CBC Ottawa explains: Suburban gridlock, and what to do about it

Barrhaven resident Wade Khoury is fed up with traffic in the suburbs.

"Strandherd is probably the worst roadon the planet right now," he said. "It demotivates you to even want to leave the house to do groceries and otherchores."

Ottawa's suburbs keep growing, yet the people who live there say the roads that service them simply aren't keeping pace.

Barrhaven, Riverside South and Findlay Creek alone have added more than 5,000householdsin the last five years, but the two-lane rural roads in and out of the communities haven't changed.

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So what'sthe city's planto deal with all that suburbangrowth? What will it cost? And is it enough to ease the gridlock?

Let's dig in.

Flocking south

Fifty-five per cent of Ottawa's populationlives within the Greenbelt. Another 10 per cent lives in its rural areas.

At last count, 350,000 people called Ottawa's suburbs home. In the past five years,Barrhaven, Riverside South and Findlay Creek have grown by 12 per cent, while Kanata-Stittsvillehas grown by eightper cent. Compare that to thecity-wide population growth rateof 3.6 per cent.

While suburban growth has traditionally meant large, detached homes with expansive lawns, Ottawa's suburbs are getting more dense, with townhouses and condos dominating sales.

Roads aren't thepriority

When it comes to urban transportation, transit is king, at least around the city council table.

Ottawa's 2013 master transportation plan, whichsets the agendathrough to 2031, calls for$3 billion in spending on transitversus just $725million on roads.

The city knows the road network it really wants there's even a map but can't afford it.

• Click for map of what the city decided in 2013 it wantedthe road network to look like.
• Click for map of what the city decided in 2013 that it could actually afford to do by 2031.

Spending has been constrainedby council's promise to keep annual tax increases capped at2 per cent this term and2.5 per cent during the previousterm, both under Mayor Jim Watson.

So the city has settled for what it can afford to build, extend and widen. That amounts to just$48 million a year to pay for about adozen major projects over eachfive-year phase.

Development charges

In a new subdivision, developers payfor all those new streets, sidewalks, lights, parks and the pipes off themain road.

Ottawa also levies development charges to pay for the other things those new communities need includingarterial roads, water mains, transit, recreation facilities and libraries.

"Growth pays forgrowth" is the philosophy.

Each building permit for a semi-detached or detached house built outside the Greenbelt nets the city$35,000. Inside the greenbelt, it's $25,000.

That revenue isapportioned to specific city services, with the largest chunk going to fund light rail.

In 2017, the city collected $131 million in development charges, short of the forecast $194 million. Such shortfalls meanprojects getdelayed, and createa domino effect for other projects in the queue.

What about property tax?

Some cities pay for assets such as arterial roads with a 50-50 split of property taxes and development charges.

In Ottawa, nearly allthe money for new growth 85 to 95 per cent comes from development charges.

Of course, that's only the infrastructure itself plowing those new roads andstaffing those new libraries costs money, too, and that's where all that tax revenue goes.

A matter of fairness

Some downtown residents believe they shouldn'tpay for new infrastructure so someone can live in abig, new house in a farmer's field.

But longtime Barrhavencouncillor Jan Harder, who's seeking re-election, questions the fairness of making suburban residents sit in gridlock while their property taxes fund the Elgin Street redevelopment.

Ottawa's urban-suburban personality split is showing itself once again.

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So what's the solution? More debt? Cuttingcosts? Raisingtaxes? An infrastructure levy?

Some candidates have suggested the city slowdevelopment, but there are several factors that make that impractical, not the leastof which is the spectre of shrinking revenue from development charges.

Next year, the city will take another crack at both the transportation master plan and the bylaw governing development charges.

It will be up to the new city council to determine whether new roads will get suburbanites where they need to go, and how quickly.