Alberta set historic records for housing starts in 2024, with 46,632 new homes under construction, marking a 32% increase from 2023. This growth was driven by targeted government policies, making Alberta the national leader in housing starts per capita.
The increase in housing supply contributed to a decline in rental prices, with Calgary experiencing a 7.2% drop, the largest in Canada. Smaller communities like Lloydminster and Fort McMurray also ranked among the most affordable rental markets nationwide.
Alberta’s government facilitated this boom by cutting red tape, launching initiatives like the “Stop Housing Delays” portal, and investing $216 million in affordable housing. Collaborative efforts with industry stakeholders further streamlined the construction process to meet growing demand.
The Whole Story:
Alberta is building homes faster than ever, with the province setting historic records for housing construction.
Year-end data from the Canada Mortgage and Housing Corporation (CMHC) shows that last year was a record-breaking one for homebuilding in the province. Alberta led the country in housing starts per capita in 2024, with the province seeing a historic jump in the number of new homes under construction.
“Alberta had a remarkable year for housing, which goes to show that our plan to build more homes faster is working,” Jason Nixon, Minister of Seniors, Community and Social Services. “I am looking forward to building on the successes of this past year as we look forward to 2025.”
Officials noted that they believe it is helping improve affordability. According to the latest National Rent Report from Rentals.ca and Urbanation, Alberta was the province that experienced the largest year-over-year decline in asking rents in 2024. Calgary saw the biggest drop in rental prices in the entire country, with Calgary’s apartment rents decreasing by 7.2%. Outside of the larger cities, Alberta communities made up six out of the top ten most affordable small- and mid-size rental markets in Canada, including Lloydminster and Fort McMurray.
Alberta says it continues to support builders and encourage new residential housing construction by cutting red tape, incentivizing housing construction and supporting innovative strategies that speed up the home building process.
Over the past year, some of the province’s work on this has included launching the Stop Housing Delays online portal, making provincial land available for housing, exempting designated affordable housing from property taxes, supporting home ownership through alternative financing options and taking action to ensure Alberta receives federal funding for housing.
Looking ahead, Alberta’s government says it will continue to empower its housing partners.
“2024 was a milestone year for residential construction, highlighted by record-breaking housing starts, including a significant increase in rental housing,” said Scott Fash chief executive officer, BILD Alberta Association. “This achievement demonstrates industry’s responsiveness to growing demand and the Government of Alberta’s dedication to working collaboratively with industry and stakeholders to reduce barriers and advance housing development. With continued collaboration and thoughtful policies to cut red tape, our industry is well-positioned to meet the evolving needs of Albertans and deliver more attainable housing options.”
Alberta is getting shovels in the ground faster and building the homes Albertans need. Year-end data from the Canada Mortgage and Housing Corporation (CMHC) reinforces that Alberta continues to show strong success in increasing the supply of homes, which helps stabilize housing costs and improves the housing outlook for Albertans across the province.
As the population continues to grow, Alberta’s government recognizes the need for more housing options. That’s why the province has been clearing the way for more homes to be built faster to help Albertans find housing that meets their needs and budgets – and it’s working. Last year was a record-breaking one for homebuilding in the province. Alberta led the country in housing starts per capita in 2024, with the province seeing a historic jump in the number of new homes under construction.
“Alberta had a remarkable year for housing, which goes to show that our plan to build more homes faster is working. I am looking forward to building on the successes of this past year as we look forward to 2025.”
Jason Nixon, Minister of Seniors, Community and Social Services This homebuilding boom positively affects not only homebuyers, but renters as well. According to the latest National Rent Report from Rentals.ca and Urbanation, Alberta was the province that experienced the largest year-over-year decline in asking rents in 2024. Calgary saw the biggest drop in rental prices in the entire country, with Calgary’s apartment rents decreasing by 7.2 per cent. Outside of the larger cities, Alberta communities made up six out of the top ten most affordable small- and mid-size rental markets in Canada, including Lloydminster and Fort McMurray.
Alberta’s government says it supports builders and encourages new residential housing construction by cutting red tape, incentivizing housing construction and supporting innovative strategies that speed up the home building process. Over the past year, some of the province’s work on this has included launching the Stop Housing Delays online portal, making provincial land available for housing, exempting designated affordable housing from property taxes, supporting home ownership through alternative financing options and taking action to ensure Alberta receives its fair share of federal funding for housing and that the funding meets provincial priorities.
Looking ahead, Alberta’s government will continue to empower its housing partners to make sure the province continues to go from permits issued to shovels in the ground and finally to new homes ready for Albertans.
“2024 was a milestone year for residential construction, highlighted by record-breaking housing starts, including a significant increase in rental housing,” said Scott Fash chief executive officer, BILD Alberta Association. “This achievement demonstrates industry’s responsiveness to growing demand and the Government of Alberta’s dedication to working collaboratively with industry and stakeholders to reduce barriers and advance housing development. With continued collaboration and thoughtful policies to cut red tape, our industry is well-positioned to meet the evolving needs of Albertans and deliver more attainable housing options.”
By the numbers:
In 2024, Alberta saw 46,632 new homes under construction, breaking historic records. It led the country in housing starts per capita for 2024. The first half of 2024 saw 9,903 apartment unit starts – the highest in any half-year in Alberta’s history, breaking the record set in 1977.
Housing starts for 2024 compared with 2023 saw a 32% increase provincewide. In Edmonton starts went up 39%. In Calgary they went up 24%.
According to a recent report by Rentals.ca, Alberta experienced the largest year-over-year decline in asking rents in 2024. Calgary saw the biggest drop in rental prices in the entire country, with Calgary’s apartment rents decreasing by 7.2 per cent. Alberta communities made up six out of Canada’s top ten most affordable small- and mid-size rental markets.
In 2024, the province’s investments in affordable housing included funding increases for housing providers to fight inflation, and a $21 million increase to meet the evolving needs of housing operators. $216 million went toward the Affordable Housing Partnership Program to support the build of new affordable housing units.
Key Takeaways
The Calgary Planning Commission has unanimously approved the Scotia Place design, granting the final development permit.
Construction is set to progress to the next phase after excavation completes in spring 2025, with project completion expected in 2027.
The excavation, which began in July 2024, has lowered the event bowl by over 10 meters, creating a barrier-free experience that seamlessly integrates the main concourse with the outdoor plaza and The Culture + Entertainment District.
The Whole Story:
The Calgary Planning Commission (CPC) has unanimously approved the Scotia Place design and granted the project its final development permit. This milestone means that the next phase of construction will start once excavation is complete by spring 2025.
“With the Calgary Planning Commission’s final approval on the Scotia Place design, it is exciting to think about the amount of work that will take place over the next two and a half years. Excavating to the bottom of the site will be the first of many exciting milestones we will see between 2025 and the project’s completion in 2027,” said Bob Hunter, Project Committee Member.
Since excavation began in July 2024, crews have dug down over 10 metres to lower the event bowl of Scotia Place. This design feature gives visitors a barrier-free experience between the main concourse and the outdoor plaza, providing street level accessibility and integration with The Culture + Entertainment District.
