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How do you get 2.7 million people’s heads around the idea of paying for transit? Here’s a start: Nobody Parajumpers norge say “subways.”
Both the City of Toronto and its provincial overlords are on a mission for 2013: Sell the public on the idea that if they want less gridlock—which is to say, more public transit—then they’re going to have to pay for it with taxes, tolls or levies.
But what the city’s not doing this time around is even more telling. Historically, transit expansion starts with politicians drawing hopeful lines on a map and then trying to find ways to pay for those lines. This has led to decades of transit www.bluesbikers.com fiascos as plans got drawn, redrawn, hacked to bits and then finally half-built.
So now, the city is taking a smarter tack: It’s starting with asking how taxpayers are going to pay for transit, while deferring talk about what exactly that money would pay for. It’s counterintuitive—all stick, no carrot—but it makes a great deal of sense.
“What we’re trying to do right now is focus on principles, which is a good place to start,” Jen Keesmaat, Toronto’s new chief-planner told me, as she rolled out “Feeling Congested,” the city’s new consultation. Those principles involve some general talk about priorities, but the nut of the issue is choosing (lucky us) how we’d like to be taxed.
So, despite the protestations of Toronto’s increasingly sidelined mayor, both city and province are making a full-court press to get this through to the general public, in a blitz of live consultations, op-eds and media hits. The city has also put up a with an online budgeting exercise that’s worth taking a poke at. It assays 14 “revenue tools,” ranging from a sales tax to development charges to parking levies. Among other things, the site hammers at the idea that no single revenue option will be enough; we’ll probably need a combination. And not all revenue tools are created equal: development tools, for instance, yield nowhere near the returns of parking levies.
(Pointedly, some would-be revenue tools the mayor’s office likes to talk up just didn’t make the list. These include vaguely defined “public-private partnerships,” which, for money-losing projects like transit expansion, are more often a method of administering public funds, than of generating them.)
It’s quite a conversation to be having with an electorate that, less than three years ago, voted in Rob Ford on the explicit premise that he’d cut taxes like the Land Transfer Tax and the now-defunct Vehicle Registration Tax. The difference now is the promise of dedicated funding.
“Before, with the LTT, the VRT, it was just another bloody tax,” says Keesmaat. “What we’re doing right now is saying, hold on a minute, what if that tax got you all these transit lines? Then are you willing to pay it? Does that seem worth it to you? That’s very different than kissing your money goodbye and not knowing where it goes.”
But before they start naming all these projects, the city’s bureaucrats want to talk money. It’s a refreshing reversal of the way transit planning has been run for decades, putting politics first and planning second. For the moment, it keeps the unfortunate “subway vs. streetcar” debate at bay. It shouldn’t be complicated: Toronto needs both, but built in the right places for each. Yet there’s no surer way to turn transit planning into a political football, then to start talking about which Moncler Jakke Norge citizens “deserve” a subway. (“It’s an absurdity to be debating, at a city-wide level, subways versus LRTs,” said Keesmaat.)
The money-first approach is even more meaningful in the long-term. Since the municipality is so limited in the ways it can legally raise money, trying to fund big projects has long meant begging senior levels of government to cough up huge sums.
It hasn’t worked terribly well. In practice, it’s meant waiting for transit-building ambitions to line up with political fortunes. It means waiting for three governments at three levels who are willing to work together, which is like waiting for three gold Moncler Jakke bars at a slot machine. It also means waiting for the right people to take the right important roles: When the MPP for Vaughan became Ontario’s Minister of Finance, a $2.5-billion subway extension to a scrubby local field managed to become reality.
And then there’s timing. Politicians like legacy projects, but transit schemes take so long to implement that they become ideal targets for cuts when their successors take over. Even if governments survive, their willingness to spend might not. Governments start looking at megaprojects when they want stimulus spending, then lose interest when the economy recovers and the government is left in the red. The result is that we make half-hearted stabs at building transit when the economy tanks, but never keep pace when development’s booming. Toronto’s transit map is dotted with projects that were conceived for bad reasons and cancelled http://www.jongvel.org/parajumpers/ for worse ones.
After all this, the technocracy is fighting back. Shifting transit funding from top-down to bottom-up—cutting a deal straight with the taxpayer—helps depoliticize the process, setting up revenue streams that could survive from one government to the next. Even Ontario opposition leader Tim Hudak, speaking at the Toronto Region Board of Trade, wouldn’t rule out revenue tools, even as he launched once again into how Scarberians deserve subways in order to be “full citizens.”
