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  #561  
Old Posted Nov 26, 2024, 12:24 AM
MarkR MarkR is offline
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I'm sad to report that Robert Smythe, also known as Mid-Century Modernist, author of Urbsite and founder of Centretown Buzz has passed away.

He has given us a wealth of resources that help us understand the history of Ottawa and many of its buildings. He will be missed.

RIP
Sorry to hear. Urbsite is an amazing resource, and I hope an effort can be made to prevent it from disappearing.
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  #562  
Old Posted Nov 26, 2024, 4:27 PM
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Sorry to hear. Urbsite is an amazing resource, and I hope an effort can be made to prevent it from disappearing.
I had the same thought; I hope there's someone thinking about proofing it, as best as one can these days, against being online ephemera.
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  #563  
Old Posted Dec 15, 2024, 4:49 AM
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Just spotted this video, Ottawa in 1938.

Video Link

Last edited by lrt's friend; Dec 15, 2024 at 5:04 AM.
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  #564  
Old Posted Dec 15, 2024, 5:39 PM
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I had the same thought; I hope there's someone thinking about proofing it, as best as one can these days, against being online ephemera.
I asked a friend who knows this fellow's family and yes Urbsite will be looked after.
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  #565  
Old Posted Dec 15, 2024, 7:24 PM
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Just spotted this video, Ottawa in 1938.
That's pretty awesome. And it's true what they say about the cars of the day. "You can have any colour you want, as long as it's black"!
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  #566  
Old Posted Dec 16, 2024, 11:45 AM
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The light posts and barrier fencing along the Rideau Canal have not changed (style) since then.
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  #567  
Old Posted Dec 26, 2024, 6:06 AM
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Another Ottawa film from 1957.

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  #568  
Old Posted Dec 26, 2024, 6:19 AM
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An interesting video on Ottawa cinema history.

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  #569  
Old Posted Sep 2, 2025, 6:25 PM
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Skyline from the past, from Kitchissipi.com, looking down Scott with only Parliament, the Queen Juliana Apartments and PdV I visible in the skyline. How things have changed. Probably around 1967 or 1968.

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  #570  
Old Posted Sep 2, 2025, 6:33 PM
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Will Ottawa's last remaining 600-series streetcar ever ride again?
Volunteers spent decades trying to restore Streetcar 696. But the project stalled when the city locked the streetcar away in storage.

Author of the article:By Michael McBean, Special to the Citizen
Published Aug 29, 2025




Rhéaume Laplante poured his retirement years into reviving one of Ottawa’s last streetcars. He helped install seats, upgraded the windows and gave every last inch a fresh coat of paint.
Article content
The ultimate goal was to, one day, perhaps see Ottawa’s last remaining 600-series streetcar ride again on steel tracks.

Since 2000, volunteers like Laplante — who spent decades working for OC Transpo as an auto body technician — have spent much of their spare time restoring the 108-year-old streetcar.

That is, until their beloved Streetcar 696 was relocated to a remote city storage facility.

“I miss working on the streetcar big time,” said Laplante, coordinator of the Streetcar 696 Restoration Project. “I think about the streetcar every day.”

In April 2023, volunteers were told to leave OC Transpo’s Merivale garage after the transit agency said it needed more space for its own work. Unable to find a new location to work on the project, Streetcar 696 was locked up in a building 40 km away near Navan.

Laplante said the new space the city provided is for temporary storage only, and volunteers are not allowed to work on it.

But if they can find a new home for the streetcar, then just maybe they can all get back to work.

“I remember my father telling me about how he used to go on the streetcars and what it meant to him,” Laplante said. “I always wanted to know what the feeling is like to be on a streetcar, especially here in Ottawa.”

How did the project come together?

After its time on the rails, Streetcar 696 was purchased by the Canadian Railroad Historical Association and was moved to a museum outside of Montreal, where it sat under a tarp for 30 years. The streetcar was later returned to OC Transpo in 1989 and spent another decade untouched in poor condition.

