Posts Tagged ‘proposals

29
Mar
10

Greyhounded out of downtown Ottawa

Last week, Ottawa Mayor Larry O’Brien made a rather bizzare, out-of-left-field proposal: to move Ottawa’s current Greyhound terminal from it’s current Catherine Street location, to out by the VIA Rail station on Tremblay Road.

Naturally, this was met with some protest. While the current intercity bus terminal is far from the nicest facility in the world (it’s probably about five years overdue for a big renovation), it’s certainly well-located. It’s downtown, served by several major OC Transpo routes (including the 101, which is considered to be rapid transit), and is close to the 417. It’s not perfect, as it could probably stand to be a bit closer to the CBD, and perhaps have better non-peak transit service, but it’s still within walking distance for residents of Centretown, the Golden Triangle, the Glebe, Chinatown, and so on. Additionally, the central location leaves it fairly equidistant (or at least as much as that’s possible) from Ottawa’s various suburbs.

The train station, on the other hand? Well, it’s pretty suburban—if you’ve ever tried to walk there, you know that the area makes pedestrians feel like a very distant afterthought. I think the only people that would be able to walk there would be residents of a small residential area a few hundred metres west of the station. Certainly far fewer people than the tens of thousands in and around the downtown core. And sure, the Transitway runs right by it, but, speaking from experience, it’s much more of a pain to jam yourself on a crowded 95 with luggage than it is a 4 making its way down Bank Street.

The other question I have about this proposal is where would you put the new bus terminal? Let’s take a look at both, courtesy of Google Maps.

The Ottawa Train Station. Image is approximately 500 metres across, for reference.

Ottawa bus terminal, to the same scale.

While it’s pretty plain that the bus terminal takes up a much smaller footprint, it’s not exactly a small facility. It takes up an entire city block, and even as it is, it can get pretty crowded—I’m sure Greyhound would love to have something larger were they to build a new terminal. But if you look at the train station image, there’s not much room for anything even the same size as the current terminal, let alone anything larger. There’s an area between Tremblay at the station’s access road, but that would involve getting rid of green space and a bike path, as well as potentially conflicting with the reconstruction of the Transitway for light rail. One of the station’s parking lots could be removed, I suppose, but I doubt VIA would like that much, and neither takes up anywhere near as much space as the current bus terminal.

Overall, moving Ottawa’s intercity bus terminal to this location makes little sense. How many people even transfer between VIA and Greyhound? I’d be curious to see the numbers, should they even exist. Not only does this proposal increase sprawl by decentralizing a major transportation service, but I’m not sure it would do anything to improve intercity transit service or convienience in Ottawa. Leave well enough alone, Mayor O’Brien, and keep bus service in the downtown core.

Advertisements
04
Feb
10

Does Terry Fox Drive really need extending?

As I browsed through the Ottawa Citizen yesterday, I couldn’t help but notice this article, on the extension of Kanata’s Terry Fox Drive being fast-tracked despite a number of environmental concerns. I instantly knew I had to look it up and attempt to understand why it’s so important this particular project has to be pushed through and I came away baffled.

Helpfully, the extension already seems to be marked on Google Maps, so it was easy to get an idea for what the new roadway would look like. As described in the article, it will arc through forest, marsh, and farmland as it makes it’s way from the neighborhood of Kanata Lakes to Morgan’s Grant. And so far as I can tell, it will serve no useful purpose besides creating sprawl and potentially destroying a rare habitat. Not good, to say the least.

The endangered Blanding's Turtle, which can be found in marshland west of Kanata. Image from Canadian Wildlife Service, by Ryan M. Bolton.

I think what we have here is a case of the Greenbelt doing more harm than good for the environment. While I’d rather see the urban boundries of Ottawa’s suburbs frozen where they are for the time being, for growth to be concentrated inwards, it would seem to me that if Kanata has to expand, there are far more suitable areas to the east. There’s a lot of farmland out there, especially north of the 417, land that is for some reason protected, while the land to the west is not. While I hardly advocate paving over farmland for suburbia, it can’t be denied that there is a lot more of it around Ottawa compared to rare turtle habitats.

