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Brantford Megaproject

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PROPERTY REPORT / MIXED USE

Brantford's newest favourite son?
A hockey legend's hometown pins renewal hopes on $500-million mega-complex
GREG MCMILLAN

Special to The Globe and Mail

BRANTFORD, ONT. -- Memories die hard, especially in Brantford, where residents still talk about the devastating economic hit that occurred two decades ago with the loss of three major employers and the thousands of jobs that went with them.

Plant closings of Massey-Ferguson, Harding Carpet and White Farm Equipment threw the city into a nightmarish tailspin, but plans for a $500-million commercial and industrial mega-complex are making locals forget all the woes of the past.

"We are all hoping this dream becomes a reality," said Dave Levac, MPP for Brantford. "I see this project as being on the edge of some really great things."

Indeed, this city 100 kilometres west of Toronto has been buzzing since Brantford's King & Benton Development Corp. unveiled the proposed development, which will include an industrial park and retail power centre located on a 427-acre parcel of land at Highway 403 and Oak Park Road. The industrial component of the site covers about 300 acres.

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One of the largest single land transactions in Canada this year, the project -- when up and running -- is expected to generate 5,000 jobs. And the size, scope and vision shown by King & Benton has created a stir in Brantford.

If it comes to be, it certainly will be welcome relief for Brantford. By the early 1990s, after the plant closings, and the crippling unemployment that followed, Brantford had become one of the most economically depressed cities in Canada, clinging to the fame of local icons, such as hockey star Wayne Gretzky and telephone inventor Alexander Graham Bell, as it tried to maintain a positive identity.

But the completion of the Ancaster to Brantford section of Highway 403 in 1997 sparked a turnaround by providing easier access to Toronto and a seamless route through Southern Ontario between Buffalo and Detroit. As well, a lack of space in Toronto and surrounding areas led to the expansion of commercial and industrial construction to the west. Two years ago, Ferrero Group, an international confectionery giant, and Procter & Gamble Inc. took advantage of the convenient location and established production facilities in Brantford.

The new Oak Park complex is considered part of a giant step forward. Steve Charest, president of King & Benton, said the site will include 4.7 million square feet of prestige industrial buildings, an 800,000-square-foot commercial component containing several big-box stores and offices, a hotel and "an aesthetically pleasing village setting that will invite shoppers to sit among the trees, browse and shop to their hearts' content."

Mr. Charest will be announcing the project's global partners and initial tenants within the month.

He said the complex, combined with Brantford's Northwest Business Park on the opposite side of Highway 403, will help to create a new economic hub in Southern Ontario. For example, in 2008, a Toyota operation is scheduled to open in Woodstock, 40 kilometres to the west, and the plant will need off-site support.

Mr. Charest is passionate about the viability and potential for the complex, especially since a power centre has been added to the mix.

King & Benton doesn't want to take business away from existing retail stores in Brantford, Mr. Charest said. Just the opposite: "We want to bring new businesses to Brantford that will keep local shopping dollars in the community."

To assess local public opinion, King & Benton polled residents, asking them to name the kinds of stores they would like to see at Oak Park, so they would not have to travel away from the city to make certain kinds of purchases. Chapters and Costco were the top two responses, followed by Linens 'n Things, IKEA, Old Navy, a cinema complex and a factory outlet.

MPP Mr. Levac, a long-time supporter of King & Benton and its community involvement, said the province has taken steps to ensure upgrading of a Highway 403 interchange will be in place and not serve as an impediment to the project. He pointed out that millions of dollars now leave Brantford and Brant County because of the lack of a power centre. "We could reverse that."

But Mr. Charest explained that keeping shopping dollars in Brantford is only one of the benefits of the proposed complex. He said the creation of jobs would inject $150-million annually into the local economy, and increased tax revenue from industrial and commercial assessment would also have a big impact.

