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Threat or Opportunity? The Pending TRILLION Dollar Wealth Transfer

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11 minute read

By Perry Kinkaide, MSc, PhD, CMC – Kinkaide Enterprises Inc.

Winning a lottery can have tragic results.

Millennials and charities may not realize they are about to win a lottery, arguably the most monumental economic, political, and social event of the 21st century.

It will be the largest, broadest, deepest intergenerational transfer of wealth in history: the transfer of $trillions of wealth accumulated by babyboomers as they retire and expire. I’ve been tracking and alerting others to the associated threats and opportunities, namely: financial planners and high-wealth people, government and early-stage entrepreneurs.

Some millennials are already anticipating and pre-spending their inheritance. Most are not!

Hence, the boom underway of financial planners, new investment services, and government’s interest in how to access private capital. What has not been discussed in any depth is the impact of the wealth transfer on innovation and public services such as health and education.

The impact is expected to be profound and should be stirring a public policy discussion engaging those expecting more or less from governments.

Since the end of WWII, we’ve seen an extraordinary growth of government at all levels. Yet, debt worldwide is in the $trillions. The runup of budgets and services has contributed to an increasing sense of entitlement financed by increasing taxes on the wealthy, growing middle class, and debt financing.

Elected officials with access to “free money” have transitioned government and the public to expect “public” service for “free”. Governments have been getting elected on special interest giveaways, pandering to ever more powerful public-sector unions and professions, and blaming billionaires and corporate job creators if the public coffers are empty. The growth of public debt has been unrestrained. But why worry – the economy has been growing? Debt is under control as a portion of growing GDP and interest rates for serving debt are low. But…

A reckoning for this transfer of wealth is unavoidable

The reckoning will be triggered NOT by a crisis but by the huge transfer of $trillions by retiring and expiring babyboomers. The pending transfer should hardly be a surprise given the extraordinary economic boom and accumulation of wealth by middle-class babyboomers since their post-WWII birth. While the event can hardly be surprising, features of the event are SHOCKING and contributing to the reckoning.

Consider:

1. $Trillions are to be transferred. Recent estimates are that $68T – yes trillion US, will be transferred to millennials as babyboomers retire and expire. This number equates to $8.5T Cdn for Canada. It’s a once-in-a-career opportunity for financial planners. Some have speculated that the familiarity of millennials with technology may be good news for fintech including contemporary bitcoin solutions and cryptocurrencies

2. The transfer and its impact will hit quickly. Aging of the population is not smooth. Birthrates climbed rapidly after WWII creating a spike in their proportion of the population. The spike gives the financial industry little time to prepare for increasing usage of automated, self-help, on-line investing.

3. The transfer of wealth should increase the availability of private capital increasing economic activity: stirring innovation and job creation, exports and community enterprise. Economies most likely to gain will be those with a mature innovation ecosystem supporting survival, growth, and retention of innovation. Note. Fraud may also increase as regulators have difficulty keeping up with creative financing options.

4. Baby boomers were the source of demand for public services that continues to rise. Yet, the capacity to sustain the financing of public services through taxation is expected to drop sharply as taxpaying babyboomers retire and expire. The impact would be mitigated IF the wealth transfer were to stir taxable economic activity.

5. The size and aging of the babyboomer market sustain interest in “public” service delivery where health and education dominate government expenditures. These public services also constitute significant sources of employment.

Current levels of service cannot be sustained when babyboomers retire and expire: a) removing them as employees from the workforce, b) reducing demand for client services, and c) reducing the number of taxpayers for financing public services.

6. Babyboomers have fueled North America’s consumer economy. Markets MUST adapt quickly. Technology is more familiar and acceptable to millennials as the recipient of the wealth transfer. Institutional distrust and data accessibility are enabling the personalization of services and products in virtually every service sector.

7. Accumulation of public debt is crushing. Low-interest rates have continued to fuel the growth of public and private sector debt. ANY increase in interest rates and/or a sustained decline in tax revenues would shock public services.

I’ll pull no punches here and tell it as it is.

The debate must begin in anticipation of the looming tsunami. The good news is that the private sector is investing in technologies to accommodate and benefit from the transition and release of accumulated wealth. The bad news is that the public sector wants to sustain the status quo as it is dominated by beholden professionals with few schooled in transition management. Most claiming management status are really administrators – sustaining the profession.

What is needed to prepare?

1. Millennials need financial planning and their offspring need financial literacy. Without a plan, most will take their inheritance as an opportunity to spend, save or invest, driving a short term consumption boom and consequent hangover.

2. Banks will face increased pressure to accommodate the rise in usage of on-line investing, usage of cryptocurrencies, and other innovations in fintech.

3. Knowledge and technology seek a vacuum. Data is fueling the adoption of machine learning and artificial intelligence throughout the economy, necessary to accommodate a shrinking workforce.

