Report to/Rapport au :

Finance and Economic Development Committee

Comité des finances et du développement économique

and Council / et au Conseil

5 May 2011 / le 5 mai 2011

Submitted by/Soumis par: Kent Kirkpatrick, City Manager / Directeur municipal

Contact Person/Personne ressource : Gordon MacNair, Director, Real Estate Partnerships and Development Office/Directeur, Partenariats et Développement en immobilier

(613) 580-2424 x 21217, Gordon.MacNair@Ottawa.ca

13 – Rideau-Rockcliffe

Ref N°: ACS2011-CMR-REP-0016

SUBJECT:	OTTAWA STADIUM (300 COVENTRY RD) - LONG TERM STRATEGY – IMPLEMENTATION PROCESS

OBJET :	Stade d’Ottawa (300, chemin Coventry) – Stratégie à long terme – Processus de mise en œuvre

REPORT RECOMMENDATION

That the Finance and Economic Development Committee recommend Council approve the process to implement a long-term strategy for development of the Ottawa Stadium property, as described in this report and as further outlined in Document 1.

RECOMMANDATION DU RAPPORT

Que le Comité des finances et du développement économique recommande au Conseil d’approuver le processus de mise en œuvre d’une stratégie à long terme visant à aménager la propriété du Stade d’Ottawa (300, chemin Coventry), comme l’explique le présent rapport et le décrit davantage le document 1.

BACKGROUND

On 9 December 2009, City Council considered report ACS2009-CMR-REP-0050 and directed staff to solicit “best offers to lease” the Ottawa Stadium facility in the short term and also approved a methodology for a long-term development strategy for the Ottawa Stadium property located at 300 Coventry Road.

Short-Term Use

On 10 March 2011, report ACS2011-CMR-REP-0015 “Lease Renewal with Ottawa Stadium Group Ltd. for Ottawa Stadium - 300 Coventry Road” was considered by Council at which time Council approved a lease renewal with the Ottawa Stadium Group for a one (1) year term from 15 March 2011 to 14 March 2012 and a further option to renew the lease for the period from 15 March 2012 to 31 October 2012.

Long Term Development Strategy Methodology

The methodology approved by Council in December 2009 for a long-term development strategy for the Ottawa Stadium includes:

· Reviewing a range of options for developing scenarios for the Ottawa Stadium property such as:

1. maintaining the existing stadium facility for sports and spectator events, with or without modifications to the facility as an element of the development; or

2. significantly modifying the stadium facility for an adaptive reuse within the development plan elements; or

3. eliminating the stadium as an element of the development;

· Considering the viability of the development options with respect to the ability to have direct and convenient access to the City’s rapid transit system and associated development opportunities afforded by transit oriented development on, and in the vicinity of, the Ottawa Stadium property in context of:

o the results of the proposed Environmental Assessment (EA) for the pathway and bridge overpass from the Coventry Road area to Tremblay Road/Train Station area as set out in the Transportation Master Plan (TMP) and Long Range Financial Plan (LRFP); and

o information gathered through the Business Development Strategy process being undertaken as part of the City’s Light Rail project with respect to connection and development opportunities at LRT project stations including Train Station; and

· Developing a process that would allow the City to receive and evaluate proposals for the development options in an open and transparent manner with the City’s evaluation being made based on an analysis of the highest and best use of this facility for the long-term related to the overall benefits to the City with respect to the City’s corporate objectives both financial and non-financial (cultural, social and environmental).

Multi-Use Pathway Connection - Coventry Road to Train Station - Environmental Assessment

The EA process for the pathway and bridge overpass from the Coventry Road area to Tremblay Road/Train Station area commenced in February 2010 and the resulting Environmental Study Report (ESR) was prepared by January 2011.

Based on the findings of the ESR, an amount of $1.16M was included in the 2011 draft capital budget to undertake the detailed design in 2011 (project 903271) of the pathway/bridge connection for consideration by Council at its Special Meeting on 8 March 2011. In addition, a report, “Multi-Use Pathway Connection – Coventry to Train Station: Environmental Assessment Study” (Ref N°: ACS2011-ICS-PGM-0070), was forwarded to the Transportation Committee and Council for consideration on 2 March 2011 and 10 March 2011 respectively.

On 8 March 2011, Council enacted a Motion that the approval of Capital Budget authority for the multi-use pathway from Coventry Road to the Train Station (project 903271) be subject to the disposition of the item at Council on 10 March 2011.

On 10 March 2011 Council approved the finalization of the Environmental Study Report for the multi-use pathway connection between Coventry Road and the Train Station and posting of the Notice of Study Completion. However, Council also enacted a Motion to defer approval of the Capital Budget authority for capital project 903271 Coventry Road to Train Station until this report, regarding an implementation process for the long-term development strategy for the Ottawa Stadium property at 300 Coventry Road, is before Council for consideration.

Light Rail Transit (LRT) Project

The Business Development Strategy (BDS), with respect to connection and development opportunities at stations along the LRT project corridor, commenced in September 2010 with the holding of 6 public information sessions followed to date by 18 commercially confidential meetings with individual property owner / developer interests. The BDS is being coordinated with the Preliminary Engineering (PE) work and a report regarding the BDS is also scheduled to go to Council in July 2011 as part of the LRT reports. The BDS report will contain information on potential demand and opportunities for transit oriented development at the proposed LRT stations including Train Station.

Highest and Best Use Analysis

A highest and best use analysis has been undertaken by the Real Estate Partnerships and Development Office (REPDO). In order to provide a framework for reviewing the range of options set out in the Ottawa Stadium long-term development strategy approved by Council in December 2009 and for establishing a process to create and implement a long-term development plan.

While highest and best use is normally defined in real estate appraisal reports as “The reasonably probable and legal use of vacant land, or an improved property, which use is physically possible, appropriately supported, financially feasible, that results in the highest value,” in this particular case, the value considerations are based on both financial and non-financial (social, cultural and environmental) value to the City.

DISCUSSION

Highest and Best Use Analysis

The findings of the REPDO analysis, as set out in the attached Document 2, indicate that the highest and best use with respect to long term development of the Ottawa Stadium property is as follows:

A mixed-use development on the existing main parking lot area (6.23 acres) in keeping with the existing development on, and zoning provisions for adjacent lands together with the retention of the Stadium facility building and adapting this building facility, as may be necessary over time to take into account changes in use of the playing field area if a professional sports use is no longer sustainable.

In this regard, the Analysis indicates that the Ottawa Stadium property has a prime location being situated immediately adjacent to Highway 417, the Hotel and Conference Centre complex at the Vanier Parkway and Coventry Road, and being approximately 200m, directly across Hwy 417 from the existing Bus Rapid Transit (future LRT) “Train” Station; 300m from the VIA Rail Station; and 400m from the Ottawa Train Yards development. The St. Laurent Shopping Centre is located approximately 800m to the east of the property along Coventry Road.

The Analysis also indicates that, in the vicinity of the Stadium property there is a variety of uses and building types, commensurate with the predominant General Mixed-Use designation. This area along the Hwy 417 / Rapid Transit Corridor has great potential for further mixed-use urban intensification and for the existing employment areas, mixed-use centres and general urban areas along this corridor to eventually grow together to become the largest overall Mixed-Use Centre outside of the downtown.

The proposed and potential further development, or redevelopment opportunities for employment or mixed-use along the LRT corridor in this area include the St. Laurent Shopping Centre property, the 530 Tremblay Road property, the Ottawa Stadium property, portions of the VIA Rail property, the Ottawa Train Yards property, the Can-Ex property adjacent to the Cyrville Station, and other properties along Coventry Road, Belfast Road and Pickering Place.

In this regard, redevelopment planning for all, or part of the Ottawa Stadium property should be guided by the provisions of the GM(6) in the vicinity of the property - General Mixed-Use Zone, and related variances with the prospect of achieving at least a floor space index of 2.0 and buildings heights compatible with adjacent buildings.

The Analysis points out that, based on the past experience in Ottawa and the apparent overall decline of Organized Baseball in Canada in the last decade, there is little or no current evidence to indicate that a purpose-built baseball stadium can be financially sustained in the long-term by reliance on a professional or semi-professional baseball being the predominant use for the facility. The financial viability of maintaining the Stadium structure for the long-term will likely be dependent of the ability to attract a significant number of other customer paying events.

The Analysis concludes that, overall, the stadium facility has great potential, because of its low rise stands and bowl-like configuration and the potential to adapt the field area if necessary for other uses, to be utilized, modified, or adapted for other customer paying events. In this respect, an adaptive reuse to an outdoor “concert bowl” facility appears very feasible as long-term use option for the Stadium.

If the Stadium facility is maintained for the long term, with shared parking and the footbridge connection to the Train Transit Station, the main parking lot at the Stadium with an area of approx. 6.23 acres could reasonably support mixed-use development with at least an additional 550,000 sq. ft. of building floor space based on the GM(6) zoning for adjacent properties and the City’s OP policies and the Objectives of the City Strategic Plan.

If the Stadium facility is not retained for the long term, then the mixed-use development potential for the entire 16.23 acres site could reasonably increase to at least an additional 1,400,000 sq. ft. of building floor space.

If the Stadium facility is modified or adapted for other uses, that do not require a majority portion of the existing field area (2.97 acres), then there is potential for the overall building floor space to increase to at least 900,000 sq. ft. and, with good urban planning and design the additional building floor space potential could be as much as indicated above for the whole site.

From a facility condition standpoint, the Analysis points out that the Ottawa Baseball Stadium was built in 1992 and has an expected useful lifespan of 70 years and that the retirement year is estimated to be 2062.

To maintain this lifespan, ongoing capital renewal work must be carried out as part of a lifecycle program. The stadium facility is in a reasonably good condition and the current lifecycle program set out until 2025 has a total cost of approximately $6.75M with a present value cost of approximately $5.64M. A preliminary estimate indicates that the current cost to replace the existing 10,332 seat stadium and other facilities would be in the range of $50M.