In early 2025, Calgarians will see more materials and workers on site as underground utility work and installation of the foundation begins. Structural concrete and steel work across the entire site will occur over 2025—foundation walls will go up first, followed by below grade columns, stairs, elevator cores, and access ramps.
Over the past two years, the project team has been focused on design. Officials stated that strong alignment between The City and its partner, the Calgary Sports and Entertainment Corporation (CSEC), and the development team helped to expedite the design process, ready the Scotia Place design for approval, and keep the project on schedule.
“The work that has been accomplished to allow us to arrive here today is truly remarkable,” said Calgary Sports and Entertainment Corporation, President and CEO Robert Hayes. “We have witnessed it in the board rooms for the past year and now we see it out our windows everyday as Scotia Place is becoming a reality. We are both proud and appreciative of the teamwork displayed by the partners to create Calgary’s premier sports and entertainment destination that will be enjoyed by all Calgarians.”
Beyond hosting sporting events and concerts, the site will accommodate a wide range of indoor and outdoor community events.
Key Takeaways:
The Ontario government has tasked Ontario Power Generation (OPG) with exploring the development of a new nuclear energy generation facility at the Wesleyville site. This initiative responds to a projected 75% increase in energy demand by 2050 and includes active engagement with local communities, Indigenous groups, and municipal leaders.
The proposed nuclear development could contribute $235 billion to Ontario’s GDP over a 95-year lifespan and create significant employment opportunities, including 10,500 jobs across Ontario and 1,700 new jobs in Port Hope, representing a 15-20% boost in local employment. The project is also expected to generate $10.5 million annually in municipal property taxes for Port Hope.
To facilitate early growth readiness and community engagement, the Ontario government has announced $1 million in immediate funding for Port Hope and capacity funding for the Williams Treaties First Nations (WTFNs), including opportunities for equity participation. Port Hope could also receive up to $30 million for infrastructure and planning investments as part of a Host Municipal Agreement process.
The Whole Story:
The Ontario government has asked Ontario Power Generation (OPG) to explore opportunities for new nuclear energy generation at their Wesleyville site, following expressions of interest from the Municipality of Port Hope and the Williams Treaties First Nations (WTFNs). OPG will work with local communities to determine support as the province seeks to expand generation to meet the rising demand for electricity.
“With energy demand in Ontario set to increase by 75% by 2050, we are doing the early engagement and development work now that will ensure the province has options to meet that growing demand,” said Stephen Lecce, Minister of Energy and Electrification. “I’m excited to be continuing these conversations with Indigenous and municipal leaders to explore options for new nuclear generation at the Wesleyville site, including new good-paying jobs and other associated benefits.”
Officials noted that the Wesleyville site, which is maintained by OPG, located near existing transmission, road, and railway infrastructure, and already zoned for new electricity generation, is well-suited to support a large new nuclear site. Based on early assessments by OPG, this site could host up to 10,000 megawatts (MW) of new nuclear generation, which could power the equivalent of 10 million homes.
According to the Conference Board of Canada, a potential nuclear development in Port Hope would also contribute $235 billion to Ontario’s GDP over an estimated 95-year project life, which includes design, construction, operation, and maintenance. It would also support 10,500 jobs across Ontario, including 1,700 new jobs in Port Hope, representing an average 15 to 20% boost to overall employment levels in the local area.
Crews work to refurbish the Darlington Nuclear Generating Station
Following active engagement with community leaders by Minister Lecce and OPG, the Council of the Municipality of Port Hope unanimously passed a motion on December 17, 2024, endorsing continued engagement with OPG and the Ministry of Energy and Electrification on the potential for new energy generation at the Wesleyville Site.
To support continued engagement, the Ontario government announced that OPG will provide the WTFNs with capacity funding and an opportunity for equity participation in any generation project. The province also announced immediate funding of $1 million for the Municipality of Port Hope to support early growth readiness, assessment of planning and infrastructure requirements, and to meet consultation requirements. As part of a milestone-based process, leading toward the development of a Host Municipal Agreement, Port Hope could also access up to $30 million of funding for associated infrastructure investments and to attract co-located industries.
The potential nuclear build would also allow local communities to benefit from additional co-located industry and supply chain spending. The Municipality of Port Hope would also benefit from increased municipal property taxes from the station, which according to the Conference Board of Canada are estimated to be $10.5 million annually.
“Ontario needs more affordable and reliable energy to meet soaring demand, and I am excited to work with our municipal and Indigenous leaders to explore how we meet that challenge, while creating new jobs and opportunities right here in Port Hope,” said David Piccini, MPP for Northumberland-Peterborough South. “New energy generation represents an incredible opportunity for our region, and I am committed to working closely with Premier Ford and Minister Lecce to ensure our community is supported as this work advances – including immediate funding of $1 million for Port Hope.”
Graham’s 16th Avenue at 29th Street Pedestrian Overpass in Calgary has been substantially completed and has officially opened to the public.
The company noted that this milestone marks a noteworthy achievement, coming exactly one year after construction began last winter.
The pedestrian overpass is a showcase of precision engineering and thoughtful design. Featuring a single-span steel through truss with precast panels, the overpass includes architectural handrails embedded with LED lighting, cast-in-place concrete ramps and stairs, and integrated landscaping and pathway tie-ins. Spanning 50m over 16th Avenue NW (Trans-Canada Highway), it provides a safe and accessible connection between critical medical facilities, transportation hubs, local pathways, and the rapidly growing UXBorough development, and adjacent communities.
Graham delivered the construction on time and on budget. Key construction highlights include:
Foundation and Structure: 26 concrete piles, each ranging from 13 to 18 metres deep, support the 50-metre steel bridge, which features precast concrete deck panels.
Innovative Formwork: Custom-molded foam formwork was used to achieve the intricate curves of the ramps and column caps, ensuring both functionality and aesthetics. Site Logistics: The construction was executed within a compact 5,600m² site footprint, adjacent to the bustling 16th Avenue and Foothills Medical Centre/ Arthur J.E. Child Comprehensive Cancer Centre, showcasing the team’s ability to manage high-traffic environments effectively.
Steel Fabrication and Installation: The steel bridge was fabricated in Montana and transported to Calgary in three massive sections. The planning, coordination, and logistics involved in this process exemplified teamwork and precision. On-site, the sections were welded together and lifted into place with millimeter accuracy using two cranes.
Safety and Accessibility Features: The project included 460m of galvanized pedestrian railing, equipped with custom lighting pods to illuminate the ramps and bridge, enhancing both safety and aesthetics.
This achievement was made possible by the dedicated efforts of the City of Calgary (Owner), Parsons Inc. (Consultant), Western Securities (UXBorough developer), Alberta Health Services (AHS), and Graham Construction.
Lafarge Canada, a provider of sustainable building materials and a member of the Holcim Group, has been selected as the subcontractor for the paving of the Vancouver International Airport (YVR) North Runway Modernization Program. This initiative, estimated at $133 million, will upgrade the runway and improve drainage and electrical systems to ensure the longevity and resilience of airport infrastructure.
Working in collaboration with Kiewit, Lafarge says it will provide durable, high-performance asphalt solutions that meet airport runway construction needs, including resistance to heavy aircraft loads and diverse weather conditions.
