logo
Provincial funding hike to help P.E.I. municipalities, but amalgamation may be the long-term fix

Provincial funding hike to help P.E.I. municipalities, but amalgamation may be the long-term fix

CBC30-03-2025

Social Sharing
The Federation of P.E.I. Municipalities says the provincial government's commitment to increasing funding for municipalities is a positive step, but a long-term solution is needed — one that could involve revisiting municipal amalgamation.
In a speech delivered Tuesday in the P.E.I. legislature, the province committed to an interim agreement to increase funding to municipalities, pending the current review of the Municipal Government Act.
Satya Sen, interim executive director of the Federation of P.E.I. Municipalities, said he welcomes the two-year funding framework, noting that municipalities had seen no increases for the past three years.
"Municipalities have been doing a lot more for a lot less. The resources they have are not adequate to provide services to Islanders and their municipal residents, so increased funding is absolutely a welcome step from the provincial government," Sen told CBC's Island Morning.
Rising costs
Stratford Mayor Steve Ogden also said the funding boost is welcome news for his town of approximately 12,500 residents, one of the fastest-growing municipalities in the province.
Ogden said essential services, such as policing and fire protection, are becoming increasingly expensive for the town. Policing costs alone now exceed $1.3 million and continue to rise.
In its 2025-26 budget, Stratford is raising municipal residential taxes by two cents. The hike is not unexpected; the town is in the middle year of a three-year plan to raise municipal residential taxes by two cents per year that was approved in last year's budget. Without provincial funding, tax increases would be necessary to maintain essential services.
"This is very welcome, to have this funding available, and it is interim, but we look forward to being able to meet the costs of fire protection, for policing," Ogden said.
In the throne speech, the Rob Lantz government also promised to create a municipal infrastructure bank, which will offer low-interest loans to build and refurbish community infrastructure.
Ogden said he is waiting for more details, but hopes that can be another funding option for municipalities to support capital projects.
He hopes it can help municipalities cover their traditional one-third contribution to project costs, noting that towns often struggle to fund capital projects since the Municipal Government Act won't let them run deficits.
Another look at amalgamation?
While the two-year interim funding agreement provides short-term relief, Sen said municipalities need a more permanent financial solution, and that could mean revisiting the idea of amalgamation.
Although the topic has been controversial on P.E.I., Sen said the province has more than 57 municipalities serving a population of just 180,000 people. In comparison, Nova Scotia has 49 municipalities that are home to a population of about one million.
"We can't have this fragmented governance system where you have, like, tiny municipalities who are doing whatever they could with the little resources they have, but they really need to, you know, expand and provide services like municipalities," he said.
"For example, even the towns like Kensington are providing services to an area which goes far beyond their municipal boundaries."
Sen pointed to another example: North Rustico, which has faced challenges trying to pay off debt on its rink, which was built to help host the Canada Games.
"The rink is being used by a much larger population than the population of the Town of North Rustico. Now, who is paying for that?
"Somebody has to pay for that, and municipal taxpayers are in some way subsidizing the cost of the services for a much larger population."
Sen hopes the Municipal Government Act review will provide municipalities with an opportunity to address these challenges.
He said the review should take into account the need to expand boundaries to make municipalities more viable, saying the current boundaries are outdated and based on school districts from the 1800s.

Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

Why Toronto's streets keep ending up as a battleground — and what the fight should really be about
Why Toronto's streets keep ending up as a battleground — and what the fight should really be about

Toronto Star

timea day ago

  • Toronto Star

Why Toronto's streets keep ending up as a battleground — and what the fight should really be about