Following a shooting spree at the transit agency’s headquarters in 1999, employees were asked if they were interested in restoring Streetcar 696 to boost workforce morale. The following year, the project welcomed volunteers and sponsors to help bring the old streetcar back to its former glory.

Many volunteers on the project are former OC Transpo employees, while some simply have a love for streetcars.

Volunteer Teddy Dong, who works as a teacher, said he has always been passionate about streetcars and had experience working on them in Toronto.

“I was wearing my old Toronto transit jacket on a bus, and I remember talking to a bus driver who told me about the project,” Dong said. “Next thing you know, I was sorting nuts and bolts to help out.”

The restoration efforts began near the Ottawa Train Yards on Belfast Road, with the streetcar being later moved to OC Transpo’s Merivale garage on Colonnade Road.

High school shop classes also assisted at various times to help bring this passion project to life. Project organizers worked with the Ottawa Community Youth Diversion Program.

“Over 150 teens completed their community service through our project,” Laplante said. “It has been great to get the community involved.”

The volunteers on the project won numerous awards, including the Mayor’s City Builder’s Award in 2003 and 2022.

“The project benefits the community and gives people hands-on experience,” Dong said. “Instead of embracing that, the city just told us to leave.”

The city’s response

In a statement, City of Ottawa spokesperson Katrina Camposarcone-Stubbs said the city is providing temporary storage but is not directly involved with the project.

“The restoration of Streetcar 696 is a volunteer-led initiative and is not a City of Ottawa project. The vehicle is owned by volunteers and the city previously provided support through in-kind donations of space, minor use of hydro and water and the temporary use of some tools and equipment where such use would not impact transit operations,” Camposarcone-Stubbs wrote.

“Due to operational needs, OC Transpo was no longer able to donate space to host this project. The city has assisted the volunteers with securing temporary storage at Leonard Yard while they determine next steps for their project.”

Ottawa’s streetcar history

From 1891 to 1959, streetcars trundled through the streets of Ottawa as an important way of connecting the capital. The multi-line system had electrically heated cars that could get people anywhere from Lansdowne Park to Gatineau.

The Royal Electric Car was used during a royal visit of future King George V and Queen Mary to Ottawa in 1901.

“The transport was so good,” said streetcar enthusiast Jay Miller. “I learned from the people I talked to about how very different the city used to be.”

Local entrepreneurs Thomas Ahearn and Warren Soper started the Ottawa Electric Railway Company in 1891, which was later purchased by the city. At its peak, the streetcar lines covered over 90 kilometres.

Not only did Ottawa have a robust streetcar network, but the capital became known for manufacturing them.

“Ottawa built streetcars for Vancouver, the prairie provinces, and some were even built for Toronto,” Dong said. “But now people don’t even know that history.”

To remind people of the history, Miller successfully advocated for a sign to be put up at one of the last remaining streetcar posts in the city. The post, located in the Glebe, supported overhead electric cables to power Bank Street streetcars.

With diesel-powered trains running on the newly reopened OC Transpo Lines 2 and 4, Miller said streetcars were ahead of their time.

“In the 1890s, we had electrified trains,” Miller said.

But after 68 years of streetcars chugging along through the capital, service stopped in 1959 as cars and buses were seen as the wave of the future.

What now?

Laplante said he is still looking for a place where he and his volunteers can continue their work on Streetcar 696. Finding a space big enough to house a streetcar, however, has been difficult.

The streetcar itself is 15 feet long, plus they’d need extra space for the required construction equipment.

“We need a big building to finish the project,” Laplante said.

Laplante said the Streetcar 696 Restoration Project has contacted local museums, city councillors and community groups to try and find a space, so far to no avail.

The group hopes to eventually have Streetcar 696 running on tracks as an attraction, perhaps at Lansdowne Park or another prominent area for people to see their work.

In the meantime, Laplante said he hopes his group’s years of hard work don’t go to waste.

