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Todayville Travel: Down on the Bayou- Cajun Hospitality

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15 minute read

The news from Louisiana is often hurricanes, burst levees and the dangerous streets of New Orleans.

What we’ve discovered down South has been unreserved hospitality. A few years ago on our first trip through the Bayou State the weather turned cold.  We became stranded in the town of Nathitoches, blind-sided by a gale of sleet.  Thrilled locals informed us they hadn’t seen snow in NAK-a-tish (that’s how it’s pronounced) for nine years.  As polite Canadians, we controlled our elation.

 

A snowstorm in Louisiana?!

As luck would have it we had arrived the day of the annual river-barge parade. We mingled with happy revelers on the banks of the Red River. As we strolled, the sound of a Cajun band spilled from an antebellum mansion fronting Front Street. The owner, a well-dressed southern gentleman, was watching the parade through his wrought-iron fence. Small talk ensued. Soon the wandering Canadians were invited into a stately pre-Civil War home to join a bon fête.

Cajun fiddler in Natchitoches

 

The party lasted into the wee hours. Filet gumbo, stomping feet, a crackling fire and genuine Louisiana friendliness kept us warm. After much cajoling I joined the band, rang the Cajun ti-fer… and did credit to all Canadians – in the beverage consumption department.

Antebellum (pre-Civil War) mansion in Natchitoches

On our return to Louisiana this time we bypassed Natchitoches, hugging the Gulf Coast, seeking the blue bayou of the South. Roadside billboards stuck in the swamp advertised free consultation to shrimpers still affected by the Deepwater Horizon disaster. The ex-lawyer in me was intrigued. The guy seeking quiet solitude was – quietly disgusted.

A great blue heron rests on a cypress stump

Bald cypress in winter plumage

 

 

The bayous of Louisiana start where the Mississippi River begins to end: in the silted course of its enormous delta. Braided channels open and close. New rivers form. Shallow meandering creeks emerge in swamps overgrown with cypress and mangrove forests. These muddy backwaters are the birthplace for a vast array of aquatic life. Their predators – birds and reptiles – lurk quietly in the sultry stagnant shadows.

When we arrived at the Morgan City campground it was dark. We were hungry, tired, irritable – and without a reservation. Most horrible camping experiences begin with a late arrival. While attempting to set up in the dark I backed into the last open site, glancing off an oak tree and a concrete picnic table, fanning the fires of a simmering matrimonial dispute.

I walked, fuming, past a campsite’s roaring fire toward the office to register. A happy group of tenters were huddled near the flames, laughing and smoking.

“You were pretty lucky to get that spot on a busy weekend,” said the affable occupant of site B12. “Where y’all from?

I told him we were from Alberta and said we were hungry and hoping to find a Cajun restaurant nearby. He recommended a place in town down by the Riverwalk and wished us a pleasant evening.

My mood was greatly improved when we drove back through the gate a couple of hours later, stuffed to overflowing with crawfish and dirty rice.

“How was the Creole?”

The small group settled around B12’s fire was well into their cups and still going strong. My relaxed demeanor confirmed we had not been led gastronomically astray.

“Why don’t you and your wife come on over for a drink?” asked the friendly fellow who was responsible for my contented smile. I slipped into our RV and grabbed a couple of Pilsners I had lugged from home. I handed a cold one to Dean Landry and his wife Vicky.

“These all the way from Canada?” Dean asked.

“Yup. There is no finer Canadian beer.” (I had my fingers crossed behind my back.)

“How come he talk so funny?” asked Zach, Vicky’s precocious twelve-year-old.

“Sshh, you mind your manners,” said Miss Vicky.

Zach carried on, unabashed. “You got a different kind ‘a money up ther‘ in Canada?”

I reached into my pocket and handed Zach a blue, five-dollar bill. I proudly told him it was worth almost $4 American and that it was now his.