"We're excited about what it means for the community," he said. "We're excited about what it does for jobs, investment and that it provides an opportunity for Brantford [residents] to stand on the roofs and announce 'we're back.' "

Prior to embracing the Oak Park project, King & Benton completed a series of brownfield reclamation projects in Brantford, including one that turned an abandoned 350,000-square-foot Harding Carpet factory into a business centre. Another saw the conversion of a former dry cleaning plant into a YM-YWCA family program centre.

"My favourite business development project is definitely going to be Oak Park," Mr. Charest said. "The residents of this community now know that they can contribute, that they have a voice. That's very powerful stuff and with that realization, we can move forward."

The site is being converted from a 427-acre gravel pit. That process includes redeveloping the uneven land, improving the highway interchange and construction of the buildings, which is all expected to commence in the next few months.

King & Benton has also had to carry out negotiations with the city over water and sewer services, as well as the question of development charges.

Stephen Naylor, director of current planning for the City of Brantford, confirmed that some financial matters, including cost-sharing arrangements, "are still under discussion."

Final agreements are expected to be dealt with shortly. There was some concern from both sides that the process could be delayed if there was shift in power following the recent municipal elections, but those fears were seemingly allayed when Mayor Mike Hancock, who had been dealing with the Oak Park project since its inception, was re-elected in recent municipal elections.

Ron Jansen, associate vice-president for commercial real estate consulting group Colliers International, is a big believer in the positive effect the King & Benton development will have on the Brantford area.

"The province has designated Brantford as a growth area and, in the last five years, the city has had quite a dynamic period," Mr. Jansen said. "There is good momentum buildup and the key to keeping that momentum alive is the King & Benton project. The main positive I see is that it will increase Brantford's diversity. Brantford's accessibility is perfect, both to the GTA and the United States."

And now King & Benton is ready to move ahead.

"This project represents a turning point in Brantford's history," Mr. Charest said. "We can't wait to get going."

By the numbers

Here's how the King & Benton project stacks up:

5,000

new jobs created with an estimated $150-million in payroll

300

acres industrial, including 4.7 million square feet of buildings

80

acres commercial, including 800,000-square-foot power centre and office buildings

4

acres donated to the SPCA by the developer

SOURCE: KING & BENTON
 
Brantford sprawl

A classic booster article for low density sprawl in the exurbs (Bets on how long before Brantford becomes Brampton or worse).

The story doesn't mention that the megadevelopment site is a mile west of the expanding western edge of Brantford and surrounded by farms.

The next article (similar location) explains why developers use their influence to push politicians to subsidize the freeways whose unstated purpose is to spread growth outwards along their offramps in all directions away from urban areas served by transit.
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www.mississauga.com/mi/bu...5741c.html

BUSINESS TIMES
Business Times Serving The Communities of Cambridge, Guelph, Kitchener and Waterloo
A land rush comes to Waterloo Region
City file


John MacDonald
Nov 21, 2006

Not since the construction of the Conestoga Parkway has there been such scope for creativity and intelligence in pursuit of real estate profit
Planning for a north-south rail transit system is already well underway in Waterloo Region. Leaving aside the merits of underground, at-grade, and overhead solutions, and the particulars of its twists and turns both physical and political, let's look the bull square in the eye.

Some cowboys and girls are going to get very rich. Not the Bombardiers and the concrete contractors, though they'll rope in their share. I'm talking Land! Prime real estate! And let's be clear. This is a very good thing, if we handle it right.

Much like North York's Sheppard subway line (and even as of 2002, its $2 of private investment for every dollar of construction cost), the transit project will mean a fundamental shift of real estate values across the Region. Government can harness these forces in favour of the urban so as to preserve the rural. In fact, it might be our only chance.

We haven't come so far in 150 years. As the Canadian Pacific railroad struck out across the prairies, small towns, river crossings, and pinheads on maps all clamoured for a place on the route. The railroad company itself marshalled its landholdings astride the track for maximum returns.

Stories of lobbying, politicking and outright chicanery abound. Even today, any public infrastructure project more than a mile long (be it highway, sewer, or airport runway) means a wild west of development opportunity. For instance, the new "restricted access" Highway 7 between Kitchener and Guelph will open up significant lands for development by taking traffic and exposure from Victoria and Woodlawn respectively, and placing them in a strip of easily developed farmland.