The big number 25 % the percentage of customers that business owners believed drove to access their stores along Bloor Street, according to a 2017 study. The actual number was less than 10 per cent. Hey, did you hear the story about the group fighting a proposed change to a Toronto street? They're really worked up about it, claiming that the proposal from Toronto city hall will devastate small businesses, bring traffic to a standstill, and maybe even usher in a 'Mad Max'-style apocalypse. 'Wait, which street?' you might be wondering. And the answer is, well, a whole lot of them. I've seen so darn many of these street fights in my decade-plus covering Toronto city hall, with the civic equivalent of knock-down drag-out brawls occurring again and again. And the street fighters just keep coming. Last week, an advocacy group dubbed the Downtown Concerned Citizens Association held a press conference to state its opposition to a bike lane extension planned for the Esplanade, between Yonge and Market Streets. 'Bike lanes restrict road space,' the group declared, according to a report by the CBC. 'Bike lanes have turned streets into parking lots, with residents unable to shop, get their kids to events, and seriously impact emergency services and Wheel-Trans.' Their opposition follows a similar — and at least partly AI-aided — uproar over city hall's plans to install transit-priority lanes on Bathurst Street and Dufferin Street. And a local tiff over a bit of bike infrastructure on North York's Marlee Avenue. And the ongoing fight over keeping bike lanes on Bloor Street, Yonge Street and University Avenue, where even Premier Doug Ford got involved. Go back further and there are more examples. Remember the street fighters who claimed prioritizing the King streetcar would mark the end of King West? Or the 'citizen's revolt' over bike lanes on Woodbine Avenue? Or the ' Save Our St. Clair' group that sued to try to stop the construction of the streetcar right-of-way on St. Clair? Heck, you can even go back to the '90s, when opposition groups along Spadina Avenue warned that removing the angled on-street parking to make way for dedicated streetcar lanes would somehow destroy the vibrancy of the street. They really loved those angled parking spaces. The frustrating thing isn't just the sheer repetition of the street fight stories, but also that the pile of accumulated data from these same fights never seems to change anything. Because when you do look at the record, the record is clear: where these kinds of projects have been allowed to go forward, and where traffic has been given enough time to adjust to the new street layouts, the result has been basically fine. The uproar and opposition inevitably fade away. People get used to the new bike lanes or the new transit lanes. The apocalyptic warnings are forgotten about. The apocalypse never arrives. At this point, with so many fights waged — not just in Toronto, but in other cities, too — you'd think there'd be at least a handful of examples where the dire warnings proved prophetic. Where bike lanes, bus lanes and the removal of some on-street parking led directly to boarded-up storefronts and permanently gridlocked traffic. But I've struggled to find real case studies that document that kind of catastrophic failure in any city anywhere in the world. ARTICLE CONTINUES BELOW ARTICLE CONTINUES BELOW The repeated claim that transit lanes and bus lanes will destroy businesses deserves a special call-out because it seems to be based on a perception problem. The Centre for Active Transportation, for example, found via a 2017 study that Bloor Street retailers believed that about 25 per cent of their customers arrived via car. The actual percentage? Less than 10 per cent. Part of the issue might be that merchants were about five times more likely to drive to work than their customers. They drive, so they assume their customers do too. Meanwhile, data suggests the transit priority project on King Street and the bike lanes on Bloor Street actually led to increased retail spending. Go figure. None of this should be read as a suggestion that Toronto city hall and its plans are always perfectly on point. The transportation department tends to make change harder than it has to be. On Bloor West, for example, opposition to the bike lanes was likely made more intense by the baffling decision to install the lanes without making adjustments to signal timing at intersections. And the department is generally still not fast enough at addressing clear bottlenecks that could be eased with minor tweaks. Toronto's street fighters would be better served by focusing their energy on getting city hall to address those kinds of specific issues more quickly and efficiently, rather than always trying to land a knockout blow against any kind of change. When your punches are this weak, it's probably time to stop throwing hands.