The North Runway Program involves a full asphalt overlay of the runway and connecting taxiways, with construction scheduled to begin in the spring of 2025 and conclude in the fall. Construction is planned to occur during nightly runway closures to minimize disruptions to flight schedules and passenger experiences. The runway was originally built in the 1990s.
Safety is a top priority throughout this project and is supported by YVR’s extensive maintenance program. This program involves continuous monitoring, inspections, and activities to aircraft operations’ safety and efficiency. Additionally, the project is expected to generate 100,000 extra person-hours of work, leading to new job opportunities and economic benefits for the region.
Other partners for the program include Kiewit and Tristar Electric for the project.
B.C.
Court-ordered sale of insolvent Port Coquitlam development approved
Projects don’t happen overnight. They are the culimnation of years and years of planning and execution. This year, a slate of major transit, housing, power and transporation projects are set to get across the finish line.
Eglinton Crosstown LRT – Toronto, Ontario
The Eglinton Crosstown LRT is an 18-kilometer light rail transit system that will span the city of Toronto from Mount Dennis in the west to Kennedy Station in the east. With a budget of $5.3 billion, the project includes 25 stations and stops, as well as a dedicated right-of-way. The earliest completion date for the LRT to fully operational is mid 2025, significantly improving public transit and reducing traffic congestion.
Pattullo Bridge Replacement – New Westminster, B.C.
The Pattullo Bridge, which connects New Westminster and Surrey, is being replaced with a new, four-lane bridge that will improve traffic flow and safety. With an estimated budget of $1.4 billion, the project will address long-standing issues of aging infrastructure and is expected to be completed by 2025. This new bridge will also feature a wider design to accommodate future transportation needs.
Site C Dam – Fort St. John, B.C.
The Site C Dam, a hydroelectric project on the Peace River, is one of the largest infrastructure projects in Canada. It has a budget of $10.7 billion and will provide 1,100 MW of power when completed. The dam is designed to meet growing electricity demands in the region, with a focus on renewable energy production. It will be a key part of BC Hydro’s electricity generation strategy.
Gordie Howe International Bridge – Windsor, Ontario
The Gordie Howe International Bridge project aims to build a new crossing between Windsor, Ontario, and Detroit, Michigan, to alleviate congestion at the existing Ambassador Bridge. This $5.7 billion project includes a cable-stayed bridge, a customs plaza, and related road infrastructure. It will enhance trade and improve travel between Canada and the U.S., becoming a major part of the region’s transportation network.
LNG Canada – Kitimat, B.C.
With a total price tage of $48 billion for the total buildout, LNG Canada is Canada’s largest project ever. The liquefied natural gas (LNG) export terminal being is under construction in Kitimat. It will have the capacity to process 14 million tonnes of LNG annually. Scheduled to be operational this year, the facility will serve as a key hub for exporting Canadian natural gas to global markets, contributing to the economy and job creation.
Proteus Alberta Solar Farm – Taber, Alberta
The Proteus Alberta Solar Farm, a 205 MW solar power project, will be paired with a 60 MW battery storage system to enhance Alberta’s renewable energy capacity. With a budget of $400 million, the facility will significantly reduce the province’s reliance on fossil fuels and is expected to be completed by the end of 2025. This project is part of a broader push toward clean energy solutions in the region.
Hive – Vancouver, B.C.
Hive is a mixed-use urban development project in east Vancouver. Spanning residential, office, and retail spaces, this project is expected to be completed by 2025. The development is designed to be a sustainable, smart city development, integrating technology and green spaces to create a modern and connected community. (source)
BCIT Tall Timber Student Housing – Burnaby, B.C.
The BCIT Tall Timber Student Housing project is a pioneering 12-story student residence being built at the British Columbia Institute of Technology. With a budget of $119.7 million, it will be one of the tallest timber buildings in Canada, showcasing innovative wood construction. Expected to be completed by 2025, this project aligns with sustainability goals and provides 469 beds of much-needed student accommodation.
Strathcona Renewable Diesel Refinery – Strathcona County, Alberta
The Strathcona Renewable Diesel Refinery will produce renewable diesel and biofuels to meet the increasing demand for low-carbon fuel alternatives. With a budget of $1.5 billion, the facility is expected to be the largest renewable diesel producer in Canada. Creating more than 6 million barrels of renewable diesel at Strathcona will be the equivalent of taking 650,000 vehicles off the road annually.
Kearl Oil Sands – Alberta
The Kearl Oil Sands project, developed by Imperial Oil, is a significant extraction operation in Alberta’s oil sands region. With a budget of $20 billion, it aims to produce over 200,000 barrels of oil per day. The facility, announced in 2021, will produce biomass-based fuel using locally sourced vegetable oils and low-carbon hydrogen, aiding Imperial in diversifying its petroleum-based portfolio as part of the energy transition, according to the company.
Quad Windsor Development – Montreal, Quebec
The Quad Windsor Development is a transformative urban renewal project in downtown Montreal. The $1.5 billion project will involve the construction of residential towers, office spaces, and retail outlets, is set for its first major phase to be completed by 2025. Located around Windsor Station, the development will revitalize the area and contribute to the city’s economic growth.
These projects span across various sectors, including infrastructure, renewable energy, urban development, and more, representing a broad range of advancements in Canadian construction and development.
Key Takeaways:
The Goose Harbour Lake Wind Farm will generate 168 MW of zero-emission electricity, reduce emissions by over 350,000 tonnes annually, and support Nova Scotia’s energy transition from coal to renewables. It also aids the economic well-being of the province by supplying electricity to Port Hawkesbury Paper, a key regional employer.
The Canada Infrastructure Bank (CIB) is supporting the 13 Mi’kmaw First Nations, represented by Wskijinu’k Mtmo’taqnuow Agency Ltd. (WMA), to acquire a 10% equity stake in the project through an Indigenous equity loan. This initiative ensures Indigenous participation and governance, granting a board position to the First Nations group.
Financed under CIB’s $10 billion Clean Power priority sector, the $224.2 million loan demonstrates strategic investment in large-scale renewable energy projects to address financing gaps.
The Whole Story:
The Canada Infrastructure Bank (CIB) is providing $224.2 million in loans to help Port Hawkesbury Paper Wind Ltd build a large-scale wind energy project and support 13 Mi’kmaw First Nations, through Wskijinu’k Mtmo’taqnuow Agency Ltd. (WMA), buy a 10% stake in the project.
The Goose Harbour Lake Wind Farm involves construction and installation of 24 Nordex N163-7.0MW cold climate turbines at a 118 metre hub height with anti-icing system blade technology, producing zero-emission, sustainable electricity generation capacity of 168 megawatts. The lead building team is RES Canada Construction LP.
The wind project will support Nova Scotia’s largest industrial user of electricity, Port Hawkesbury Paper and the provincial energy grid.
Government officials stated that the paper mill is a significant contributor to the economic well-being of Nova Scotia, and particularly the eastern region of the province. Economic impact studies confirmed the mill directly employs approximately 325 people, and contracts another 900 jobs, employing hundreds of forestry contractors and suppliers.