It is noted in the Analysis that approximately 67% of the life cycle expenditures will occur in the next five years with $2.1M required in 2016 ($1.74M present value) for field and parking lot capital renewal works. The renewal of the parking and field facilities should be carefully considered in context of the potential for development, or redevelopment of all, or a portion of these areas.

If the 300 Coventry Road property were to be sold and redeveloped without a stadium, the value of the land would be reduced by the cost to demolish the existing stadium structure which cost would likely be in excess of $2.5M.

Given the good condition of the Stadium building, the retention of that part of the facility as part of a development would appear to be both economically and environmentally appropriate.

The Analysis concludes that, to maximize the value of this property to the City both financially and municipally, any development planning for the future use and/or potential disposition of this property must be based on both a direct connection to the City’s transitway and a designation in the City’s OP and Zoning By-law for mixed-use development, whether or not a stadium facility remains.

As indicated above, whether or not the long-term development on the Ottawa Stadium property ultimately includes a stadium facility as part of the development, the viability of any development in that location will be dependent on direct and convenient access to the City’s rapid transit system.

It is, therefore, essential that the proposed footbridge set out in the Environmental Study Report approved by Council on 10 March 2011 be designed and constructed at the earliest opportunity to align with the applicable objectives of the City’s Strategic Plan and the policies of the City’s Official Plan and Transportation Master Plan as they relate to the Coventry Road area.

While the connection to the transit station is being put forward as part of the implementation program associated with the City’s Transportation Master Plan and is to be funded accordingly, the financial uplift and benefits to the City (property sale proceeds and increased property taxes) that could result from transit oriented development at 300 Coventry Road, based on a competitive RFP process, are likely to more than exceed the costs of the pathway bridge project.

Business Development Strategy (BDS) for LRT

The Business Development Strategy (BDS), with respect to connection and development opportunities at stations along the LRT project corridor, commenced in September 2010 with the holding of 6 public information sessions followed to date by 18 commercially confidential meetings with individual property owner / developer interests. The BDS is being coordinated with the PE work and a report regarding the BDS is also scheduled to go to Council in July 2011 as part of the LRT reports. The BDS report will contain information on potential demand and opportunities for transit oriented development at the proposed LRT stations including Train Station

Through the BDS process to date, it is known that a number of developers are looking for land / development opportunities in close proximity to the 13 stations shown on the functional design for the LRT project. In addition, the Analysis provides current market indicators which show that there is still good market demand for available, well located and development ready land and particularly for properties that are centrally located in the urban area and are adjacent to, or nearby public rapid transit facilities

In that regard, the Ottawa Stadium property is a large (16.23 acres) site with substantial additional development potential on the parking lot areas, as a minimum and is also one of the few uncontaminated large sites within 200m of an LRT station. As a result, this property presents a unique and prime development opportunity if the site is connected by the proposed multi-use pathway to the Train Transit Station.

The Analysis reviewed the three (3) development options outlined in the December 2009 report and concludes that the provision of the proposed footbridge to connect the Ottawa Stadium to the Train Transit Station, as set out in the Environmental Study Report approved by Council on 10 March 2011, is an essential requirement for moving forward with all development options.

Development Options

The key findings of the Analysis with respect to the development options are as follows:

Option 1 - Maintain Existing Stadium for Sports and Spectator Events

Based on the findings set out in the previous sections of this Analysis, maintaining the stadium facility for the long-term, without development on the main parking lot area and at least, some modification to the facility to broaden the use and increase the revenue stream for the facility, appears to be unrealistic.

As previously stated in Section 6 of this Analysis, if the Stadium facility is maintained for the long term, with shared parking and the footbridge connection to the Train Transit Station, the main parking lot at the Stadium, with an area of approx. 6.23 acres could reasonably support mixed-use development with at least an additional 550,000 sq. ft. of building floor space based on the GM(6) zoning for adjacent properties and the City’s OP policies and the objectives of the City Strategic Plan.

In any event, if the stadium facility is to be maintained, it will require the City to find a strong development partner with a financially viable and sustainable development and stadium use plan. The potential to find such a development partner appears to be limited if restrictions are placed on the potential, in the future, to further adapt or redevelop the stadium facility.

Option 2 - Adaptive Reuse of Stadium

Based on the assessment of the Stadium Facility as set out in the previous sections of this Analysis, an adaptive reuse of the stadium facility for another use such as a “concert bowl” appears very feasible.

As previously stated in Section 6 of this Analysis, if the Stadium facility is modified or adapted for other uses, that do not require a majority portion of the existing field area (2.97 acres), then there is potential for the overall building floor space to increase to at least 900,000 sq. ft. and, with good urban planning and design, the additional building floor space potential could be as much as indicated for a redevelopment of the whole site (1,400,000 sq. ft. building floor space).”

Option 3 - Elimination of Stadium as Part of Long-Term Development

Based on the assessment of the Stadium Facility as set out in the previous Sections of this Analysis, eliminating the Stadium facility from a long term plan is feasible but may not produce the best value to the City in terms of both financial and non-financial value (social, cultural and environmental).

As previously stated in Section 6 of this Analysis, if the Stadium facility is not retained for the long term, then the mixed-use development potential for the entire 16.23 acres site could reasonably increase to at least an additional 1,400,000 sq. ft. of building floor space based on the GM(6) zoning for adjacent properties and the City’s OP policies and the Objectives of the City Strategic Plan.

As previously stated in Section 7 of this Analysis, if the 300 Coventry Road property were to be sold and redeveloped without a stadium, the value of the land would be reduced by the cost to demolish the existing stadium structure which cost would likely be in excess of $2.5M. Section 7 also indicates that, given the good condition of the Stadium building, the retention of that part of the facility in a development would appear to be both economically and environmentally appropriate whether or not the playing field component is maintained.

Potential for Soccer field and Dome

The Ottawa Stadium property at 300 Coventry Road has also recently been mentioned in the media as a possible site option for relocating the dome currently located at Lansdowne Park. Additional analysis was undertaken, as set out in Section 11 of Document 2, to assess the potential to modify the baseball playing field to accommodate other sports such as football and soccer and provide for a dome installation. This analysis concludes that:

the need for a stadium in Ottawa to accommodate professional football and soccer is already being provided in the Lansdowne Partnership Plan with a overall field (pitch) size of 146m by 80m; and

· the investment of potentially more than $4M to accommodate a soccer field and dome at the Ottawa Stadium site is difficult to justify without clearly establishing a long-term benefit that fits with the long-term development plans for the Stadium property and the City’s recreational facility priorities and long range plan for facilities in other locations.

Proposed Implementation Process - Ottawa Stadium Property Long-Term Strategy

The long-term development potential for the Ottawa Stadium property, as indicated by the highest and best use analysis can only be achieved when the footbridge connecting to the Train Station is constructed and when further development planning has been carried out to rezone the property for mixed-use development that is compatible with existing development and permitted under the zoning by-law on adjacent properties.

As the footbridge project needs to be designed and coordinated with the design and construction for both the widening of Hwy 417 and the LRT project, which are both imminent, the development planning for the Ottawa Stadium property should also be carried out concurrently with design work for the footbridge.

As the development of the Ottawa Stadium can be a showcase of the City’s Official Plan and City Strategic Plan provisions, the development planning for the property should be carried out by the City, in its role as land owner and developer as represented by REPDO, in a collaborative process with the public, adjacent property owners and businesses, City departments, and other agencies.

In this regard, it is proposed that a process, similar to the one carried out in 2006-2007 by REPDO for the Centrepointe Town Centre Project be initiated for the development of the Ottawa Stadium property as outlined in the attached Document 1. This process will, be based on the findings of the highest and best use analysis and provide for consideration of all the options set out in the analysis as if these options represent the potential for development phases over time.

The result from the development planning process will then be used to define the criteria and process for issuing a request for proposals (RFP) and rezoning requirements to implement the recommended development plan subject to Council consideration and approval of a further staff report at the end of Q1 2012.

ENVIRONMENTAL IMPLICATIONS

The Environmental Study Report for footbridge indicates that the limited natural environment values of the area on, and adjacent to the 300 Coventry Road property are of little or no ecological significance. The few near-natural vegetation areas are heavily infested with non-native, invasive plant species and, in their present condition, potentially present if anything negative landscape influences. There appears to be no potential to negatively impact natural environment values in local Urban Natural Areas. Similarly, the potential for undetected species at risk to occur in this degraded and largely transformed landscape is negligible.

A review of the historical land use data, as part of the highest and best use analysis, does not indicate any significant potential for environmental contamination. However, if the Long-Term Development Strategy is implemented according to the process recommended in this report, then a Phase I Environmental Site Assessment will be carried out as part of the due diligence work related to implementation process.

RURAL IMPLICATIONS

N/A

CONSULTATION

The proposed implementation process is based on engaging the public on a collaborative basis utilizing a series of workshops as set out in Document 1.

Members of the Public Consultation Group (PCG) and the Agency Advisory Committee (AAC) associated with the EA process, for the Multi-Use Pathway Connection from Coventry Road to Train Station will be invited to attend the workshops.

On 24 March 2011, REPDO staff attended a meeting of the Community Council of Overbrook to provide preliminary information on type of consultation that is proposed to occur as part of this project.

COMMENTS BY THE WARD COUNCILLOR(S)

The local Ward Councillor is aware of this report.

LEGAL/RISK MANAGEMENT IMPLICATIONS

There are no legal/risk management impediments to the implementation of the recommendation contained in this Report.

CITY STRATEGIC PLAN

As set out in Section 12 of the Highest and Best use Analysis attached as Document 2, the recommendation contained herein directly supports the following Service Priorities and related Objectives of the City Strategic Plan adopted by Council on 7 May 2010:

Transportation

The City of Ottawa will strive to manage growing transportation demands in ways that reinforce values and aspirations of its residents. This will be done in the following ways:

· land use planning;

· shaping development patterns to support transportation goals;

· transportation demand management;

· influencing why, when, where and how people travel;

· maximizing the efficiency of existing systems to reduce the need for new infrastructure and services; and,

· expanding the system to support development and improve service levels for all modes of transportation.