“This’s made out of plastic,” he screamed, running through the campground, announcing to the world that some geezer from Canada had just given him a foreign blue fiver.

“Why you come down to these parts?” Mr. Landry asked. His surname and that unique Louisiana cadence confirmed his Cajun ancestry.

(Cajuns are the descendants of Acadians, French Canadians expelled from Nova Scotia in the eighteenth century. They brought a distinct culture and dialect to the swamps of the South. To the uninitiated, Cajun French is unintelligible. Their English is only marginally more comprehensible. For instance if a Cajun asks, “where you gonna powk de caw?” he is not rudely inquiring about your bedroom habits – he’s just asking where you intend to park the Buick.)

“We’re here to see the bayou,” I told Dean. “I want to get into the backwaters, see the swamp, the alligators. I noticed there are some operators in town offering boat tours. What do you think?”

Dean looked at the fire for a moment, drained the last of his Pil and said, “You an early riser?”

“Not particularly,” I replied truthfully.

“Dean, he an early bird,” chimed in Vicky. “He’s up with the roosters.”

“I live only a little more than fifty mile from here, up near Thibodau, in Lafourche Parish.” Unlike the other 49 States of the Union, which have Counties, Louisiana is divided into Parishes – further tribute to its French roots.

“Ain’t any big deal for me to scoot over first thing in the morning and hook up my boat. By the time y’all get up, my skiff’ll be waiting for you. I’ll show you the real bayou, not some tourist crap.”

We’d had a few brewskies by then – and I don’t put a lot of stock in late-night campfire bravado. So when I popped my head out of the camper the next morning my expectations for a bayou experience weren’t high.

“There you are,” shouted Dean, wiping down the lovely flat-bottomed craft that had appeared at his site. He’d driven 80 kilometers to his home, breakfasted with his daddy, hitched up the boat and returned – all while I was still sawing logs.

“And he’s been polishing that motor for near an hour now,” Vicky smiled.

My mother told me I’d never amount to anything if I didn’t get up early and get to it. But somehow serendipity follows my late-morning shadow, shaking me awake with fortunate encounters.

Vicky, Zach, my wife Florence and I jumped into the boat and Dean motored us into the bayou. The perspective from water was entirely different from the bits of swamp we could see while driving. Narrow muddy channels serpentined every which way and within minutes I was completely lost in a vast wet labyrinth.

We floated through vast groves of bald cypress trees draped in Spanish moss, their knees soaked in brackish water; past “fishing camps” – remote wooden cabins fronted by a small deck for fishing. (Many sported a Confederate flag. For the South, the Civil War is not yet over.)

For some Southerners that war ain’t over yet

The gators were out, sunning on logs or floating motionless, eyes protruding silently above the water. These malevolent-looking reptiles can grow to four meters and 400 kilograms – top of the food chain in these hidden warrens. In the bayou it’d be easy to dispose of things unwanted. I was glad Dean was a friendly chap.

Zach acted as lookout, chatting constantly, identifying all flora and fauna the bayou had to offer.

An abandoned orange hurricane pod, resembling a wayward UFO, floated uselessly in a backwater, testament to the unrelenting power of Mother Nature.

An abandoned hurricane pod resembles a wayward UFO

We moored for lunch at Gros’ Place, a remote camp accessible only by water. A huge kettle of fragrant jambalaya boiled above an open fire. A fresh-dressed deer carcass dangled from a hook in the kitchen.

This must be the place!

After a meal of fried catfish and white beans – and an afternoon of great camaraderie, Dean steered us out of the bayou, effortlessly retracing our path through the indiscernible twisting, turning channels. The sun, shining through a thick canopy of cypress and mangrove, hinted vaguely at our direction of travel.

Zach entertains the womenfolk in the bayou

At the dock we shook hands with Dean and Vicky, said good-bye and climbed into our RV, headed for New Orleans. As we pulled away Zach strolled up. I rolled down the window:

“That new? That got a diesel engine in it? My grandpa told me down on the farm that you got to fill a special compartment with somethin’ called urea to keep a diesel engine running. Urea same as pee, but you got to pay twenty dollar for five gallons.”