The project will create 150 jobs at peak of construction, up to five permanent jobs during the operations phase.
The Indigenous equity loan is the second to WMA, following a deal last year related to an energy storage project in Nova Scotia.
The wind farm is expected to reduce energy production emissions by more than 350,000 tonnes a year, equivalent to 2.4 per cent of Nova Scotia’s emissions in 2021, and help the province’s energy transition, moving from coal to renewables.
Commercial operations are expected to begin in 2026.
The project is being financed under the CIB’s $10 billion Clean Power priority sector, which is dedicated to addressing financing gaps in new projects such as renewables, district energy systems and energy storage.
“Our latest clean power investment in Nova Scotia supports sustainable economic development in the Atlantic province and the delivery of electricity to a paper mill which is a large Nova Scotia employer,” said Ehren Cory, CEO, Canada Infrastructure Bank. “The $203.9-million investment will help build one of Nova Scotia’s largest wind energy projects and support all First Nations in the province to buy a meaningful equity stake and have a voice through a board position in the project.”
The EllisDon Civil East team has expanded civil construction operations into the Atlantic region with a project win of the Musquodoboit Harbour Bridge Replacement Project.
This is the first major heavy civil project for EllisDon in the region.
“I’m very proud of the Atlantic and Civil East teams whose collaboration was key to successfully securing this milestone project. Here’s to announcing more project wins in the future,” Derek Love, Senior Vice President and Area Manager, EllisDon Civil Division, said of the milestone.
The Musquodoboit Harbour Bridge is located 40km east of Halifax on Hwy Trunk 7 (Marine Drive) over the Musquodoboit River.
The current structure of the Musquodoboit Harbour Bridge will be demolished and replaced by a new 48 metre long structure; the current bridge is only 45.7 metres. The new bridge will be made with structural steel I-girders, concrete spread footing, semi-integral concrete abutments, and a thin-slab concrete deck.
·Once completed, the new bridge will carry two lanes of traffic and a raised concrete pedestrian sidewalk. A temporary detour route adjacent to the work area will be constructed as the current traffic will need to be maintained.
Construction is slated to commence in early 2025.
Whether you want to hear the crack of a bat or a searing guitar solo, Canadian builders got you covered. Our appetite for live events is growing and the infrastructure designed to facilitiate it is growing with it. Check out some major projects underway to keep up with the pace.
BMO Field Expansion – Toronto, Ont.
To accommodate the 2026 FIFA World Cup, BMO Field will undergo a $37 million expansion led by contractor PCL Construction, with completion targeted by early 2026. The project includes 17,756 additional seats, increasing capacity to over 45,000, along with new suites and enhanced broadcast facilities. Temporary seating will balance cost efficiency with FIFA standards compliance.
BC Place Stadium Preparations – Vancouver, B.C.
As a host for seven FIFA World Cup matches, BC Place is set for upgrades worth $240–260 million. ETRO is overseeing the enhancements, focusing on seating, lighting, accessibility, and transport infrastructure. Completion is expected by 2025, ensuring the venue meets FIFA’s requirements while boosting Vancouver’s global event hosting capabilities.
Canada Games Complex Renovation and Expansion – Sydney, N.S.
Renovations and expansions are underway at the Canada Games Complex, with an expanded Nancy Dingwall Health and Counselling Centre at its core. Expected to complete by 2025, the project has a $20 million budget. The renovated space will include expanded space for health and counselling services for students through the Nancy Dingwall Health and Counselling Centre, a new fitness facility and a walking track for students and the community and the modernization of the Canada Games Complex. When not in use as an arena, renovation improvements will allow the convocation and convention space to host conferences, dinners and concerts.
Coronation Park Sports and Recreation Centre – Edmonton, Alta.
Scheduled for completion in 2026, this facility is being built by Clark Builders with a $50 million budget. The recreation center will feature new swimming facilities, gymnasiums, and community spaces, advancing Edmonton’s public infrastructure and emphasizing sustainable construction practices. The project has been advanced in partnership with the Alberta Velodrome Association and World Triathlon Series Edmonton. Along with a financial contribution, these partners have been engaged in facility design. Once complete, Coronation Park Sports and Recreation Centre will be seeking a Category Two facility standard designation by the Union Cycliste Internationale, the world governing body of cycling.
Scotia Place – Calgary, Alta.
This $800 million project is replacing the iconic Saddledome as the new home for the Calgary Flames. The day-to-day construction activities are managed by a joint venture between CANA Construction and Mortenson. The arena is slated for a 2027 opening. Key elements include modernized seating, premium suites, and community amenities, aiming to drive economic revitalization in Calgary’s downtown.
Rogers Stadium – Toronto, Ont.
Last fall, Live Nation Canada unveiled plans for Rogers Stadium, a new seasonal outdoor concert venue set to open in summer 2025 at YZD (formerly Downsview Airport Lands). With a capacity of 50,000, Rogers Stadium will become Toronto and the GTA’s largest purpose-built music venue hosting fans and artists from around the world.
Rogers Centre Renovation – Toronto, Ont.
The second phase of the $300+ million transformation of the Rogers Centre was led by PCL Construction, focusing on converting the 34-year-old stadium into a baseball-centric venue. Upgrades included revamped outfield seating, improved concessions, and new premium spaces. Structural demolition of the lower bowl saw an average of 350 workers were on-site daily. The process included removing and recycling 26.5 million pounds of concrete and three million pounds of steel. Field-level excavation resulting 780 truckloads of materials being removed from the Rogers Centre and 530 loads were brought in.
Calgary’s City Administration has concluded its investigation into the catastrophic failure of the Bearspaw South Feeder Main in June, identifying multiple contributing factors to the rupture.
The report, conducted by Associated Engineering, cites microcracking, chloride intrusion, and wire corrosion as primary causes, compounded by soil conditions in certain areas. The findings provide critical insights into the failure while ruling out other potential contributors, such as manufacturing defects or operational issues.
The pipe investigation, overseen by Associated Engineering, has determined that there are multiple contributing factors of the June 5 water pipe failure. This includes the breakage of a significant number of wires (known as prestress wires which are wrapped under significant tension around the pipe’s outer concrete core and are protected with cement mortar), resulting in a loss of the pipe’s ability to withstand pressure. Based on the investigation, it appears that the ruptured pipe experienced microcracking, or previous damage to the outer layer of the pipe, allowing soil contact with the prestress wires.
Overall findings at the site of the original break and the five “hot spots” include:
Microcracking: Some of the pipes had visible cracks and peeling in their mortar (outer layer of the pipe) when they were dug up, while others had mortar that was still in good condition.
Chloride levels in the mortar: Lab tests revealed that some damaged pipe sections had chlorides penetrate their mortar, but other pipes did not show any signs of this.
Pitting and corrosion: The wires that help keep the pipes strong showed severe damage, including deep pits, corrosion, and many brittle wire breaks.
Wire damage: There was evidence of two types of wire damage: hydrogen embrittlement and stress corrosion cracking. Both types of damage appear to be caused by chloride penetrating the mortar or small cracks in it.
Soil conditions: Soil testing around the feeder main showed some areas with high levels of chlorides. The cause of increased chloride levels requires further study.