Objective 1: Improve the City’s transportation network to afford ease of mobility, keep pace with growth, reduce congestion and work towards modal split targets.

Transit

Objective 1: Achieve a 30 per cent modal split by 2031

Environment

Objective 1: Enhance environmental sustainability and reduce greenhouse gas emissions by 30 per cent (corporate) and 20 per cent (community) from 1990 levels by 2012.

Sustainable, Healthy and Active City

Objective 6: Require walking, transit and cycling oriented communities and employment centres

Objective 11: By 2017, close the gap in sidewalks, traffic lights, street lights and bicycle lanes in infrastructure that has been warranted and unfunded

Planning and Growth Management

Objective 1: Manage growth and create sustainable communities

Objective 2: Invest in programs and initiatives that improve Ottawa’s business climate, support job creation and enhance the city’s social and economic prosperity

Objective 3: Ensure that the City infrastructure required for new growth is built or improved as needed to serve growth.

TECHNICAL IMPLICATIONS

N/A

FINANCIAL IMPLICATIONS

There are no additional financial implications associated with the recommendations in this report.

SUPPORTING DOCUMENTATION

Document 1 - Long-Term Development Strategy - Proposed Implementation Process

Document 2 - Highest and Best Use Analysis - 300 Coventry Road

DISPOSITION

Upon approval of the recommendation of this report by Council, REPDO will initiate the implementation process for the Long-Term Development Strategy in the manner set out in the Discussion Section and Document 1 of this report.

DOCUMENT 1

LONG-TERM DEVELOPMENT STRATEGY

PROPOSED IMPLEMENTATION PROCESS

April to September 2011:

Update existing conditions and opportunities / constraints information and prepare presentation material for public workshops including information on:

· Site location and characteristics;

· Official Plan and Zoning designations;

· Adjacent land uses;

· Site facilities and improvements;

· Servicing information;

· Transportation access (vehicular, pedestrian, cycling);

· Environmental Site Assessment information - historical land use and Phase I ESA;

· Previous and current site use viability;

· Environmental Study Report - Multi-Use Pathway Connection - Coventry Road to Train Station and associated Design process and status;

· Business Development Strategy for LRT project;

· Real Estate Market Conditions;

· Range of development options outlined in December 2009 Council report; and

· Priorities and related objectives set out in the City’s Strategic Plan.

September 2011:

Hold Public Workshop #1:

· Present information package;

· Visioning session - sharing of ideas and identification of emerging themes; and

· Following workshop - prepare workshop notes and distribute to participants prior to Workshop #2.

October 2011:

Hold Public Workshop #2:

· Review Workshop #1 notes;

· Group participants into teams to generate design ideas for the development plan options based on ideas identified in Workshop #1 - each team to be supplied with various tools / resources including the following:

o a series of worksheets that address the vision developed by the public at Workshop #1;

o scaled templates representing various possible features of the site;

o small and large base maps for concept planning;

o markers, pens, pencils, trace paper;

o a sheet of symbols and colours for consistency; and

o designers and planners for additional advice.

· Plenary session to present and discuss team concepts in terms of key elements;

· Identification of the elements recognizable in most plans (common elements); and

· Following workshop - prepare workshop notes, including team concept plans and common elements plan, and distribute to participants prior to Workshop #3.

November 2011:

Hold Workshop #3:

· Review Workshop #2 notes and plans;

· Present three (3) new concept plans based on common elements plan from Workshop #2;

· Group participants into teams to brainstorm their views on the new plans;

· Plenary session to present team thoughts on both general and concept-specific elements that they like and on aspects that they would change;

· Following workshop - prepare workshop notes, including team concept plans and common elements plan, and distribute to participants prior to Workshop #4.

January 2012:

Hold Workshop #4

· Review Workshop #3 notes and plans and summarize workshop process and feedback to date;

· Present a preliminary concept plan that incorporates the input from participants at the previous workshops regarding key uses and initiatives;

· Obtain a final round of feedback for establishing a “Recommended Preliminary Concept Plan” that clearly sets out the consensus of the participants with respect to directing the further detailed development studies and planning for Ottawa Stadium property;

· Following workshop - prepares workshop notes, including the “Recommended Preliminary Concept Plan”, and distribute to participants.

February - March 2012:

· Summarize workshop process results;

· Undertake initial due diligence with respect to implementing the “Recommended Preliminary Concept Plan” including establishing zoning requirements and associated market value;

· Develop RFP process criteria;

· Consult with Workshop participants and

· Report back to Council with results and recommendations.

Q2 / Q3 2012:

Implement Recommended Concept Plan:

· Apply for zoning changes as may be necessary; and

· Initiate RFP process.

DOCUMENT 2

HIGHEST AND BEST USE ANALYSIS - 300 COVENTRY ROAD

Note: The Annex documents referred to in the Highest and Best Use Study are not included in Document 2 but can be obtained, on request from the Real Estate Partnerships and Development Office.

Introduction

The methodology approved by Council in December 2009 for a long-term development strategy for the Ottawa Stadium includes:

· Reviewing a range of options for developing scenarios for the Ottawa Stadium property such as:

1. maintaining the existing stadium facility for sports and spectator events, with or without modifications to the facility as an element of the development; or

2. significantly modifying the stadium facility for an adaptive reuse within the development plan elements; or

3. eliminating the stadium as an element of the development.

· Considering the viability of the development options with respect to the ability to have direct and convenient access to City’s rapid transit system and associated development opportunities afforded by transit oriented development on, and in the vicinity of the Ottawa Stadium property in context of:

In order to provide a framework for reviewing the range of options set out in the long-term development strategy approved by Council in December 2009 and for establishing a process to create and implement a long-term development plan, this highest and best use analysis has been undertaken by the Real Estate Partnerships and Development Office (REPDO).

The results of this Highest and Best Use Analysis for the Ottawa Stadium property are set out in Sections as follows:

1. Summary of Findings;

2. Official Plan and Zoning Designations;

3. Site Location and Characteristics;

4. Adjacent Land Uses;

5. Previous and Current Stadium Use;

6. Site Facilities and Improvements;

7. Facility Condition;

8. Environmental Study Report - Multi-Use Pathway Connection ;

9. Business Development Strategy for LRT project;

10. Real Estate Market Indicators;

11. Development Options (December 2009 Council Report) Review;

12. Priorities and Related Objectives Set Out in the City Strategic Plan.

1. Summary of Findings

The findings of this analysis indicate that the highest and best use, with respect to long term development of the Ottawa Stadium property, is a mixed-use development on the existing main parking lot area (6.23 acres) in keeping with the existing development on and zoning provisions for adjacent lands together with the retention of the Stadium facility building and adapting this building facility as may be necessary over time to take into account changes in use of the playing field area if professional sports use is no longer sustainable.

Key findings of Sections 2-12 of this Analysis, leading to this conclusion are as follows:

Section 2 - Official Plan and Zoning Designations

The proposed and potential further development or redevelopment opportunities for employment or mixed-use along the LRT corridor in this area include the St. Laurent Shopping Centre property, the 530 Tremblay Road property, the Ottawa Stadium property, portions of the VIA Rail property, the Ottawa Train Yards property, the Can-Ex property adjacent to the Cyrville Station, and other properties along Coventry Road, Belfast Road and Pickering Place.

As a result of development and redevelopment over time, the portion of the larger area in this vicinity to be served by the LRT corridor, will likely transform and grow together into essentially one large mixed-use centre that could become the largest overall mixed-use centre outside of the downtown.

While the General Urban provisions of the OP do not preclude mixed-use development of the Ottawa Stadium property, the redevelopment of the Stadium property should be considered in context of being part of a larger Mixed-Use Centre designation that could be put in place for this area as further planning is carried out for the area served by LRT.

If the City the former City of Ottawa had not acquired the property in 1991, in all likelihood the 300 Coventry Road property would have been designated for General Mixed Use similar to adjacent properties.

In this regard, redevelopment planning for all or part of the Ottawa Stadium property should be guided by the provisions of the GM(6) – General Mixed-Use Zone and related Variances, with the prospect of achieving at least a floor space index of 2.0 and buildings heights compatible with adjacent buildings.

Section 3 - Site Location and Characteristics

The property is located immediately adjacent to Highway 417, the Hotel and Conference Centre complex at the Vanier Parkway and Coventry Road and is approximately 200m, directly across Hwy 417 from the existing Bus Rapid Transit (future LRT) “Train Station”; 300m from the VIA Rail Station; and 400m from the Ottawa Train Yards development. St. Laurent Shopping Centre is located approximately 800m to the east of the property along Coventry Road. The area along the Hwy 417 / Rapid Transit Corridor, as indicated in the review of the OP provisions in Section 2 of this Analysis, has great potential for further mixed-use urban intensification and for the existing employment areas, mixed-use centres and general urban areas along this corridor to eventually grow together to become the largest overall Mixed-Use Centre outside of the downtown.

Section 4 - Adjacent Land Uses

There is a variety of uses and building types, commensurate with the predominant General Mixed-Use designation with respect to properties in the vicinity of the Stadium property.