What strikes me about this is that we seem to have some very screwed-up priorities here. Is it really this important to build a shiny, four-lane monument to urban sprawl? Surely there must be some other piece of infrastructure that this stimulus money can be spent on—something that won’t harm an endangered species. That’d be something I could go for.

16
Sep
09

One step forward…

If you’ve ever wondered why it seems like nothing ever seems to get done in Ottawa, look no further than this story. Essentially, John Martin, a Glebe business owner, has filed a legal challenge against Lansdowne Live, claiming that it violates the City’s purchasing bylaws.

Now, I’ve remained quiet on the latest version of Lansdowne Live until now, but I think it’s time I said my piece. I’ll get back to the legal challenge in a moment, but first, let’s take a look at the plan itself.

The proposed site plan for Lansdowne Live

The proposed site plan for Lansdowne Live

So what do I like about the plan? Well, it’s mixed use—in accordance with the City’s master plan and stated goals to control sprawl through intensification. It adds a significant amount of greenery what is currently a concrete wasteland, preserves the heritage aspects of the site, provides space for the farmer’s market, and will provide amenities that the area is currently lacking, such as a modern movie theatre (which is Ottawa’s urban core sorely lacks). Of course, it will also completely refurbish Frank Clair Stadium, which is currently in a fairly decrepit state.

Frank Clair Stadium looking rather worse for the wear before a Gee-Gees football game on Sept. 6.

Frank Clair Stadium looking rather worse for the wear before a Gee-Gees football game on Sept. 6.

It isn’t a perfect plan, of course. The fact that it’s being built by a single developer means that the site could become very architecturally repetitive, which could make the site a little less interesting. It’s also somewhat unsettling that public land will be used for a private development, but then again it’s not as if the land will actually be sold, and it’s not like greenspace will be paved over or anything like that—in fact, it’s much closer to the opposite.

Overall, it’s a nice, solid plan that aims to accomplish quite a lot in a thoroughly urban manner. It isn’t flawless, but it also seems as though early fears over big box stores and power centres were rather unfounded.

The elephant in the room, meanwhile, is the procurement process, and the legal challenge I opened this post with. I’ll grant that we haven’t necessarily taken the best route to get to this plan, and that the design competition probably should have been cancelled. But I do think many people are romanticizing the design competition process.

For one, it was not a design competition in the sense of architects simply submitting ideas for the site, and the City selecting the one they liked best. Rather, it was a “rights to develop” competion, meaning that developers would be coming forwards with plans for the site, complete with a financial plan: how to fund the redevelopment, and how to keep it viable afterwords. That’s why the Lansdowne Live plan was such a knockout when it first appeared, as there was very clear local financial backing, as well as a tenant for Frank Clair in a resurrected Canadian Football League franchise, something that no other developer would be able to offer.

Another aspect of the competition worth mentioning is the fact that any Request For Proposals would very likely have called for a site plan that included both Frank Clair Stadium and the Civic Centre, as the City did not have any plans to move either facility. As well, removing the stadium would cause Ottawa-Gatineau to become North America’s only metro with a population greater than one million with no large stadium facility—not a situation we’d want to be facing. The stadium is notably missing from Martin’s own proposal for the site, meaning it likely would have been rejected from the competition. Martin did propose building a stadium at Bayview instead, but there are far too many unknowns for that to be a viable alternative right now.

So while we may not have taken the ideal route to get where we are, I don’t think it’s anywhere near as disaterous as people like Martin and Clive Doucet are making it out to be. And I fear that taking legal action against the plan will lead to the delay of it’s implementation, while an extremely valuable piece of Ottawa’s infrastructure crumbles before our eyes. Furthermore, if it is blocked, then it will undoubtably be years before we see any action at the site, furthering Ottawa’s unfortunate reputation as a backwater that can’t seem to get anything done, and killing any hope of getting professional football and soccer into the nation’s capital any time soon. That’s a scenario that I’d rather not contemplate.

