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Two men rescued from near-drowning after homemade boat capsizes, goes …

OTTAWA — Two men in a homemade boat barely escaped with their lives Saturday afternoon after their ramshackle, half-canoe capsized in the Ottawa River near Crystal Bay.

One man in his 60s was rushed to hospital in serious condition, but later regained consciousness and seemed to be on the mend said Ottawa Paramedic Service.

The other man was towed to shore by a passing canoeist.

“I was paddling on the river around three o’clock and saw these guys in a boat and it didn’t look like a safe situation,� said experienced canoeist Chris Falt, 48. “It was just too small a boat for two grown men and a motor. It was just way over capacity.�

On shore, Steve Brown, 44, had been keeping an eye on the boaters since they had put their craft in the water at a public boat launch near his home on Grandview Road.

“They drove up in the their SUV, pulled out a boat that looked no bigger than my bathtub, attached a small motor and then proceeded to get in it and go out into the river,� said Brown, who was watching from inside his home as the boaters, who had no fishing equipment, set out.

Brown described the craft as “a canoe cut in half, with plywood attached to keep out the water.�

Immediately after the men got into the boat on the water, Brown estimated that there was about three inches between the water and the top of their craft.

After only a minute or two, the men had made it about 100 yards from shore but, when they started to make a turn, water started gushing over the back end, said Brown.

“They were in the water. It just went down like the Titanic in the blink of an eye.�

That’s when four separate heroes sprang into action.

Falt, in his canoe, had been watching the scene unfold. He paddled straight for the capsized boat along with another canoeist who came from the opposite direction.

Falt ended up towing one man “who seemed OK,� to shore, as he clung to the homemade craft.

Brown and his neighbour, Peter Giles, had both been watching from inside their homes and, when the boat went over, Giles — a retired firefighter — was into his small boat, motoring toward the scene almost immediately.

That’s when Brown noticed the other man, who had been swimming towards them, had stopped paddling and started to drift.

“Then his head went under the water so I yelled to my neighbour, ‘Peter, this guy’s under.’�

At the shore’s edge, Brown yelled to another neighbour to call 9-1-1 before he jumped into the cold water and started swimming towards the stranger, who was wearing a life-jacket. His friend had not been wearing his life-jacket, but it was later learned had been sitting on one in the boat.

Giles redirected his boat towards the floating man, jumped into the water and started pulling him towards the shore.

Brown quickly met them in the water and with their arms under the unconscious man, they got him to shore. They immediately started CPR.

“When we pulled him out of the water, he had no pulse. He didn’t look well. He looked blue,� said Brown. “We were able to get a pulse quickly and we were able to hear some groaning so we were quite happy to a certain extent.�

Article source: http://www.ottawacitizen.com/news/ottawa/rescued+from+near+drowning+after+homemade+boat+goes+down/8406001/story.html

Community, art come alive in Ottawa’s Chinatown Remixed – Ottawa Citizen

OTTAWA — Somerset Street West transformed Saturday from a dusty construction site to a vibrant pedestrian mall with the kickoff of Chinatown Remixed.

The annual arts festival, now in its fifth year, promotes art and community in Chinatown through a day-long party, followed by a month of businesses showcasing artists’ work.

On Saturday, hundreds of people strolled down Somerset Street West in the sunshine, enjoying everything from the synchronized swishing and drumming of a group of traditional Chinese dancers to the snare-heavy electronic beats reverberating from Ghettoblast Sound System’s unique set-up.

Ghettoblast Sound System — otherwise known as Kerry Campbell and Michael Caffery — have been part of Chinatown Remixed since the beginning.

“It’s one of our favourite weekends out,� says Campbell, twisting a knob on the intricate array of converted car audio gear that creates the duo’s music.

Playing on the sidewalk gives people a chance to come and ask questions about what’s what, from the mass of wires and knobs to the solar panels that power the whole operation.

“We have to do a lot of explaining,� Caffery says.

Every year, Ghettoblast Sound System tries to scale back their set up.

“We like to make art and music and stuff,� Campbell explains. “And we like to do it without destroying things.�

Chinatown Remixed, on the other hand, has not shrunk, but is bigger than ever this year.

“It’s more than we expected,� says Don Kwan, the founder of the Chinatown Remixed Collective. “It’s such a great energy, people embracing the arts, people embracing the businesses.�

This year, organizers had a challenge to embrace themselves: the construction around Bronson Avenue and Somerset Street. Knowing part of the road would be closed during the festival’s launch, the Chinatown Remixed Collective decided to turn the area into a street party. The parking lot at Shanghai restaurant was converted into a mainstage for musical acts to perform, and art came from the sidewalks and into the street.

