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Saturday, 27 June 2026

The mansion on the hill-24 Sussex

 

(Not the 24 - but who knows or cares anyway?)

How Not to Govern: The 24 Sussex Story

Most Canadians may know it is in Ottawa but do know know exactly where it is or what it looks like. Many might, bemused,  likely prefer if it was a fun house in which the pm was forced to live.

Consider the infrastructure gaps in the city of Ottawa...it's business as usual. Consider that King, your incumbent has been in office for seven years and is chair of the Built Heritage Committee of which 24 Sussex is a prime subject.

24 Sussex Drive didn't collapse overnight. It failed in slow motion, watched by everyone, fixed by no one.

  • The official residence of Canada's Prime Minister—the nation's most prominent civic property—spent its final years as the physical embodiment of bureaucratic paralysis. 
  • Boarded windows. 
  • Rats and rats droppings
  • Mould and mildew
  • Asbestos in the walls. 
  • A roof that leaked. 
  • Mechanical systems held together by habit and prayer. 

The building is simultaneously too important to demolish, too expensive to fix, and too embarrassing to ignore.

So we did what institutions do best: we ignored it until someone else's problem became someone else's problem.

The Machinery of Inaction

Here's what I think happened, and you can fact-check me if you want to waste your time on government reports that say the same thing seven times.

Someone identified the problem. Probably in the 1990s, maybe earlier. A structural assessment. A facilities audit. Someone flagged that 24 Sussex required serious capital work—the kind that costs tens of millions of dollars and takes years to complete. This was not a surprise. This was not unforeseen.

Consider the infrastructure gaps in the city of Ottawa...it's business as usual. Consider that King, your incumbent has been in office for seven years and is chair of the Built Heritage Committee of which 24 Sussex is a prime subject.

Nothing changed. Not because the problem was unsolvable, but because solving it required making a choice. And making a choice is the one thing institutions are designed to avoid.

The False Binary

Here's the con: the conversation became framed as a binary. Either you spend $80 million restoring a Victorian mansion in downtown Ottawa, or you acknowledge the whole thing is a sunk cost and walk away. Those were presented as the only options—the responsible choice and the radical choice.

But that framing is itself the failure. It assumes restoration to pristine heritage condition is the only acceptable option. It assumes there's no middle path. It treats the problem as a choice between extremes rather than a question of reasonable stewardship.

Could you have restored the facade and gutted the interior for modern use? Could you have done phased work over a decade instead of a catastrophic hit to one budget cycle? Could you have even rented the thing out and used the revenue to fund repairs? The point is none of these options were seriously considered—they were traded away the moment someone said, "Well, it's either perfect restoration or nothing."

When your only options are "everything" or "nothing," you choose nothing every time. Institutions know this. They use it.

The Report Cycle

I guarantee you there are at least five different government reports on 24 Sussex spanning two decades. Each one documented the same problems. Each one made similar recommendations. Each one was filed away.

Reports are how bureaucracies acknowledge problems without solving them. 

A report is progress. A report proves someone cared. A report creates plausible deniability. But a report costs nothing and changes nothing, which makes it the perfect government product.

The real machinery of inaction isn't stupidity. It's efficiency. Why decide today when you can commission another assessment? Why allocate $15 million this year when you can wait for the next government, which will make their own decision, which will also be to wait?

The Passing Buck

No Prime Minister wants their legacy to be the one who spent eighty million dollars on a house. That's not a policy victory. That's not economic growth. That's not healthcare funding or infrastructure or climate. That's a building.

So each PM looked at the problem, calculated the political cost, and punted. Reasonably. Rationally. And destructively.

This is where institutional structure fails. There's no incentive to solve a long-term problem if you're evaluated on four-year electoral cycles. Preventive maintenance has no ribbon-cutting ceremony. Expensive decisions that prevent disasters don't make the news.

But deferring maintenance does. It compounds. It becomes someone else's catastrophe.