03
Sep
09

On developers

I’m going to refrain from comment on the new Lansdowne Live plan for now, mostly because there’s a lot of kneejerk reaction out there right now, and I don’t think I can say much at this point that will add anything to the debate. Maybe in a few days, but for now, I’ll be keeping quiet about it in this space.

That aside, watching the reactions has got me thinking about the way we think about large developers like Minto and Claridge in today’s cities. To read some of the comments on the Citizen and the CBC (and yes, I know, comments at online news sites do trend towards being overly hysteric, no matter the viewpoint) you would think that there is a vast conspiracy at play at City Hall, and that anyone who speaks up in favour of Lansdowne Live is obviously a plant charged with playing up the plan. This, I think, all stems from the fact that to some, developers are inherently evil and want nothing more than to steamroll over our precious land and turn it into money factories.

Now I’m not necessarily saying that developers are necessarily good, either—take Minto’s gargantuan sprawling subdivision planned for Manotick, for example—it’s more that to paint them solely with either brush is, frankly, a little ridiculous. The fact is, developers are important to urban places, whether we like it or not. Without them, cities would be stagnant, as civic projects can’t do everything, and nor should they. Someone needs to build new homes, condos, shops and offices and the average private citizen doesn’t have the assets to do so themselves, which ultimately leaves it up to the corporations.

What I’m trying to say here is that we, as urban citizens, need to rethink how we interact with developers just as they need to rethink how they interact with us. We want the places we call home to be vibrant, liveable spaces, whilst developers want to be able to turn a profit off of constructing new buildings. What we need, then, is more dialogue: communities should interact with developers to tell them what they want to see, while developers should interact with the community to ensure that they’re going to be building something that people actually want.

Fortunately, this seems to be happening in some cases. Take the Westboro Collection project, for example, where the developer has openly posted the community comments they recieved on their website (PDF warning). It’s a small thing, but I think it’s exactly the sort of step we need to be taking both to improve the dialogue surrounding future developments in this city, and to ensure that those same developments will improve the cityscape. That, in my mind, will be a key element in making Ottawa a place people truly want to live.

12
Jul
09

Main Street and wires

Despite it’s name, Ottawa’s Main Street hardly looks like one. Originally the main street of a tiny suburban village called Archville, the name was simply held over when the community amalgamated with the City of Ottawa in 1907. Today, Main Street is the central artery of Old Ottawa East, but it somehow feels  incomplete. Despite it’s very urban location, Main Street cannot really be characterized as a pedestrian-friendly area. Large open spaces and parking lots break up the few commercial spaces in the area, and the street’s two educational institutes, Immaculata Secondary School and St. Paul University, both seem to shun the street, preferring to look inwards towards their own campuses.

In spite of all this, it is ostensibly the goal of the City to turn Main Street into—well, a main street. North of Clegg Street, the street is zoned as a “Traditional Main Street”, meaning that the official plan calls for moderate density, mixed use buildings which front directly on the sidewalk to encourage pedestrian traffic, similar to Elgin Street, Bank Street through the Glebe, and so on. However, a recent proposal to build exactly that kind of building at 162 Main Street has been turned down. Why? Well, it would seem that Hydro Ottawa can’t allow a four-storey building at that site because it would interfere with their overhead wires. The developer has come up with a compromise plan, but it would involve reducing the number of apartments in the building, making it three storeys instead of four, and removing an outdoor arcade designed to allow outdoor tables at a street-level cafe. Additionally, the building would have to be five metres back from the sidewalk, instead of fronting it directly—it doesn’t seem like much, but it would definitely make the building less attractive to pedestrians.

The issue here is that this should be something that can be easily fixed, by burying power lines. However, the City makes no budgetary allowances to do so, even when it would seem to be logical. For instance, in Hintonburg right now, Wellington Street has been dug up for some time due to construction work, but it would appear no effort is being made to bury power lines at the same time. This is unfortunate, as it would likely reduce the cost of doing so significantly by combining it with other work. And these missed opportunities will add up—the more that slip past us, the more it will cost us in the long-run to bury wires.

