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Difference between politicians and bureaucrats is important.

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The main difference between politicians and bureaucrats is that politicians worry about results and the bureaucrats worry about the process. Who do we want to take the leadership role?

For several years after the Conservatives were elected to govern, journalists and M Ps were going on about boys in short pants from the PMO were running the show, telling M Ps, Cabinet Ministers and Senators what to say and who to talk with. For Canadians it was extremely frustrating seeing our elected officials becoming bobble headed puppets spewing prepared talking points.

This was the most obvious example but the same was happening with Premiers and Mayors, across the country.

The result is distressing as governments grew, and with more and more bureaucrats specialized in more restricted areas, the bigger picture got lost. We end up with bubbles, the Ottawa bubble, the provincial capital bubbles, and the city hall bubbles. Most bureaucrats live near where they work, and politicians seldom do, living in ridings a fair distance away. Bureaucrats stay while politicians come and go.

Even in city halls, it often seen in how or where the elected officials are treated and situated in the building or in the hierarchy. Management is symbolically raised above the elected councillors, and nearer the centre of power. Chances are the councillors will be separated from the mayor by departments, floors or wings.

There is a separation between politicians and bureaucrats and a need to separate the governance from the operations and that is understandable. But it is when the governing officials are treated as less than equal, you create the systemic and chronic problems. It has been known, that Prime Ministers treat their M Ps with little respect, relying on bureaucrats in the PMO, Premiers treat MLAs in the same manner, and often times Mayors treat the councillors, so it appears we become govern by bureaucrats.

How do we accomplish anything? Who do we talk to with our personal issue or concern? You can seek out a high level bureaucrat or you can find an Advocate to raise the profile of the issue. Advocacy groups can be very effective, the Downtown Business Association is very effective and it has the extra bonus of having city hall located within it’s boundaries.

The Canadian Taxpayers Association, seems like a good start but they have a limited membership and a limited scope, basically not paying taxes, so they will not help the single tax payer in distress. They have a lot of money and influence, but are not really representative of the Canadian taxpayers. Like many advocacy groups they restrict themselves to certain issues.

Every bureaucrat and department has a drawer or file for issues or project to languish and be forgotten. That issue you discussed with your elected official, who supported your cause, probably went into that drawer or file, never to be seen again. The elected official, went on to the next person, and the cycle continues.

Individually, we are shackled to a system, created and nurtured by bureaucrats, and we hope will be changed, altered and improved after every election. It seldom changes. Listen to or watch the Prime Minister, Premiers or Mayors after an issue arises, and where they turn to for advice? Seldom an elected official but their closest bureaucrat, which will be brought forward to the elected officials, usually as a fait d’accompli. Except in some minority governments, where they have to earn support.

So, if the bureaucrats, run the show, why do we bother with the time and costs of having elections? Why not just elect a Mayor, a Premier and a Prime Minister? The Mayors could meet chaired by the Premier, then the Premiers could meet and be chaired by the Prime Minister. It would be cheaper, but it would destroy an illusion of democratic equality.

Perhaps, our politicians could remember why they are there, demand equality and not accept being dismissed by other political offices and bureaucrats, and take over leadership roles. Then this letter would not be needed, but unfortunately, it is needed now. I think the result is the more important and the process is there to achieve the needed result. That I think has been forgotten.

Politicians, please remember why you were elected? It was to lead, not to get lost in the process. Can you do that, because we need you to? Burst those bubbles and represent your constituents, the process will adapt, if you do. Thank you.

 

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Alberta

The Canadian Northern Railway’s legacy at Big Valley, Alberta.

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By Shawn I. Smith, Canadian Northern Society

“The newly constructed train station circa 1913, Big Valley. Photo- Canadian Northern Society Archives

 

It’s a Saturday afternoon in June in the quiet Village of Big Valley. Visitors admire the splendid heritage railway depot and gardens at the end of main street. Two blocks south is a historic grain elevator – a classic Canadian symbol standing tall above the prairie landscape. To the east across the tracks are large stark concrete walls, visibly reminiscent of Stonehenge. “What are those curious walls?” is often asked. Then the sound of a locomotive whistle breaks the silence, creating a scene out of the 1950’s when a vintage passenger train pulls into town, and the train crew scurries about on the platform unloading its cheerful patrons.