The report further confirms factors that are not considered to have contributed:
There is no information indicating that the manufacturing standards applicable in 1975 were not followed. We note that these standards have evolved since this time, and that some of these changes may have extended the life of the pipe if they were in place in 1975.
There is no sign of corrosion caused by stray electrical currents.
The pump operations at the Bearspaw Water Treatment Plant and the connected secondary pump stations before the incident did not cause pressure issues that led to the failure.
A transient pressure event did not occur immediately before the rupture.
Live loading subsequent to the construction in 1975 is not believed to be a contributing factor.
“The findings from this investigation have provided valuable insights into the causes of the failure and the steps needed to prevent similar events in the future,” says Steve Wyton, Manager, Asset Management Planning. “Our priority now is planning for the long-term rehabilitation of the feeder main and implementing proactive measures to ensure a reliable and resilient water distribution system for Calgarians. By combining advanced monitoring technologies, contingency planning, and strategic investments, we’re taking meaningful steps to safeguard this critical infrastructure and support our city’s growing water needs.”
In early 2025, the City plans to provide interim updates on the progress of the feeder main’s redundancy and advancements in north and south water servicing options. Additionally, officials expect to deliver an implementation plan for the feeder main by mid-2025 to strengthen system redundancy.
Critical repairs for five bridges in Section 3 (Highway 427 to Humber River) will begin ahead of the main 2027-2031 rehabilitation timeline. This includes work funded by the Ontario government for Park Lawn Road and Mimico Creek overpasses and the City-funded repairs for Kipling Avenue and Islington Avenue bridges.
Construction on critical repairs will begin in Spring 2025 and use accelerated methods, including 24/7 work schedules, early completion incentives, and minimized lane closures.
The project includes careful scheduling, pausing construction during the FIFA World Cup in 2026 to manage increased traffic and aligning construction phases with the Ontario Food Terminal’s low season to reduce operational impacts.
The Whole Story:
The City of Toronto announced it will begin critical repair work on five bridges in spring 2025, as part of the next stage of the Gardiner Expressway Strategic Rehabilitation Plan.
Rehabilitation work on Section 3 of the Gardiner Expressway, which runs from Highway 427 to the Humber River, is scheduled to take place from 2027 to 2031. However, five bridges in Section 3 have been identified for an advanced start after condition assessments noted critical repairs that need to be completed ahead of the 2027-2031 timeline.
“The Gardiner is old and falling apart,” said Toronto Mayor Olivia Chow. “We must upgrade it to keep it safe and keep Toronto moving. We are working hard to ease congestion for those living and working in the area.”
The Ontario government will fund the replacement of the Gardiner Expressway overpasses at Park Lawn Road and Mimico Creek and the westbound on-ramp from Park Lawn Road over Mimico Creek as part of the Ontario-Toronto New Deal, which includes a provincial commitment to upload the Gardiner Expressway and the Don Valley Parkway to the Ontario government, subject to a third-party due diligence assessment. The City will fund repairs to the Kipling Avenue and Islington Avenue bridges over the Gardiner Expressway.
The contract for the bridge repairs will be advertised in early January so that work can begin in spring 2025. Construction will be paused from May to July 2026 to accommodate the increased traffic anticipated during the FIFA World Cup and is expected to be completed by December 2026.
This project will incorporate acceleration measures and congestion management tools from the current work on Section 2 of the Gardiner Expressway between Dufferin Street and Strachan Avenue, including early completion incentives, enabling crews to work up to 24 hours a day, seven days a week as required to meet the compressed construction timelines, temporary turning lane modifications and other construction and traffic management measures.
Extensive work was done during the design phase to ensure lane closures are kept to a minimum. The City is anticipating the following lane and ramp restrictions during phases of the bridge repair work:
Eastbound Gardiner Expressway lanes from Mimico Creek to Park Lawn Road will be narrowed with no lane reductions.
Westbound Gardiner Expressway from Park Lawn Road to Mimico Creek will be reduced from four lanes to three lanes (for approximately one year).
Park Lawn Road, where it passes under the Gardiner Expressway, will be reduced to a single lane for an estimated two-month period in each direction.
Kipling Avenue and Islington Avenue will be reduced from six lanes to four lanes where they pass over the Gardiner Expressway (for approximately eight months).
Full closure of the Park Lawn Road on-ramp to westbound Gardiner Expressway (November 2025 to April 2026).
The City stated that it is working closely with the nearby Ontario Food Terminal to minimize impact to its operations, which are vital to food distribution across Ontario, by aligning the construction schedule with the low season at the Terminal and providing a dedicated detour route for the Terminal’s truck traffic.
Construction on Section 2 of the Gardiner Expressway Rehabilitation Plan (Dufferin Street to Strachan Avenue) began in November 2023 with the first lane closures in March 2024. In July 2024, the City and Province announced plans to accelerate the construction work to move the construction completion date from April 2027 to at least April 2026.
Stage 1 of the Gardiner Expressway Section 2 rehabilitation work was completed four months ahead of the original, pre-acceleration schedule, helping to meet the revised April 2026 accelerated timeline.
More information about the Gardiner Expressway Strategic Rehabilitation Plan is on the City’s website.
Key Takeaways:
The Ontario government is assuming responsibility for the maintenance of the Thousand Islands Parkway, relieving the St. Lawrence Parks Commission (SLPC) of associated costs. This allows the SLPC to focus resources on improving parks, trails, campsites, and other amenities for residents, commuters, and tourists.
Ontario is investing $27.5 million to resurface 17 kilometers of Highway 401 between Mallorytown and Brockville, including culvert repairs, lighting upgrades, and underpass rehabilitation. These improvements prepare for the future widening of Highway 401 and enhance safety and efficiency in the region’s infrastructure.
The Thousand Islands Parkway and Highway 401 improvements ensure continued support for eastern Ontario’s tourism and transportation needs, accommodating significant daily traffic and facilitating access to the region.
The Whole Story:
The Ontario government is taking over direct responsibility for annual maintenance and rehabilitation of the Thousand Islands Parkway to protect local communities from the rising costs of upkeep and ensure the 40-kilometre scenic parkway remains in good repair.
The transfer of additional maintenance responsibilities and costs from the St. Lawrence Parks Commission (SLPC) to the Ministry of Transportation (MTO) is intended to free up critical resources and funds.
“The Thousand Islands Parkway is a landmark destination that countless families, businesses, and tourists rely on to see the best of eastern Ontario,” said Prabmeet Sarkaria, Minister of Transportation. “That is why we are stepping up our support for the St. Lawrence Parks Commission so that they can focus more of their resources on restoring trails, campsites, and other amenities, improving the visitor experience for everyone.”
Under an expanded memorandum of understanding (MOU), MTO will cover maintenance and infrastructure costs and conduct a full review of the Parkway, providing SLPC with recommendations to improve management of the corridor. In addition, the province is working with SLPC on an agreement to provide support for managing the Long Sault Parkway, located between Ingleside and Long Sault.
