Tag: St. Catharines

  • Ontario municipalities over the barrel, again

    Ontario municipalities over the barrel, again

    Once again, Doug Ford wants to mess with local democracy. This time, it’s in Niagara Region.

    With the recent news overload — yet another war in the Middle East, rising fuel costs, another municipal mayoral race — not to mention the flood of news from Queen’s Park (a new mega-convention centre on Lake Ontario, moves to let bigger passenger jets on an expanded island airport, and legislation to increase secrecy within the highest levels of provincial government), you might be forgiven for missing yet another bit of news.

    In what has become a tradition for failed mayoral candidate and current Progressive Conservative premier Doug Ford, there’s another move to disrupt local democracy, this time in Niagara Region. Since his party was elected to government in 2018, Premier Ford has been busy tinkering with local governance. First was the sudden interference in Toronto’s municipal election, introducing election to force the city to reduce the number of elected councillors from 47 to just 25. That was soon followed by the cancellation of new open elections for regional chairs in Peel, York, Niagara and Muskoka Regions (who are normally appointed by those councils), the introduction of “strong mayor” powers, the aborted dissolution of Peel Region, the consolidation of conservation authorities, and the takeover of elected school boards.

    In the last few weeks, the Ford government set its sights on Niagara Region, pushing for the quick amalgamation of its 13 municipal governments ahead of municipal elections this coming October.

    Niagara Region municipalities, with former Lincoln County townships in blue and Welland County townships in red

    Niagara Region is one of eight regional governments in Ontario, a specialized level of government introduced by an earlier Progressive Conservative government in the 1970s, following on the success of Metropolitan Toronto created in 1954. Regional governments had more powers and responsibilities than counties, including regional planning and the provision of water and wastewater systems deemed essential for smart urban growth. Most regions formed their own police services, and many took on responsibility for household waste management and public transit (Durham, Waterloo, York, and most recently Niagara). Other services, such as fire departments, libraries, local planning, parks and recreation, and local public works remained the responsibility of the cities, towns, and townships.

    The Mike Harris-led PC government, elected in 1995, was a big proponent of municipal amalgamations. After amalgamating the City of Toronto in 1998, it replaced regional governments in the Hamilton, Ottawa, and Sudbury areas with amalgamated cities in 2001, and broke up the former region of Haldimand-Norfolk creating two stand-alone municipalities. Dozens of other amalgamations took place in those years, including Chatham-Kent and Kawartha Lakes (formerly Victoria County). On top of that, provincial costs were downloaded to those new creations, including social and health services and thousands of kilometres of provincial highways.

    That era of drastic municipal change came to an end in December 2003, when a new Liberal government was elected, with relative calm for nearly fifteen years, until June 2018. During that time, the status quo prevailed, without a full review of the operations, finances, and role of municipal governments that would inform good faith reforms.

    Niagara Region is made up of twelve lower tier municipalities: the cities of St. Catharines, Niagara Falls, Welland, Thorold, and Port Colborne, the towns of Fort Erie, Grimsby, Lincoln, Niagara-on-the-Lake, and Pelham, and the townships of Wainfleet and West Lincoln. The current region is a result of that earlier wave of regional government establishments in much of Ontario; prior to 1970, Niagara was made up of two counties — Lincoln and Welland — with fifteen townships and nearly a dozen smaller cities and towns between them.

    As with all remaining regional governments, Niagara Region Council is made up of municipal politicians who also sit on their local city or town councils. Each mayor sits on the regional board, and to make up for population disparity between urban centres and rural townships, the larger municipalities send additional councillors who already sit on their local councils. Though some regions have chairs elected by the region’s populations, others have a non-elected chair, typically chosen by the regional council.

    The Niagara problem started when the provincial government used its new authority to appoint its own preferred chair to Regional Council after the previous chair, former Liberal MPP Jim Bradley, died in office in late 2025. Bob Gale quickly promoted regional amalgamation, backed by Premier Ford, citing tax increases and too many local politicians. The idea is unpopular amongst Niagara residents, especially those in smaller communities such as Niagara-on-the-Lake, which under a four-municipality model, would be joined with Niagara Falls (whose mayor backed the idea).