The most noticeable “street art� was the “Then-we-die-atron� by Natali Leduc and Matthew Gorgol. Leduc brought the giant inflatable interactive sculpture all the way up from her home in Texas. On Saturday, kids played in the plastic pyramid, while someone rode a bike to power the fan keeping the structure inflated.

The sculpture is about trust and interdependence, and rifts on the idea of ancient Egyptian pyramids, Leduc says.

“We wanted to play with that idea and kind of do the reverse,� she explains. “This is a pyramid, but it’s not going to preserve anything.�

Nearby, there are canvases affixed to the construction fences, covered in an eclectic array of symbols and colours. A sign invites passersby to become the artist. “An art show for you, by you,� the sign reads.

Diana Kline’s paintings hang in a slightly more traditional setting. The colours in her oil portraits of old family photos pop against the fuchsia walls of Mekong restaurant.

Article source: http://www.ottawacitizen.com/technology/Community+come+alive+Ottawa+Chinatown+Remixed/8406361/story.html

Investigators seek cause of commuter train crash in Connecticut

Connecticut train crash

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A woman is transported to the hospital after two commuter trains collided in Bridgeport, Connecticut May 17, 2013. (REUTERS/ Michelle McLoughlin)

Passengers wait to be picked up by bus after two commuter trains collided in Bridgeport, Connecticut, causing one to derail injuring numerous passengers, May 17, 2013. (REUTERS/ Michelle McLoughlin)

Passengers wait to be picked up by bus after two commuter trains collided in Bridgeport, Connecticut, causing one to derail injuring numerous passengers, May 17, 2013. (REUTERS/ Michelle McLoughlin)

Emergency personnel and onlookers gather at the scene of a collision of two commuter trains in Bridgeport, Connecticut May 17, 2013. (REUTERS/ Michelle McLoughlin)

Passengers wait to be picked-up after two commuter trains collided in Bridgeport, Connecticut causing one to derail injuring numerous passengers, May 17, 2013. (REUTERS/ Michelle McLoughlin)

Onlookers gather at the scene of a collision of two commuter trains in Bridgeport, Connecticut May 17, 2013. (REUTERS/ Michelle McLoughlin)

Federal investigators on Saturday searched for the cause of a rush-hour train crash in Connecticut that injured dozens of people commuting home from New York City, three of them critically.

More than 60 people were hospitalized Friday night after an eastbound commuter train derailed and collided with a westbound passenger train on an adjacent track near the Connecticut suburb of Fairfield.

Eight people remained hospitalized on Saturday, three in critical condition, Connecticut Governor Dannel Malloy said.

The collision of the Metro-North trains forced Amtrak to shut down service indefinitely between New York and Boston.

The governor is encouraging commuters who normally use the line to find alternative ways to get to work on Monday.

National Transportation Safety Board investigators arrived at the scene on Saturday to determine the cause. There had been construction and repair work going on in the area and one question was whether debris was on the track.

“They can’t rule anything out,” said Malloy, adding that he wanted investigators to complete their work as quickly as possible so the busy commuter rail line could be reopened.

The eastbound train was headed to New Haven, Connecticut, when it collided with the train bound for New York’s Grand Central Station.

NTSB officials said several cars had derailed, not an entire train.

Malloy said the train cars were new and “designed to the latest standards” for safety and protection of passengers.

“To the best of our knowledge, it is the first time that a car like this has been involved in this kind of incident and by all appearances they responded well,” Malloy said. “One of the things you look at, for instance – did the seats become removed and that sort of stuff. It is going to take some more investigation. That is why they are here.”

Metro-North is a commuter railroad serving the northern suburbs of New York City. It is operated by the Metropolitan Transportation Authority, a New York state agency. Fairfield is about 50 miles (80 km) north of New York City.

The rail line serves a major corridor between Boston and New York. The New Haven line operated by Metro-North is the busiest rail line in America and serves 125,000 commuters a day, said Judd Everhart of the Connecticut Department of Transportation.

Malloy said the state Department of Transportation already has ordered the large equipment needed to remove the cars, which will be picked up and put on flatbeds to be taken to another location for further investigation.

Article source: http://www.ottawasun.com/2013/05/18/investigators-seek-cause-of-commuter-train-crash-in-connecticut

‘Environmental genocide’: Native Americans quit talks over Keystone XL pipeline

Leaders from 11 Native American tribes stormed out of a meeting with US federal officials in Rapid City, South Dakota, to protest the proposed Keystone XL pipeline, which they say will lead to ‘environmental genocide.’

