Editor's note: Many commentators have noted that the decision by Mayor O'Brien to run again in this fall's municipal elections means that he can campaign by claiming two significant achievements: spearheading the decision to build an East-West LRT that includes a downtown tunnel, and backing the proposal to redevelop Lansdowne Park. So far, the two major projects have been presented as "stand alone"; here Spacing Ottawa contributor Dwight Williams suggests a way to link them.

In the months since the Ottawa Sports and Entertainment Group (OSEG) brought forth their proposal for redeveloping Lansdowne Park, many different aspects to the proposed plan – and those of several competing proposals as well – have been discussed in many different forums, including here at Spacing Ottawa. The issue of transit support for events at the redeveloped park, however, seems to have largely escaped notice.

It’s not that OC Transpo, City Hall and the OSEG partners have ignored the transit issue. They haven’t. They’ve worked out contingency plans of their own, and those have been shown at open houses, and posted online for anyone with the time and inclination to track down and look at. It is possible that their planners…

Crane looming over Byron: are there more to come?

Editor's note: the following article is cross-posted from Spacing Ottawa contributor Chris Henschel's personal blog, Bestboro, Best Wellington

My wife Allegra and I wrote a series of posts for SpacingOttawa.ca that chronicled our involvment in a condo development on Richmond Road, behind our house.

The project ended up falling through, but the experience of working with the developer was largely positive. Though I believe that the City's height restrictions are too liberal (especially for the north side of a 'traditional mainstreet'), the developer was more or less happy to stay within City bylaws, with minor variances. He was also a nice guy and was listening to what people were saying: we didn't like parking at the back, so he put it all underground; we didn't want an access off a dead-end sidestreet, so he proposed moving it to Wellington.

Economic concerns doomed the project. Residents were relieved. But our ongoing experience with the redevelopment of the Soeurs de la Visitation Convent currently being proposed by Ashcroft Homes inspires a more sober perspective: what might happen behind us if this style of developer comes knocking.

Ashcroft's proposal for the…

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Listening to the repetitive clanging of machines boring through bedrock it can seem that the condo developments along Richmond and Wellington Roads are never-ending. But along with the noise and dust, urban infill can also mean exciting possibilities, and can be used as a creative opportunity for changes within a community. Most recently, development options are being proposed for the Soeurs de la Visitation convent at 114 Richmond Road. This large, cloistered, very green looking area stretches from Richmond Road to Byron Avenue and is a mystery to local residents who have only air photos and glances at buildings and hundred year old trees to identify the heritage and natural value of the site. Immediately adjacent to the site is Hilson Public School with its treeless schoolyard separated from busy Richmond Road by a chain link fence. These two properties, side by side, green space and concrete. According to the current proposal the green space will be developed and the concrete will continue to be a children’s playground. Imagine if this could be different.

Ashcroft is proposing a multi-building development on the convent land and is currently in the phase of seeking community input…

As condo after condo is planned in the Wellington West neighbourhood, intensification is seen as an inevitable by many local citizens. City of Ottawa planners and councilors promote intensification all the while musing on the increased tax base a new seven storey condo will provide. Citizens begrudgingly accept that the new condo development, whether in their backyard, on their street, or in their neighbourhood will increase traffic but they also hope that the new developments may encourage new businesses and increase public transit and community services. But what really is driving this move to intensify our cities?

The promotion of urban intensification, or densification or infill as it is otherwise known, can be attributed in part to the popularization of the urban planning theory of Smart Growth. Smart Growth theory promotes the construction and reconstruction of compact communities in the center of the city, as a more sustainable approach than continuing urban sprawl. Smart growth communities are transit oriented, bicycle and pedestrian friendly and promote local jobs and services.

Smart growth policies and practices, struggle with how to densify an urban neighbourhood and still make room for diversity and equity. Although equity is part of Smart Growth in…

The Rideau river near the Herzberg Building, Carleton University

Every five years or so, Carleton University revisits its master plan. The most recent draft edition was released in September 2009. Though the campus has long failed to take advantage of its spectacular setting, its administrators have always understood the power of the site, as most brochure shots of the institution are traditionally taken from the air. From this perspective you get a sense of the way Carleton relates to both the Rideau River and the Rideau Canal. On the ground the visual effect is much different. The site is  heavily insulated with ring roads and parkways which separate the campus from its natural setting. There have been sporadic attempts to connect portions of the campus to the surrounding waterways, but in the end, the powers-that-be have always judged that the ring road was of more importance than, for example, allowing the Loeb Building to reach out to the banks of the Rideau River.

Back when Carleton moved to its present campus, the main quad served as the heart of the campus, with three buildings providing its edges. They were the MacOdrum Library, the Tory Building, and Paterson Hall. On…

Editor's note: an earlier version of this post appeared in Spacing Ottawa contributor Dave McClelland's Ottawa Project blog

Ottawa’s Union Station: it’s a majestic building, a half-scale replica of New York City’s old Penn Station, and painfully underused. Since 1966, when the National Capital Commission removed rail from downtown, the building has served as a government conference centre, rather than a hub for rail travelers. However, if mayor Larry O'Brien isn't just floating the idea for the fun it, it seems that trains might just return to Union Station, in the form of a downtown stop on the new light rail system—taking the place of the Rideau/Sussex station in the LRT proposal.

As its stands right now, the interior of Union Station is unknown to most Ottawans. An occasional conference centre for First Minister's meetings and other high-level discussions, its grand hall and spacious passageways are usually roped off to the citizens who walk past it each day. But as the main hall of a transit station, commuters would have cause to use the public space on a daily basis.

But to my mind, that’s not all that could be done with the station. I don’t…

The former home of Empire Theatres' Orleans theatre between St. Joseph and Centrum, now closed for business

Some east-enders may have noticed changes at the Orleans Town Centre this past week.

The six-screen multiplex that's been standing there for nearly twenty years is now shut down. Originally planned as the proposed third floor of the expansion plans for the Place d'Orléans Mall of the latter half of the 1980's, instead it somehow got built as the second floor of a separate building across the street and about a block away down Centrum Boulevard. It was initially owned by Cineplex Odeon and then passed on to Empire Theatres some years ago.

The lease agreement has run out, the place has been stripped to the walls and the "closed for business sign" is now on the marquee until such time as it can be taken down. Empire Theatres has now decamped to Innes Road and a new, digitally-enabled ten-screen complex.

But the infrastructure for a movie complex is still there at Orléans Town Centre, and nearly two decades of service as an entertainment destination for Orleans residents suggests an alternative to shutting the facility for keeps. It needs a bit of…

Editor's note: the following article originally appeared in the author's own blog, West Side Action, on December 28. Comments and updates are viewable at that location.

So what might happen if the tunnel portion was cancelled? Critics are quick to attach huge price tags to the tunnel portion. But these won't disappear if the tunnel is cancelled. After all the tunnel includes tracks (won't these be needed for the surface rail?); it includes stations and platforms (which will be needed at the surface too, and may have to be located on what is now private property that may have to be acquired by the city); signalling (which will be way more complex and expensive on the surface as it will have to accomodate private cars, trucks, and bus movements too), etc.

Surface rail brings its own unique costs too - streets will have to be dug up for…