“Visitors explore the Big Valley Roundhouse Ruins” Photo- Canadian Northern Society Archives

While not obvious to the guests who have enjoyed the 21-mile excursion train ride from Stettler aboard the Alberta Prairie Railway, the scene that unfolds on summer days in Big Valley is part of a legacy left by two dynamic railroaders who over a century earlier had an ambitious and grand vision for Western Canada. Today, both active and abandoned rail lines in central Alberta, related historic structures and sites, and indeed the communities that owe their existence to the Canadian Northern Railway (CNoR) share this common heritage.

Since the completion of the Canadian Pacific Railway in 1885, railways have been inextricably linked with the development of western Canada. After Confederation the new Dominion Government quickly recognized that without railways real settlement would not take place in the sparsely populated North West.

Energy, Enterprise, and Ability

“The Canadian Northern Railway lines map, 1916” Map- Atlas of Alberta Railways

The CNoR (Canadian Northern Railway) was a product of two Canadian-born railroaders with CPR roots. William Mackenzie and Donald Mann met during the 1880’s while the senior road was under construction in the Selkirk Mountains. Their “Energy, Enterprise, and Ability” – which would become the railway’s motto would lead to a partnership in contracting, steamship lines, and a 9,500-mile transcontinental railway empire that served seven provinces and included the Duluth Winnipeg and Pacific Railway in the U.S. The two were knighted for their achievements in 1911.
Branch lines were the key to the CNoR strategy.The Vegreville to Calgary branch – chartered in February 1909 by CNoR subsidiary Alberta Midland Railway – was the company’s key north-south spine through Alberta. The portion between Vegreville and Drumheller was opened for service in 1911. While it had the appearance of a typical prairie branch line, its primary purpose was to carry steam and domestic heating coal from mines at Brazeau and Drumheller to growing prairie markets.
The fact that the line traversed a region of great agricultural potential for both grain and cattle farming was an added benefit. In typical fashion, grain elevators were located every five to ten miles – the distance being established around the practical ability for a livestock team to haul a load of grain and return in one day’s time from the growing number of homesteads clustered around each delivery point.
The Battle River Subdivision along with further line completions in 1914 to Calgary and Strathcona respectively provided the CNoR with an effective intercity freight route, albeit longer than those of its competitors.
The Brazeau Branch, extending 176 miles west from the junction at Warden to the Nordegg Collieries was extremely important to the CNoR which depended largely on this supply of steam coal for terminals across the West. The subsequent extension of the Goose Lake line at Munson became an important link from Calgary to Saskatoon. All of these CNoR lines were financed using provincial bond guarantees.

“Bustling Big Valley railroad yard, roundhouse, 1920’s” Photo- Canadian Northern Society Archives

By May of 1912 mixed trains crewed by Big Valley men were running north to Vegreville and south to Drumheller. Another run to Rocky Mountain House was added in June. A Second Class depot was erected that year and a five-stall roundhouse and turntable were complete by April of 1913.
By late 1913 a Railway Post Office Car service had been established on the line, and Big Valley was home to 14 locomotives and an equal amount of engine service and train crews. Assistant Superintendent Thomas Rourke oversaw terminal operations that included a train dispatching office.
By September 1917 fourteen mines were operating in the Drumheller Valley producing 250 carloads of coal every 24 hours. Drumheller was without question the “Powerhouse of the West.” Big Valley’s railroaders were kept busy 24 hours a day operating the trains that pulled the coal out of the valley.

“Train time at Big Valley. A Southbound train at Big Valley, 1920’s.” Photo- Canadian Northern Society Archives

After being selected as the CNoR terminal, Big Valley boomed. By 1919, its population had increased to over 1025, with some 325 souls working for the CNoR. At its peak, the company’s payroll included 26 train and engine crews, a shop staff of 40, and a Bridge and Building crew averaging 45 employees, managed by Frank Dewar. There were 8 sectionmen, and at the station an Agent, operators round the clock, yard clerks, and the train dispatcher. Four to five carman conducted car repairs and inspections.
Coal from Brazeau was piled in a huge stockpile almost a block long on the east side of the yard. A gravel pit operation north of town at Caprona was established to provide aggregate for line ballasting on all of the CNoR area lines. Steam shovels kept this operation steady, mining volumes often equating to 100 carloads per day.
Big Valley’s early railroaders were a colourful lot. Many came and went, and with the Big Valley collieries in production by 1914 shipping coal as far east as Ontario – night life in town could be wild. Assistant Superintendent Rourke, a former baseball player in the Detroit Tigers minor league system, was responsible for putting together the “Big Valley Bugs” – made up almost entirely of railroaders – who in 1918 put together a resounding victory over the high-flying Edmonton Red Sox.