Native Americans are opposed to the 1,179-mile (1,897km)
Keystone XL project, a system to transport tar sands oil from
Canada and the northern United States to refineries in Texas for
various reasons, including possible damage to sacred sites,
pollution, and water contamination.

Although the planned pipeline would not pass directly through
any Native American reservation, tribes in proximity to the
proposed system say it will violate their traditional lands and
that the environmental risks of the project are simply too
great.

Russ Girling, CEO of TransCanada, the company that hopes to
build the pipeline, has promised in the past that Keystone XL will
be “the safest pipeline ever built.”

The Indian groups, as well as other activist organizations,
doubt the claim, saying the risks involved in the project are too
high.

In an effort to ease their concerns, officials from the
Department of State agreed to meet with tribal leaders on Thursday
in the Hilton Garden Inn in Rapid City, Michigan.

Before the talks could begin, however, tribal leaders walked
out, angered that the government had sent what they considered
low-level representatives.

In a press conference following the walkout, tribal leaders took
turns criticizing the project, as well as the Obama
administration.

“I will only meet with President Obama,” Bryan Brewer,
president of the Oglala Sioux Tribe, told the Rapid City
Journal.

Others mentioned environmental concerns with the proposed
pipeline, which echo the concern of environmental groups across the
country.

Casey Camp-Horinek, an elder with the Southern Ponca Tribe based
in Oklahoma, compared the pipeline and other environmental damage
to the historical events that had decimated her people during
European colonization.

“We find ourselves victims of another form of genocide, and
it’s environmental genocide, and it’s caused by the extractive
industries,”
she said.

Charles LoneChief, vice president of the Pawnee Business
Council, headquartered in Oklahoma, said the public was misinformed
about the pipeline’s environmental risks.

Unlike a traditional crude oil pipeline, Keystone XL will pump
oil that is collected from tar sands. To turn this substance into a
transportable liquid, oil companies must add chemicals that
environmental groups warn are highly toxic.

“That gets into our waterways, our water tables, our
aquifers, then we have problems,”
LoneChief said.

The US Environmental Protection Agency (EPA) has estimated that
the Keystone XL pipeline will increase annual US carbon pollution
emissions by up to 27.6 million metric tons – the impact of adding
nearly 6 million cars on the road, according to the Environment
News Service.

Robin LeBeau, a council representative for the Cheyenne River
Sioux Tribe based in South Dakota, pledged to protest against any
construction, even if that meant standing in front of
bulldozers.

“What the State Department, what President Obama needs to
hear from us, is that we are going to be taking direct action,”

she said.

I believe this is going to be one of the biggest battles we are
ever going to have, LeBeau added.

This is not the first time that Native American groups have
spoken out on the project.

Leaders from ten Canadian and US indigenous groups gathered in
Ottawa, Ontario in March to protest the construction of
pipelines.

“Tar sands pipelines will not pass through [our] collective
territories under any conditions or circumstances,”
the tribes
said at a press conference.

Article source: http://rt.com/usa/native-americans-keystone-pipeline-475/

NCC planning chief defends bridge route – Ottawa Citizen

Aviation Parkway bridge plan doesn’t sacrifice core purpose of the road, François Lapointe says

OTTAWA — The Aviation Parkway can be turned into a major road to a new bridge across the Ottawa River because it’s not as picturesque or culturally significant as the federal parkways along the Ottawa River, says the National Capital Commission’s chief planner.

“They play a different role,� François Lapointe said in an interview, responding to criticisms that the commission is being inconsistent by allowing its own transportation consultants to recommend tripling the size of the east-side parkway to feed a bridge at Kettle Island but refusing to let the City of Ottawa run light-rail tracks on land near the Sir John A. Macdonald Parkway in the west.

The NCC sees the Macdonald and Rockcliffe parkways very similarly: they’re historic routes along the Ottawa River, defined by their vistas and vegetation, Lapointe said. Like a proud parent, he shied away from saying that those two are more important or precious than the commission’s other roads — but in his view, the NCC’s parkways aren’t equally good at the same things.

“The Sir John A. Macdonald Parkway is really a cultural landscape,� Lapointe said. “The experience you get there is unique … The Aviation Parkway is a very different parkway. It’s more of a linkage roadway. It’s a gateway to the core through the Rockcliffe Parkway.�

The commission has planning documents that talk about its parkways — the Rockcliffe and Macdonald parkways in particular — as attractive routes into the historic core of the capital. It’s just that sometimes they’re a little difficult to get to from the usual highway approaches to the city. That’s where the Aviation Parkway comes in, connecting Highways 417 and 174 to the Rockcliffe Parkway for people driving in from the east.

