This is playing this week at The Roxy with a special (free) screening Saturday night put on by Great Places.
I have been following the news about the 50th Anniversary Ford Mustang for a while now and Ford Canada is releasing it today. Here is the press release from Ford.
DEARBORN, Mich., Dec. 5, 2013 – The next chapter in the life of the iconic pony car begins today as the all-new Ford Mustang, loaded with innovative technologies and delivering world-class levels of performance, is simultaneously revealed around the globe in six cities on four different continents.
“Ford Mustang inspires passion like no other car,” said Raj Nair, Ford group vice president, global product development. “The visceral look, sound and performance of Mustang resonates with people, even if they’ve never driven one. Mustang is definitely more than just a car – it is the heart and soul of Ford.”
Mustang’s impact goes well beyond the 9 million-plus cars sold during its 50 years of continuous production. It is the world’s most-liked vehicle on Facebook, with thousands of appearances in film, television, music and video games. For the first time ever, Ford will bring Mustang to customers in key parts of Europe and Asia.
“We crafted this car with the goal of creating a contemporary interpretation of Mustang – an American automotive icon that symbolizes optimism and freedom for millions of people around the world,” said Jim Farley, executive vice president of Ford global marketing, sales and service and Lincoln.
All-new shape, yet unmistakably Mustang
The clean-sheet design of both Mustang fastback and convertible evokes the essential character of the brand, retaining key design elements including the long sculpted hood and short rear deck with a contemporary execution.
“You only get one chance to make a first impression and when you see this car, you immediately see a Mustang strong and true,” said Moray Callum, Ford executive director, design, The Americas.
Several key design features define the all-new Mustang, including:
· A lower, wider stance with a reduction in roof height, wider rear fenders and track width
· The return of Mustang fastback with a sleeker profile enabled by more steeply sloped windshield and rear glass
· Three-dimensional, tri-bar taillamps with sequential turn signals
· Contemporary execution of the signature shark-bite front fascia and trapezoidal grille
Mustang convertible drivers will appreciate the standard multilayer insulated cloth top that gives the car a more upscale appearance and a quieter cabin. The new top lowers twice as fast as before, and has a sleeker profile when folded for open-air motoring.
The information and controls that an active driver needs are all readily accessible in the aviation-inspired cockpit, which is executed with the highest degree of craftsmanship ever found in a Mustang. Large, clear instrumentation that puts vehicle information right in front of the driver in the roomier cabin while improved ergonomics and tactile switches and knobs provide better control. The added width and new rear suspension contribute to improved shoulder and hip room for passengers and a more usefully shaped trunk that can accommodate two golf bags.
The Mustang experience
The way Mustang looks, drives and sounds is key to the visceral experience that makes drivers want to just get in and hit the road. With more options to choose from, there is a Mustang to fit any lifestyle. The upgraded V6 and V8 are joined this year by an all-new 2.3-litre EcoBoost® engine that brings state-of-the-art technology to Mustang.
Mustang GT continues with the latest edition of the throaty 5.0-litre V8, now featuring an upgraded valvetrain and cylinder heads that yield more than 420 horsepower and 396 lb.-ft. of torque. A new intake manifold improves low-speed breathing for better fuel economy, idle stability and emissions.
“This EcoBoost engine delivers where a Mustang driver expects it to with a broad, flat torque curve that pours out when you stand on it for easy passing or hustling down a twisty road,” said Dave Pericak, Mustang chief engineer.
The Mustang EcoBoost engine uses direct injection, variable cam timing and turbocharging to deliver plenty of usable performance and projected segment-leading fuel efficiency. A unique intake manifold and turbocharger housing enable it to deliver the performance Mustang drivers expect with output projected at more than 305 horsepower and 300 lb.-ft. of torque.
With at least 300 horsepower and 270 lb.-ft. of torque on tap from the standard 3.7-litre V6, even the most accessible Mustang delivers the performance customers expect.
Drivers will appreciate smoother shifts from the updated manual gearbox, while a reworked automatic transmission features new steering-wheel-mounted shift paddles for drivers who want the choice between convenience and control.
Most nimble pony ever
When life throws drivers a curve, the all-new Mustang sets new handling benchmarks for the brand, delivering world-class dynamics and ride quality.
“We already set a very high standard for Mustang’s dynamics with Boss 302, and our goal was to go above and beyond that with this new car,” said Pericak.
Mustang features all-new front and rear suspension systems. At the front, a new perimeter subframe helps to stiffen the front structure while reducing mass, providing a better foundation for more predictable wheel control that benefits handling, steering and ride.