“I am very pleased with the expanded agreement between the Ministry of Transportation and the St. Lawrence Parks Commission,” said the Honourable Bob Runciman, chairperson of the St. Lawrence Parks Commission. “This agreement will markedly improve the maintenance and operational oversight of the Thousand Islands Parkway and Long Sault Parkway. The enhanced agreement ensures the safety and efficiency of our road infrastructure while enabling the St. Lawrence Parks Commission to reinvest in our parks and historic attractions, benefiting both residents and visitors to our region.”
Additionally, the Ontario government is investing $27.5 million to resurface nearly 17 kilometres of Highway 401 between Mallorytown and Brockville. The investment will also include culvert repairs and replacements, new lighting at the County Road 2 ramp terminals, and rehabilitation of the Mallorytown Road underpass to accommodate the future widening of Highway 401.
“Today’s announcement ensures the Thousand Islands Parkway will remain a vital link connecting visitors to one of Ontario’s most renowned tourist destinations – the world famous 1000 Islands,” said Steve Clark, MPP for Leeds-Grenville-Thousand Islands and Rideau Lakes. “This will allow the St. Lawrence Parks Commission to focus resources on its parks, campgrounds, and other attractions that play an important part in our region’s tourism economy and the quality of life our residents enjoy. I also welcome today’s investment of $27.5 million for improvements to Highway 401 as we continue to prepare for the future expansion of the highway.”
The eastern corridor of Highway 401 accommodates approximately 120,000 vehicles and 10,000 trucks carrying $380 million in goods each day. Ontario recently finished work on the Highway 49 Bay of Quinte Skyway Bridge and awarded a contract to resurface sections of Highway 401 near Kingston.
A 19-kilometer tramway network with 29 stations is planned for Quebec City, connecting key areas like Parliament Hill and Université Laval. The $7.6 billion project aims to improve transit quality, reduce travel times, and boost economic growth through increased productivity, real estate development, and job creation.
Construction is scheduled to begin in summer 2027, with the tramway opening to the public in 2033. The project is part of the broader CITÉ Plan, which envisions 100 kilometers of transit corridors and significant housing and employment opportunities.
CDPQ Infra has issued a procurement notice to ensure fair and transparent participation of local and international companies, with progressive design-build (PDB) as the project delivery model. An information session will be held on February 19, 2025, in Quebec City.
The Whole Story:
CDPQ Infra has announced the publication of a procurement notice as part of the TramCité project to enable the industry to properly prepare for the various phases of the procurement processes of the major project.
The TramCité project is a modern tramway initiative planned for Quebec City, featuring a 19-kilometer network with 29 stations that will connect key areas such as Le Gendre, Sainte-Foy, Université Laval, Parliament Hill, Saint-Roch, and Charlesbourg.
With an estimated cost of $7.6 billion, construction is scheduled to begin in summer 2027, with the tramway expected to open to the public in 2033. The project aims to enhance public transit quality in busy areas, reduce travel times, optimize traffic flow, and stimulate real estate development, ultimately boosting productivity and employment in the region.
It is anticipated to generate significant economic benefits during its construction phase. TramCité is part of the larger CITÉ Plan, which envisions creating 100 kilometers of public transit corridors in three phases and is expected to facilitate the development of over 15,000 housing units along its route while creating approximately 4,000 direct and indirect jobs over at least five years.
CDPQ Infra invites local and international companies to learn about the procurement processes for this project, which will be developed in progressive design-build (PDB) mode. Construction shall begin in 2027, with commissioning in 2033.
Procurement process governance and requirements will comply with industry best practices and with CDPQ Infra’s procurement policies in order to ensure fair, transparent and impartial treatment of all stakeholders. An information session will be held in Québec City on February 19, 2025 from 10:00 a.m. to 12:00 p.m.
For more information on the TramCité project and to read the procurement notice, visit CDPQ Infra’s website at this link.
How much easily developable land is right under our nose? Researchers like Rudrasen Sheorey are trying to find out. The urban analyst and his collegues have been digging into the potential of publicly owned land and how much of a dent it could make in Canada’s housing crisis. Sheorey and his collegues at the University of British Columbia found that a handful of cities have enough underused land owned by federal, provincial and municipal governments to build homes for more than one million people.
We caught up with Sheorey to learn more about his analysis of publicly owned land and what could be done to activiate it.
SiteNews: Give us an idea of how much potential housing could be built on Canada’s public land currently.
Sheorey: It’s important to understand potential for housing has to be quantified. If we wanted to, we could build anywhere on open lands far away from major centers. This study focused on lands that have development potential, (ie have servicing, built next to existing infrastructure). The analysis across 10 major cities showed that of the about 3971 properties 856 were developable. These sites could accommodate about 35,999,336 sqm of built area that could house about 1,061,712. OVER 1 MILLION PEOPLE.
Tell me about how you and the other researchers developed the method to determine housing yields.
To determine housing yields, we developed a systematic seven-step methodology to evaluate and prioritize the development potential of government-owned land parcels across Canadian cities. This approach involved analyzing key factors such as site size, proximity to infrastructure, and current utilization levels to effectively assess and classify parcels.
Site Size Classification: Government-owned land parcels were grouped by size to enable consistent and comparable analysis.
Amenity Score Classification: Amenity scores were assigned based on the proximity of sites to key existing infrastructure and services.
FSR Calculation: Floor Space Ratio (FSR) values were calculated using a Comparable Building Database. This database included projects from major cities that demonstrated high standards of livability and served as benchmarks for appropriate density on well-serviced parcels.
Correlation of FSR with Amenity Scores: Derived FSR values were correlated with amenity and density scores to quantify the development potential of parcels based on their amenity levels.
FSR Matrix Development: An FSR Matrix was created to link site size and amenity scores to achievable FSR values. This matrix was applied to calculate the total gross floor area (GFA) for all parcels, enabling the classification of sites into priority tiers based on their suitability for development.
Using data from the Housing Assessment Resource Tools (HART) project at UBC, we focused on federal land data from cities including Toronto, Calgary, Edmonton, and Ottawa. By integrating parcel characteristics, amenity scores, and calculated FSR values, we quantified potential residential floor space and estimated the number of homes and individuals each site could accommodate.
What are some of the advantages of utilizing public land?
These lands offer a significant opportunity for housing development as they are publicly owned and can be repurposed more efficiently than acquiring private land. Acquiring private land typically involves negotiating a purchase at market value with the landowner, who must also be willing to sell that specific parcel or parcel. An example of using public lands for affordable housing has recently been demonstrated by the Federal Lands Initiative where the federal government has provided land at no cost to organizations that can build affordable housing on these lands. Here are some advantages that public lands provide.
Zoning: The government can often expedite public lands and bypass municipal bottlenecks. This is because governments can directly develop these lands. An example we can see is the setting up of Special Planning areas in Halifax where the province can directly make decisions related to zoning in these areas.
Location: These lands are often located in prime locations, with access to existing transit and public infrastructure making them ideal for adding density. This also means that local infrastructure would require little to no upgrades, enabling development to proceed with fewer barriers.
Maximizing underutilization of land: Many of these lands contain existing buildings that underutilize the true developable potential of the site. For example, the post office located at 2405 Pine Street in Vancouver is on the Broadway corridor where similar land parcels are being developed to a height of 30 stories, while the post office building is just three stories. There are several such sites located in prime locations in Vancouver and Toronto that could be developed into housing that currently only have one- or two-storey buildings located on them.