    Repeatedly, it has been shown that municipal amalgamations fail to save taxpayers’ money but only make municipal government more distant to the residents it serves. Though the number of municipal politicians would decrease (there are 126 across the 12 lower-tier municipalities), in smaller towns and rural townships, these are part-time positions. In Toronto, the moves from seven councils down to one in 1998 and from 44 councillors down to 25 in 2018 failed to save operating funds, as the number of paid employees to support each councillor increased to manage their greater workloads. Even the conservative Fraser Institute found no tax savings when studying the effects of amalgamation on smaller Ontario municipalities. Furthermore, with many services already the responsibility of the region, what savings could be had if police, transit, social services, housing, and major roads are already amalgamated?

    For now, the idea of amalgamation in Niagara Region is stalled, but not because wiser heads prevailed. Chair Bob Gale resigned just three months into his term after local anti-hate organizations found he had in his collection of historical artifacts a copy of Mein Kampf signed by its author, Adolf Hitler.

    One of the other problems with a quick amalgamation of such a large area is that there is no study on what boundaries actually make sense. Does the combination of 12 municipalities into just four actually work? Should the new boundaries just lump existing towns together, or more intelligently redraw existing boundaries completely? For example, should the City of Thorold be just thrown in with a neighbour as is, or could be split into three, with the urbanized area joining St. Catharines, the area east of the canal joining Niagara Falls, and the southern rural area joining Pelham and Welland?

    Unfortunately, as hospitals face funding and staffing crises, as students face increasing debt loads to complete post-secondary education, and the economy continues to face headwinds, Doug Ford manages to get bogged down into distractions like shiny new buildings on Toronto’s waterfront, municipal restructurings, and needless new highways. The next provincial election will not come for another three years, and yet the premier wants to play mayor.

  • An idea with merit

    An idea with merit

    Looking east on the CN mainline from Merritt Street in St. Catharines towards the Welland Canal

    The case for reviving Merritton Station

    On the morning of Saturday, July 9, a GO Transit train filled with hundreds of passengers heading from Toronto to Niagara Falls, was stuck at St. Catharines when a lift bridge over the Welland Canal was unable to lower the deck to allow trains to pass.

    After over an hour of holding at the St. Catharines VIA Station, GO Transit was forced to send the train back to Toronto. In an advisory on Twitter, GO informed customers that they “will need to make their own accommodations” for getting between St. Catharines and Niagara Falls, and would not be sending any shuttle buses.

    Needless to say, this left many families disappointed. With GO Transit understandably unable to muster enough buses on a summer weekend to quickly transfer 1500 passengers (which would require at least 25 coaches), the decision not to provide alternate transportation is understandable, if unfortunate.

    The summer weekend Toronto-Niagara train service is incredibly popular, especially the Saturday and Sunday morning departures from Union Station, and the evening return trip. Specially-outfitted bicycle coaches allow for dozens of bicycles to be transported by train; Niagara Region is an excellent cycling destination.

    Recent fare innovations, including the $10 weekend day pass and a special GO Transit-Niagara Parks package have only contributed to the route’s success. As GO Transit is able to carry 1500 passengers on each train between Toronto and Niagara, it is invaluable not only for supporting the local tourism industry, it provides an alternative to driving on the congested Queen Elizabeth Way.

    Unfortunately, the CN Grimsby Subdivision, which runs between Hamilton and Niagara Falls, is hardly ideal for frequent commuter and excursion service. Trains crawl through Hamilton, and much of the line is single-tracked, limiting capacity. Furthermore, trains to and from Niagara must back in to Hamilton’s West Harbour GO Station, which still does not have a direct connecting track to the east.

    But the Welland Canal lift bridge is the greatest barrier for providing frequent and reliable rail service to Niagara Falls. During the Great Lakes shipping season, train traffic must yield to the busy St. Lawrence Seaway. Constructing a bridge or a tunnel is difficult and costly as railways are limited to typically no more than a 2% grade, and the freighters require a high clearance (as evident with the nearby QEW Garden City Skyway). Constructing a tunnel is also difficult, as the railway begins climbing the Niagara Escarpment just east of the canal, and would need to climb an even longer distance from canal. (A railway tunnel south of Welland has no such constraints as it is well above the escarpment.)