Faster isn't always better. Slow-charging EVs could have big benefits

time2 days ago

Faster isn't always better. Slow-charging EVs could have big benefits

When Julia McNally decided to buy an EV and started her research, she came across a lot of articles and ads pushing an apparent must-have accessory — a speedy home charger designed specifically for EVs. Everything was pointing me to Level 2, recalled McNally, director of climate action at Toronto Hydro. She knew that all EVs can do Level 1 slow charging, or trickle charging, from a regular 120-volt wall outlet, adding about six kilometres of range per hour (except in very cold winter temperatures, which can slow charging speeds). And she already had an outlet of those in her backyard, near the alleyway where she planned to park her new Mini EV. But more than four out of five U.S. EV owners used Level 2 for home-charging in 2023, according to market research firm J.D. Power (new window) . Using a higher 240 voltage, often needed for a stove or dryer, Level 2 chargers can add about 30 to 50 kilometres of range per hour and refill a typical EV's entire 400-kilometre range overnight. Meanwhile, Level 3, or DC fast chargers, often installed along major highways, can add 250 kilometres of range per hour (some are even faster (new window) ) and charge a battery to 80 per cent in 30 minutes. Get more with a free CBC account Comment on articles, stay in the know with our newsletters and stream more on CBC Gem. Sign In (new window) Create a free account (new window) Why faster may not be better Some experts, such as Daniel Breton, CEO of Electric Mobility Canada, have argued people "really need" Level 2 chargers at home (new window) , as it can take days to charge an empty battery to full at Level 1. But most people don't drive the hundreds of kilometres needed to empty their battery each day — and there's a downside to faster charging. You're adding cost, McNally said — potentially thousands of dollars. Installing a Level 2 charger requires a licensed electrician, she said. In Toronto, it means consulting with Toronto Hydro and the Electrical Safety Authority. And homeowners often will need to increase the size of their electrical panel, adding additional costs. But it's something more Canadians may be thinking about soon, amid Canada's zero-emission vehicle mandate (new window) , requiring that 20 per cent of cars, vans and light trucks sold in Canada be electric, hybrid or hydrogen-powered cars by next year. The goal is to reach 100 per cent zero-emission vehicle sales by 2035. Conservative Leader Pierre Poilievre had vowed to scrap the target if elected (new window) , but with a Liberal re-election (new window) , the target still stands. WATCH | Can northern power grids handle electric vehicles and heat?: Début du widget Widget. Passer le widget ? Fin du widget Widget. Retourner au début du widget ? Can northern power grids handle electric vehicles and heat? Electric vehicles and electric heating are expected to put a strain on northern power grids. A new study out of Yukon University offers utilities some ways to fix that. The CBC's Liny Lamberink has more. Level 2 charging isn't just more expensive and logistically difficult for individual EV owners. In some Canadian communities, the aging electrical grid may not be able to handle too much Level 2 charging at once. For example, a recent Yukon University study found that if more northerners install Level 2 chargers and electric heating, that could cause problems for transformers (new window) — a key piece of equipment in local electricity distribution networks. At the time of the study, published last December, there were only 88 EVs in all of Yukon, and half of them were plug-in hybrids. Blake Shaffer, a University of Calgary associate professor, studied the situation in his community with local utility Enmax. He previously told CBC News (new window) that electricity distribution networks would need significant upgrades in order for all EV drivers to be able to charge at Level 2. That's where the real challenge of EVs comes about, he said, noting high costs for both individuals and electric utilities. McNally says Toronto Hydro has adequate capacity for whatever EVs and heat pumps come at us. She acknowledged, however, that in cases where someone does ask Toronto Hydro for extra capacity you need to pay for the upgrades. Meanwhile, Level 1 takes advantage of wall outlets that people often already have, including residents of apartments or condo buildings. In colder parts of Canada, many parking spaces have a plug intended for block heaters. (Although tenants may have to negotiate with their landlord to use it for charging (new window) .) WATCH | This electric vehicle owner says tenants who pay hydro should be able to plug in: Début du widget Widget. Passer le widget ? Fin du widget Widget. Retourner au début du widget ? This electric vehicle owner says tenants who pay hydro should be able to plug in Renters might find themselves in uncharted legal territory if their landlord wants to make them pay for charging their electric vehicles — even if electricity is included in their lease. Many people don't need Level 2 at home Living in Toronto, McNally doesn't drive 400 kilometres a day; typically, she only covers 600 kilometres in an entire month. So she knew that Level 1 charging was probably good enough for her needs. That's not unusual — even outside Canada's largest city. Shaffer studied the driving and parking habits of 129 EV drivers in Calgary from December 2021 to December 2022. (While that was during the tail end of the pandemic, Statistics Canada reports very similar commute times in Calgary in 2022 and 2024 (new window) .) The study found 29 per cent of drivers only ever needed Level 1 charging (new window) because they drove very little relative to the time they were parked. Another 53 per cent could use Level 1 most of the time, but might need to visit a public Level 2 or fast charging station up to once per month to top off their battery. WATCH | Canada needs more charging stations to hit EV targets: Début du widget Widget. Passer le widget ? Fin du widget Widget. Retourner au début du widget ? Canada needs more charging stations to hit EV targets Experts say Canada needs hundreds of thousands more charging stations to support electric vehicle targets, but it's unclear who's in charge of building them. The City of Vancouver estimates that the average driver can meet their daily driving needs in under four hours using a Level 1 charger and in about 45 minutes using a Level 2 charger (new window) . Either of those is plenty of time if people have a place to park and charge overnight. Level 1 can even work for drivers in rural communities. Rob van Adrichem lives in Prince George, B.C., and got an electric car this past summer. He only has Level 1 charging at home, but tops up at Level 2 chargers at the park or the library in town if he needs to. I'm finding Level 1 is no problem, he said. I think people get scared off on Level 2s because they think it's going to be thousands of dollars and I don't know that it's always necessary. Is it a tenant's right to charge an EV at their rental? (new window) Ali Mohazab is co-founder of a startup called Parkizio Technologies that helps people such as apartment dwellers access electricity for charging. He said people thinking about switching to an EV may imagine doing a variation of what they did with their gas car: driving to empty and then going to a gas station and filling the entire tank — something they're forced to do because they don't have a gas pump at their home. Mohazab said that gas mentality may not allow people to see that with an EV, every parking opportunity is a charging opportunity and it doesn't matter if you charge faster so your battery is full at 1 a.m. instead of 8 a.m. when you leave for work — you can just leave it plugged in overnight. He added, If you kind of look at your car as a, you know, cell phone with wheels, then it really makes sense. McNally has found that she doesn't even need to charge every day, even at Level 1. I charge about once a week, she said. Couldn't be easier. But how can you tell if Level 1 will be enough for you? Level 1 is probably enough for most people, Mohazab says, except those who drive all day for work, such as Uber drivers. McNally suggests this rule of thumb: If you drive less than 60 kilometres a day, you are probably just fine with the regular plug that is already at your house. She recommends that new EV owners start with Level 1 to keep things cheap and simple. Start there, see how it works, learn your patterns — and then if you really want Level 2, you can add that cost later. Emily Chung (new window) · CBC News

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into the world of global news and events? Download our app today from your preferred app store and start exploring.
app-storeplay-store