4. Governments must rationalize social service standards and/or facilitate their personalization. Innovations in medicine and healthcare and the associated deinstitutionalization must be priorities.

5. As for education, it too must move beyond government as rapid increases in knowledge make lifelong learning necessary. Deinstitutionalization and innovation become essential for supporting service personalization.

6. Professions need relational skills and lifelong learning to complement their role as aides to consumer designed technologies.

7. Governments with any conscience must prepare for the crisis as an opportunity to give the client consumer status. This means personalizing public services: a) monitoring service satisfaction, b) incentivizing innovation contributing to service personalization, c) training and recruiting managers as change agents while d) maintaining public service insurance for the truly disadvantaged.

8. Collaboration among all stakeholders to increase productivity within industry.

9. Recognition that the humanities MUST guide any technology-driven transition thus calling for arts and science, humanities and technology, to work together.

If you’ve read this far, and are breathless, angry, or in denial…then consider the alternative.

Should governments sense that the public in a democracy can’t accommodate the anticipated shocks of a huge wealth transfer and free-spending, market-driven millennial, then government may step in and mitigate. How?

Mitigation may come by reducing the impact of the “free money” wealth transfer by reducing the buying power of millennials.

Do We Need a Wealth Transfer Tax?

This could be done by introducing a wealth transfer tax arguing that the new tax is dedicated to paying down the public debt accumulated while serving the former babyboomer generation. The downside of such intervention is that such measures will impede a critical improvement in productivity and the competitiveness of the affected economies.

Some governments may even declare innovation as a priority so as to preserve public services. Governments are already recognizing that technologies – such as AI, have the potential to dislocate expensive knowledge workers and address: a) increasing demand for service and it’s personalization, b) increased entrepreneurship and global enterprise, and c) a decline in the supply of social service resources. The policy of increased “innovation” typically fails in public services unless introduced with adequate resolve to confront institutionalized professional resistance and the drive/ culture to maintain the status quo.

Regardless – as no one knows the future, it is about time for Vision & Leadership, Creativity & Convergence.

It’s exciting to know that “free money” in the hands of the babyboomer’s offspring may be the very event to trigger an end to the 20th century’s assembly of “public” service supply and transition increase in the “personal” service market.

_________

Perry Kinkaide, MSc, PhD, CMC is the Founder and Past President of the Alberta Council of Technologies. He is the co-founder of several Alberta technology alliances for advancing cell therapy, cleantech, and fusion technology. He also previously served as the Managing Director of KPMG Consulting in Edmonton, Alta., and Assistant Deputy Minister with the Alberta government.


Produced with the assistance of the Government of Alberta, Alberta Media Fund

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Alberta

Building a 21st century transit system for Calgary

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From the Frontier Centre for Public Policy

By Randal O’Toole

Calgary Transit is mired in the past, building an obsolete transit system designed for an archaic view of a city. Before the pandemic, transit carried 45 percent of downtown Calgary employees to work, but less than 10 percent of workers in the rest of the Calgary urban area, showing that Calgary Transit doesn’t really serve all of Calgary; it mainly serves downtown.

That would have worked in 1909, when Calgary’s first electric streetcars began operating and most jobs were downtown. By 2016, less than 15 percent of Calgary jobs were downtown, and the pandemic has reduced that number further.

Rather than design a transit system that serves the entire urban area, Calgary Transit light-rail system reinforced its downtown focus. Transit ridership has grown since the city’s first light-rail line opened in 1981, but it was growing faster before the light rail began operating than it has since then. Now Calgary Transit is planning even more downtown-oriented light-rail lines.

Light rail is an expensive form of low-capacity transit. The word “light” in light rail refers not to weight but to capacity: the American Public Transportation Association’s transit glossary defines light rail as “an electric railway with a ‘light volume’ traffic capacity.” While a light-rail train can hold a lot of people, for safety reasons a single light-rail line can move no more than about 20 trains per hour in each direction.

By comparison, Portland, Oregon runs 160 buses per hour down certain city streets. An Istanbul busway moves more than 250 buses per hour. Bogota Columbia busways move 350 buses per hour. All these transitways cost far less per mile than light rail yet can move more people per hour.

Once they leave a busway, buses can go on any city street, reaching far more destinations than rail. If a bus breaks down or a street is closed for some reason, other buses can find detours while a single light-rail breakdown can jam up an entire rail line. If transportation patterns change because of a pandemic, the opening of a new economic center, or the decline of an existing center, bus routes can change overnight while rail routes take years and cost hundreds of millions of dollars to change.

To truly serve the entire region, Calgary Transit must recognize that buses are faster, more flexible, and can move more people per hour to more destinations at a lower cost than any rail system. It should also recognize that modern urban areas have many economic centers and use buses to serve all those centers.