Adjacent or nearby properties include as follows:

a) 100 & 200 Coventry - Immediately to the west of the Ottawa Stadium property is a hotel and conference centre complex located at 100 & 200 Coventry Road which consists of:

o Hampton Inn - 179 rooms - 100 Coventry

o New Hotel Tower -15 floors - 397 rooms (top floor for swimming pool) (constructed but not yet opened) - 200 Coventry

o Total Rooms – 576

o Convention and Meeting Space - 36,000 sq. ft – 200 Coventry

o Total Parking - 734 includes spaces for Conference Centre

o 100 Coventry Road has a site area of 0.596 ha (1.47 ac)

o 200 Coventry Road has a site area of approx. 1.0713 ha (2.65 ac )

o Total area 100 & 200 Coventry Road is aprox.1.6673 ha (4.12 ac)

*Note: The building height for 200 Coventry Road is 49.5 m and the floor space index is 2.24 as permitted by a variance granted by the Committee of Adjustment on September 21, 2005 File# D08-02-05/A-00374 as set out in Annex “B”.

b) 295 Coventry – Directly across Coventry Road from the Stadium Field area is a commercial office complex at 295 Coventry consisting of:

o Two five storey office buildings having a total floor area of 203,968 sq. ft

o Total Parking - 757 spaces

o Site area 1.895 ha (4.68 acres, 203,860 sq. ft.)

o Floors space index 1.0

o Parking ratio 3.71 spaces / 1000 sq. ft. (3.99 spaces / 100 sq. m.)

c) 275 Coventry – Directly across Coventry Road from the Stadium Parking Lot area is a 3 bay Fire Station with a dormitory and hose tower on a 0.475 ha (1.17 ac) lot at 275 Coventry;

d) 101-215 Arcola Private – Directly across Coventry form the Stadium property is townhouse complex with 58 units located on a private roadway running behind 275 and 295 Coventry;

e) 330 – 360 Coventry - Immediately to the east of the Ottawa Stadium property is an approximate 90,000 sq. ft. (8,360 sq. m.) Canadian Tire retail store on a 3.3199 ha (8.2 ac) lot at 330-360 Coventry;

f) 380 Coventry – Immediately to the east of the Canadian Tire Store is 38,000 sq. ft. (3,600 sq. m.) Best Buy store and a Starbucks Coffee Shop on a 1.395 ha (3.446 ac) lot at 380 Coventry.

g) 323 Coventry – Directly across Coventry Road from the Canadian Tire Store is a 58,000 sq. ft. (53,990 sq. m.) self storage facility on a 1.1036 ha (2.727 ac) lot at 323 Coventry.

Section 5 - Previous and Current Stadium Use

Based on the past experience in Ottawa and the apparent overall contraction of Organized Baseball in Canada in the last decade, there is little or no current evidence to indicate that a purpose-built baseball stadium can be financially sustained in the long-term by reliance on a professional or semi-professional baseball being the predominant use for the facility.

The financial viability of maintaining the Stadium structure for the long-term will likely be dependent of the ability to attract a significant number of other customer paying events.

Section 6 - Site Facilities and Improvements

Overall, the stadium facility has great potential because of its low rise stands and bowl-like configuration and the potential to adapt the field area if necessary for other uses to be utilized, modified, or adapted for other customer paying events. In this respect, an adaptive reuse to an outdoor “concert bowl” facility appears very feasible as long-term use option for the Stadium.

If the Stadium facility is maintained for the long term, with shared parking and the footbridge connection to the Train Transit Station, the main parking lot at the Stadium with an area of approx. 6.23 acres, could reasonably support mixed-use development with at least an additional 550,000 sq. ft. of building floor space based on the GM(6) zoning for adjacent properties and the City’s OP policies and the Objectives of the City Strategic Plan.

If the Stadium facility is modified or adapted for other uses, that do not require a majority portion of the existing field area (2.97 acres), then there is potential for the overall building floor space to increase to at least 900,000 sq. ft. and, with good urban planning and design, the additional building floor space potential could be as much as indicated above for the whole site.

Section 7 - Facility Condition

The Ottawa Baseball Stadium was built in 1992, has an expected useful lifespan of 70 years. The retirement year is estimated to be 2062.

To maintain this lifespan, ongoing capital renewal work must be carried out as part of a lifecycle program. The stadium facility is in reasonably good condition and the current lifecycle program set out until 2025 has a total cost of approx. $6.75M with a present value cost of approx. $5.64M as indicated in the attached Annex “D”. A preliminary estimate indicates that the current cost to replace the existing 10,332 seats stadium and other facilities would be in the range of $50M.

It is noted from Annex “D” that approx. 67% of the life cycle expenditures will occur in the next five years with $2.1M required in 2016 ($1.74M present value) for field and parking lot capital renewal works. The renewal of the parking and field facilities should be carefully considered in context of the potential for development, or redevelopment, of all or a portion of these areas.

Given the good condition of the Stadium building, the retention of that part of the facility as part of a development would appear to be both economically and environmentally appropriate.

Section 8 - Environmental Study Report - Multi-Use Pathway Connection

The Ottawa Stadium is a unique Major Urban Facility owned by the City. The footbridge will assist with the economic viability of the stadium property and is central to the Long-term Ottawa Stadium Development Strategy in keeping with the Official Plan policy to ensure that these types of unique facilities are connected to rapid transit.

At the present time, the Ottawa Stadium property is not conveniently connected to the Transitway Station notwithstanding that the station is located only 200m away from the property. Use of the existing stadium facility, regardless of the nature of the use, cannot be realized because of the lack of a convenient transit connection and lack of adequate parking facilities in the absence of the transit connection.

If the pedestrian pathway and bridge as set out in the Environmental Study Report is implemented to provide a direct and convenient connection, the intersection of Coventry Road and Lola Road will be just over 400m in walking distance away from OC Transpo’s Train Station and the southeast corner of the Ottawa Stadium property will only 200m walking distance away. Otherwise both the Coventry Road area and the Stadium property are over 1,500m away from Train Station by taking a circuitous and pedestrian unfriendly route.

The existing office development at 295 Coventry Road with a floor space index of 1.0 and a parking ratio of 3.71 spaces/1000 sq. ft of office space is a clear indication that transit oriented development or development intensification in the Coventry Road area is not practical without the pedestrian connection to the LRT station. Without the transit connection the development potential of the area may be less than half of that which can be achieved with a direct connection to rapid transit.

Based on a pedestrian connection to Tremblay Road being designed in 2011 and construction potentially taking place within the current 3 year budget cycle, together with the knowledge from the BDS process that developers are seeking opportunities to develop along the proposed LRT route and that the Ottawa Stadium property represents one of the prime opportunities for transit oriented development along this route, the planning and RFP for a redevelopment of the Ottawa Stadium property should be carried out in 2011/2012 to allow for the first stages of the project to be completed as soon as possible after the pedestrian bridge is in place.

With a convenient connection to the transit station from the stadium property, the City will be able to move forward with an RFP process with the likely result of receiving significant one time revenue through the development of part, or all of the property; achieving ongoing additional tax revenue and eliminating ongoing costs for maintaining the stadium facility.

Without the convenient connection to the transit station additional development opportunities, and associated developer interest, will be limited because of the high cost to provide structured parking to meet parking requirements.

To maximize the value of this property to the City both financially and municipally, any development planning for the future use and/or potential disposition of this property must be based on both a direct connection to the City’s transitway and a designation in the City’s OP and Zoning By-law for mixed use development, whether or not a stadium facility remains.

In this regard staff recall that when the Ottawa Stadium was in the planning stages by the former City of Ottawa, the then adjacent property owner, the Canada Life Assurance Company as represented by its real estate subsidiary Adason Properties Limited (Canada Life), strongly advocated that the stadium and the adjacent properties be developed as a mixed-use employment area with centralized/shared parking facilities and a pedestrian bridge connecting this area to the Train Transitway Station.

Canada Life also believed the concourse of the stadium facility could be designed to provide grade level retail that could serve as a convenient all weather connection between potential office development on the east and west sides of the stadium.

The former City of Ottawa did not act at that time on the Canada Life proposal due to budget constraints and ultimately Canada Life and the adjacent property owner to the east sold their properties and the new owner developed large format (big box) retail stores.

It is, therefore, essential that the proposed footbridge set out in the Environmental Study Report approved by Council on 10 March 2011, as set out in the attached Annex “F”, be designed and constructed at the earliest opportunity to align with the applicable objectives of the City Strategic Plan and the policies of the City’s Official Plan and Transportation Master Plan as they relate to the Coventry Road area.

While the connection to the transit station is being put forward as part of the implementation program associated with the City’s Transportation Master Plan and is to be funded accordingly, the financial uplift and benefits to the City (property sale proceeds and increased property taxes) that could result from transit oriented development at 300 Coventry Road, based on a competitive RFP process are likely to more than exceed the costs of the pathway bridge project.

As a result, the approval of the Capital Budget authority for capital project 903271 (Coventry to Train Station footbridge design) is critical to coordinating this design work with and moving forward with the planning and development process for the Ottawa Stadium property.

Section 9 - Business Development Strategy for LRT Project

The Business Development Strategy (BDS), with respect to connection and development opportunities at stations along the LRT project corridor, commenced in September 2010 with the holding of 6 public information sessions followed to date by 18 commercially confidential meetings with individual property owner / developer interests. The BDS is being coordinated with the PE work and a report regarding the BDS is also scheduled to go to Council in July 2011 as part of the LRT reports. The BDS report will contain information on potential demand and opportunities for transit oriented development at the proposed LRT stations including Train Station.

Through the BDS process, it is known that a number of developer are looking for land / development opportunities in close proximity to the 13 stations shown on the functional design for the LRT project as indicated in the sketch plan below.

The Ottawa Stadium Site is a large (16.23 acres) site with substantial additional development potential on the parking lot areas, as a minimum, and is also one of the few uncontaminated large sites within 200m of an LRT station. As a result, this property presents a unique and prime development opportunity if the site is connected by the proposed multi-use pathway to the transit station area.

Section 10 - Real Estate Market Indicators

Residential Development

While there has been some decline in housing starts in recent years, particularly condominium starts, the residential market in Ottawa has remained strong and there is still good market demand for available, well located and development ready residential land.

Office

The office market in Ottawa in 2010 remained relatively strong, as compared to other major cities in Canada with a downtown vacancy rate of 3.9% at year end and a total overall vacancy rate, for all classes of office space in the entire city of 6.7%.