The new double ball-joint front MacPherson strut system also enables the use of larger, more powerful brakes. This is expected to be the best stopping Mustang yet, with three available brake packages.
At the rear is an all-new integral-link independent rear suspension. The geometry, springs, dampers and bushings all have been specifically modified and tuned for this high-performance application. New aluminum rear knuckles help reduce unsprung mass for improved ride and handling.
Smarter than your average pony
The all-new Mustang features a significant amount of innovative technologies providing drivers with enhanced information, control and connectivity when they want it. From Intelligent Access with Push-Button Start to SYNC and MyKey in every Mustang built, plus available Track Apps, MyColour gauges and new Shaker Pro audio system, drivers will be able to customize their time behind the wheel.
The feeling of freedom and confidence that drivers get in Mustang is amplified when they can take control of how it behaves. On a twisty back road or a weekend track day, the driver can tap the toggle switches on the console to quickly adjust steering effort, engine response, and transmission and electronic stability control settings using the available Selectable Drive Modes to create the perfect Mustang at any time.
The new advanced, Ford-developed stability control is tuned to maximize Mustang’s dynamic capabilities with features like torque vectoring that directs engine power to individual wheels to help keep the car on course. When the time comes to turn up the wick at the track, Mustang GT includes standard launch control that enables drivers to achieve smooth, consistent starts every time.
When it’s time to back off and relax for the drive home available advanced driver-assist features including Blind Spot Information System with cross-traffic alert and adaptive cruise control can help ease the load.
50 years of Mustang
April 17, 2014, marks the 50th anniversary of the introduction of the original Ford Mustang and each 2015 model marks the milestone with a badge on the instrument panel that includes the galloping pony logo and the words “Mustang – Since 1964.” Mustang will continue to be built in America at the Flat Rock Assembly Plant.
“From day one, we knew if we were going to build a new Mustang, we had to do it right,” said Pericak. “We built a new Mustang from the ground up that is quicker, better-looking, more refined and more efficient, without losing any of the raw appeal that people have associated with Mustang for decades.”
Here is my review of the 2013 Ford Mustang GT in case you are interested. Its pretty awesome too.
It is not a petty fit of pique by a mad Bavarian aristocrat. The 72-year-old count, the eighth in a long line of pencil makers, just wants to prove how durable the pencils that carry his family name are.
The Faber-Castell family has been making wooden pencils by the hundreds of millions here in a storybook setting, bisected by the swift Rednitz River, which was once the main source of power here. A torrent of brightly colored pencils flows from clattering machines in a century-old factory with a tile roof and windows framed in pastel hues.
Faber-Castell is the largest maker of wood-encased pencils in the world and also makes a broad range of pens, crayons and art and drawing supplies as well as accessories like erasers and sharpeners. About half the company’s German production is exported, mostly to other countries in the euro zone. That means that Faber-Castell contributes, at least in a small way, to Germany’s large and controversial trade surplus — which now rivals China’s for the world’s largest.
Faber-Castell illustrates how midsize companies — which account for about 60 percent of the country’s jobs — are able to stay competitive in the global marketplace. It has focused on design and engineering, developed a knack for turning everyday products into luxury goods, and stuck to a conviction that it still makes sense to keep some production in Germany.
“Why do we manufacture in Germany?” the count asked during an interview at the family castle near the factory. “Two reasons: One, to really make the best here in Germany and to keep the know-how in Germany. I don’t like to give the know-how for my best pencils away to China, for example.
“Second, ‘Made in Germany’ still is important.”
Not all its factories are in Germany. But when Faber-Castell, which is privately held and had sales of 590 million euros, or about $800 million, in its last fiscal year, manufactures in places like Indonesia and Brazil, it is at its own factories.
In contrast to many American companies, like Apple, that have outsourced nearly all production to Asia, Faber-Castell and many other German companies make a point of keeping a critical mass of manufacturing in Germany. They see it as central to preserving the link between design, engineering and the factory floor.
Chances are that you have never set foot inside the best grocery store in America: Aldi. And even if you are lucky enough to be in one of the 32 states where Aldi is, perhaps you were put-off by the cardboard boxes in lieu of shelves, or the row upon row of suspicious-looking off-brands. What is this place? Why do I have to put down a deposit to check out a cart? What is the weird giant shelf by the exit? And what do you mean, I have to pay for a bag?