“One of my biggest worries is that it gets put to scrap,” Laplante said. “I hope we get the chance to finish this project.”

https://ottawacitizen.com/news/ottawa-streetcar
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  #571  
Old Posted Sep 15, 2025, 1:23 PM
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Originally Posted by J.OT13 View Post
Skyline from the past, from Kitchissipi.com, looking down Scott with only Parliament, the Queen Juliana Apartments and PdV I visible in the skyline. How things have changed. Probably around 1967 or 1968.

Here's an approximate modern match to this one.



And a few others.



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  #572  
Old Posted Nov 10, 2025, 3:49 PM
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How the Château Laurier helped win the Second World War
In the early 1940s, Ottawa’s downtown hotel became the nerve centre of C.D. Howe’s “dollar-a-year men” and Canada’s wartime boom.

Author of the article:Nicholas Kohler
Published Nov 10, 2025


One night in 1940, Henry Borden, Gordon Scott and Robert A.C. Henry invited their boss, C.D. Howe, Canada’s wartime Minister of Munitions and Supply, to the Château Laurier, where the three men were living. The trio wanted Howe to consider their solution to a thorny problem: how to discreetly purchase the raw materials Canada needed to help fuel the Allied campaign in Europe — silk, rubber and the like — without driving up prices.

Borden was a Toronto corporate lawyer, Scott a chartered accountant from Montreal, while Henry, also from Montreal, had worked in both business and government. The group’s proposed fix involved establishing “dummy“ companies headquartered far outside of Ottawa with no apparent ties to the federal government to quietly make the required purchases.

Howe immediately endorsed the plan.

These were not Canada’s first Crown corporations, but during the Second World War, the practice of forming such arm’s-length enterprises went into overdrive, with 28 becoming established by the Department of Munitions and Supply alone by 1945. These far-from-here businesses could execute orders discreetly and with little heed to bureaucratic red tape.

As war broke out in Europe, Howe and Prime Minister William Lyon Mackenzie King knew Canada was not yet in any position to provide Britain with the support it needed. Howe believed that only a team of skilled businessmen could act fast enough. Now he’d assembled private-sector men like Borden, Scott and Henry.

“It was all done by orders in council — that’s the key to this whole story,“ says historian and author Allan Levine. “It was war, the War Measures Act was on, and Howe gave these guys a lot of leeway. If they wanted something done, they just drew up the order in council, it was sent to Howe, and he made sure that King signed it — and it was away we go.“

Wartime Crown corporations would subsequently supply the U.S. with some of the enriched uranium used in the Hiroshima atomic blast — sourced from the Northwest Territories — and also helped replace the rubber that Japan’s conquests in the Pacific put out of Allied reach with a synthetic variety manufactured in unglamorous Sarnia, Ont.

It all happened because of Howe’s crack team of hand-selected men — and at the Château, amid the hat-check girls, elevator operators and bellboys “with their singsong piping voices.“

As Levine notes in his latest book, The Dollar A Year Men: How the best business brains in Canada helped win the Second World War, Ottawa in the 1940s hosted an army of industrialists, lawyers, accountants and other professionals who joined the war effort against Nazi Germany, Imperial Japan and fascist Italy.

These men — almost all of them were men — were nominally paid a dollar a year (although, as Levine points out, the payment scheme was largely a myth). Their efforts put Canada firmly on a war footing and helped catapult the Canadian economy from an agrarian to a modern, more urban enterprise — the world’s fourth-largest industrial power by war’s end.

And though they were far from soldiers, their project was not without risk: in 1940, Howe himself survived the torpedoing of the ship ferrying him and several of his dollar-a-year men to England for consultations with Winston Churchill’s government; Scott, one of his lieutenants — and one of the men Howe met with earlier that year at the Château to discuss the creation of new Crown corporations — perished in the same U-boat attack.

At the height of the war, as many as a hundred of Howe’s recruits lived and worked out of the Château (“Ottawa’s swank Château Laurier swarms with them,”Time noted in 1940). To step into the hotel today and walk its halls is to glimpse where many of their exploits came to pass — the hatched plots, internecine feuds, maybe one or two extramarital adventures, the only frat house in Ottawa stately enough to satisfy Canada’s high-flying captains of industry.

