
Parker: Brian Sidorsky's enterprising success inspired early by Junior Achievement
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Do the math and it means he's been running his own business since he was 20 years old, yet he was working way before then.
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A Calgarian through and through, Sidorsky's grandfather left Lithuania to sail to Canada from Liverpool on the same day the Titanic left on her ill-fated voyage across the Atlantic.
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That meant Sidorsky had five exciting years in the Junior Achievement (JA) program that he says changed the course of his life.
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Sidorsky said he loved being involved in creating a business in each 16-week program, along with 15 or 20 other kids. He was named president of the JA company that had to come up with an idea, raise capital, manufacture a product, and market it.
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One was a clip for an ironing board cord that was sold door-to-door and at the Woodward's Trade Fair.
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At the time, furniture was his passion and using all of the skills he acquired with JA, Sidorsky opened his own 2,000-square-foot store in 1965 on 16 th Avenue N.W. across from Balmoral High School.
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Within three years he had outgrown the space and was lucky enough to be able to purchase a store on the corner of Centre Street and 16 th Avenue from a gentleman who was about to retire.
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With no capital, but credit from his good suppliers, Sidorsky loved selling and soon trained another 25 people who were eager to welcome a huge volume of customers attracted by his heavy volume of advertising.
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Calgary Herald
2 days ago
- Calgary Herald
Parker: Calgary realtor Sam Corea awarded highest honour in Re/Max global network
Article content Some Calgarians recognize Sam Corea as the smiling face on a billboard, thousands know him as the energetic realtor who sold their house for them or helped buy a new one, but Re/Max recently recognized Corea with the highest career honour in its global network. Article content Corea is the first Calgarian to receive the Paramount of Excellence Award, and one of only 17 Canadians since the award was created. Article content Article content The award caps a more than 30-year career defined by industry leadership, community involvement and consistent national and global success. It represents a huge appreciation for the Calgary realtor, but it's not the first — in 2010 he was ranked the No. 1 Re/Max agent in Canada, and ranked No. 2 in the world that same year. Article content Article content It is a big 'well done,' considering the company has 147,000 agents working out of 6,800 offices in almost 100 countries worldwide. Article content In 2016, Corea was awarded its Luminary of Distinction. To qualify, an agent must have earned $20 million in individual commissions over a career of at least 20 years with the network. It is a remarkable achievement, as housing prices were far less than they are today, and did not compare with houses in the Toronto and Vancouver markets. Corea's newest award reflects his current status with the company — $30 million in personal sales in over 30 years with the company. Article content Article content Re/Max was founded in Denver in 1973 and opened its first international office in Calgary in 1977. Four years later it had 30 franchise offices across Canada. Article content Corea was born into an Italian immigrant family in which he says the culture was to work. He was able to buy a home by the time he was 21, and the residential agent persuaded the young man with lots of hustle to join him selling real estate. Corea worked hard, learned a lot, and seven years later had the confidence start his own company. Article content One of the things he learned was the importance of quality and effective marketing. From the outset, he advertised heavily in newspapers, has been a regular advertiser with — and written articles for — Business in Calgary magazine, uses direct mail and social media. But he also spends a lot of time with his clients, keeping them informed, and through the years has been able to do repeat business — he is proud to serve generations of the same families.