If there’s one thing I can’t stand it’s a know-it-all kid. I thanked him for his advice and drove off.

“That kid is either a savant or a nut,” I said to Florence.

Less than a hundred kilometers down the road a yellow warning light flashed on the dash. I pulled over. The owner’s manual indicated there was a malfunction in something called the DEF. The problem required immediate attention. After twenty ignition starts the vehicle would be rendered inoperable. I stopped at an Auto Zone and explained my problem to the man behind the counter.

“You need to add DEF fluid. It’s over there behind the antifreeze. It’s really just urea,” he said in a thick Cajun drawl.

“Yeah,” I replied. “Just like pee, but costs twenty bucks.”

 

About the author:

Gerry Feehan QC practised law in Red Deer for 27 years before starting his second life as a freelance travel writer and photographer. He says that, while being a lawyer is more remunerative than travel writing, it isn’t nearly as much fun. When not on the road, Gerry and his wife Florence live in Red Deer and Kimberley, BC. Todayville is proud to work with Gerry to re-publish some of his most compelling stories from his vast catalogue developed over more than a decade of travel.

THANKS to these great partners for making this series possible.

Proverus LLP

Kennedy Wealth Management Group

 

 

 

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Looming Air Canada strike highlights need for more competition in the air

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From the Fraser Institute

By Alex Whalen and Jake Fuss

Air travelers in Canada are facing a major disruption as Air Canada’s flight attendants threaten strike action. Air Canada says the strike could affect 130,000 passengers per day from coast to coast.

Currently, two airlines control between roughly half and three quarters of all air travel at Canada’s major airports. When either Air Canada or WestJet face a disruption, a large share of Canada’s overall air traffic is affected. In recent polls, a majority of Canadians have said they feel like Canada’s system of air travel is “broken”. Passengers experiencing hardship should cheer for more competition in Canada’s airline industry.

Increased competition has multiple benefits. When one airline inevitably faces a disruption, passengers would have more options to book with other carriers. Competition also tends to lead to lower prices and better service across the board for the customer, as power shifts away from the supplier and toward the consumer.

Unfortunately, Canada’s skies are largely sealed off from competition.

Due to restrictive federal rules known as “cabotage”, foreign airlines may fly to Canadian airports, but they cannot operate routes exclusively within Canada. For example, a foreign airline such as Delta can fly from New York to Toronto, but cannot then fly from Toronto to Montreal. This policy limits choice and competition within Canada.

In contrast, the European Union removed cabotage restrictions for member-states in the 1990s. The result? More competition (including from new low-cost carriers such as Ryanair), a 34 per cent decline in ticket prices (adjusted for inflation), more cross-border routes, and greater flight frequencies. The entry of new low-cost carriers alone helped lower airfares by 20 per cent.

But new entrants into the industry, including low-cost carriers, face significant barriers to entry in Canada, with foreign ownership restrictions compounding Canada’s competition problem. Currently, the Canada Transportation Act caps foreign ownership of Canadian airlines at 49 percent, and no individual foreign investor can own more than 25 percent of the voting shares.

Starting a new airline is obviously a big undertaking, in part because of the large amounts of capital required to acquire a fleet of airplanes. These rules limit the ability of new entrants to raise the necessary investment capital to compete in the Canadian market.

Loosening these restrictions was recently recommended by Canada’s Competition Bureau, which had been tasked with studying the dismal state of competition in Canada’s airline sector. Earlier this year, we authored a study published by the Fraser Institute which reviewed international best practices in airline policy. Based on this review, we recommended Canada remove foreign ownership restrictions, among numerous other recommendations where Canada is offside with peer countries, including the need for lower taxes and fees, changes to Canada’s airport ownership structure, and a more competitive regulatory burden.