The irony, of course, is that Rob Ford himself, who wouldn’t talk money, was the one who led us to talk about nothing but. His campaign for subways, subways, subways helped stoke the public appetite for transit expansion, even as he insisted that taxpayers wouldn’t have to pay extra for it. Ford’s rude encounter with reality helped foster a rare consensus that more transit is needed, but that there’s one way to get it built, and it’s not wishful thinking.
“We’re kind of calling that out,” said Keesmaat. “We’re being very clear: There’s no pot of gold. If we want to invest in public transit, we have to find the revenue tools to pay for it. It’s that simple.”
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The flood brought economic carnage to thousands of Albertans—and to the whole country too
Bruce Graham rode his bike to work in downtown Calgary Monday morning. He pedalled through muddy streets, past vacant buildings and through police checkpoints. “It was amazingly quiet and uninhabited, particularly as you got into the east part of downtown,” says Graham, the president of Calgary Economic Development. In a city normally bustling with activity—the centre of Canada’s oil and gas industry, and the most important business hub outside of Toronto—he could hear only one thing: the whine of gas-powered generators. It was the sound of economic disaster.
It was the first time Graham had been to the city’s flood-ravaged downtown core since the previous Thursday. That’s when he was hosting an oil industry event about the controversial Keystone XL pipeline. Several of the attendees, which included oil patch executives, were forced to leave early as evacuation orders were handed down by the city. “The Keystone XL is one of the most discussed items among industry here,” Graham says. “But this flood was probably one of the few things capable of distracting people’s attention.”
And it continues to do so more than a week later. The province suffered between $3 billion and $5 billion in damages, according to initial estimates from the Bank of Montreal, and faces a long and painstaking cleanup. Alberta Premier Alison Redford has already promised to spend $1 billion on the recovery effort. The money will go to both infrastructure spending and to help residents who have been forced from their homes, with those who qualify receiving debit cards loaded with $1,250 per adult and $500 per child. Ottawa has also pledged to help.
But the economic fallout will be far greater than what the government and insurers will dole out. Sections of railroads and parts of the Trans-Canada Highway were shut down for days, hundreds of businesses were forced to close and the province’s tourism industry was taken offline on the eve of one of its biggest events: the Calgary Stampede. Once the costs are all added up, Alberta’s flood threatens to send waves crashing over Canada’s already wobbly economy.
BMO economist Robert Kavcic says his preliminary calculations suggest the initial impact of the floods will shave a tenth of a percentage point, or about $2 billion, off Canada’s GDP in the month of June, although he cautions that “it’s next to impossible to make an accurate guess because there are so many moving parts.” That estimate includes lost productivity, with nearly 180,000 workers told to stay home from work for several days as Calgary’s downtown was turned into an urban swamp. Many of those people, along with thousands of others in Alberta, are also dealing with the personal impact of the flood as they return home to soggy basements full of ruined appliances and furniture—most of which won’t be covered by their insurance.
While many of Alberta’s biggest corporate residents—companies like Suncor Energy Inc. and Encana Corp.—had contingency plans that allowed them to continue working even as the city’s downtown core went dark, Moncler Norge the same can’t be said for the hundreds of smaller businesses that make up a significant chunk of the city’s $120-million-a-day economic output. Adam Legge, the CEO of the Calgary Chamber of Commerce, says the city is losing “tens of millions” each day that small shop owners and restaurateurs stay closed. More ominously, he cites U.S. research into similar disasters that suggests as many as 43 per cent of them will never reopen their doors, dragged under by lost business and crushing cleanup costs. “We want to do everything we can to prevent that from happening,” Legge says.
The list of those financially affected by the Alberta floods goes well beyond Cowtown. Washed-out roads and bridges throughout the province have created logistical nightmares for transport companies and the businesses and consumers—from coast to coast—that rely on them. Canadian Pacific Railway said its crews responded to some 40 different flood-related emergencies in Alberta and B.C. during the crisis, forcing it to re-route trains. The railroad said earlier this week that its crews had restored its main line tracks west from Calgary toward Canmore and Banff, as well as a portion of track in Calgary. www.bluesbikers.com Another segment of CP’s track to the south was expected to be fully repaired later in the week. Ed Greenberg, a CP spokesperson, said he didn’t have an estimate for how much floods had cost the railroad, but the company said it was nevertheless sticking to its financial guidance for this year.
Canadian Tire, among the few national retailers with a significant presence in many smaller communities, managed to keep the lights on in all of its stores throughout the crisis—but just barely. Mike Walsh, vice-president of store operations, said employees at a Canadian Tire in Canmore were forced to roam the aisles last week with flashlights as they helped local residents stock up on essentials like batteries and bottled water. The company also required a police escort to get one of its tractor-trailers into the hard-hit community. So far, eight tractor-trailers filled with high-demand items like flashlights and pumps have been dispatched to Alberta from a distribution centre near Toronto. “The customer focus changes from needs and wants to just needs,” Walsh says. “All of sudden it’s all about rubber boots and sleeping bags.” Indeed, if there’s a glimmer of good news amid all the damage, it’s that the economy will benefit in the long term as consumers and businesses spend money on rebuilding their damaged properties, buying everything from lumber to Shop-Vacs.