While the overall vacancy rate for all classes of office space in the suburban market areas was 8.8% at year end, the vacancy rate in the East sector of the market was the lowest in the whole suburban market with an overall vacancy rate of 2.1% and a Class A space vacancy rate of 2.3% (Vacancy rate information obtained from Colliers International Canada Q4 2010 Office Market Report).

The new office building market continues to be driven by federal government office space demand. Despite economic pressures which may limit growth of government employment in the area, the prospective office space demand from the federal government still appears to be very strong as a result of the need to replace (new space need), or renovate and modernize (swing space need), aging federal assets.

As a result, there remains a good demand for development properties that are centrally located in the Nation Capital Region and have adjacent access to, or nearby, public rapid transit facilities.

Retail

With a relatively stable economy in Ottawa, the retail sector remains strong and is attracting new retailers to the area. Major expansions to the Rideau Centre and St. Laurent Shopping Centres are currently planned and large format (“big box”) retail store development continues to expand.

High traffic locations also remain in demand by service oriented retailers and businesses.

Section 11 - Development Options (December 2009 Council Report) Review

The December 2009 Council report set out three basic options for the potential long-term development use of the stadium as follows:

1. maintaining the existing stadium facility for sports and spectator events, with or without modifications to the facility, as an element of the development; or

2. significantly modifying the stadium facility for an adaptive reuse within the development plan elements; or

3. eliminating the stadium as an element of the development.

Option 1 - Maintain Existing Stadium for Sports and Spectator Events

Based on the findings set out in the previous sections of this Analysis, maintaining the stadium facility for the long-term without development on the main parking lot area and at least, some modification to the facility to broaden the use and increase the revenue stream for the facility appears to be unrealistic.

As previously stated in Section 6 of this Analysis, if the Stadium facility is maintained for the long term, with shared parking and the footbridge connection to the Train Transit Station, the main parking lot at the Stadium with an area of approx. 6.23 acres, could reasonably support mixed-use development with at least an additional 550,000 sq. ft. of building floor space based on the GM(6) zoning for adjacent properties and the City’s OP policies and the Objectives of the City Strategic Plan.

As set out in Section 8 of this Analysis, whether or not the long-term development on the Ottawa Stadium property ultimately includes a stadium facility as part of the development, the viability of any development in that location will be dependent on direct and convenient access to the City’s rapid transit system.

The provision of the proposed footbridge to connect to the Train Transit Station, as set out in the Environmental Study Report approved by Council on 10 March 2011, is an essential requirement for moving forward with this development option even as an interim phase of development.

Option 2 - Adaptive Reuse of Stadium

Based on the assessment of the Stadium Facility as set out in the previous Sections of this Analysis, an adaptive reuse of the stadium facility for another use such as a “concert bowl” appears very feasible.

As for Option 1, the provision of the proposed footbridge to connect to the Train Transit Station, as set out in the Environmental Study Report approved by Council on 10 March 2011, is an essential requirement for moving forward with this development option even as an interim phase of development.

Option 3 - Elimination of Stadium as Part of Long-Term Development

Based on the assessment of the Stadium Facility as set out in the previous sections of this Analysis, eliminating the Stadium facility from a long term plan is feasible but may not produce the best value to the City in terms of both financial and non-financial value (social, cultural and environmental).

As for Options 1 & 2, the provision of the proposed footbridge to connect to the Train Transit Station, as set out in the Environmental Study Report approved by Council on 10 March 2011, is an essential requirement for moving forward with this development option even as an interim phase of development.

Section12 - Priorities and Related Objectives Set Out in the City Strategic Plan

This Highest and Best Use Analysis is based on both financial and non-financial (social, cultural and environmental) value to the City and as a result the priorities and objectives of the City Strategic Plan are very relevant to guiding this analysis.

Based on the analysis set out in previous sections, outlined below are the Service Priorities and related Objectives of the City Strategic Plan which appear to be the most relevant:

Transportation

The City of Ottawa will strive to manage growing transportation demands in ways that reinforce values and aspirations of its residents. This will be done in the following ways:

· land use planning;

· shaping development patterns to support transportation goals;

· transportation demand management;

· influencing why, when, where and how people travel;

· maximizing the efficiency of existing systems to reduce the need for new infrastructure and services; and,

· expanding the system to support development and improve service levels for all modes of transportation.

Objective 1: Improve the City’s transportation network to afford ease of mobility, keep pace with growth, reduce congestion and work towards modal split targets.

Transit

Objective 1: Achieve a 30 per cent modal split by 2031.

Environment

Objective 1: Enhance environmental sustainability and reduce greenhouse gas emissions by 30 per cent (corporate) and 20 per cent (community) from 1990 levels by 2012.

Sustainable, Healthy and Active City

Objective 6: Require walking, transit and cycling oriented communities and employment centres.

Objective 11: By 2017, close the gap in sidewalks, traffic lights, street lights and bicycle lanes in infrastructure that has been warranted and unfounded.

Planning and Growth Management

Objective 1: Manage growth and create sustainable communities.

Objective 2: Invest in programs and initiatives that improve Ottawa’s business climate, support job creation and enhance the city’s social and economic prosperity.

Objective 3: Ensure that the City infrastructure required for new growth is built or improved as needed to serve growth.

2. Official Plan and Zoning Designations

As shown on the excerpts from Schedule B of the OP and the Zoning Map from By-law 2008-250, the 300 Coventry Road property is designated as General Urban Area in the City’s Official Plan (OP) and as Major Leisure Facility Zone (L2) in the City’s Zoning-By-law. The adjacent properties are designated for the most part as Employment Area in the OP and as General Mixed Use Zone (GM6) in the Zoning By-law.

EXCERPT FROM OFFICIAL PLAN SCHEDULE B

URBAN POLICY PLAN

As shown on the Schedule B of the OP, a large area (bounded on the west by the Rideau River, on the north by the north boundary of properties on the north side of Coventry Road, on the east by the Aviation Parkway and Hwy 417 and on the south by the south boundary of properties on the south side of Industrial Avenue and Innes Road) is designated mainly as Employment Area and Mixed-Use Centre.

The hotel and conference centre property at 100-200 Coventry, the Ottawa Stadium property at 300 Coventry and the St. Laurent Shopping Centre property are the only exceptions with the designations being General Urban Area.

The provisions of the OP with respect to Employment Areas Mixed-Use Centres, and General Urban Area, as set out in the attached Annex “A” have been reviewed in context of the potential development and redevelopment opportunities that will be enhanced when the LRT project is completed and the system is operational by 2019.

The proposed and potential further development, or redevelopment, opportunities for employment or mixed-use along the LRT corridor in this area include the St. Laurent Shopping Centre property, the 530 Tremblay Road property, the Ottawa Stadium property, portions of the VIA Rail property, the Ottawa Train Yards property, the Can-Ex property adjacent to the Cyrville Station, and other properties along Coventry Road, Belfast Road and Pickering Place.

As a result of development and redevelopment over time, the portion of this area that is served by the LRT corridor will likely transform and grow together into essentially one large mixed-use centre that could become the largest overall mixed-use centre outside of the downtown.

EXCERPT FROM ZONING BY-LAW # 2008-250

Zoning Map – Coventry Road Area

The provisions of the OP and Zoning By-law with respect to adjacent properties allow for a wide range of residential and commercial uses range of uses, a maximum floor space index of 2.0 and a range of building heights from 15m to 34m* as set out in more detail in Annex “A” & “B”,

In this regard, redevelopment planning for all, or part, of the Ottawa Stadium property should be guided by the provisions of the GM(6) – General Mixed-Use Zone, and related Variances, with the prospect of achieving at least a floor space index of 2.0 and buildings heights compatible with adjacent buildings.

3. Site Location and Characteristics

The Ottawa Stadium property at 300 Coventry Road is located along the Highway 417 corridor in proximity to both the downtown and the employment and mixed-use centres located in the corridor from the Rideau River to the Hwy 417 and Hwy 174 split as shown on the aerial photo below.

As shown in the aerial photo below, the property is located immediately adjacent to Highway 417, the Hotel and Conference Centre complex at the Vanier Parkway and Coventry Road, and is approximately 200m, directly across Hwy 417, from the existing Bus Rapid Transit (future LRT) “Train” Station; 300m from the VIA Rail Station; and 400m from the Ottawa Train Yards development. St. Laurent Shopping Centre is located approximately 800m to the east of the property along Coventry Road. The aerial photo also illustrates that the area along the Hwy 417 / Rapid Transit Corridor, as indicated in the review of the OP provisions in Section 2 of this Analysis, has great potential for further mixed-use urban intensification and for the existing employment areas, mixed-use centres and general urban areas along this corridor to eventually grow together to become the largest overall Mixed-Use Centre outside of the downtown.

The City’s current property holding at 300 Coventry Road is part of an 8.24 ha. (20.35 acres) property located at the corner of Coventry Road and the Vanier Parkway acquired by the former City of Ottawa on 20 August 1991. At that time, the property was within the portion of the Coventry Road area then designated, for employment uses.

On 23 December 1997, the City sold an 1.67 ha portion of the property for $1.256M to allow it to be developed in phases for the hotel and conference centre complex (100 & 200 Coventry Road) currently owned by Bona Management Building & Management Co. Ltd.

The remaining property has 353m (1,159 ft.) of frontage on Coventry Road, a lot depth of 185m (607 ft.) along the east lot line and a lot area of 6.57 ha (16.23 acres). A search of historical land use does not indicate any significant potential for environmental contamination on the site.

As illustrated in the aerial photo below, the Stadium’s main parking lot site shares a signalized all-directional access (Gate #1) from Coventry Road with the hotel & conference complex at 100-200 Coventry. A second all-directional but un-signalized access (Gate #2) is provided to the main parking lot at a roadway adjacent to the west side of the Stadium structure. A third gated access (Gate #3) on the east side of the stadium structure is available for loading and VIP parking.