But it functioned as something more than just a clubhouse or shelter. The hotel’s freewheeling atmosphere arguably made it a player in its own right, nurturing the hybridization of business and bureaucracy that helped lead to Canada’s wartime success.

“It may seem strange to credit a hotel for what was accomplished,“ as the legendary journalist Peter C. Newman wrote. “Howe’s shock troops levitated Canada by its own bootstraps. And it all happened in the common rooms of the Château.“

The Château has been called Canada’s ”Third Parliament” and, as Newman also once put it, “an annex to the East Block, which in those far-off days housed the prime minister’s office as well as the entire external affairs department.“

The relations between Mackenzie King and Howe, his minister, on the one hand, and the entrepreneurs and industrialists they enlisted as dollar-a-year men, on the other, were often strained. The industrialists were frequently Conservatives, suspicious of unions, and habituated to dictatorial management styles; their political masters were Liberals, to a large degree sympathetic to labour, and comfortable with compromise.

Sent to Ottawa in 1943 to compare it to the U.S. capital, Denys Smith, Washington correspondent for The Daily Telegraph newspaper in London, wrote that the Château’s way of throwing together people with clashing interests enhanced Canada’s wartime capacity.

“Such opportunities for legislators, civil servants, members of the press and the public to mingle, talk or at least see each other under the same roof produce the right psychological atmosphere for the united effort,“ he wrote, “and this may well be a contributory reason for the lack of any such interdepartmental and intradepartmental friction as often bedevils Washington’s scene.“

The Château was crowded because Ottawa was crowded. More than a thousand soldiers were camped at Lansdowne Park. Rockcliffe Airport, used to train air force photographers and administrators, reportedly housed 500 more. According to a 1941 Maclean’s article, the civil service had authorized 30,000 new appointments since September 1939 — 20,000 during 1940 alone. In Ottawa, the number of new openings made for a 65 per cent increase.

Ottawa’s new arrivals led to traffic congestion:

“Between eight and nine o’clock in the morning, and again between five and six o’clock at night, the crowded downtown streets look like New York’s Times Square on New Year’s Eve. Suburban-bound streetcars and buses … are packed to suffocation.“

At the Château, staff often stopped booking rooms and booked beds instead, grouping the men by city of origin — usually Toronto and Montreal — writes Joan E. Rankin in her 1990 book Meet Me at the Château.

Other reports from the time describe those not lucky enough to get even a bed at the hotel being led — possibly via the tunnel still then open below Rideau Street — to sleep in empty railway cars at the train station across the way.

Given the Château’s distractions, it’s incredible anything of consequence got done there.

With a barbershop, swimming pool and three restaurants, the hotel was “a hub of wartime activity … host[ing] dinner meetings [and] boisterous socializing with Canadian rye whisky and cigars,“ writes Levine.

It housed the CBC’s Ottawa studio (it left the building in 2005), from which Lorne Greene (called the “voice of doom“) broadcast his wartime newscasts.

Photographer Yousuf Karsh also lived and kept his studio there.

When Borden, a member of Howe’s team, lived at the Château, it was in his uncle Sir Robert Borden’s sumptuous suite of rooms, set up during the latter’s tenure as prime minister. The younger Borden called the Château a “gossiper‘s paradise,“ Levine reports, and the bar housed below what is now Zoe’s was often called “the snake pit.“

Recalling that women had once been as present in the hotel as were men before the war, one wartime correspondent for Maclean’s lamented that the Château’s habitués had changed:

“Now, nine out of every 10 persons visible in those same tesselated halls are men. Most of them are middle-aged parties of serious mien, carrying fat briefcases and wearing the harried look of having to be somewhere else in five minutes.“

At least some of these serious men had plenty to do.