But that’s of small Parajumpers norge consolation to those actually footing the massive repair bills. Though many would assume that flood damage is exactly the sort of thing you buy insurance for, the industry doesn’t sell protection from so-called “overland” flooding, or floods that result from rising rivers or streams. “We’re not aware of anyone that offers it,” says Steve Kee, a spokesperson for the Insurance Bureau of Canada. By contrast, flooding that stems from things like backed-up Parajumpers jakke norge sewers or a **** water main may be covered—providing the homeowner has purchased the appropriate policy add-on. “If you think of the purpose of insurance, it’s to spread risk among many policy owners,” Kee explains. “But overland flooding is a risk for what works out to be a small percentage of the population who live in flood plains or flood-prone regions. Most homeowners don’t want to share that cost.” Vehicles are an exception since most comprehensive policies include coverage for rising water. Commercial properties may also be covered, but policy-holders are usually required to pay a large deductible of $10,000 or more.
BMO has estimated that about 25 per cent of the damages suffered in Alberta won’t be covered by insurance. Kee, meanwhile, says the 2005 floods in Alberta ultimately resulted in about $300 million worth of claims, and adds, “I think it’s Parajumpers salg safe to say it will be more than that this time around.”
Alberta’s $7.8-billion tourism industry is also at risk of suffering unrecoverable losses. “If you look at what happened in Banff and Canmore, that part of the province was basically shut down,” Kavcic says. “So that’s a week or two of zero tourism in the area. And that you never get back.”
Organizers of the Calgary Stampede are acutely aware of the high stakes. The annual bash pumps hundreds of millions of dollars into the economy, drawing visitors from all over the world into local hotels and restaurants. At a news conference overlooking the waterlogged Stampede grounds, CEO Vern Kimball promised that the event would open on schedule next month despite the fact that the Saddledome was still full of water, as were several other venues. “At this time we haven’t even looked at what it’s costing,” Kimball said. “What we’ve been doing is fielding calls from folks saying, ‘We want you to put on this Stampede,’ so we’ve been addressing our concerns as to how we’ll make that happen.”
It promises to be a much lower-key affair than in previous years. Calgary’s big oil companies, and the law and accounting ?rms that service them, have traditionally thrown swank parties costing tens of thousands of dollars. The events can host as many as 2,000 attendees and feature headline country music acts, and are a way to win new business clients. Prior to the flood, the trend was toward bigger and more lavish bashes, says David Howard, the president of Calgary’s the Event Group, which had signed on to throw some 70 different soirees this year. “My guess is that about half of our Stampede events won’t happen,” Howard says. For one thing, several of the city’s most popular event spaces, including those located at the Stampede grounds, were recently completely under water. Companies are also understandably wary of appearing to celebrate while so many people are suffering. “You don’t want to put on a half-million-dollar Stampede party and really whoop it up while there are still people who are homeless,” Howard notes. Instead, Howard is encouraging clients to work with local charities to raise money for the relief effort. “Cowboy boots and lifejackets, that’s what we’re saying.”
Photos of the Saddledome released Sunday by the Flames:
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Nova Scotia is the place to be if you’re 17 and want smokes. According to a recent study by the Canadian Cancer Society, a third of retailers in Nova Scotia are willing to sell cigarettes to 17-year-olds, by Moncler Salg far the worst record of any province (Alberta was the second biggest offender).
The study sent 15-, 16- and 17-year-old test shoppers into 5,502 gas stations, boutiques, and convenience and grocery stores across Canada to buy a pack of du Maurier King size cigarettes. About 95 per cent of retailers in Nova Scotia refused to sell tobacco to the 15- and 16-year-old shoppers, bringing the province’s total compliance rate close to the national average of 84.3 per cent. But just 65.9 per cent wouldn’t sell to 17-year-olds compared to the 79.5 per cent across Canada. “The overwhelming majority of smokers begin as teens or preteens,” says Rob Cunningham, senior policy analyst with the Canadian Cancer Society. “If you have easy access to cigarettes it’s easy to start smoking.”