4. Adjacent Land Uses

There is a variety of uses and building types, commensurate with the predominant General Mixed-Use designation, with respect to properties in the vicinity of the Stadium property. Adjacent or nearby properties include as follows:

a) 100 & 200 Coventry - Immediately to the west of the Ottawa Stadium property is a hotel and conference centre complex located at 100 & 200 Coventry Road which consists of:

Hampton Inn - 179 rooms - 100 Coventry
New Hotel Tower -15 floors - 397 rooms (top floor for swimming pool) (constructed but not yet opened) - 200 Coventry
Total Rooms - 576
Convention and Meeting Space - 36,000 sq. ft – 200 Coventry
Total Parking - 734 includes spaces for Conference Centre
100 Coventry Road has a site area of 0.596 ha (1.47 ac)
200 Coventry Road has a site area of approx. 1.0713 ha (2.65 ac )
Total area 100 & 200 Coventry Road is aprox.1.6673 ha (4.12 ac);

b) 295 Coventry – Directly across Coventry Road from the Stadium Field area is a commercial office complex at 295 Coventry consisting of:

o Two five storey office buildings having a total floor area of 203,968 sq. ft

o Total Parking - 757 spaces

o Site area 1.895 ha (4.68 acres, 203,860 sq. ft.)

o Floors space index 1.0

o Parking ratio 3.71 spaces / 1000 sq. ft. (3.99 spaces / 100 sq. m.);

h) 275 Coventry – Directly across Coventry Road from the Stadium Parking Lot area is a 3 bay Fire Station with a dormitory and hose tower on a 0.475 ha (1.17 ac) lot at 275 Coventry;

i) 101-215 Arcola Private – Directly across Coventry form the Stadium property is townhouse complex with 58 units located on a private roadway running behind 275 and 295 Coventry;

j) 330 – 360 Coventry - Immediately to the east of the Ottawa Stadium property is an approximate 90,000 sq. ft. (8360 sq. m.) Canadian Tire retail store on a 3.3199 ha (8.2 ac) lot at 330-360 Coventry;

k) 380 Coventry – Immediately to the east of the Canadian Tire Store is 38,000 sq. ft. (3600 sq. m.) Best Buy store and a Starbucks Coffee Shop on a 1.395 ha (3.446 ac) lot at 380 Coventry;

l) 323 Coventry – Directly across Coventry Road from the Canadian Tire Store is a 58,000 sq. ft. (53990 sq. m.) self storage facility on a 1.1036 ha (2.727 ac) lot at 323 Coventry.

5. Previous and Current Stadium Use

Stadium History (1992-2008)

From August 1992 until 31 October 2009, the City had an “Operations and Maintenance (O & M) Agreement” with Ottawa Triple “A” Management Limited for the operation of a Triple “A” professional baseball franchise from the Stadium. In June 2000, Ottawa Triple “A” Management assigned the O & M Agreement to the new owner of the Ottawa Lynx.

In its first season in 1993, the Lynx sold out 43 games and set an International League attendance record by averaging 9,772 fans per game. However, annual attendance steadily declined from there, except for a modest increase in 2001. By 2006, Ottawa had the lowest average attendance in the league. The Lynx relocated after the 2007 season.

In March 2008, the Lynx and the City executed a partial assignment of the Agreement to Ottawa Pro Baseball (Ottawa Pro) to enable the new organization to hold home baseball games at the Stadium for the 2008 and 2009 seasons of the independent professional Can-Am Baseball League.

During the 2008 baseball season, the Ottawa Rapidz played baseball at the Stadium under a management arrangement between the Rapidz Baseball Club and Ottawa Pro. On 19 September 2008, the Rapidz filed for bankruptcy.

In November 2008, the Can-Am League announced it would undertake the financial backing of the baseball team and would continue to seek new ownership to play the 2009 season at the Stadium.

Stadium History (2009-Present)

In March 2009, the Can-Am League advised that the Ottawa Voyageurs, the new baseball team, would not be able to operate in 2009. Despite these events, Ottawa Pro did remain liable for the operation and maintenance of the Stadium until 31 October 2009 and honoured their obligation with respect to payment of the rent for 2008 and 2009.

At its meeting on 8 April 2009, City Council enacted Motion Number 64/10 which directed staff to temporarily suspend operations at the Ottawa Baseball Stadium, maintaining only those services required for the protection of the asset and to prepare a report outlining all options for a ‘go-forward’ strategy for the Ottawa Baseball Stadium, including an analysis of the relative merits of all options.

On 9 December 2009, City Council considered a staff report (ACS2009-CMR-REP-0050) and directed staff to solicit “best offers to lease” the Ottawa Stadium facility in the short term and also approved a methodology for a long-term development strategy for the Ottawa Stadium property located at 300 Coventry Road.

Short-Term Stadium Use

As a result of initiating the short term strategy, Council on 24 February 2010 enacted Motion No. 85/9 which approved a one (1) year lease (15 March 1, 2010 to 14 March 2011), with an option to renew for a further one (1) year term, to the Ottawa Stadium Group (OSG) to operate a semi-professional team (Ottawa Fat Cats) in the Intercounty Baseball League (IBL) and for OSG to hold up to 14 other non-sports related major events.

The Ottawa Fat Cats operated successfully in the IBL for the 2010 season attracting a league high average home game attendance of over 2,300.

On 10 March 2011, a further report (ACS2011-CMR-REP-0015 “Lease Renewal with Ottawa Stadium Group Ltd. for Ottawa Stadium - 300 Coventry Road”) was considered by Council at which time Council approved a lease renewal with OSG for a one (1) year term, 15 March 2011 to 14 March 2012 and a further option to renew the lease for the period from 15 March 2012 to 31 October 2012.

Status of Professional Baseball in Canada

An overview of organized professional baseball in the United States is provided in the attached Annex “E”.

Information is also included in Annex “E’ regarding professional and semi-professional baseball teams in Canada.

In the early 1990’s, Canada had two MLB teams (Montreal Expos, Toronto Blue Jays), four AAA (Calgary, Edmonton, Ottawa, Vancouver), one AA (London), and five short-season or rookie teams (Hamilton, Lethbridge, Medicine Hat, St. Catharines, Welland) in Organized Baseball. In addition, independent baseball thrived in several other centers.

By 2009, only two Organized Baseball (OB) teams called Canada home in the 2009 season: the Toronto Blue Jays (MLB) and the Vancouver Canadians (short-season Northwest League). Four more professional teams (in Calgary, Edmonton, Quebec City, and Winnipeg) can be added if independent leagues are counted.

The financial viability of maintaining the Stadium structure for the long-term will be dependent of the ability to attract a significant number of other customer paying events.

6. Site Facilities and Improvements

In 1992, the City constructed, on a 8.24 ha (20.35 ac) site, a 10,332 seats stadium facility with an associated sports field, designed primarily for the purposes of professional baseball (Ottawa Lynx franchise in the Triple “A” International League), at a cost of approximately $17.6M. The stadium facility was opened for use on 17 April 1993.

When the stadium opened, the portion of the site not occupied by the stadium structure and field was used to provide parking lot facilities with approximately 1600 parking spaces to support the stadium use. However, a 1.67 ha (4.12 acre) portion of the parking lot area, located adjacent to the Vanier Parkway, was left unpaved to allow for the future sale and development of that area as part of the funding arrangements for the stadium.

On 23 December 1997, the City sold the 1.67 ha portion of the property for $1.256M to allow it to be developed in phases for a hotel and conference centre complex (100 & 200 Coventry Road) currently owned by Bona Management Building & Management Co. Ltd. The remaining 6.57 ha (16.23 acre) portion of the property (300 Coventry Road) continues to be under City ownership and used for the stadium structure, the playing field and the remaining parking lot (approximately 950 parking spaces).

The now existing paved parking lot occupies an area of approx. 2.52 ha (6.23 acres) with the stadium structure, playing field and adjacent landscaped areas and roadways occupying approx. 4.05 ha (10.0 acres). The access road for the parking lot divides the parking lot into two parking sections which could be maintained in a redevelopment as urban blocks.

The baseball field occupies approx. 2.021 ha (2.97 ac) of the site and has been graded down to approx. 2m (6.5 ft.) below surrounding grade.

The stadium has a split-level design, with a concourse running around the middle of the seating bowl. This concourse is at street level, so fans in the "lower" seats walk down, and fans in the "upper" seats walk up. All seats are blue chair-back models. Concessions, restrooms, a gift shop, and a kids' play area are located along a wider concourse (also at street level) located underneath the upper seats.

The Stadium structure has an at grade footprint of approx. 0 .8442 ha (2.085 acres or 90,866 sq. ft.) and an overall floor area of approx. 133,000 sq. ft. (12,350 sq. m.) On 5 levels as follows:

· Level 1 - Basement level

· Level 2 - Concourse / Lower Seating level

· Level 3 - Mezzanine level

· Level 4 - Lower Suites and Upper Seating level

· Level 5 - Upper Suites / Press / Restaurant level

From a review of the contract drawings for the stadium, it appears that the site is served by a 300mm diameter sanitary sewer located in the roadway in the west side of the stadium and a 300mm looped watermain which runs along the roadways located on all sides of the stadium. Storm drainage appears to be provided by a relatively complex system of storm sewers, field sub-drains, and an ultra-violet treatment system with storage/grit chambers in the northeast corner of the parking lot. The retention of the all or a large part of the field area may be required to provide for the economic management of stormwater for any new development or redevelopment of the site.

Overall, the stadium facility has great potential, because of its low rise stands and bowl-like configuration and the potential to adapt the field area if necessary for other uses, to be utilized, modified, or adapted for other customer paying events. In this respect, an adaptive reuse to an outdoor “concert bowl” facility appears very feasible as long-term use option for the Stadium.

If the Stadium facility is maintained for the long term, with shared parking and the footbridge connection to the Train Transit Station, the main parking lot at the Stadium, with an area of approximately 6.23 acres, could reasonably support mixed-use development with at least an additional 550,000 sq. ft. of building floor space based on the GM(6) zoning for adjacent properties and the City’s OP policies and the Objectives of the City Strategic Plan.

