshack.us)

http://img255.imageshack.us/img255/2589/dsc00105am5.jpg (http://imageshack.us)

low rise building on St-Laurent behind the Jetta company

http://img145.imageshack.us/img145/699/dsc00123ks4.jpg (http://imageshack.us)

Nadini - thanks for the pictorial updates over the last while!

I think the St. Laurent office building could be the new CUPE headquarters (was the pic taken at st laurent and Trembley?)

http://cupe.ca/gallery/albums/groundbreaking/DSC_0011_NEF.sized.jpg

^^ yes it was and yes that is the render I believe

Nadini - thanks for the pictorial updates over the last while!

no problem :), im updating it as much as possible before I leave, maybe when im gone ill tell my friend to take pictures for me and ill upload them over here

@goravens
I passed by it not to long ago and I can confirm that yes this is the CUPE headquarter

Does anyone know what that building being constructed in Lebreton Flats is? Is it part of the new housing development that's going there?

Claridge Plaza Facade, windows installed
http://img49.imageshack.us/img49/7362/dsc00130li5.jpg (http://imageshack.us)

http://img128.imageshack.us/img128/696/dsc00131dl3.jpg (http://imageshack.us)

Telus
http://img64.imageshack.us/img64/9542/dsc00124hm5.jpg (http://imageshack.us)

http://img64.imageshack.us/img64/6629/dsc00127qt2.jpg (http://imageshack.us)

Rendering of the new UAE Embassy on Boteler, somewhat behind the Lester B Pearson building. Don't know if construction is complete on this - picture would be interesting, as well as the Ismaili Imamat building next door along Sussex.

http://www.ellisdon.com/_lib/img/prj/3088721.1.l.jpg

Architecturally featured building in downtown Ottawa, consisting of two levels above ground and one basement level with underground parking and service areas. The building structure is reinforced concrete with cut stone exterior, with some aluminum panel and curtain wall features. The site is fully landscaped with stone and iron fenced courtyards, granite unit paving and various trees and shrubs. The exterior of the building features ceremonial entrances, canopies and gold leaf dome. Interior of the building encompasses a 2-storey atrium with dome roof, banquet hall, ambassador’s offices, diplomat offices, staff offices and visitors' lounge. Finishes include marble, granite and hardwood flooring, wood and vaulted ceilings, and wood paneled walls.

Sub par architecture for a capital. Buildings should be stunning, grand, and iconic for several kilometres in every direction. I hope these photos aren't representative. All I see is boring bland uninspiring offices and condos.