Calm your hormones, meine Schatzis: Aldi, which is short for Albrecht Discount, is the American incarnation of a German grocery chain that is so ubiquitous in the Vaterland that almost 90 percent of Germans shop there. (Not all German imports are luxury cars, beer, and super-cool glasses.)
Aldi is part of a charming subset of Teutonic trade: the brother-run company that cleaves in twain. Shoe aficionados already know the story of the Dassler brothers, Adolf and Rudolf, whose bitter feud resulted in the creation of Adidas and Puma. (Germans pronounce Adidas differently—some might say correctly—AH-dee-das, from Adi Dassler.) But outside Germany, few know about grocery-store kingpins Karl and Theo Albrecht (who was kidnapped in 1971!)—even though Karl, with a reported net worth of more than 17 billion euros, is the richest man in Germany (Theo’s descendants are a close second).
The Brüder founded their discount-store empire together. A disagreement in 1960 over selling cigarettes hastened a partition, and an epic game of grocery-store Risk: Theo would rename his business Aldi Nord, and would control territories north of the Rhine, plus a healthy chunk of Europe. Karl would head up Aldi Süd, and get southern Germany, more of Europe, plus the U.K. and Ireland. But both companies operate stores in the United States—Aldi Süd operates as Aldi, and Aldi Nord as the now ubiquitous Trader Joe’s.
But whereas Trader Joe’s employs just one major cost-saving device—private labeling—everything else about it is Americanized. The place is swarming with upbeat employees; cashiers stand at the till and bag your products for you; you just grab a cart willy-nilly and they trust you to put it back. Aldi also private-labels (those $1.99 “Millville” Rice Squares are Chex, you guys!), but what makes it a more exciting venture—and even cheaper than Trader Joe’s—is that it has imported the entire German grocery experience (aside, alas, from employees yelling at you if you do something wrong).
The testimony by the editor, Alan Rusbridger, gave a public airing to the debate over how to balance press freedom against national security concerns, an issue that became more acute once The Guardian began publishing material leaked by Mr. Snowden in June.
The American and British governments have said the disclosures, which detail how the National Security Agency and its equivalent in Britain, Government Communication Headquarters, gather vast amounts of data, damage national security and help hostile governments. Journalists and transparency advocates have countered that the leak spurred a vital debate on privacy and the role of spy agencies in the Internet age.
Mr. Rusbridger said Tuesday that the governments’ measures “include prior restraint,” as well as visits by officials to his office, the enforced destruction of Guardian computer disks with power tools and repeated calls from lawmakers “asking police to prosecute” The Guardian for disclosing the classified material in news articles.
As he testified before a Parliamentary committee on national security, he faced aggressive questioning from lawmakers, particularly those of the ruling Conservative Party. Some asserted that The Guardian had handled the material irresponsibly, putting it at risk of interception by hostile governments and others. Others said the paper had jeopardized national security.
At one point during the hearing, Mr. Rusbridger was asked, to his evident surprise, whether he loved his country. He answered yes, noting that he valued its democracy and free press. After Mr. Rusbridger’s testimony, a senior British police officer, Cressida Dick, refused to rule out prosecutions as part of an investigation into the matter.
Since the revelations, newspapers, particularly those that have dealt with Mr. Snowden’s material, have also had to adjust to a harsh new reporting environment, security experts and journalists said, as governments and others seek secret material held by reporters.
“The old model was kind of like your house,” said Marc Frons, the chief information officer of The New York Times. “You locked your front door and windows, but not your desk drawer, even if it had your passport inside. In the new model, you have locks on everything.”
The Guardian, The Washington Post and The Wall Street Journal declined to comment about internal security arrangements.
But Mr. Rusbridger told Parliament that the newspaper “went to more precautions over this material than any other story we have ever handled.”
Senior Guardian editors were initially skeptical this year when asked to hand over their cellphones before discussing Mr. Snowden’s documents, said a person with knowledge of the reporting process, who did not want to be named discussing confidential security procedures.
That soon changed when they reviewed the information Mr. Snowden had supplied, this person said. The documents, they came to realize, would be of intense interest not only to the American and British governments, from which they were taken, but also to other governments like China and Russia seeking an espionage edge and hackers seeking to embarrass either government agencies or the publications reporting on the material.
Eventually the same editors insisted that meetings be held in rooms without windows and that any electronic devices nearby be unplugged. Computers that contained the information could never be connected to the Internet. And reporters who needed to consult with colleagues in other countries about the documents had to fly them over physically and meet in person, despite the extra costs. On one occasion, Mr. Rusbridger said, encrypted documents were sent via FedEx.