As a “linkage roadway,� the Aviation Parkway could be expanded to link up to a new bridge without sacrificing its core purpose, Lapointe said. The same logic applies to the NCC’s general willingness to let the city run light-rail trains along the western end of the Macdonald Parkway, where it veers south away from the river and toward Carling Avenue. That’s NCC land, too, but the commission isn’t giving the city any grief about that part of the western LRT plans.

He compared the commission’s protectiveness of the Macdonald Parkway and the land next to it directly to the city’s reluctance to run trains on the surface of Byron Tramway Park. The whole scrap over using the parkway land for rail arose because city politicians are terrified of furious voters in McKellar Park and the surrounding areas who don’t want tracks on the surface running through their neighbourhoods

“There’s this Byron linear park. This is a former infrastructure corridor … The city has basically been saying, ‘This is sacrosanct.’ Well, the parkway is valuable, too,� Lapointe said. “This is a valued green space as much as the Byron linear park corridor.�

The Aviation Parkway? Well, less so. “Historically, the interprovincial connection was identified for the Aviation Parkway,� Lapointe said, pointing to NCC maps and plans dating back to the 1980s that showed a bridge going exactly where the commission’s consultants say one should go: across Kettle Island in the Ottawa River, between the Aviation Parkway and Montée Paiement in Gatineau. “It’s had that function in plans for a long time.�

Article source: http://www.ottawacitizen.com/news/ottawa/planning+chief+defends+bridge+route/8402862/story.html

Rail tunnels are incredibly, incredibly expensivePosted on May 17, 2013

I asked for a detailed breakdown of the $900-million cost estimate for the city’s preferred “Richmond Underground” plan for extending light rail west of Tunney’s Pasture.

Here it is, in PDF form: West LRT costing – Richmond Underground alignment – 2013-05-16. It came with a note stressing that this is a conceptual “desktop” exercise, based on average costs and best understandings of what’s out there along the route, not fresh ground testing and so on. That’s why they build in contingencies, which in a project like this are very substantial.

If you’d prefer a summary table:

In many ways, what’s most fascinating about the more detailed PDF is the way it functions as a price table — you can see what Delcan’s experts estimate X costs, whether X is something included in the Richmond Underground plan or not. Elevated track, for instance, is actually more expensive than building a tunnel through hard, construction-friendly ground, for instance.

For a quick-and-dirty guesstimate of the cost of simply burying the stretch of rail line the city had hoped to lay along the Sir John A. Macdonald Parkway, why, check the table. We can gather from the menu that all the ground involved is more challenging soft ground, which isn’t terribly surprising since it’s so close to the river — both the tunnel portion under the Byron linear park and the deepening trench along the parkway are considered soft. You want to bury a kilometre of line in a tunnel in soft ground? That’ll be about $100 million. Knock off $2 million for the trench we wouldn’t need and some percentage of the cost of surface track, and we’re still talking about something like $80 million in additional costs.

That actually doesn’t sound so bad, though keep in mind we’re talking about amateur, back-of-the-envelope work. It also deals only with track, and not the evidently stupendous cost of underground stations. I knew they were expensive but I didn’t realize how expensive, how much of the gap they make up between the $900-million Richmond Underground estimate and a $1.7-billion variant that the city previously rejected: Something like $250 million just for two fully underground stations. If the Cleary station could, despite the NCC’s concerns, be built open-air but in a trench, a major added expense could be avoided.

(Even with two underground stations and some longer track with some sharp curves added, there still seems like a significant gap between my ballparked cost of a fully underground “Richmond Underground” and the $1.7-billion variant, to the tune of $300 million to $400 million. There’s probably something important I’m missing.)

Anyway, if you want to play your own paper version of Subway Tycoon, go nuts. The pros are doing this work even now, to come up with more reliable estimates.

Article source: http://blogs.ottawacitizen.com/2013/05/17/rail-tunnels-are-incredibly-incredibly-expensive/

In Too Deep: The secret life of construction entrepreneur Roland Eid

OTTAWA — During nearly two decades as an industrial plumber, Jean Richer had never experienced anything quite like it. In early January 2008, a couple of cheques for work he’d done on projects managed by Ottawa’s ICI Construction had bounced. Richer, the owner of Elite Mechanical, was puzzled. He’d worked with ICI’s founder Roland Eid long enough to consider him a good credit risk. The Lebanese-born entrepreneur always paid his bills before they came due.

So, on Jan. 9, Richer hopped into his pickup and drove to ICI’s office building in the Cyrville Industrial Park in Ottawa’s east end to see what was going on. The doors were locked but he could see inside. Stacks of paper files littered the reception desk and several men in suits were rifling through filing cabinets in the adjoining offices. They ignored his knocks.