    Looking east towards the Welland Canal lift bridge from Glendale Avenue. The disused CN Thorold Spur disappears into the weeds at right.

    As a short-to-medium term measure, Metrolinx should look at constructing a new station at Merritton, located southeast of Downtown St. Catharines and approximately three kilometres east of St. Catharines Station. Until 1961, Merritton was an independent town, an industrial centre served by both the Grand Trunk/CN and the electric Niagara, St. Catharines and Toronto Railway. With amalgamation with St. Catharines, the closure of the passenger railway stations, and the loss of the historic paper and textile mills, Merritt Street has seen better days.

    Merritt Street, just south of the CN Railway. The stone building at right is the former town hall.

    Merritton’s CN Station was located on the east side of Merritt Street. Passenger service ended by the 1960s, and industrial switching activity between the former NS&T and CN’s Thorold spur line declined, so the building was eventually abandoned. It burned down in 1994, and there is little trace of its existence.

    Unlike the active VIA station on the west side of St. Catharines, Merritton is quite close to the Welland Canal and the Niagara Circle Route. Merritt Trail, which follows the original Welland Canal route, is within a short walk from Merritton. It is also much easier for buses arriving from Niagara-On-The-Lake, Thorold, and Niagara Falls to access a station site at Merritton than the awkwardly-located St. Catharines Station, with four to five minutes saved, especially if there were direct access from Glendale Avenue.

    St. Catharines VIA/GO Station, off of St. Paul Street West. Awkwardly located for bus access, the station platform is a 25 minute walk to Downtown St. Catharines.

    Not too far from Merritton is St. Catharines Museum and Lock 3 Centre, which tells the history of the region and the Welland Canal; a platform provides excellent views of passing ships. Niagara College and the Outlet Collection are also close by, via Glendale Avenue. Whenever there’s a delay or failure at the lift bridge, there are more options at Merritton, especially if a proper bus transfer point is constructed.

    Ideally, a grade-separated Welland Canal crossing would become an integral part of a frequent Toronto-Hamilton-Niagara-Bufffalo rail service. In the meantime, a stop at Merritton for GO commuter and excursion trains would provide new transit and cycling connections, while serving passengers in eastern St. Catharines, Niagara-on-the-Lake, and Thorold.

    St. Catharines: where the Bruce Trail is at its least Bruce Trail-ish

    I travelled to St. Catharines on a lovely July Friday, taking GO Transit’s Route 18K bus from Aldershot Station through Hamilton, along the QEW, and to Brock University in St. Catharines. The university campus is at the top of the Niagara Escarpment, boasting direct connections with the Bruce Trail.

    Statue of General Brock at the main university entrance

    The walk eastwards towards Merritton from Brock University started out promising. The thick tree cover provided welcome shade, and apart from a rather dangerous crossing of Glenridge Avenue, felt little different than anywhere else on the southern part of the famous trail.

    A promising start
    Being watched by a young red-tailed hawk

    At Tremont Drive, the trail suddenly enters a subdivision, with only the tell-tale white blazers to assure hikers that yes, in fact, this is part of the Bruce Trail.

    Bruce Trail blazers are the only hint that this is part of Ontario’s greatest hiking trail

    The trail continues to busy Glendale Avenue, and crosses Highway 406 at the interchange. At each traffic light, pedestrians are required to press the “beg button” to get a walk signal, even if one is crossing in the same direction as the through traffic. In most other places, the walk signal comes on automatically in conjunction with the dominant traffic flow.

    Though the Bruce Trail also passes through Hamilton, a city nearly four times the size of St. Catharines, the trail there manages to remain separated from traffic and even from the city as a whole, much like Toronto’s ravine park systems.

