Business
Warming up to winter on the Ross Street Patio
By Mark Weber
We may be into the coldest chill of the winter season, but Red Deerians will find a warm, engaging and inviting atmosphere on the Ross Street Patio just the same. The Ross Street Patio is a spot everyone needs to put on their to do list, even in the winter.
Amanda Gould, executive director of the Downtown Business Association explains the DBA has been bringing special events to the downtown core for several years now. “Every year, we deliver more than 100 events in the downtown core with a favourite being the Ross Street Patio. This marks the first year we will be continuing with programming throughout the winter,” she said, adding that the Patio was opened last winter as well, but with the ongoing pandemic there was no programming. “So we aren’t really counting last winter as our first go-round, we are counting this winter as our first.”
“You will see public art, fire pits, a giant metal ‘locks of love’ heart, free hot chocolate, a Frosty the Snowman bench where you can take pictures with friends, a live music stage for the warmer days, and an ice sculpture will be (featured) on the music stage, too,” Gould explains.
“So we’ve got lots of activity happening down here, and we are really trying to capture the people’s hearts with interesting ideas that we can create that will bring people downtown,” adding that another key goal is to help folks realize there is indeed plenty to enjoy downtown through the winter months.
“We aren’t going to do things on those minus 25 days, but those other days where it’s around minus 10, you can still come outside – the restaurants are open – come down and enjoy a drink, get a hot chocolate and relax on the Patio!”
“Another goal is to just generally increase traffic and overall awareness about all that downtown Red Deer has to offer,” says Gould.
“It’s really also about engaging the general audience with activity, public art and live music that you can’t really get anywhere else,” adds Gould. “It’s also about showing people the fun that you can have downtown.
“The businesses here are absolutely thriving, and their individual patios kind of spill out onto the streets.” Wednesdays in particular are busy especially during the warmer months when special performances are held along with the weekly downtown market.
“During COVID, we’ve still been seeing great numbers with that,” she said. “There will also be the annual car boot sale that we have on Wednesday afternoons as well, where people can come down and sell their wares out of the backs of their cars all along Little Gaetz which is great fun.
“One of the other things we are also working on this year is establishing a new brand for downtown, so that we can really start to change the rhetoric that is happening down here.”
“Yes, there is work to be done of course in other areas, but part of what the DBA can control is the messaging that comes out of the downtown. So we will see a new brand roll out toward the end of the year,” said Gould.
In the meantime, Gould encourages folks to check out the downtown core and visit businesses they perhaps haven’t explored just yet. “Come down and experience it – I think a lot of people who are (affected) by the negative rhetoric maybe haven’t been downtown for years, or they have been down recently and seen something that they didn’t like.
“But if you come down and experience the downtown on an event day, or during late night shopping, or when there is something like that when there is activity going on, you will have a totally different experience,” she said.
“Downtown is such a thriving little community as well – everybody from the various shops knows each other, (staff) from the restaurants know each other – there is a whole bunch of different personalities down here,” she said.
“So you are really ‘supporting local’ while you are down here, but you are also getting an insight into a completely unique way of life in the downtown.”
From the Daily Caller News Foundation
By David Blackmon
Ever since March 16, when presidential candidate Donald Trump created a controversy by predicting President Joe Biden’s efforts to force Americans to convert their lives to electric-vehicle (EV) lifestyles would end in a “bloodbath” for the U.S. auto industry, the industry’s own disastrous results have consistently proven him accurate.
The latest example came this week when Ford Motor Company reported that it had somehow managed to lose $132,000 per unit sold during Q1 2024 in its Model e EV division. The disastrous first quarter results follow the equally disastrous results for 2023, when the company said it lost $4.7 billion in Model e for the full 12-month period.
While the company has remained profitable overall thanks to strong demand for its legacy internal combustion SUV, pickup, and heavy vehicle models, the string of major losses in its EV line led the company to announce a shift in strategic vision in early April. Ford CEO Jim Farley said then that the company would delay the introduction of additional planned all-electric models and scale back production of current models like the F-150 Lightning pickup while refocusing efforts on introducing new hybrid models across its business line.
General Motors reported it had good overall Q1 results, but they were based on strong sales of its gas-powered SUV and truck models, not its EVs. GM is so gun-shy about reporting EV-specific results that it doesn’t break them out in its quarterly reports, so there is no way of knowing what the real bottom line amounts to from that part of the business. This is possibly a practice Ford should consider adopting.
After reporting its own disappointing Q1 results in which adjusted earnings collapsed by 48% and deliveries dropped by 20% from the previous quarter, Tesla announced it is laying off 10 percent of its global workforce, including 2,688 employees at its Austin plant, where its vaunted Cybertruck is manufactured. Since its introduction in November, the Cybertruck has been beset by buyer complaints ranging from breakdowns within minutes after taking delivery, to its $3,000 camping tent feature failing to deploy, to an incident in which one buyer complained his vehicle shut down for 5 hours after he failed to put the truck in “carwash mode” before running it through a local car wash.