Richer drove around to the back of the building. There he saw a 45-gallon oil drum apparently being used as an incinerator. He phoned an ICI contact and demanded to know what was going on. The ICI official told him Eid had left for Lebanon with his family over Christmas and that the office was closed for a cleanup.

Later the same day, however, the same employee faxed Richer copies of bonding documents related to one of the construction projects on which Richer had been working. The bonds were a kind of guarantee of payment pending completion of the work. Several years later, Richer would learn that representatives of ICI’s bonding company, Trisura, had been at ICI’s offices for a day or two prior to his impromptu visit.

At the time, however, he didn’t know what to make of it all. ICI had been doing work for the federal government — a renovation for Foreign Affairs at its Lester B. Pearson Building headquarters, the construction of a new facility for the RCMP at Shirley’s Bay in the city’s west end, among others. Richer knew the government forwarded progress payments regularly to ICI’s financier and posed zero credit risk. Yet, in the space of a couple of weeks, everything seemed to have unwound.

Richer knew Eid had been travelling back and forth from Lebanon where he had reportedly been helping in that country’s reconstruction effort. Unbeknownst to Richer, Eid had told ICI employees he had a contract from the Syrian government and he would soon be in position to transfer significant money into ICI’s account in Ottawa.

But the idea that Eid had sold the company came as a complete shock to nearly everyone associated with ICI.

As Richer drove away that day, he had a sinking feeling. It was an accurate premonition: his life was about to get a whole lot worse.

***

On Monday of this week, Roland and Marlene Eid sat together in Courtroom No. 9 in the basement of Ottawa’s main courthouse. The room was nearly empty. No friends or relatives were on hand to lend support, an unusual omission for a large Lebanese family like Eid’s.

The couple was married in 2006 — Roland’s second, her first — and now have two children. There was good news this day for Marlene: the Crown was withdrawing fraud charges against her in connection with ICI’s 2008 bankruptcy.

Yet it was Roland who seemed most relieved, even though prosecutors affirmed they were still pursuing a fraud case against him, with a trial date to be set early in June. “Ninety per cent of the weight is off my back,� he said later, “knowing that Marlene will be free to look after the children.�

Marlene worries about Roland, and about his impetuous outbursts against those in government who he believes have contributed to his present situation.

The indignities are many. Although he is permitted under his bail conditions to try to seek a living, less than a handful of his former colleagues in the building trades seems willing to take a risk in hiring him for odd jobs. He and Marlene are nearly broke. They are living in a modest apartment block in the east end of the city and get around town in cars lent to them by Roland’s brothers. Marlene earns money several days a week as a dental assistant.

Eid’s mobility is also restricted. He surrendered his passport last year to the RCMP, which has had him under surveillance. He was unable to attend the funeral in Lebanon of his father, Elias Eid, who died the day after Roland’s court appearance. He isn’t sure he would have gone anyway. He’s persona non grata in Lebanon as well.

***

The bankruptcy of ICI Construction on Jan. 30, 2008 — and the fraud charges that eventually emerged — stunned Ottawa’s business community.

It wasn’t just the speed of the company’s collapse or the size of its debts. There was also the revelation that the Eids had been quietly arranging to sell their firm while planning a move to their native Lebanon. On Nov. 30, 2007, the couple had initialled an agreement to sell ICI to the company’s controller, Sebastien Dagenais. The price was $3 million. (Marlene was listed as the owner of ICI but Eid was its driving force, as he acknowledged in court.)

Ordinarily a sale such as this wouldn’t be a big deal. ICI was a well-established government contractor with multiple building projects in the works. There was little technical risk with any of the projects and the federal government was writing most of the cheques.

But something went terribly wrong in the weeks around Christmas 2007, when Roland’s purported secret life as an informant for the Canadian Security Intelligence Service, Canada’s spy agency, came into play. On Christmas Day, Roland, Marlene and three children — including two from Roland’s first marriage — boarded Olympic Airways flight 424 from Montreal to Athens, en route to Beirut. They were taking what was billed as a holiday with a return trip to Ottawa scheduled Jan. 3 to wrap up unfinished business.

Only the two children from his first marriage would return soon to Ottawa — and this, only after Eid’s ex-wife threatened to charge him with kidnapping. Eid says his children had wanted to stay an extra week.The issue was resolved after the children returned later that month.

Eid had decided in September 2007 it was time to return to his roots, but it was not being done for sentimental reasons. He said his epiphany came after he received a long-distance phone call from a representative of Hezbollah, the Shia Islamic group that controls much of Lebanon. Eid says he was told that Hezbollah knew about his CSIS ties and that his parents in Lebanon missed him.