The looming Air Canada strike is just the latest in a long list of regular disruptions faced by Canadian air travelers. While such disruptions may never be fully eliminated, government policy is making the situation worse than it needs to be. Cabotage and foreign ownership restrictions should be removed to provide consumers greater choice when it comes to air travel.

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Business

Competition Bureau recommends bureaucratic power grab over airline industry

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From the Fraser Institute

By Matthew Lau

According to the Competition Bureau’s recent market study of Canada’s airline sector, “Competition delivers major benefits to Canadian travellers. Beyond lower prices, competition drives quality improvements and innovation.” This statement about economic competition is correct. Unfortunately, however, some of the Bureau’s other ideas about economic competition are fundamentally wrong and its poor proposals, which would damage the airline industry, are mixed in with beneficial proposals.

Let’s begin with what the Competition Bureau, a law enforcement agency that reports to the federal government, gets right. Three of the 10 recommendations in the Bureau’s market study relate to opening Canada’s airline sector to international competition. Allowing more international competition is an commonly proposed idea (including in a Fraser Institute study earlier this year) and a good one.

Specifically, the Bureau recommends raising the single-investor foreign ownership limit for Canadian airlines to 49 per cent, allowing 100 per cent foreign ownership for domestic-only Canadian airlines, and working with other countries to remove foreign competition restrictions. The Bureau also recommends reducing regulatory costs for northern operators to support northern and remote market access, and opening government contracts to as many bidders as possible to get better value for taxpayer dollars.

Alas, despite these good ideas for protecting or improving competition, the recommendation at the top of the Competition Bureau’s list is negative, founded on a poor understanding of economic competition, and places far too much faith in the power of government intervention to preserve or improve competition.

“We recommend adopting a system of parallel reviews,” reads the study. “Under this system, both the Commissioner of Competition and the Minister of Transport would conduct independent reviews. Either process could block a transaction, and deals could only proceed if they cleared both reviews.”

In other words, the Competition Bureau proposes the Commission of Competition (the head of the Bureau) have veto power over airline mergers and acquisitions. The stated intention is to disallow anti-competitive mergers or collaborations, but this appears to be a bureaucratic power grab that would block transactions that benefit airline passengers and likely reduce investment in the airline sector.

Speaking to a parliamentary committee last year, a deputy commissioner with the Bureau pointed out that it had opposed three airline mergers in recent years—all of which the federal government finally approved despite the Bureau’s opposition, although with onerous political conditions.

The Competition Bureau laments industry concentration (the degree to which a few large players serve a high proportion of the market), but as a Montreal Economic Institute analysis on airline competition noted, “both economic theory and empirical evidence suggest that it is barriers to entry rather than the size and number of firms in a market that matter.”

Indeed, this was a key economic insight explained by Joseph Schumpeter more than eight decades ago. Industry concentration is not inherently negative and may well result from suppliers and consumers freely making decisions with their own money. Government barriers to entry, which tend to cause industry concentration, is the real problem.

If economies of scale allow large airlines to operate more efficiently than small ones, airline passengers may well be better off when two airlines merge. Or, if an airline is financially distressed, its acquisition by another airline may allow it to continue operations and maintain services. And if airline investors realize they may not be able to eventually exit their investments by selling to other airlines, the long-run effect will be to reduce airline-sector competition and investment.

The Competition Bureau seems to grasp that barriers to entry, not concentration, are the problem by saying its goal “is not always to promote multiple carriers on every route” but rather to promote a competitive environment “where the best airline serves each route but knows it can be replaced.” Yet the Bureau’s hostility towards past airline mergers, as well as value-creating mergers in other industries, suggests it does not apply this thinking consistently and seeks to block even transactions that generate significant economic benefits.

The Bureau’s new report gets some things right, but more bureaucratic power over the airline industry will not help Canadians. The Competition Bureau simply should not have veto power over airline mergers and acquisitions.

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