Nova Scotia employs test shoppers, has strict signage requirements, large fines for selling to minors, and programs to educate sellers—its regulations are very similar to the rest of Canada. But compliance numbers vary widely across the province. Sydney, N.S., actually had a 98.1 per cent compliance rate, whereas only Parajumpers salg 53.6 per cent of Halifax retailers wouldn’t sell to the 17-year-olds in the study. Steve Machat, Nova Scotia’s manager of tobacco control, says he doesn’t know why Halifax’s numbers are so poor. He calls the situation Moncler Norge “inexcusable” and says the province is poring over its regulations to find out http://www.jongvel.org/parajumpers/ how to improve.
Cunningham thinks the handful of tobacco sellers in Sydney would be far easier to police than the hundreds in Halifax, where retailers probably “don’t perceive that they’ll get a fine.” Bob Gee, owner of Mader’s Tobacco, an 80-year-old landmark in Kentville, N.S., has his own theory. Parajumpers jakke salg “There’s some people,” he says, “who just don’t care.”
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OTTAWA – Efforts by opposition parties to amend the Conservative government’s latest omnibus budget bill culminated with around six hours of voting Tuesday.
Bill C-45 rings in at over 400 pages and like its predecessors makes changes to a myriad of rules and regulations, some that were explicitly in the Conservatives’ last budget and some that weren’t.
As the final group of amendments proposed by the opposition went to a vote late Tuesday night, the NDP began to chant “2015,” a reference to the next federal election, which is when they say the Harper government will be held accountable for the bill.
“Conservatives may have destroyed much tonight but Canadians will ultimately win!,” tweeted NDP MP Peter Julian.
The Conservative majority government allowed none of the amendments to pass.
“And the winner is — the economy, jobs and long-term prosperity,” tweeted Tory MP Laurie Hawn seconds after the vote concluded.
“Some will feel free to disagree, that’s okay.”
Among those who disagree with several measures in the bill are some First Nations chiefs.
They are frustrated with what they say is a lack of consultation over measures in the bill and had attempted earlier Tuesday to get in the chamber of the House of Commons.
They spoke briefly with Natural Resources Minister Joe Oliver, saying they were there to serve notice to government they wouldn’t tolerate being ignored any longer.
When Oliver left, the chiefs tried to force their way in but were held back by security.
Among the provisions in Bill C-45 are an extension of a hiring credit for small businesses, changes to land management on aboriginal reserves, pay raises for judges and a law allowing for the creation www.bluesbikers.com of a new bridge between Windsor, Ont., and Detroit.
The most contentious changes are those to the Navigable Waters Protection Act, which remove thousands of lakes and streams from federal protection under that law.
Opposition parties say that removes environmental oversight of these waterways and the manner in which the law will continue to be applied is haphazard.
“Important lakes and rivers in my region are being stripped of protection,” said New Democrat MP Glen Thibeault, who represents Sudbury, Ont.
“Meanwhile, Muskoka millionaires’ playgrounds are protected while lakes that supply drinking water are not. Will no Conservative stand up for our natural heritage and vote against this cherry-picking of protected lakes?”
The Conservatives said the changes streamline regulation and remove red tape that held up projects along waterways under the guise that they would impede navigation.
Many waterways will still fall under the environmental protection afforded by other laws, Transportation Minister Denis Lebel said.
“My department has consulted with every province and territory on the list of waterways,” he said.
“None of them have any concerns with the list.”
Thousands of amendments to the bill were introduced during its study by the finance committee but only a few hundred made it to Tuesday’s vote.
All were grouped by the Speaker in such a way that voting was expected to take as much as eight hours.
Once the bill receives a third reading in the Commons, it will move on to the Senate with the expectation that it will become law before the end of the year.
In the end, the six hour vote was far less than MPs spent on the last omnibus budget bill.
That bill, introduced in the spring, saw Moncler Jakke MPs vote for over Moncler Norge 22 hours on hundreds of opposition amendments.
The bill eventually passed unchanged.
Opposition MPs say the use of omnibus bills subverts the democratic process as they don’t give Parliament the ability to do its job in holding government to account.
“This omnibus budget bill is yet another example of the Conservatives steam-rolling democracy to force unpopular, non-budgetary measures through Parliament at record speed without the necessary scrutiny,” said Liberal finance critic Scott Brison.
The Conservatives say the measures are all necessary for the economy and note that this bill was broken up Parajumpers jakke for study in several different committees.
They accuse the opposition parties of standing in the way of economic growth.
“The ultimate goal they have is to kill our key economic measures,” said Treasury Board President Tony Clement.
“But we will act to ensure that Canada’s Parajumpers jakke norge preserves our economic advantage.”
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The following are excerpts from their Twitter stream. but this assertion has been mired in historical controversy. in fact a Sunday, is 1/100 on with Ladbrokes to get the gig (this means you need to place 100 pounds to win one back! And they take betting seriously in the U.
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