If the Stadium facility is modified or adapted for other uses, that do not require a majority portion of the existing field area (2.97 acres), then there is potential for the overall building floor space to increase to at least 900,000 sq. ft. and, with good urban planning and design, the additional building floor space potential could be as much as indicated above for the whole site.

Stadium Plan

Stadium Stands

Stadium Building

Stadium Playing Field

7. Facility Condition

The Ottawa Baseball Stadium was built in 1992, has an expected useful lifespan of 70 years. The retirement year is estimated to be 2062.

To maintain this lifespan, ongoing capital renewal work must be carried out as part of a lifecycle program. The stadium facility is in reasonably good condition and the current lifecycle program set out until 2025 has a total cost of approximately $6.75M with a present value cost of approx. $5.64M as indicated in the attached Annex “D”. A preliminary estimate indicates that the current cost to replace the existing 10,332 seats stadium and other facilities would be in the range of $50M.

Given the good condition of the Stadium building, the retention of that part of the facility as part of a development would appear to be both economically and environmentally appropriate.

8. Environmental Study Report - Multi-Use Pathway Connection

(Coventry Road to Train Station)

The EA study process, for the pathway and bridge overpass from the Coventry Road area to Tremblay Road/Train Station area, commenced in February 2010 and the resulting Environmental Study Report (ESR) was prepared by January 2011.

Based on the findings of the ESR, an amount of $1.16M was included in the 2011 draft capital budget for the detailed design in 2011 (project 903271) of the pathway/bridge connection for consideration by Council at its Special Meeting on 8 March 2011. In addition, a report, “Multi-Use Pathway Connection – Coventry to Train Station: Environmental Assessment Study” (Ref N°: ACS2011-ICS-PGM-0070), attached as Annex “F” to this analysis was forwarded to the Transportation Committee and Council for consideration on 2 March 2011 and 10 March 2011 respectively.

Concept Plan for Coventry to Train Station Footbridge

On 10 March 2011, Council approved the finalization of the Environmental Study Report for the multi-use pathway connection between Coventry Road and the Train Station and posting of the Notice of Study Completion. However, Council also enacted a Motion to defer approval of the Capital Budget authority for capital project 903271 Coventry Road to Train Station until the redevelopment report, regarding the Ottawa Stadium property at 300 Coventry Road, is before Council for consideration.

Overall Project Need

The footbridge over the Queensway to connect Coventry Road to the Train Transitway Station has been identified as a need since 1995 when the former City of Ottawa approved the Coventry Road Plan of Development which recognized that the footbridge would significantly increase transit ridership in the Overbrook area and would be a catalyst for transit-oriented development. Since then this project has been incorporated into the City’s Official Plans and Transportation Master Plans as required before 2015 for the following reasons:

· To improve access to rapid transit and increase transit ridership
The footbridge will provide a much shorter, safer and more appealing walking distance for residents north of the Queensway to access rapid transit services. A 10-fold increase in the number of people walking or cycling in the immediate area is anticipated with this footbridge. Currently approximately 100 people cross the Queensway per day using either the existing Vanier Parkway or Belfast bridges in the summer months either on foot or by bicycle. It is expected that approximately 1,000 people will use the proposed footbridge per day for transit purposes as the new 600m catchment area for the Train Transitway Station will include the densely populated residential area north of Coventry Road which is currently beyond a reasonable walking distance and is unfriendly for people to access the Train Transitway station.

· For cost savings and synergies from coordinating the design work and construction with MTO’s widening of the Queensway

The Environmental Assessment and preliminary design for the widening of the Queensway is complete and MTO may soon begin the detailed design phase. MTO has indicated that there may be an opportunity to incorporate the detailed design for the footbridge with the detailed design of the Queensway widening which will save time and effort for both the City and MTO. The planned widening of the Queensway is to occur before 2015.

· To improve pedestrian and cycling connections and to decrease private automobile use

The footbridge will connect to the existing off-road pathway on the south side of the Queensway that leads over the Vanier Parkway and down to the pathways along the Rideau River. This will create a fully-grade separated active transportation corridor (cyclists, joggers, skaters, walkers, etc) from Coventry Road to the pathways along the Rideau River and beyond. The development approval conditions for Phase 3 of the Train Yards development plan also includes a new footbridge over the VIA rail tracks to the Train Yards area. Together with the footbridge over the Queensway this will create another appealing and safe grade separated active transportation corridor from the Overbrook area to the Train Yards area and the Alta Vista neighbourhoods and beyond.

· To encourage transit-oriented development

The footbridge will encourage Transit-Oriented Development in the area which will increase the corporate tax base and decrease the need and use of cars in the City. The area is designated for growth as an important Mixed-Use and Employment Centre and is positioned well for TOD.

· To support active transportation in key growth areas of the City, and help bring to fruition the City’s long term planning initiatives

The area is designated for intensification and growth as identified in the Official Plan as a Mixed-use and Employment Centre. The footbridge will help to facilitate the additional growth that is targeted for this area. The policies of the OP, TMP, and City's Strategic Plan are to facilitate active transportation, particularly in areas targeted for growth.

· To assist with LRT / 417 construction detours and provide greater mobility choices for transit riders

The footbridge will help with the detouring of pedestrians and cyclists as a result of the DOTT and 417 widening construction projects. If buses use the Queensway while the Transitway is under construction, a fly-over stop could be provided at the Vanier exit which would allow the buses to easily enter back onto the Queensway. Riders destined for the VIA train station could use the footbridge to access the train station from the north side of the Queensway. If Transitway buses are also detoured using Coventry Road then the footbridge will also be key for people to access the train station.

Specific Needs of Ottawa Stadium Property

If the pedestrian pathway and bridge as set out in the Environmental Study Report is implemented to provide a direct and convenient connection, the intersection of Coventry Road and Lola Street will be just over 400m in walking distance away from OC Transpo’s Train Station, and the southeast corner of the Ottawa Stadium property will only 200m walking distance away. Otherwise both the Coventry Road area and the Stadium property are over 1,500m away from Train Station by taking a circuitous and pedestrian unfriendly route.

The existing office development at 295 Coventry Road with a floor space index of 1.0 and a parking ratio of 3.71 spaces/1000 sq. ft of office space is a clear indication that transit oriented development or development intensification in the Coventry Road area is not practical without the pedestrian connection to the LRT Station. Without the transit connection the development potential of the area may be less than half of that which can be achieved with a direct connection to rapid transit.

Based on a pedestrian connection to Tremblay Road being designed in 2011 and construction potentially taking place within the current 3 year budget cycle, together with the knowledge from the BDS process that developers are seeking opportunities to develop along the proposed LRT route and that the Ottawa Stadium property represents one of the prime opportunities for transit oriented development along this route, the planning and RFP for a redevelopment of the Ottawa Stadium property should be carried out in 2011/2012 to allow for the first stages of project to be completed as soon as possible after the pedestrian bridge is in place.

With a convenient connection to the transit station from the stadium property, the City will be able to move forward with an RFP process with the likely result of receiving significant one time revenue through the development of part, or all, of the property; achieving ongoing additional tax revenue and eliminating ongoing costs for maintaining the stadium facility.

Without the convenient connection to the transit station, additional development opportunities, and associated developer interest, will be limited because of the high cost to provide structured parking to meet parking requirements.

As a result, the approval of the Capital Budget authority for capital project 903271 (Coventry to Train Station footbridge design) is critical to coordinating this design work with, and moving forward with, the planning and development process for the Ottawa Stadium property.

9. Business Development Strategy for LRT project

On 1 March 2011, the Rail Implementation Office (RIO) provided an update to the Finance and Economic Development Committee (FEDC) regarding the steps taken to fulfill the January 2010 Council direction and outlined next steps for the OLRT project including as follows:

• On 17 August 2010 the Province of Ontario approved the OLRT project’s Environmental Assessment (EA);

• Federal EA approval is anticipated in Q4 2011;

• City received approval in principle (AIP) letters from the Federal and Provincial governments that makes OLRT spending eligible for cost sharing;

• These letters are the second step in a three step process (Announcement à AIP à Contribution Agreement);

• Staff anticipates having contribution agreements ready for Council ratification in Q4 2011;

• In August 2010 the City concluded the Preliminary Engineering (PE) procurement process selecting Capital Transit Partners, a Joint Venture of several world-class engineering firms including;

• Morrison Hershfield Limited;

• Jacobs Associates;

• STV Canada Consulting Inc.;

• URS Canada Inc.;

• PE work commenced in September 2010;

• Purpose of Preliminary Engineering (PE) is to advance the functional design of the OLRT project to a level optimal for procurement;

• Advancement of the functional design includes modifications or refinements for the purpose of;

• Cost containment;

• Technical feasibility (geotechnical results);

• Transportation mode integration;

• Business Development; and

• The PE team will deliver an interim report that outlines the modifications and updated cost estimate (60% completion) for Council approval in July 2011.

The Business Development Strategy (BDS), with respect to connection and development opportunities at stations along the LRT project corridor, commenced in September 2010 with the holding of 6 public information sessions followed to date by 18 commercially confidential meetings with individual property owner / developer interests. The BDS is being coordinated with the PE work and a report regarding the BDS is also scheduled to go to Council in July 2011 as part of the LRT reports. The BDS report will contain information on potential demand and opportunities for transit oriented development at the proposed LRT stations including Train Station.

LRT Project Schedule and Milestones

The schedule for key reports regarding the LRT project was outlined by the RIO in the following table.