Eid understood the code: he had to return home where Hezbollah could keep an eye on him — or his parents would be in danger. That, he says, is why he was in such a hurry to get his affairs wrapped up in Ottawa.

Eid was suffering the consequences of choices he made a long time ago.

***

Roland Eid was 13 when the Israelis stormed north in a 1982 assault aimed at clearing out the Palestine Liberation Organization led by Yasser Arafat. His father, Elias, was a successful businessman who made a living drilling water wells throughout the Middle East.

The family was Christian Maronite, which made it a minority in the south of Lebanon where Muslims dominated. Parts of the Christian community allied themselves with the invaders — and would pay dearly when the Israelis left.

Roland Eid is the youngest in a family of four boys and five girls, and something of a rebel. George, the eldest, is a doctor specializing in internal medicine and the only one of the male Eids who stayed in Lebanon. Jean emigrated to Canada in the 1970s and became a hair stylist — he is now a part owner of the swish Rinaldo’s franchise. Eid, the fourth child, studied engineering in Paris and in the early 1990s acquired some fame as the chief technology officer of Corel Corp., the graphics software company launched by Michael Cowpland.

Lebanon had endured a bloody civil war since the mid-1970s. “I did not have a normal childhood,� Roland says simply, without self-pity. He was in his early teens when the Israelis pulled out of south Lebanon and the Christian community came under attack by the Muslim majority and Hezbollah, which was then just emerging as a potent force. The Eids moved from their home south of Sidon to the capital, Beirut.

Jean by then was established in Ottawa, and began to sponsor Roland and other family members as immigrants. By 1987, Eid was attending Ottawa’s St. Patrick’s High School. “Life here was normal,� he says. “Too normal.�

Unlike his well-educated siblings, Roland lacked the patience for college. He entered the building trades as a labourer, working with a variety of local builders including Garvey Construction and Westeinde Construction. Gradually he learned the art of assembling teams of specialists to bid on contracts and moved out on his own as a general contractor.

Eid was charming, full of energy and something of a party animal. Still, he craved more excitement. This, he says, is why he reached out in the late 1990s to CSIS, offering to be an informant. In part it was political — he had not forgiven Hezbollah for some of its actions in the 1980s — but he was also just restless. Roland started with small assignments — making donations to local Lebanese charities, for example, so CSIS could track the money trail.

But he says his real work for CSIS began in 2006, soon after he founded ICI Construction. That’s the year Israel launched another invasion into south Lebanon, this time to root out Hezbollah strongholds. When the Israelis withdrew later the same year, Lebanon was in dire need of reconstruction. Roland offered his assistance, travelling back and forth between Ottawa and Beirut many times. He says he was the eyes and ears of CSIS on the ground. He also developed friendly ties with Hezbollah officials.

An RCMP synopsis of the case involving ICI Construction, prepared in the summer of 2008, characterizes Roland’s activity as a “scheme� in which he led his employees to believe that if the firm could generate a $2-million bank balance in Lebanon, the Syrian government would match it.

“Eid would then transfer the $2 million back to ICI’s Canadian account,� the synopsis reads. That was to have occurred in the first week of January 2008.

Eid maintains his primary goal was something else altogether. He says he was tasked by an international intelligence agency — presumably either Israel’s Mossad or the Central Intelligence Agency — to take on a mission involving those Hezbollah officials.

Eid says eventually refused. He believes Hezbollah found out about the mission — though perhaps not its particulars — and that this is why he received a call warning about his family.

He was now between two worlds. Eid says he told Hezbollah he would return to Lebanon but that he needed a few months to wrap up his affairs in Ottawa.

***

When he left Ottawa that Christmas Day in 2007, he believed he was close to doing so for good. The Eids had sold their house, and the sale of ICI Construction to Sebastien Dagenais seemed a done deal. But there were some loose ends — most notably, the condition that Dagenais arrange financing for the $3-million purchase price.

It was a rather large hurdle, even though the building industry was still booming. Dagenais could have borrowed $3 million against ICI’s future profits and purchased the Eids’ entire equity at once. Instead, the Eids were paid directly out of ICI’s own bank account, which severely crimped the company’s cash reserves.

Records from Caisse Populaire Rideau d’Ottawa show that ICI transferred $1.7 million to Roland Eid’s personal account in Saida, Lebanon in separate transactions on Dec. 19 and 21. A key question at Eid’s future fraud trial will revolve around who owned ICI at the time of these transactions. The bankruptcy trustee, Kevin McCart, said he could find no evidence of a final sale agreement. The Citizen has a copy of the Nov. 30 deal that was conditional upon financing.