Cost of Land: With the government using land that they already own, they can roll in land at no cost to mitigate inflated land costs and enable these savings to be reflected in delivering more affordability.
What prompted you to start investigating the potential of public land?
When exploring solutions for affordable housing, a key discussion emerged around placing appropriate densities in neighborhoods that already have established services and amenities. A particularly striking example is the Cambie Corridor along the Canada Line in Vancouver.
I examined the buildings near King Edward Station, which are capped at a maximum height of 6 to 8 stories, compared to the Marine Gateway area, where 30-story towers dominate the skyline. Both locations benefit from similar levels of infrastructure and amenities, yet Marine Gateway houses significantly more people for the same level of public investment in infrastructure.
This disparity, coupled with rising land prices, sparked a conversation about leveraging publicly owned land for housing development to address the current housing crisis. As private land development becomes increasingly expensive and challenging to secure, the need to investigate the potential of public land for affordable housing came into the conversation.
Define what you and your colleagues mean when you call property “lazy”.
As highlighted above, a key factor in addressing housing challenges is maximizing the potential of available land. Taking the example of King Edward Station, it is evident that instead of limiting development to 5 or 6 stories, these land parcels could support greater density without straining existing infrastructure.
In examining public land parcels, we focused on identifying those that are underutilized, or what we refer to as “lazy land.” Lazy land is defined as land that fails to make the most of its developable potential. For instance, the post office located at 2405 Pine Street in Vancouver sits on the Broadway Corridor, where nearby parcels are being developed into 30-story buildings. Yet, the post office remains a mere three stories.
There are numerous government-owned land sites like this, often located in the heart of dense urban neighborhoods. These sites are typically characterized by low-density developments and large, underutilized parking lots. This underutilization highlights their status as “lazy land,” demonstrating a significant opportunity to unlock their potential for higher-density housing and better land use.
I understand that you were unable to get land data from some parts of the country. Could the potential of public land actually be even higher?
This study focuses on 10 cities in Canada, but it’s important to note that provincial land data was unavailable for Calgary and Edmonton. If all developable government-owned land parcels were included, the potential number of homes could be significantly higher.
The current estimate of housing for 1 million people is based solely on parcels that already have access to servicing and infrastructure. It excludes parcels with very limited service or infrastructure access, which represents additional untapped potential.
This highlights the need for increased investment in infrastructure developments such as water, sanitation, and transportation—not only to unlock the potential of underutilized public land but also to make private land more viable for development. Expanding infrastructure access is key to addressing housing challenges on a larger scale.
What makes a public piece of land most suitable for housing development?
The suitability of land for development is determined by using amenity scores, which measure access to key services and infrastructure. These scores are derived from the Proximity Measure Database (Statistics Canada) and the Canada Mortgage and Housing Corporation (CMHC), assessing factors like proximity to childcare, schools, healthcare, parks, grocery stores, public transit, and more.
The scoring system assigns up to 20 points based on walking distance to these amenities:
Childcare (1)
Primary schools (1)
Secondary schools (1)
Healthcare (2)
Pharmacies (2)
Parks (3)
Grocery stores (4)
Public transit (4)
Libraries (1)
Community & recreation services (1)
The higher the amenity score, the greater the site’s suitability for development. Sites with higher scores leverage existing infrastructure more effectively, allowing for additional housing with minimal upgrades to current systems. This approach maximizes the potential of underutilized “lazy land.” Public land sites were categorized into three Amenity Score Classes based on their scores.
High Amenity (16–20 points): Well-served by public transit and multiple amenities, ideal for higher-density development.
Medium Amenity (11–15 points): Served by several public amenities but may lack high-frequency transit or abundant grocery access.
Low Amenity (1–10 points): Limited access to critical amenities, making them less suitable for development.
For this study, only High and Medium Amenity sites were considered, as they are best positioned for immediate development potential.
Did anything surprise you or jump out to you when you began to get the results of this research?
One of the most surprising takeaways from the study was the enormous housing potential that exists on government-owned lands across Canada. In just 10 cities, we identified the capacity to house 1 million people. This striking figure highlights the untapped opportunity for the government to introduce policies and measures that could unlock a significant portion of these lands for development.
The scope and quality of the opportunities make this discovery particularly compelling. Many of these properties are owned by institutions like Canada Post and the Canada Revenue Agency, and a substantial proportion, around 40%, are in high-amenity areas with existing public infrastructure. These are precisely the kinds of locations where new housing can have the greatest impact, as they are already well-connected and equipped to support thriving communities.
The findings underscore the importance of elevating this discussion around utilizing government lands for housing. By focusing on properties classified in Priority Classes 1 to 4—those with medium to high amenity scores—the research demonstrates a valid and realistic pathway for addressing Canada’s housing supply challenges. Seeing the scale and potential of these opportunities has been truly eye-opening and underscores the critical need to act on this untapped resource.
The Government of Canada launched the Canada Public Land Bank in August 2024 as part of its Public Lands for Homes Plan. Give me your analysis of the government’s efforts to utilize these public properties. Could more be done to unlock them?
The Government of Canada’s launch of the Canada Public Land Bank under the Public Lands for Homes Plan in August 2024 is a commendable initiative that recognizes the significant potential of public properties for addressing Canada’s housing crisis. Measures such as 99-year leases with affordability requirements and the creation of a federal property registry for potential development are steps in the right direction. However, several challenges and areas for improvement remain:
Key Challenges and Recommendations:
Zoning Clarity and Predictability A lack of clear and consistent zoning plans for public lands often hampers their development potential. For private developers, this creates uncertainty and financial risk, as zoning conditions may change mid-project, leading to delays and cost overruns. To address this:
Clear zoning frameworks and development conditions should be established upfront for all properties.
Priority should be given to projects with significant upzoning potential and clearly defined density targets, making these projects financially viable and attractive to private developers.
Inter-Agency Coordination Many high-potential development sites are managed by federal agencies like Canada Post and the CRA. These agencies require transitional plans to maintain operations while housing developments proceed.
Collaboration across federal departments is essential to create actionable strategies that allow agencies to maintain core functions during and after the redevelopment process.
Solutions such as allocating space for ongoing agency operations within redeveloped properties should be integrated into development plans.
Financial Feasibility and Developer Incentives While rolling in land costs through leasing models is a positive step to lower development barriers, land cost is only one factor in the larger development equation. Construction costs, regulatory delays, and insufficient density allowances remain significant hurdles.
Governments must introduce transparent and streamlined permitting processes to reduce delays.
Incentives, such as grants or tax abatements, should be offered to private developers willing to include affordable housing or family-oriented units.
Collaboration with the private sector should focus on creating a balanced financial model, acknowledging developers’ economic realities to ensure scalability and sustainability.
Expanding the Scope of Public Land Development While the current registry lists some promising sites, expanding the scope of lands available for housing, especially underutilized urban properties like post offices, is critical. Proactively identifying more federal, provincial, and municipal properties for redevelopment will further boost the potential impact of the program.