And let’s face it, there’s no good reason for us not to be trying to bury lines. They clutter up the street, making it visually unattractive, and the poles often create obstacles for pedestrians on the sidewalk. And of course, they can block or harm valuable projects like the one at 162 Main. For the sake of our city and its neighborhoods, we need to start thinking about these issues, and being more proactive towards solving them.

A quick aside: I moved to a new apartment this weekend, and currently have no internet access there. Thus if anyone comments and it requires moderation, it may be some time before I can get to it.

29
Apr
09

City staff releases route for Downtown Transit Tunnel

Ladies and Gentlemen, we have a route.

dottThe map I threw together if you want to see it.

And the Citizen article I used as a source.

It looks like we’ll have stations at Lebreton (aboveground), between Bay and Lyon, between O’Connor and Metcalfe, around Rideau and Sussex and at Campus. The tunnel will go under Albert until Kent, where it will turn north to Rideau\Sussex and then swing south to go underneath Nicholas to the University of Ottawa. The official release of the plans takes place tomorrow, so we should have a more official-looking map tomorrow, I hope.

A couple of things I wanted to note. First, I find it interesting that there’s no station closer to Bank Street. I was certain they’d try to put one there, given that if the City ever wants to build a north\south rapid transit line through the core someday, Bank is the most logical alignment. I guess the logic was that a station between Bank and O’Connor would be too close to the one between Bay and Lyon. Second, I wonder if the City is hoping they might be able to use the old train station again. Take a look at a detail of where the line should go, if it runs in a straight line between Rideau and Sussex and Albert and Kent:

union-stationIf the city can get the federal government to sell them Union Station back, then perhaps it can be reopened to trains; albeit a very different kind from what once went through there. That appears to be all that’s out there for now, but I’ll try to find more official-looking documentation tomorrow.

(Full disclosure: I am going to be starting a summer position with OC Transpo on Monday.)

15
Feb
09

Some links

A few interesting links\reads I’ve found over the past couple of days.

First, a discussion over on Spacing Toronto about the urbanization of Mississauga. We don’t have anything even close to this phenomenon going on in Ottawa right now due to the way the development patterns of this city currently stand, but there’s a chance it could be in our future if we begin setting serious targets about creating a denser city. After all, Westboro is already home to the third-tallest building in Ottawa-Gatineau.

Next, over at Greater Ottawa, David Reevely gives a rundown on how Scotiabank Place came to be built where it is. It’s interesting for me, as someone who was not in Ottawa at the time (nor was I old enough to pay attention to the news, if I was), and in a weird sort of way it almost makes sense. Of course, it’s now even more obvious that the overall plan for the area has been a failure, even though the Senators have managed to do well for themselves. As the debate over whether we should invest in an MLS stadium in Kanata or a revitalized CFL stadium at Lansdowne Park heats back up, it becomes even more important for us to look at what went into the decision to develop out in Kanata in the first place and critically analyze its impact on the city. I think anyone that reads this blog regularly has probably picked up on my opinion by now, and I’m glad that Ottawans seem to be coming out much more in favour of refurbished Frank Clair Stadium rather than a white elephant in the suburbs.

Finally, there’s a new blog over at the Ottawa Citizen called Designing Ottawa by Maria Cook. It looks to be all about urban design within the city, both building interiors and exteriors, as well as our streetscapes and landscapes. There are already a number of interesting posts up about the new Delegation of the Ismaili Imamat building on Sussex and the Sir John Carling Building at the Central Experimental Farm. The latter I find particularly interesting, as she creates a fairly impassioned argument for the building to be saved from demolition and given heritage status. A tough position to take, considering the building is not exactly beautifuly in the conventional sense, but it certainly has its merits.




What is this?

This is a blog dedicated to exploring and discussing Ottawa, Canada.

Pages

Contact

Email: dmccl033(at)uottawa(dot)ca

RSS feed

Blog Stats

  • 63,662 hits