The National

During the First World War, financial problems caught up with Mackenzie and Mann and their rapidly expanding enterprise. Despite profitable western lines such as the Vegreville and Brazeau branches, lack of traffic on the transcontinental lines, burdensome debt, and the negative impacts of the War would result in the company being “nationalized” by the Dominion Government in 1918. The rival Grand Trunk Pacific (GTP) Railway would fare even worse, having been placed into receivership in 1919. These events led to the creation of today’s Canadian National (CN).
The new CN was confronted with the task of rationalizing the CNoR and GTP lines throughout western Canada. Consolidation was affected by the elimination of duplicate facilities and improving services by combining portions of the former competing lines. Construction of track connections joining the Brazeau branch with he former GTP Tofield to Calgary line at Alix were opened for service in 1922.
Connections were also made between the Battle River Subdivision and the former GTP mainline at Ryley. Geographically the GTP divisional point at Mirror was seen as central to the operations of the Brazeau branch vs. Big Valley. Coal that had originally moved over the Brazeau line to Warden then northward was now diverted over the new connection at Alix via Mirror which became the new home terminal for crews running west.
The new routing via Alix saved a distance of over 50 miles between Brazeau and Saskatoon. The former GTP south of Camrose also became the CN’s north-south main line through Alberta.

“The end of daily passenger train service between Edmonton – Drumheller. VIA Rail’s Dayliner at Big Valley, 1981” Photo-Charles Bohi

This consolidation led to the significant decline of Big Valley as a railway town. While the company kept a small number of train crews assigned to both freight and passenger service, by 1925 the exodus to Mirror, Edmonton, Drumheller, and Hanna began. It was reported that over 100 railroaders’ homes were moved out of the village, some of which continue to exist in Mirror today. In what was known as the “Battle of Big Valley” – the unions fought the company’s decision hard but were left with little compensation for their relocation expenses after the issue went to arbitration in the late-1920’s with the decision going with the company. By the onset of the depression, Big Valley’s population had dropped by some 500 souls to 445.
It is without question that the old Canadian Northern Railway’s reason for existence in central Alberta has changed dramatically since its arrival in 1910. Coal is no longer used to heat our homes – and in fact its use is considered sinful by some!
Packages ride on trucks, and people drive their own cars and trucks instead of riding mixed trains and Nos. 25 and 26 to get to Calgary or Edmonton.
While huge volumes of grain still move on trains – these are now loaded in modern high capacity elevators capable of loading 100 cars or more in 12 hours or less. The original steel rails that remain in service between Stettler and Big Valley are therefore of historic testament to Mackenzie and Mann and their great accomplishment. In fact, this section of track is the sole operating survivor of many similar “60-pound” branch lines that have now been re-laid or abandoned across the prairies. And almost incredibly one can still experience a passenger train ride over these vintage rails, pulling into Big Valley just as travellers did one hundred years ago.

Canadian Northern Society
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Comfort & Joy – Evelyn’s Story

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Evelyn has suffered from anxiety and depression for some time but generally had it under control. Then a family incident last summer sent her into crash mode. He family doctor suggested she see a Red Deer PCN mental health counselor. The counselor was excellent and set her on a good path. He also recommended that she go to the Anxiety to Calm program. She did sign up but did not attend as she wasn’t ready. After more work with her counselor she attended.

Evelyn says, “It was amazing”. When I did the assessment at the start of the class all my answers were low and on the left hand side. When I did my final assessment, all the answers were to the far right, amazingly better. I couldn’t believe that had been me just 8 weeks before.

As I went through the program I thought of how I spent the last years with my mom  before she died and I would always say to her I pray for your comfort and joy. Last Christmas I got a card from children I used to babysit and the words comfort and joy were prominent on the card. That prompted me to look for comfort and joy and now I realize it is right in front of me. I get it from a nice walk, touching the trees, a steaming cup of coffee or a hot shower. I have learned to savor all of the wonderful everyday things in life. I have a much healthier mindset- I have come so far.

I thank the counselor for his patience and for nudging me to the Anxiety program. I would recommend it to everybody. I also really liked that the counselor was right in my doctor’s clinic. It was comfortable and gave me trust in him from the start.”

To learn more about the RDPCN programs, visit www.reddeerpcn.com

I am now focused on what is most important to me!

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june, 2021

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