What do you think is the biggest takeaway from your research for Canadians and the construction sector?
The key takeaway for the sector is that significant housing density can be added to existing Canadian cities without overburdening current infrastructure and public amenities. The most surprising finding was the immense housing potential: over 1 million people could be accommodated using just a small fraction of public land in major cities.
This highlights the urgent need for targeted policy measures to unlock these public lands for development, positioning them as a vital, untapped resource to address Canada’s housing crisis. Public lands, unlike private lands, face fewer challenges—particularly in terms of zoning—making them a more straightforward solution to a public issue like housing shortages.
For the construction industry, a major emerging focus will be on mixed-use, multifamily, and higher-density developments. Building more homes within existing urban centers, while optimizing the use of current infrastructure, will be a crucial strategy moving forward.
This research is a step in the right direction, demonstrating that solutions to Canada’s housing crisis are there and it underscores the critical role the government and the private construction sector will play in building these homes, providing much-needed housing for millions of Canadians
Key Takeaways:
Calgary officials estimate the revised Green Line LRT alignment would cost $7.5 billion, $1.3 billion more than Alberta’s $6.2 billion estimate due to additional costs and risks identified by the city.
The project faced significant hurdles, including the Alberta government withdrawing its $1.53 billion funding commitment in September 2024, citing concerns over rising costs and a reduced project scope. This forced the city to temporarily wind down the project, with associated costs estimated at $2.1 billion.
In October 2024, Calgary and Alberta’s government reached an agreement to proceed with Phase 1 of the Green Line, focusing on a segment from 4th Street S.E. to Shepard, highlighting ongoing efforts to advance the project despite earlier challenges.
The Whole Story:
Calgary officials say the province’s revised Green Line LRT alignment would cost $7.5 billion, $1.3 billion more than Alberta’s estimate.
The city has conducted an analysis of costs and risks for its Green Line Project included in the confidential report provided by the Province of Alberta, on their new elevated downtown alignment, from the Elbow River to 7 Avenue S.W.
Based on the $6.2 billion rough order of magnitude estimate provided by AECOM, the province’s external consultant, the city says it has identified $1.3 billion in known costs and risks that were not included in their work.
At $7.5 billion, this exceeds the $7.2 billion cost estimate, based on the city’s 60% design for the Shepard to Eau Claire tunneled alignment, presented in July 2024.
As the report remains confidential, the details of the analysis will be included as part of further negotiations and decisions within the Reimagined Green Line Working Group.
The alignment is only one component of the due diligence that the city needs to undertake before making a decision on a reimagined Green Line.
The city says it remains committed to working collaboratively with the Province of Alberta towards a solution that delivers for Calgarians.
Calgary Mayor Jyoti Gondek stated on Tuesday that AECOM’s report lacks critical details about costs that have already been invested in the project. She emphasized that Calgarians must understand the province’s proposal before council can agree to the new plan, noting that downtown residents and businesses remain unaware of the potential impact of the revised alignment.
“We’ve been very clear that risk is a very real issue for our city, and we’ve been very clear that we think there’s some errors with the numbers,” Gondek said.
“We’re trying to be as transparent as we can in indicating what it is that we need to discuss further. If the province chooses to walk away now, if they choose to take their funding and kill this project for a second time, that’s on them. We’re still here.”
Initially proposed as the city’s largest infrastructure project, the Green Line was meant to be a significant expansion of Calgary’s public transit system. However, it has faced numerous challenges, especially regarding its financing. The project’s costs have escalated over time.
In September 2024, the situation reached a critical point when Alberta decided to withdraw its $1.53 billion funding commitment. This decision was based on concerns about the project’s rising costs and reduced scope, with Transportation Minister Devin Dreeshen calling it a “multibillion-dollar boondoggle”.
The funding withdrawal left the City of Calgary unable to afford the project, forcing the city council to vote for winding down the Green Line. The wind-down costs were estimated to be at least $2.1 billion, including $1.3 billion already spent and an additional $850 million needed to wrap up the project.
In October it was announced that the City of Calgary and Alberta’s Government had reached an agreement to move ahead with Phase 1 of the Green Line LRT project, extending the line from 4th Street S.E. to Shepard.
Key Takeaways:
The Ontario government has awarded a contract for tree clearing along the planned west section of the Bradford Bypass. This preparatory work will streamline utility relocations and pave the way for further construction.
Gridlock in Ontario costs the economy $56 billion annually and significantly affects commuters’ quality of life. The 16.3-kilometre bypass, connecting Highways 404 and 400, is expected to save commuters 35 minutes per trip, improve travel times, reduce congestion, and support economic growth with up to 2,200 jobs annually during construction and a $286 million contribution to Ontario’s GDP
Recent milestones include awarding design and construction management contracts, building a connecting lane on Highway 400, and completing a bridge at Simcoe County Road 4.
The Whole Story:
The Ontario government is advancing work on the Bradford Bypass through the award of a contract for tree clearing, which is now underway. Crews are clearing a path along the planned route for the highway’s west section, marking another milestone in the province’s plan to tackle gridlock and give drivers across York Region and Simcoe County more time to spend with their families each day.
“Gridlock is not only increasing the prices of items on store shelves – it’s dramatically impacting the quality of life for families, workers and millions of people across Ontario, which is why it’s so important to build critical new highway projects like this one,” said Prabmeet Sarkaria, Minister of Transportation. “Over the past year, we’ve made major progress in our plan to build the Bradford Bypass, including historic legislation that will help prioritize this project, along with key construction and design milestones. We’re going to get it done so we can get drivers out of traffic once and for all.”
Crews have begun removing trees between Highway 400 and Simcoe County Road 4, with work expected to be completed in the new year. This work will help streamline utility relocations and clear a path as work continues on the Bradford Bypass.
A new report from the Canadian Centre for Economic Analysis finds gridlock in Ontario is significantly impacting commuters’ quality of life and costing the economy $56 billion a year, further emphasizing the need to move forward on the province’s $28 billion plan to build, repair and upgrade critical highway and road infrastructure projects like the Bradford Bypass.
“The Bradford Bypass is a much-needed addition to Ontario’s transportation network,” said James Leduc, Mayor of Bradford West Gwillimbury. “This new route will ease congestion, improve travel times, and provide a safer, more efficient way for drivers to navigate our growing region. By streamlining travel for residents of Simcoe County and cottage-goers alike, the bypass will improve access to key destinations, benefiting both local communities and visitors.”
Earlier this year, the province awarded a contract for the detail design of the west section of Bradford Bypass, as well as a contract for a construction manager to join the existing design team to help ensure quality control, safety and delivery of the west section of the bypass. In July, crews began building a lane on Highway 400 that will connect to the future Bradford Bypass. A new bridge was recently completed at Simcoe County Road 4 to keep traffic moving in West Gwillimbury while Bradford Bypass is under construction.
Once complete, the 16.3-kilometre Bradford Bypass will connect Highway 404 in the east to Highway 400 in the west and will help save commuters 35 minutes of driving each way. During construction, the project is expected to support up to 2,200 jobs annually and contribute up to $286 million to Ontario’s GDP.