    Glendale Avenue at Highway 406: the lowpoint of the 900 kilometres of Bruce Trail
  • Greenfield infrastructure: not so green

    St. Catharines site, Niagara Health System

    I recently visited two Ontario cities, St. Catharines and Orillia, to illustrate the problems of building new medical and educational institutions on isolated greenfield sites.

    Large greenfield lands have several advantages: they’re easy and inexpensive to build on, they can accommodate large parking lots, and offer room for future expansion. But by the nature of their isolation, they’re more expensive to serve with road and water infrastructure, and more difficult to connect to transit. Students, patients, and employees must travel farther, and they don’t foster economic and social connections with the local community as well.

    St. Catharines

    In 2013, a new hospital campus opened in St. Catharines, replacing two smaller, run-down hospital sites just outside of the city’s downtown core. The new Niagara Health System site offers new and improved services, such as regional cancer centre, a spacious and bright dialysis unit, and a modern mental health centre. When the site opened, it was a vast improvement over the older facilities.

    But there was one, major, drawback: the new hospital site is located on the far western edge of St. Catharines’ suburban sprawl, almost inaccessible without a car.


    Location of current and former St. Catharines hospital sites

    St. Catharines Transit re-routed a bus route (Route 1) to serve the new hospital site, but it costs the transit system nearly $400,000 a year to do so. The old General Hospital had four bus routes within walking distance to its urban location. Passengers from Thorold, Merritton, or several other neighbourhoods are required to make an additional transfer at the downtown bus terminal in order to access the new site. The distance makes taxi trips more expensive for the majority of St. Catharines residents and more difficult to get to by foot or by bike.

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  • They call this a “SmartCentre”

    img_7608-001

    The word “smart,” like many buzzwords, is thrown around a lot, to the point that it has lost meaning. SmartTrack, for instance, might have been a catchy name for a transit plan, but in the end, it didn’t turn out to be all that smart.

    There’s also the case of SmartCentres, the retail arm of SmartREIT, a real estate investment trust. SmartCentres are ubiquitous in suburban Canada; the firm owns retail properties in all ten provinces and is Wal-Mart Canada’s largest landlord.

    I was recently in St. Catharines, a mid-sized city of 125,000 on the Niagara Peninsula. I’ll have more to say about my visit there in a few upcoming posts.

    I was walking from the VIA Rail station, on the west side of Twelve Mile Creek, opposite downtown, towards the new St. Catharines hospital on the city’s western outskirts. My route to the hospital (more on that later) took me through a SmartCentre big-box retail complex at Louth Street and Fourth Avenue. Tenants include Real Canadian Superstore (a large supermarket part of the Loblaws group), Wal-Mart Supercentre, Canadian Tire, Best Buy, and LCBO.


    Google map of the big box complex in west St. Catharines

    Like most big box centres, the stores are laid out surrounding a large parking lot. Pedestrians are an afterthought – there are few walkways or connections to surrounding sidewalks.

    A token measure — a bus stop — is located within the property. The bus stop is on the main driveway, but a considerable distance from the front entrances of Wal-Mart or the supermarket, especially for anyone carrying groceries, using a mobility device and/or with young children. Shopping carts are left next to the bus shelters, and there are no other supermarkets in western St. Catharines. Anyone without a car must either visit Superstore, Walmart, or shop at higher-priced local convenience stores. The property owner is SmartREIT, a real estate investment trust with retail properties in all ten provinces.

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    Excerpt from St. Catharines Transit daytime map. Only route 3 serves the big box centre from the south. 

    Only one St. Catharines Transit bus route, 3 Pelham Road, serves the SmartCentre stop (evenings and weekends, route 115 replaces route 3), and only from the south. Traditional shopping areas, such as Downtown St. Catharines and the Pen Centre mall, are much better served by local transit. Route 1, which directly connects downtown and the new hospital and serves neighbourhoods to the north, runs nearby, but it doesn’t enter the property.

    St. Catharines, once an industrial powerhouse, has struggled with de-industrialization and poverty. The census metropolitan area has the lowest median family income in Ontario; the city also has one of the highest obesity rates. Access to fresh, affordable food, especially for those without automobiles, should be a priority. It’s a shame that the built form isn’t smart enough to help.