Meanwhile, international auto rental company Hertz is now fire selling its own fleet of Teslas and other EV models in its efforts to salvage a little final value from what is turning out to be a disastrous EV gamble. In a giant fit of green virtue-signaling, the company invested whole hog into the Biden subsidy program in 2021 with a mass purchase of as many as 100,000 Teslas and 50,000 Polestar models, only to find that customer demand for renting electric cars was as tepid as demand to buy them outright. For its troubles, Hertz reported it had lost $392 million during Q1, attributing $195 million of the loss to its EV struggles. Hertz’s share price plummeted by about 20% on April 25, and was down by 55% for the year.
If all this financial carnage does not yet constitute a “bloodbath” for the U.S. EV sector, it is difficult to imagine what would. But wait: It really isn’t all that hard to imagine at all, is it? When he used that term back in March, Trump was referring not just to the ruinous Biden subsidy program, but also to plans by China to establish an EV-manufacturing beachhead in Mexico, from which it would be able to flood the U.S. market with its cheap but high-quality electric models. That would definitely cause an already disastrous domestic EV market to get even worse, wouldn’t it?
The bottom line here is that it is becoming obvious even to ardent EV fans that US consumer demand for EVs has reached a peak long before the industry and government expected it would.
It’s a bit of a perfect storm, one that rent-seeking company executives and obliging policymakers brought upon themselves. Given that this outcome was highly predictable, with so many warning that it was in fact inevitable, a reckoning from investors and corporate boards and voters will soon come due. It could become a bloodbath of its own, and perhaps it should.
David Blackmon is an energy writer and consultant based in Texas. He spent 40 years in the oil and gas business, where he specialized in public policy and communications.
From the Fraser Institute
By Jake Fuss and Tegan Hill
If Honda, Volkswagen and Stellantis are unwilling to build their EV battery plants in Ontario without corporate welfare, that sends a strong signal that those projects make little economic sense.
On Thursday, the Trudeau and Ford governments announced they will dole out an estimated $5 billion in corporate welfare to Honda so the auto giant can build an electric vehicle (EV) battery plant and manufacture EVs in Ontario. This is the third such deal in Ontario, following similar corporate welfare handouts to Volkswagen ($13.2 billion) and Stellantis ($15.0 billion). Like the previous two deals, the Honda deal comes at a significant cost to taxpayers and will almost certainly fail to create widespread economic benefits for Ontarians.
The Trudeau and Ford governments finalized the Honda deal after more than a year of negotiations, with both governments promising direct incentives and tax credits. Of course, this isn’t free money. Taxpayers in Ontario and the rest of Canada will pay for this corporate welfare through their taxes.
Unfortunately, corporate welfare is nothing new. Governments in Canada have a long history of picking their favoured firms or industries and using a wide range of subsidies and other incentives to benefit those firms or industries selected for preferential treatment.
According to a recent study, the federal government spent $84.6 billion (adjusted for inflation) on business subsidies from 2007 to 2019 (the last pre-COVID year). Over the same period, provincial and local governments spent another $302.9 billion on business subsidies for their favoured firms and industries. (Notably, the study excludes other forms of government support such as loan guarantees, direct investments and regulatory privileges, so the total cost of corporate welfare during this period is actually much higher.)
Of course, when announcing the Honda deal, the Trudeau and Ford governments attempted to sell this latest example of corporate welfare as a way to create jobs. In reality, however, there’s little to no empirical evidence that corporate welfare creates jobs (on net) or produces widespread economic benefits.
Instead, these governments are simply picking winners and losers, shifting jobs and investment away from other firms and industries and circumventing the preferences of consumers and investors. If Honda, Volkswagen and Stellantis are unwilling to build their EV battery plants in Ontario without corporate welfare, that sends a strong signal that those projects make little economic sense.
Unfortunately, the Trudeau and Ford governments believe they know better than investors and entrepreneurs, so they’re using taxpayer money to allocate scarce resources—including labour—to their favoured projects and industries. Again, corporate welfare actually hinders economic growth, which Ontario and Canada desperately need, and often fails to produce jobs that would not otherwise have been created, while also requiring financial support from taxpayers.
It’s only a matter of time before other automakers ask for similar handouts from Ontario and the federal government. Indeed, after Volkswagen secured billions in federal subsidies, Stellantis stopped construction of an EV battery plant in Windsor until it received similar subsidies from the Trudeau government. Call it copycat corporate welfare.
Government handouts to corporations do not pave the path to economic success in Canada. To help foster widespread prosperity, governments should help create an environment where all businesses can succeed, rather than picking winners and losers on the backs of taxpayers.
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