Regardless of the rhetoric, the pressure for development is going to be intense and inexorable, at the format and scale now surrounding Highway 400 south of Barrie, at Highway 8 and the 401, and locations too innumerable to count.

The temptation for powerful players to harness commuter traffic in Township settings rather than within City bounds will lead to large scale development halfway between the two Cities, even if courtesy of the Ontario Municipal Board. Smart Growth be damned!

A number of citizens and organisations decry the highway solution, citing evidence for the cost-effectiveness of a rail connection for commuters between the two cities. There's only one problem with such a solution. The public investment for rail means everyone is on the train! No chance to cut the commuter out of the herd and into a plaza, a Tim's, or a 200,000 square foot anchor for the mother of all power centres.

Time was, property adjacent a rail line was a must for economic production, and thus valuable for its location.

The underutilised industrial buildings and brownfield sites in our historic city-centres are the legacy of our shift away from rail.

Many decades back our provincial government unhitched the industry-rail connection through investment in our major highway system. Today, goods are effectively and efficiently moved by a trucking industry that uses this infrastructure in competition and as a complement to private rail.

Millions of acres adjacent to these highways have been developed for industrial use, and billions of dollars made. The 400 series highways are an economic lifeline for southern Ontario, allowing flexible and timely service from supplier to manufacturer. Only the price of gas will wean us from them.

A task of today's rail line advocates is to prove that similar money can be made with rail solutions, so that the land development industry can swing behind their efforts. For better or worse, development is an offspring sired by infrastructure crossed with land. A commuter line between Kitchener and Guelph offers little potential for the breed.

In contrast to the inevitable logic of the east-west highways, Waterloo Region's north-south light rail transit scheme has a seductive air indeed.

Using the politicians' own rhetoric about "relieving congestion" that all too often accompanies use of the public purse for private gain; we have an opportunity to create new and exciting development opportunities at each stop in the corridor.

Not since the construction of the Conestoga Parkway has there been such scope for creativity and intelligence in pursuit of real estate profit. Rail transit advocates can rightly point to the prohibitive cost of a new north-south expressway through Cambridge, Kitchener, and Waterloo; unless it is routed through farmland to the east or west of the built-up corridor. The railroaders can brand the politicians with the folly of such planning in light of the Smart Growth rhetoric, and will likely need to as Highway 424 creeps northward into provincial reality.

If Waterloo Region can harness the drive and ingenuity of the development industry in the pursuit of density at each transit stop, we will succeed in directing growth in a sustainable fashion, with some small hope for the preservation of the rural heritage which we hold so dear. Local government may have a fighting chance to withstand the intense pressure that Smart Growth is beginning to generate. The choice will have to be made: do we support our development industry on farmland and the life-giving moraines, or provide large-scale opportunity on underutilised brownfield sites within our existing footprint?

Bus service will not change the real estate map. Only the bold vision and captive stations of the rail option will attract the development effort required for Smart Growth to succeed. The location of major transit stops should be cast in stone as soon as possible so that speculation can begin. Zoning densities and planning for municipal services must reinforce the choices. Locating stops near major public land holdings and expropriations will allow the taxpayer to participate in the bonanza.

Ladies and gentlemen, mount your wagons! Let's ride!
 
Re: Brantford sprawl

Highway 424 is on the books officially at the MTO.

Yeah, it's nice to see Brantford on the rebound, but this will do nothing for the worst downtown in Ontario, or the huge brownfields of the former White Farm and Massey Ferguson (thank you, Conrad Black) operations. Brantford tried in the 80s to revitalize its CBD with a mall. It failed miserably. It tried again with a charity casino. Also a major failure. I guess 403 auto and truck dependant development is their latest try.

Highway 7 between K-W and Guelph needs to be widened, and is long overdue. Four laning would be adequate, the expressway proposal connecting the Hanlon and the Conestoga is a bit too much, expecially as there is almost nothing along Highway 7 itself that's in the way.
 

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