A well-travelled friend once told me that Saskatoon and northern Saskatchewan were the greatest places on Earth to be in the summer and the world’s worst places to live in the winter.
How much I agree with him depends on the wind chill.
Winters here are long and dreary, and they last from October until May some years. Not only does the snow linger, for many of us, the winter mindset dominates our thinking on all sorts of policies and decisions even during the heat of summer.
We argue about new ideas for the city all of the time. “We can’t have bike lanes because it snows half the year.” “The winter is too long to waste money on a pedestrian bridge.” “Money on parks is wasted because they never get used in the winter.”
There is much we don’t do because of this white stuff – even when we are complaining about the heat in the summer.
Other cities aren’t held captive to winter in the same way.
Many Nordic cities with far worse winters than ours have excellent bike infrastructure and keep the trails cleared year-round.
Edmonton struck a committee last year to help manage winters better.
I am not sure if I agree with the approach that Winnipeg and Calgary have taken with elevated walkways, but I was able to walk all over Winnipeg in -40 C temperatures with only a light jacket.
A report prepared for the Minneapolis-St. Paul region mentioned that nine of the 10 happiest American states are ones that feature cold winters, and listed examples of cities that do winter really well.
In Germany, Austria, and France, people look forward to outdoor holiday markets where they can find a festive atmosphere along with holiday decorations, seasonal gifts, and warm food and drink.
New York City has imported the idea and has set up massive outdoor markets across Manhattan. Before you scoff at the idea, look at the large crowds that come out in any weather to Wintershines. People will come if you give them reason to do so.
December is easy, but we have to make February tolerable. Winnipeg is doing an excellent job. The city pays a lot more for winter snow and not only can you drive around, the sidewalks are cleared. Imagine being able to drive and get around on foot. It can happen.
Winnipeg has also installed heated bus shelters at a growing number of stops. Even in -40 C with a brutal wind, I was able to take off my tuque, gloves, and unzip my jacket while waiting for a bus.
The city has slowly added winter warming shacks as attractions along its rivers. It started as a local idea, and now gets international attention from architects and designers. Those shacks get you out of the wind and give you an excuse to brave the elements.
No matter the weather, thousands of people are having fun all winter long.
Adding a few warming huts each year would make a cold and windy Saskatoon riverfront a lot more tolerable. It would also help connect the different business districts which are spread out because of our river.
Holiday seasonal markets would also be perfect in the Saskatoon Farmers Market. Who knows? It could even one day expand into something other than a weekend destination.
The first step is not warming huts or outdoor markets, however – it is to convince council to get serious about residential snow removal. And our business improvement districts must get serious about keeping sidewalks clear.
Then it relies on everyone figuring out ways to make winters more enjoyable.
Maybe it’s a restaurant opening its deck on milder days, or community associations holding outdoor parties in the winter, like they do in the summer.
It requires the city looking at ways of making our parks winter-friendly, perhaps with more fire pits, or ensuring bike lanes are cleared all season long.
It’s bus shelters that actually do keep us warm. Once we figure out how to shed the shackles of a cold winter and enjoy it, we will find out that even our summer months can get better.
© Copyright (c) The StarPhoenix
With slim chance of landing NHL team, Markham arena project somewhere between risky and outright insane
Which brings us to the city of Markham, which hopes to stake a claim. The city has been wrestling for some time with a proposal to build a $325-million arena that would hopefully house an NHL team. Mayor Frank Scarpitti revealed a modified version of the funding structure on Friday with a murky new $70-million extracted from unnamed developers. The plan is still full of holes, with at least $50-million not covered, and council is expected to vote on a previous version of the funding structure Monday or Tuesday. And between now and then, someone should tell them that they are risking an enormous amount of money for a project that is somewhere between risky and outright insane.
“We have never been encouraging of this project,” said NHL commissioner Gary Bettman, reached by phone on Saturday. “And we have repeatedly said that if this building is built, it should be built with the expectation that they will not get a team.”
Bettman was otherwise loathe to comment on the project, or any other one. Yes, he has always repeated a version of that line to those who hope to join the list, because the NHL does not want cities to bankrupt themselves in the faint hope that they might jump to the front of a queue. Yes, Bettman is widely disbelieved when he says, for instance, that Quebec is not necessarily getting the Nordiques back anytime soon.