Item	Description	FEDCO	Council
OLRT Property acquisition strategy report	Council report recommending property acquisition strategy.	April 5, 2011	April 13, 2011
Procurement and Contracting Strategy	Council report recommending procurement and contracting strategy for the OLRT project.	May 3, 2011	May 11, 2011
Business Development Strategy report	Report to Council for information on the integration with the private sector along the OLRT alignment.	July 5, 2011	July 13, 2011
Update to OLRT Design and Cost Estimate	This report will present for Council approval the modified OLRT functional design based on the preliminary engineering work. It will also include updated cost estimates. This report will also include an updated Business Case.	July 5, 2011	July 13, 2011
Contribution Agreement Ratification	Report seeking Council ratification on the federal and provincial contribution agreements	Q4 2011	Q4 2011

The RIO overall Milestone Schedule for the LRT Project as set out below currently provides for the PE to be completed by January 2012 and the RFP to be released in March 2012 in order to allow a contract to be awarded and for construction start early in 2013. The FEDC members indicated a strong interest in having the LRT construction completed and the system operational in time for Canada’s 150^th anniversary in 2017 and the RIO has taken this interest under advisement as they move forward with refining the project’s parameters.

BDS Information

Ottawa Stadium Property - LRT Opportunity

The Ottawa Stadium Site is a large (16.23 acres) site with substantial additional development potential on the parking lot areas, as a minimum, and is also one of the few uncontaminated large sites within 200m of an LRT Station. As a result, this property presents a unique and prime development opportunity if the site is connected by the proposed multi-use pathway to the transit station area.

10. Real Estate Market Indicators

Residential Development

Office

The office market in Ottawa in 2010 remained relatively strong, as compared to other major cities in Canada, with a downtown vacancy rate of 3.9% at year end and a total overall vacancy rate, for all classes of office space in the entire city of 6.7%.

While the overall vacancy rate for all classes of office space in the suburban market areas was 8.8% at year end, the vacancy rate in the east sector of the market was the lowest in the whole suburban market with an overall vacancy rate of 2.1% and a Class A space vacancy rate of 2.3%. (Vacancy rate information obtained from Colliers International Canada Q4 2010 Office Market Report).

The new office building market continues to be driven by federal government office space demand. Despite economic pressures which may limit growth of government employment in the area, the prospective office space demand from the federal government still appears to very strong as a result of the need to replace (new space need), or renovate and modernize (swing space need), aging federal assets.

As a result, there remains a good demand for development properties that are centrally located in the Nation Capital Region and adjacent access to, or nearby, public rapid transit facilities.

Retail Market

High traffic locations also remain in demand by service oriented retailers and businesses.

11. Development Options (December 2009 Council Report) Review

The December 2009 Council report set out three basic options for the potential long-term development use of the stadium as follows:

1. maintaining the existing stadium facility for sports and spectator events, with or without modifications to the facility, as an element of the development; or

2. significantly modifying the stadium facility for an adaptive reuse within the development plan elements; or

3. eliminating the stadium as an element of the development.

Option 1 - Maintain Existing Stadium for Sports and Spectator Events

Based on the findings set out in the previous Sections of this Analysis, maintaining the stadium facility for the long-term, without development on the main parking lot area and at least, some modification to the facility to broaden the use and increase the revenue stream for the facility, appears to be unrealistic.

As previously stated in Section 6 of this Analysis, if the Stadium facility is maintained for the long term, with shared parking and the footbridge connection to the Train Transit Station, the main parking lot at the Stadium, with an area of approx. 6.23 acres, could reasonably support mixed-use development with at least an additional 550,000 sq. ft. of building floor space based on the GM(6) zoning for adjacent properties and the City’s OP policies and the Objectives of the City Strategic Plan.

Option 2 - Adaptive Reuse of Stadium

Option 3 – Elimination of Stadium as Part of Long-Term Development

Potential for Soccer field and Dome

The Ottawa Stadium property at 300 Coventry Road has also recently been mentioned in the media as a possible site option for relocating the dome currently located at Lansdowne Park. In that regard, outlined below is the additional analysis undertaken to assess the potential to modify the baseball playing field to accommodate other sports such as football and soccer and provide for a dome installation.

The Ottawa Stadium is a facility built for the primary purpose of accommodating professional baseball. It has been determined by staff that the field area is not capable of accommodating a Canadian Football League size playing field because of the need for a 160 yards (146m) field length including end zones but it does have limited potential to accommodate a full size professional soccer field.

The aerial plan below shows an overlay of the Carleton University soccer field on the stadium property and indicates a very tight option for accommodating a full size soccer field within the existing baseball field area and the potential requirement to alter the stadium structure to accommodate the field properly.

Potential for Soccer Field

18a

The Ottawa Stadium property at 300 Coventry Road has also recently been mentioned in the media as a possible site option for relocating the dome, owned and operated by Coliseum Inc., which is currently located at Lansdowne Park. In that regard, outlined below is information applicable to considering a soccer field and dome at the Ottawa Stadium:

· The existing dome at Lansdowne has dimensions of 360 ft. long (approx. 109.7m) by 220 ft. wide (approx. 67m) and utilizing these dimensions it was determined, as illustrated by the sketch plan below, that the dome could just fit within the stadium property without alterations to the stadium structure;

Potential for Soccer Dome

19a

· If the stadium’s field area is to continue to be used for summer baseball, the artificial turf would need to cover the whole baseball field area; provisions would need to be made in the artificial turf installation for converting the base path and pitcher’s mound areas for baseball use; and the outfield fence would need to be modified to allow for the dome installation each fall;

· A dome installation at Ottawa Stadium would, as a minimum require a significant below grade foundation structure (“grade beams”) to support the dome and an artificial turf playing surface;

· A Class “D” estimate was undertaken with respect to the installation of the below grade support structure and the artificial playing surface and indicated a cost of approximately $3.4 Million +/- 25% (potential $4.25 million cost) based on the requirements set out above subject to further investigation with respect to potential utility relocation costs that may be incurred to accommodate the subsurface structure;

· The above requirements, and associated cost estimate, do not include for other improvements to the Stadium facility nor utilizing the playing surface for outdoor soccer use in the summer and for soccer events with spectators;

· City soccer fields are typically designed to a size of 60m width x 100m long for the playing surface with 3 to 5 meter wide run out lanes on the sides plus 10 meters for behind the goal lines requiring an overall field site of approx. 66m by 120m;

· The dimensions for a playing field for FIFA sanctioned matches , as determined from a literature search and from data for the BMO field in Toronto, are 105m long by 68m wide which would require an overall field site (pitch size) of approx. 125m by 74m to provide for run out areas on the sides and space behind the goal lines (proposed pitch size for Lansdowne Park is 146m by 80m);

· Given the overall field site requirements indicated above, the use of the Ottawa Stadium for outdoor soccer events with spectators would require a larger overall field area than that needed to accommodate a dome, with the dimensions set out above, and would most likely require modifications to the stadium structure and to the specific location and orientation of the playing field for soccer and related subsurface structures for the dome resulting in potentially significant extra costs beyond the initial Class “D” estimate amount;

· The option of putting the dome in the parking lot area of the stadium does not fit with either the existing use of the stadium nor a potential redevelopment on this part of the stadium site;

· Even when the proposed Multi-Use Pathway Connection from Coventry Road to Train Station is constructed, there will be no opportunity to utilize the stadium parking lot area for the dome as there is only a limited amount of on-site parking available to support the stadium use and the requirement for an artificial turf would preclude using the dome area for parking in the summer or a more intensive use of this site with shared parking for the stadium;

· The need for a stadium in Ottawa to accommodate for professional football and soccer is already being provided in the Lansdowne Partnership Plan with a overall field (pitch) size of 146m by 80m; and

· The investment of potentially more than $4M to accommodate a soccer field and dome at the Ottawa Stadium site is difficult to justify without clearly establishing a long-term benefit that fits with the long-term development plans for the Stadium property and the City’s recreational facility priorities and long range plan.

12. Priorities and Related Objectives Set Out in the City’s Strategic Plan

On 7 May 2010, Council approved the City Strategic Plan which establishes nine different Priorities and related Objectives to guide decision-making, shape partnerships with community groups and involve the people of Ottawa and City Council in building a world-class city. An excerpt from the City Strategic Plan is attached as Annex “H”.

Based on the analysis set out in previous sections, outlined below are the Service Priorities and related Objectives of the City Strategic Plan which appear to be the most relevant:

Transportation

The City of Ottawa will strive to manage growing transportation demands in ways that reinforce values and aspirations of its residents. This will be done in the following ways:

· Land use planning;

· Shaping development patterns to support transportation goals;

· Transportation demand management;

· Influencing why, when, where and how people travel;

· Maximizing the efficiency of existing systems to reduce the need for new infrastructure and services; and

· Expanding the system to support development and improve service levels for all modes of transportation.

Objective 1: Improve the City’s transportation network to afford ease of mobility, keep pace with growth, reduce congestion and work towards modal split targets.

Transit

Objective 1: Achieve a 30 per cent modal split by 2031.

Environment

Objective 1: Enhance environmental sustainability and reduce greenhouse gas emissions by 30 per cent (corporate) and 20 per cent (community) from 1990 levels by 2012.

Sustainable, Healthy and Active City

Objective 6: Require walking, transit and cycling oriented communities and employment centres;

Objective 11: By 2017, close the gap in sidewalks, traffic lights, street lights and bicycle lanes in infrastructure that has been warranted and unfounded.

Planning and Growth Management

Objective 1: Manage growth and create sustainable communities;

Objective 2: Invest in programs and initiatives that improve Ottawa’s business climate, support job creation and enhance the city’s social and economic prosperity;

Objective 3: Ensure that the City infrastructure required for new growth is built or improved as needed to serve growth.

Report to/Rapport au :

SUBJECT:

OBJET :

REPORT RECOMMENDATION

That the Finance and Economic Development Committee recommend Council approve the process to implement a long-term strategy for development of the Ottawa Stadium property, as described in this report and as further outlined in Document 1.

RECOMMANDATION DU RAPPORT

BACKGROUND

RURAL IMPLICATIONS

CONSULTATION

COMMENTS BY THE WARD COUNCILLOR(S)

LEGAL/RISK MANAGEMENT IMPLICATIONS

CITY STRATEGIC PLAN

TECHNICAL IMPLICATIONS

FINANCIAL IMPLICATIONS

SUPPORTING DOCUMENTATION

DISPOSITION