The Cost of Delay

Here's the thing that should make you furious: it was cheaper to maintain 24 Sussex than it was to eventually restore it, and both are cheaper than rebuilding from scratch. A competent stewardship model means constant small investments. Institutional dysfunction means deferred costs piling into a crisis.

This is the pattern. Identify the problem, do nothing, watch it get worse, then act in panic mode when it's critical. The emergency spending that results is always bigger than the preventive spending would have been. Everyone knows this. No one acts on it.

What This Tells Us

24 Sussex isn't a just a building problem. It's a governance problem. It's is symbolic of failing  infrastructure in Canada.

It's an illustration of how institutions fail at basic stewardship—not through malice or incompetence, but through structure. Through incentives misaligned with actual outcomes. Through the ability to punt a decision to someone else.

If you can't maintain the Prime Minister's residence - a building that represents your government to the world then what can you maintain?

And if Ottawa can't solve a problem it watches decay for fifteen years, why should you trust that the next infrastructure crisis will be handled any differently?

The answer is: you shouldn't.

24 Sussex stood until it didn't, not because anyone was incapable of fixing it, but because everyone was incentivized to leave it for the next person. That's not incompetence. That's the system working exactly as designed.

And that should worry you more than any crumbling building ever could.

As Neil suggests, Soon this Will become a safety issue.

This time around, inform yourselves, vote differently, vote wisely.  Vote for Peter Karwacki for Rideau Rockcliffe

Friday, 26 June 2026

Traffic Circles? Vanier and St. Patrick

 


Why Is there No Traffic Circle at St. Patrick and Vanier Parkway? 

Ottawa's Inconsistent Traffic Planning

If you've driven or walked through the intersection of St. Patrick and Vanier Parkway , you've probably noticed the ongoing frustration with that right-turn channel heading southbound onto Vanier Parkway. It's a poorly designed chokepoint that creates safety concerns for cyclists, pedestrians, and drivers alike. 

So why doesn't Ottawa install a traffic circle there like the ones they've successfully built at St. Joseph and Jeanne d'Arc in Orléans?

Good question. I've been asking the same thing.

The Problem at St. Patrick and Vanier

The right-turn channel at this intersection has been a source of complaint for years. 

During the recent public consultation on the St. Patrick Street Bridge renewal project, residents made it clear: they want this thing gone. Safety was the primary concern. And frankly, after watching how that channel functions, I understand why. It's a recipe for conflicts between turning vehicles and people crossing on foot or bike.

A traffic circle would solve this problem elegantly. Lower speeds, continuous flow, fewer conflict points, better sight lines. It works everywhere else the city has installed them.

Ottawa Says No—but we need the data!

The city's response? When I've tried getting a straight answer from city staff, I usually get the runaround. ( fill out a foia) form They're either (as I've come to feel) not helpful or they don't want to revisit a decision that's already been made.

Vanier Parkway is classified as a "principal arterial"—a major route carrying high volumes of traffic. City guidelines apparently prefer traffic circles on collector roads in residential areas, not on arterials. .

The St. Joseph Contradiction

St. Joseph Boulevard has a traffic circle. At Jeanne d'Arc. In Orléans. It's a two-lane roundabout that opened in 2010 and it works great. Residents in that area are happy with it.

If elected coucillor I would work to cure that choke point and others like it.

St. Joseph Boulevard has a traffic circle. At Jeanne d'Arc. In Orléans. It's a two-lane roundabout that opened in 2010 and it works great. Residents in that area are happy with it.

So what's the difference? St. Joseph is a residential/commercial boulevard. It's lower volume than Vanier Parkway. It's a different road classification.  What are the data?

But if the city *can* build roundabouts, and they *have* built them successfully, why are they so resistant to even exploring the option at St. Patrick and Vanier? Why is this intersection different enough to warrant a permanent "no"?

I suspect the answer has less to do with traffic engineering and more to do with institutional inertia. 

The signal system is already in place. The bridge reconstruction is focused on cycling and pedestrian improvements, not intersection redesign. Someone made a decision years ago, and now the city would rather not revisit it.