Besides downtown, Calgary’s major economic centers—the airport, the University of Calgary, Chinook Center, the Seton health center, and others—are mostly located near freeway on- and off-ramps. Calgary Transit should identify ten or so such centers geographically distributed around the region. It should locate transit centers—which need be no more than curbside parking reserved for buses with some modest bus shelters—near the freeway exchanges closest to each center.

It should then operate frequent (up to five times per hour) non-stop buses from every center to every other center. A few secondary transit centers might have non-stop buses operate to just two or three other centers. Local bus routes should radiate away from each center to serve every neighborhood of the Calgary urban area.

Since non-stop buses will operate at freeway speeds, the average speed of this bus system will be more than double the average speed of Calgary’s current bus-and-rail system. Transit riders will be able to get from any corner of the urban area to any other part of the urban area at speeds competitive with driving.

Such a polycentric system will serve a much higher percentage of the region’s workers and other travelers than the current monocentric system yet cost no more to operate. It will cost far less to build than a single rail line since most of the necessary infrastructure already exists. While some may worry that buses will get caught in congestion, the solution is to fix congestion for everyone, not spend billions on a slow rail system that only serves a few people in the region.

It is time for Calgary Transit to enter the 21st century. A polycentric bus system may be the best way to do it.

Randal O’Toole is a transportation policy analyst and author of Building 21st Century Transit Systems for Canadian Cities. 

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Alberta

Calgary Ring Road opens 10 months early

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Christmas comes early for Calgary drivers

The Calgary Ring Road is now ready to be opened to public traffic, several months ahead of schedule.

Calgary’s ring road is one of the largest infrastructure undertakings in Calgary’s history and includes 197 new bridges and 48 interchanges. The 101-kilometre free-flowing Calgary Ring Road will open to traffic Dec. 19, completing a project decades in the making.

“Calgary’s ring road is a project that has been decades in the making and its completion is a real cause for celebration. This has been an important project and our government got it done. With this final section completed, travelling just got a little easier for families and for workers. This will not only benefit Calgarians and residents in the metro region, it will provide a boost to our economy, as goods can be transported more easily across our province.”

Danielle Smith, Premier

Although construction of the entire ring road project began in 1999 under former premier Ralph Klein, discussions on a ring road around the City of Calgary began as early as the 1950s. In the late 1970s, under former premier Peter Lougheed, high-level planning and land acquisition started and a transportation utility corridor was established to make the Calgary Ring Road a reality.

“The final section of the Calgary Ring Road is now complete, and I’d like to acknowledge the work done by former premiers and transportation ministers and their vision to build Alberta. I’m proud to announce that the final section was completed on budget and months ahead of schedule.”

Devin Dreeshen, Minister of Transportation and Economic Corridors

“I’m thrilled to see the Calgary Ring Road project completed. It was something I have helped shepherd through the process since 2014. Finally, all the hard work put in by everyone has become a reality. The Calgary Ring Road will provide travellers with over 100 kilometres of free-flow travel, create new travel options for the City of Calgary and surrounding area and provide improved market access across the region.”

Mike Ellis, MLA for Calgary-West

Opening the ring road means new travel options for Calgarians, which will draw traffic away from heavily travelled and congested roads such as the Deerfoot Trail, 16th Avenue, Glenmore Trail and Sarcee Trail. For commercial carriers, the ring road provides an efficient bypass route, saving time and money for the delivery and shipment of goods and services.

“The ring road investment generated thousands of local jobs and will now play an integral role in keeping Calgarians and the economy moving. This important transportation link will ease congestion on city routes and greatly improve connectivity and access for businesses transporting goods.”

Jyoti Gondek, mayor, City of Calgary

The ring road is a critical component to growing economic corridors in Alberta and Western Canada, as it connects the Trans-Canada Highway to the east and west, and the Queen Elizabeth II Highway and Highway 2 to the north and south. It is also part of the CANAMEX corridor, which connects Alberta to the highway network in the United States and Mexico.

The completion of the ring road is a major boost for Calgary, opening new business opportunities and supporting key components of the Calgary economy. It sends a signal to businesses and investors that Calgary has a strong highway infrastructure, providing economic corridor connections through the entire region.

“With one of the smoothest commutes in Canada and the capacity to reach 16 million customers by road within a single day, Calgary offers unmatched quality of life and economic opportunities. The triumphant completion of the Calgary Ring Road further improves our capacity to attract even more companies, capital and talent to our city.”

Brad Parry, president & CEO, Calgary Economic Development and CEO, Opportunity Calgary Investment Fund

“This is an exciting step forward for the Calgary Metropolitan Region. This key artery will not only improve the quality of life for the residents of the region, it is also a key economic enabler and we are thrilled to see its completion.”

Greg Clark, chair, Calgary Metropolitan Region Board

Quick facts

  • Stretched into a single lane, the highway is 1,304 kilometres long, the distance from Calgary to Winnipeg.
  • Other sections opened in 2009, 2013, 2020 and 2023.
  • The West Calgary Ring Road is the final piece of the ring road project.
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