But in this case, right now Markham is chasing something that isn’t there. One NHL source with knowledge of the league’s thinking called the Markham project “delusional,” and pointed to Copps Coliseum in Hamilton, already outdated, as an example. The source added that Markham is not a priority for the league, and that building an arena will not make it one. The NHL loves to insist there isn’t a list, but if there is, Markham isn’t on it.
What’s even more delusional are those that say that Saskatoon is going to get a NHL team.
I have linked to the Winnipeg centric photography of Bryan Scott before. I have said for years that him and Sam Javanrouh are two of my favourite street photographers in the world. Scott has a new book out called Stuck in the Middle and it is about what makes Winnipeg, well Winnipeg.
For the sake of an exercise, pretend you’re a god. You can go anywhere you want, by any mode of transportation you desire. What you’re most likely to desire is to travel as far away as possible from the coastlines of the continents, where the vast majority of humanity resides. This is a logical desire, as all gods consider homo sapiens a nuisance, if not a pest species.
In geographic terms, they call such a place a pole of inaccessibility — the farthest location you can travel from any coast. In Eurasia, discriminating deities will wind up in the Gurbantºnggºt Desert, an arid patch of western China’s Xinjiang province, a few kilometres from the Kazakh border. In South America, misanthropic multi-dimensional beings may escape to the savannahs of the Mato Grosso plateau to enjoy the quiet company of Brazilian cattle. In Africa, the ultimate escape will place you among the pigeons and parrots of the Bengangai Game Reserve, near the tri-border confluence of South Sudan, the Central African Republic and the Democratic Republic of the Congo.
In North America, however, the farthest place from anywhere is already occupied — by Winnipeg, home to more than 700,000 people and zero gods. More than any other city on the continent, Winnipeg is stuck in the middle.
Head east from Winnipeg in a car, and it’s a 2,700-kilometre drive to the Gulf of St. Lawrence, which flows into the Atlantic Ocean in the general vicinity of Rivière-du-Loup. This coastal Quebec town is the birthplace of Alexandre-Antonin Taché, the first Archbishop of St. Boniface, a Cassandra figure who tried and failed to prevent the 1870 Métis unrest that established Manitoba and paved the way for Winnipeg to be a provincial capital.
Drive west from Winnipeg, and it’s 2,300 kilometres to the Pacific coast city of Vancouver, a railway terminus whose early growth originally mirrored that of the Manitoba capital, once Canada’s biggest railway hub. But after the 1914 completion of the Panama Canal, the Port of Vancouver became a more profitable shipping route, and Gastown assumed Winnipeg’s role as Western Canada’s most important city.
Drive south from Winnipeg, and it is 2,750 kilometres to Corpus Christi, a Texas city on the Gulf of Mexico. Visit the suburb of Flour Bluff, and you may find yourself at the corner of Winnipeg Drive and Manitoba Drive, where a series of nondescript bungalows pays homage to hopelessly bored Prairie-dwellers who actually did get in their cars and drive until they could not go any farther.
You cannot travel by car directly from Winnipeg to the Arctic Ocean. But it’s only a 1,700-kilometre train ride to Churchill, Manitoba’s seaport on Hudson Bay. The Scottish settlers who helped found the Red River Settlement that would eventually spawn Winnipeg had to travel through the vast emptiness of Hudson Bay, whose shores are patrolled by polar bears. Open up a Lonely Planet guide to Canada, and you will find as many pages devoted to Churchill as there are to Winnipeg. In the eyes of international tourists, the permafrozen tundra is more attractive than a city that simply has the reputation of being among the coldest in the world.
If you insist on technicality, the North American pole of inaccessibility actually is embedded in the South Dakota badlands. But Winnipeg has more than just geographic reasons to claim the continent’s extreme centre.
As a city of 700,000, Winnipeg is too small to be cosmopolitan but too large to be folksy. Big-city complaints about violent crime compete with small-town gripes about the absence of privacy and if you’re single, a terribly shallow gene pool. Major amenities such as NHL hockey are balanced off by a minor-league transportation network saddled with only a rudimentary rump of a rapid-transit system.
Far from the moderating influence of the seas, Winnipeg is subject to a highly variable, mid-continental climate, where winters are frigid, summers are steamy and both spring and fall can involve either extreme. The annual mean temperature of 2.6 C belies the 86-degree spread between the city’s hottest and coldest recorded temperatures.
Winnipeg also falls smack in the middle when it comes to economic growth, chugging along at a modest pace during the entire postwar period while almost everywhere else underwent rapid expansions and precipitous declines. Winnipeg’s eggs are divided among many economic baskets — transportation, manufacturing, insurance, food processing — as if the gods designed a living embodiment of a balanced stock portfolio.