Meanwhile, pedestrians and cyclists navigate a dangerous right-turn channel. Drivers wait at signals that could be replaced with more efficient traffic flow. And the city continues to tout its roundabout program—just not here.

What Should Happen

Someone at city hall needs to take a fresh look at this intersection. I'm frustrated but because the engineering might actually support the traffic circle. Get a traffic engineer to model a roundabout design there. Look at the space available. Compare it to what works at St. Joseph.

If there's a real constraint—if the intersection is too narrow, if traffic volumes are genuinely incompatible with a circle, if bridge geometry makes it impossible—then say so clearly. Publish the study. Explain the decision in plain language.

But if it's just inertia and institutional resistance, then the city should reconsider. 

Right now, St. Patrick and Vanier Parkway is a poster child for Ottawa's inconsistent, frustrating approach to traffic planning.

What other intersections in Rideau Rockcliffe are suitable for traffic circles?

There are quite a few others.

Claude finished the response

Lack of traffic circles creates frustration in drivers in Ottawa

How about Vanier at St. Patrick, Hemlock and st Laurent,

Acknowledged local intersections while recognizing knowledge limitationshink through whether roundabouts would actually help at those spots, it would depend on understanding:

At each intersection:

  • What causes the backups? (Peak hour queuing on one approach? Left-turn conflicts? Pedestrian crossing delays?)
  • What are the turning movement volumes? (Lots of U-turns? Heavy cross-traffic?)
  • Accident frequency and types
  • Whether signal timing is optimized or just dated

For roundabouts specifically:

  • St. Laurent is a major arterial—a roundabout might create different congestion patterns if traffic is heavy
  • Hemlock/St. Laurent especially: if you have high-speed through traffic mixed with local turning movements, that's trickier (roundabouts work better when speeds are moderate and relatively balanced)

Has anyone from the City looked at these intersections with an eye toward improvement? Sometimes the issue isn't the intersection design itself but signal coordination.

The real question is whether specific problem intersections would benefit from traffic circles.

Have you noticed particular intersections like Vanier at St. Patrick, Hemlock and st Laurent?

Acknowledged local intersections while recognizing knowledge limitatione are good specific examples. I don'tWe have to think through whether roundabouts would actually help at those spots



The City must look at these intersections with an eye toward improvement. The issue isn't the intersection design itself or signal coordination across a corridor, or peak-hour capacity limits on the roads feeding into them. It's volume, the lack of a sixth bridge crossing.

"left turns from Vanier backing up," "St. Laurent backed up trying to cross Hemlock"), actually tell us a roundabout would help.

Validated left turns as legitimate roundabout advantage

Left turns are one of the clearer cases where roundabouts genuinely outperform signalized intersections.

Why left turns create bottlenecks at signals:

  • They require dedicated green-arrow time or waiting for opposing traffic to clear
  • That turn phase reduces green time for through traffic
  • Left-turners queue up and can block the through lanes behind them, creating backup even when the main corridor is nominally "green"

How roundabouts handle this differently:

  • Left turns (or U-turns) are just part of the normal circulating pattern—no special phase needed
  • Vehicles don't wait for a signal; they go when there's a gap in the circle
  • No queue backup onto the approach road (assuming the roundabout itself doesn't exceed capacity)

The constraint
Roundabouts work smoothly at moderate speeds and moderate volumes. On St. Laurent especially—if it's a high-speed arterial carrying significant through traffic—a roundabout could create its own bottleneck if the circulating traffic gets too heavy. 

For Vanier/St. Patrick and Hemlock/St. Laurent, it depends on whether:

  • The through-traffic volume on the main roads can absorb merging into a circle
  • Left-turn volumes are high enough to justify the change (vs. just optimizing signal timing)

It's worth noting that Ottawa has been adding more roundabouts.

Just for fun I will add that the road infrastructure in Ottawa is...abominable.

Every available dollar has gone into LRT.

As Neil suggests, Soon this Will become a safety issue.




This time around, inform yourselves, vote differently, vote wisely.  Vote for Peter Karwacki for Rideau Rockcliffe