If the deal was never finalized, this meant Roland was shifting money from ICI to himself — not necessarily illegal, depending on the structure and particulars of the deal. But in the process he weakened his firm’s financial cushion. He maintains that when he left late in 2007, ICI had sufficient cash to pay for ongoing construction — with the prospect of further government cheques as work progressed.

However, these payments would be made to ICI’s financier, Acorn Partners, not to ICI directly. Acorn was an Ottawa-based outfit that supplied financing using ICI’s receivables as collateral. Acorn advanced money to ICI at a discount to the value of the receivables. This meant ICI gave up any claim on the receivables in question but in the bargain gained cash for funding the various projects.

On Dec. 21, 2007, Acorn transferred $1.2 million to ICI. It had earlier loaned ICI $500,000. This was the money that moved to the Eids’ personal account in Lebanon. Eid maintains it was partial payment for the agreement already struck involving the sale of ICI.

Nevertheless, someone at ICI — it’s not clear who — told Acorn on Jan. 2 that it needed $50,000 to cover the company’s payroll. This request came the same day the federal government rejected a progress payment for $234,000 worth of work done by ICI on the RCMP project at Shirley’s Bay.

Acorn wasn’t particularly bothered by the hoisted payment. The federal government frequently held back money for even small variations in how its contracts were proceeding. What concerned Acorn was ICI’s vulnerability to such a minor, and foreseeable, glitch. ICI’s working capital should have been much healthier. When an Acorn official tried to certify a cheque on Jan. 8 at ICI’s bank, the Caisse Populaire, panic set in.

Acorn’s senior account manager Andy Chen, who had been handling the ICI file, went straight to the ICI building. There he discovered officials from Trisura, the firm that posted performance bonds on work done by ICI. Chen learned ICI was headed for bankruptcy. The financial debacle would cost Trisura more than $3 million, including $1.5 million for money owed to tradesmen for labour and material on the projects covered by a good bond.

***

It was the next day, Jan. 9, that plumber Jean Richer stopped by ICI to see for himself why his own cheques had bounced.

Neither Acorn nor Richer fared well out of this mess. Acorn sued ICI’s bank for transferring the money to Eid in Lebanon and tried unsuccessfully to recover its money from the federal government’s outstanding invoices on the ICI projects. In turn, Acorn was sued by two of its investors. A 2011 judgment in Ontario’s Superior Court found in favour of the investors, but Acorn had been too badly damaged. Early this year, the financing firm folded.

Richer, who had been expecting to receive more than $200,000 for his already-completed work on multiple projects, descended rapidly into a pit of despair. He was stunned to discover that some of the bonds he thought had insured his projects were non-performing, useless for collecting money owed to him. The Canada Revenue Agency was unsympathetic to Richer’s pleas for leniency. Before the year ended, the CRA had begun garnishing his wages and his firm’s receivables (money owed by his suppliers). Richer’s marriage broke down and he later declared personal bankruptcy.

The panic attacks have subsided and he has reconstituted his plumbing business under the name of Elite Plumbing Services. Throughout the past few years, he has remained in touch with Roland Eid by email, probing, trying to understand the source of the pain he has endured.

What bothered Richer in particular was Eid’s seeming unwillingness to help him and dozens of other suppliers who had been hurt by the bankruptcy of ICI. The fact Eid spent hundreds of thousands of dollars to produce a film about Lebanese saint Charbel didn’t help.

“Roland talks about suing the government when this is all over and then repaying us,� says Richer.

Richer was as surprised as everyone else when the Eids arrived back in Ottawa in March 2012. He would have been shocked to learn the reason.

According to Eid, it was at the behest of Hezbollah, whose officials had interrogated him for many hours about the assignment he was supposed to have done in 2007. After the session, which he says involved “psychological, not physical torture,� Hezbollah gave him a couple of days to leave the country.

The RCMP charged Roland and Marlene Eid with fraud last June in connection with the ICI bankruptcy. Brother Eid stumped up $150,000 in bail money. Then Jean stepped in leaving Eid off the hook for the money.

Now that the spectre of criminal charges has been lifted from Marlene, it is Eid who must confront the courts. Barring extraordinary assistance from his siblings, it’s not clear how he can afford it. Legal Aid Ontario has denied him legal assistance, in part because he is part of a well-to-do family. Eid is currently pursuing a Rowbotham application which could compel the state on Charter of Rights grounds to pay for his upcoming legal bills.