But none of this speaks to the real manner in which Winnipeg is stuck in the middle: It is a city that inspires a profound sense of ambivalence among its residents.
This has nothing to do with apathy, as there’s no such thing as a Winnipegger without a strong opinion about the city. They either despise it or adore it, depending on the nanosecond and whether or not the bus came on time, the street happened to get plowed or the Blue Bombers won the previous night. While ambivalence of this sort is present in any city, only in Winnipeg does it serve as the defining character of the populace.
In many ways, Winnipeg is a fascinating place. It was born of an act of violent resistance, a unique occurrence in this country. It was the fastest-growing city in North America for a time. It was the site of one of the largest workers’ revolts in the Western World. It was threatened with destruction by floodwaters twice in half a century. It is the second-smallest city on the continent to boast a major-league professional sports team. It boasts a selection of architectural wonders that ranges from surviving railway-boom warehouses to 20th-century modernist buildings to a handful of hyper-modernist structures.
Yet Winnipeg is also the very vision of homogeneity and inefficiency. It’s a low-density city that can barely afford to maintain its sprawling, aging infrastructure. It is not overly walkable or pedestrian-friendly. It makes artistic decisions based on politics and political decisions that appear to be inspired by Dadaism more than any political philosophy. It has a disturbing tendency to allow property owners to neglect and eventually demolish heritage structures.
Winnipeg tends to infuriate Winnipeggers, who sometimes question why they live in the city. But when they consider the alternative, they dare not dream of living anywhere else. Even Winnipeggers who do depart for Toronto, Calgary or Vancouver never assimilate or fully lose their regional identity. They remain stuck on their birthplace, in the middle of the flat, snowy, bug-ridden, flood-prone and isolated prairie, where everyone seems to know everyone despite the impossibility of the arithmetic involved.
To add another onion layer to this already-tired analogy, Winnipeg is also stuck in the middle of two possible destinies. One involves maturation into a medium-sized city that learns to live within its means by choosing to reinvigorate its inner core, increase the density of its older neighbourhoods and build new residential areas that make financial and environmental sense.
The other is a slide back to mediocrity by conducting postwar development business as usual: the endless construction of new single-family homes, sprawling out into a distance where the roads and sewers and water pipes will never be as good as the day they are laid, because no future government will be able to maintain them.
Winnipeg is a city on the precipice of a momentous decision, one that really amounts to the cumulative result of a series of smaller decisions. For now, it stands between two futures and potentially many more. Pray to whatever deity you like to ensure the right choices get made.
This looks to be an amazing Christmas gift for any urbanist (or Winnipeg resident) on your list.
They designed and built many of the landmark bridges spanning Canadian waters, but when it came to the Champlain Bridge, the father-and-son engineers P.L. and Hugh Pratley lost a big part of the job to a low, exotic bid.
This weekend, roughly 55 years later, work crews are racing to install a “super beam” and save the Champlain Bridge. Hugh Pratley, now 87, shakes his head at the memory of how the “innovative” concrete girder design imported from Europe won over his plan to use traditional steel girders to build much of a 3.4-kilometre crossing over the St. Lawrence River.
“We were ready to go with a similar design to the one my father used 30 years earlier on the Jacques Cartier Bridge, and then this crazy idea came in from France,” said Mr. Pratley. “It cost less, so they took the cheapest bid. And now they’re paying for it.”
The Champlain Bridge, which is among Canada’s busiest and is located in one of the country’s key trade corridors, was scheduled to be closed completely early Saturday morning so workers could install a 75-tonne steel girder to shore up a failing concrete beam. The federal bridge authority in Montreal plans to reopen the bridge with the brace until more permanent repairs can take place.
However, the only long-term solution is a new bridge that is expected to cost at least $3-billion.
Montreal is riddled with crumbling infrastructure, but the Champlain is emblematic of problems that have haunted the city for decades: Shoddy construction, neglected upkeep and jurisdictional squabble have contributed to create an emergency situation that could have been avoided.
At the root of the problem was the desire of the Progressive Conservative government under John Diefenbaker to save a buck.
Yeah, that does sound a lot Saskatoon. The only difference is that Montreal actually fixes it’s crumbling bridges while we just let ours fall apart.
This Sunday’s photo of a house of worship from The Daily is Paroisse St. Philippe de Neri Parish Roman Catholic Church in Vonda, Saskatchewan.