Driven largely, Levine says, by love of country (and worry for England, still seen as the motherland then in a way that now feels odd), Howe men like Harry Carmichael, Ralph Bell and E.P. Taylor created Canadian aircraft-, ship- and machine-tool manufacturing capacity and chemical and aluminum interests from scratch in just a few years.

They would transform CCM, maker of bicycles and ice skates, into a gun-parts manufacturer, and another company’s soda-fountain division into a factory that churned out bits and pieces of armoured vehicles.

“Workers at a plant that manufactured refrigerators became experts on producing tank turrets,“ writes Levine.

By the end of the war, only the U.S., the U.K. and the then-Soviet Union produced more war products than Canada.

One stat alone tells the story: in 1939, according to Levine, the Royal Canadian Air Force had access to just 270 aircraft. By 1944, Canada’s aircraft industry was pumping out 4,000 planes a year, 16,000 altogether, their names as distinctive as insect species: “Lancaster bombers, Avro Ansons, De Havilland Mosquitos, Boeing’s huge Catalina flying boat, the Curtiss Helldiver and the Harvard and Cornell trainers, among others.“

The total estimated value, in 2025 dollars, for this output: $14 billion.

Of course, not everyone at the time was impressed by Howe’s team. In 1940, The Evening Citizen quoted Karl Homuth, a Conservative MP during the war, as saying he thought some of them were “set up in pretty elaborate offices, with rugs and leather chairs, and so on, and he suggested economy could be practised there, in view of the high taxes.“ An editorial in Bowmanville, Ont.’s The Canadian Statesman newspaper echoed this distrust: “Drop your tools, your hoe and rake; put on your seersucker suit and starched collar and hie to the Château Laurier for a ‘see‘ at the sights — if you can get past men from all over Canada who crowd the rotunda seeking government jobs or wartime contracts.“

During a 1941 visit to Ottawa by the CBC’s much-loved Happy Gang comedy ensemble, covered by The Ottawa Journal newspaper, troupe announcer Hugh Bartlett announced: “I‘m standing in Wellington Street at five tonight so as I can go back to Toronto and tell the boys I was trampled on by herds of beautiful young things who work for the dollar-a-year men.“

But Levine mentions only one instance of (perhaps only emotional) infidelity among the men he profiles in his book.

Leaving his wife and children at home, hard-charging Vancouver lumberman H.R. MacMillan, then in his 50s, moved into the Château and arranged for his 38-year-old secretary, Dorothy Dee, to join him during his work with Howe. Levine quotes MacMillan biographer Ken Drushka, who wrote that the relationship “evolved into a more personal and intimate one than that of employer and secretary … a close emotional partnership that lasted as long as they both lived.“

The Château was the stage for so much of what happened in Ottawa during wartime — dramas of political ambition, competition, and the forging of a nation at war.

And occasionally even more human things. Hotels are known for that sort of thing, too.

https://ottawasun.com/news/chateau-laurier-second-world-war
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  #573  
Old Posted Nov 10, 2025, 6:00 PM
LeadingEdgeBoomer LeadingEdgeBoomer is online now
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From the article posted above:

Quote:
Driven largely, Levine says, by love of country (and worry for England, still seen as the motherland then in a way that now feels odd), Howe men like Harry Carmichael, Ralph Bell and E.P. Taylor created Canadian aircraft-, ship- and machine-tool manufacturing capacity and chemical and aluminum interests from scratch in just a few years.
In this time of changing world order and trade alliances, we need people like Bell and Taylor to step up to create new Canadian manufacturing as they did.
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  #574  
Old Posted Nov 10, 2025, 6:10 PM
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Originally Posted by LeadingEdgeBoomer View Post
From the article posted above:

In this time of changing world order and trade alliances, we need people like Bell and Taylor to step up to create new Canadian manufacturing as they did.
Fully agree. If the American car companies want to leave, then so be it and adapt those factories for the Canadian War Machine.

Last edited by rocketphish; Nov 10, 2025 at 10:01 PM. Reason: Splitting post in two
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  #575  
Old Posted Nov 28, 2025, 2:51 PM
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