Judging by the list of 15 witnesses the Crown intends to call — most were associates who handled ICI’s money — the case will focus on how Eid operated as a businessman and entrepreneur. Whether he also played a role as a CSIS informant may or may not turn out to be relevant. Certainly Crown attorney Moray Welch says the question has no bearing on how he intends to make his case.

But if Eid’s claims about serving as a CSIS informant are true, it won’t be just ICI’s former suppliers and financiers who will be keeping watch on the court’s deliberations — assuming a deal isn’t cut to avoid the need for a trial.

jbagnall@ottawacitizen.com

Article source: http://www.ottawacitizen.com/business/Deep+secret+life+construction+entrepreneur+Roland/8401082/story.html

$226M Queensway widening project begins

The $226 million project includes $206 million from the provincial government and a $20 million commitment from the City of Ottawa.

Rideau Transit Group Ontario – the consortium led by Toronto-based ACS Infrastructure that won the contract to construct Ottawa’s $2.1 billion light-rail line – will carry out construction of the project, which is projected to create more than 2,000 jobs, according to the province.

Construction crews have started widening Highway 417 from Nicholas Street to the Split, which will include adding an additional lane in each direction as well as replacing bridges at Lees Avenue, Vanier Parkway and Belfast Road.

The extra lane will be used for buses over the next few years while the Transitway is converted to rail.

The improvements will also include construction of a new pedestrian overpass to connect the Ottawa train station with the Ottawa Stadium and the Overbrook community.

“This project will provide countless benefits to residents, especially east end commuters,” stated Ottawa Mayor Jim Watson in a press release.

“By starting this work in conjunction with Confederation Line construction, we are making a smart investment in infrastructure renewal and increasing road capacity and mobility when we need it the most.”

Lane reductions are slated to begin on May 22, with construction to be completed by summer 2015.

Article source: http://www.obj.ca/Real%20Estate/Construction/2013-05-17/article-3251404/226M-Queensway-widening-project-begins/1

Road 5 closing to through traffic for the summer

Road 5 closure

Road 5 closure

A sign informs motorists Road 5 will be closed for 120 days. The closure will allow the widening of the road between U.S. 224 and state Route 12.




Posted: Thursday, May 16, 2013 8:00 pm


Road 5 closing to through traffic for the summer

By NANCY KLINE

419-231-2444

nkline@civitasmedia.com

LimaOhio.com

OTTAWA — Construction to widen Road 5 is expected to begin May 28, according the Putnam County Engineer’s Office.


Signs appeared along Road 5 at U.S. 224 and state Route 12 stating the road would be closed for 120 days beginning May 13. Construction and planning manager Troy Recker said the Engineer’s Office put the signs up early to allow people time to find an alternative route.

“Of course the road will be open for local traffic for those residents who live along Road 5,” Recker said. He said if the weather cooperates, the actual construction will take about 100 days for the 5 miles of road between U.S. 224 and state Route 12.

The widening of the 6 miles of roadway between state Route 613 and U.S. 224 took 120 days and finished under budget.

Troy said work will start from the north end at U.S. 224. Most power-line relocation is complete, he said, except for an area a few miles north of Pandora and the relocation of the electric line from the substation at U.S. 224 to Road L.

The road will be widened from 20 feet to 24 feet and will include a two-foot stone berm on each side.

Because Road 5 already is 22 feet within the Pandora village limits, Recker said, it only will be widened 2 feet.

“This will be on the east side of the road,” he said. Recker also said the Engineer’s Office plans to widen the intersection at state Route 12 and Road 5 as much as possible without needing to move the gas pumps or relocate Ted’s Market.

“We will have to move the sign at this location,” Recker said. The power pole on the northwest corner of the intersection will not be moved.

The bid for the road expansion was awarded to Bluffton Paving at a cost of $2,605,789.60. The county received a County Surface Transport Program grant for $5 million. The county will pay an additional $1 million into the project as its share. The county also received a 629 Economic Development Grant for $1 million for engineering, acquisition of properties and utility relocation.

The widening of Road 5 has been a contentious project in the county, with several residents protesting the widening and an ongoing lawsuit in Putnam County Common Pleas Court.

on

Thursday, May 16, 2013 8:00 pm.

Article source: http://www.limaohio.com/news/local_news/article_1fe9b9f0-be81-11e2-945d-0019bb30f31a.html

Minto’s $1.4M naming rights deal for Barrhaven rec complex inches forward


Chris Hadfield, global sensation, got there with lots of Canadian help that may not be there in the future

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Article source: http://www.ottawacitizen.com/news/ottawa/Minto+naming+rights+deal+Barrhaven+complex+inches+forward/8394506/story.html