Calgary Herald
7 days ago
- Calgary Herald
Opinion: Walking the walk(shed) on transit-oriented development in Calgary
Article content As a Calgarian who has spent time living outside of Alberta, I am accustomed to people asking what makes this province unique, beyond the stereotypes. My answer is often a simple one: Albertans are doers, not talkers or virtue-signallers. Article content When it comes to land use and urban planning, however, the City of Calgary has generally failed to live up to the action-oriented standard its residents expect. Article content Article content Article content Calgary has laudable goals as a city, as outlined in its Municipal Development Plan. One of these objectives relates to transit-oriented development (TOD), which is rooted in the principle that public transit nodes should be surrounded by dense, mixed-use communities, allowing the greatest number of people to benefit from the investment in transit infrastructure. Article content Article content Transit-oriented development benefits are wide-reaching. In financial terms, it ensures a better return on investment by encouraging more residents to use public transit. At a basic level, this helps Calgary Transit fund itself. It also reduces traffic congestion, alleviates strain on feeder bus routes, lowers greenhouse gas emissions and encourages healthier commute patterns through riders walking or cycling to and from stations. Greater revenue for Calgary Transit also allows the agency to reinvest these funds into better frequency and service. Article content Article content Opponents of the recent citywide upzoning initiative often claim that the 'burden' of density should fall within a certain radius of these transit nodes rather than in their communities. Even the most car- and single-family-home-loving city councillors vaunt the benefits of transit-oriented development, arguing that if density must happen (which it does, to boost housing supply and lower prices), that it should happen near transit stations so as not to induce greater vehicular traffic in low-rise communities. Article content While I would argue that the 'burden' of modest citywide densification is overstated, it is fair to suggest that the most dense forms of development should be reserved for transit nodes. If all sides of the housing debate purport to support TOD, why do we see less of it in Calgary than almost any other major city in Canada? Article content The simple answer: the city refuses to legalize it, with more than 70 per cent of residentially zoned land within a 10-minute walk of most CTrain stations being reserved for very low-density homes. Article content In the North American context, transit-oriented development can be thought of in two ways: public-private partnerships to build on city-owned land around stations (e.g., park-and-rides) and private or non-profit developments on privately owned parcels near a station. The city's current strategy relies on the former approach. Article content While developing on city-owned land is necessary, it won't lead to enough growth in housing stock for Calgary to meet its housing objectives and create truly desirable transit-friendly communities. Development on privately owned parcels near LRT stations must accompany the public lands approach. Article content Unfortunately, this is made nearly impossible in Calgary due to antiquated and unambitious zoning policies. Article content Article content Using publicly available land-use data from the City of Calgary and GIS tools, I dug into Calgary's situation and found the overwhelming majority of land near CTrain stations zoned for residential use prohibits both medium- and high-scale density of any kind. Article content Let's dig into the numbers. Article content Calgary's total area is 853 square kilometres, 29.3 per cent of which is zoned for low-density residential use. Only 4.2 per cent and 0.3 per cent (2.2 square kilometres) is zoned for medium- or high-density residential use, respectively. This means that 33.7 per cent of Calgary is zoned for residential use, of which the majority (87 per cent) is zoned for low-density exclusively. The rest of Calgary is zoned for uses such as parks, commercial, industrial, utilities and institutions. Article content Ideally, the 4.5 per cent of Calgary's land zoned for medium- or high-density residential use would be concentrated around CTrain (or MAX BRT) stations. Article content Article content Rather than draw a generic radius around each station, I calculated an isochrone — or a 10-minute 'walkshed' — around each of Calgary's 45 CTrain stations. On a map, this creates a shape that represents everything within a 10-minute walk of each station (assuming a walk speed of five km/h). These walksheds take into account sidewalk access, local geography and other features. Article content If Calgary were serious about enabling transit-oriented development, all land zoned for residential use within a 10-minute walk of each CTrain station would be zoned for medium- or high-density residential use. Article content Medium-density residential includes townhouses and fourplexes. High-density residential refers to any development greater than five storeys. In an ideal TOD world, no residential land within these walksheds would be zoned for low-density residential, which in Calgary largely refers to single-family homes and, more recently, rowhouses and duplexes. Article content Of course, much of the land surrounding CTrain stations is zoned for other important non-residential uses. This is important to facilitate job access for workers and provide transit connections to amenities such as parkland and hospitals. While one might persuasively argue that more land around CTrain stations should be zoned for some kind of residential use, let us put that conversation to the side for now and focus exclusively on land already zoned for residential use, regardless of how much density is permitted. Article content Of Calgary's 45 CTrain stations, 33 (almost all outside the downtown) have land zoned for some kind of low-density residential use within a 10-minute walk. On average, 29 per cent of the areas within a 10-minute walk of these 33 stations is zoned exclusively for low-density residential use. For at least four of these stations, that number surpasses 50 per cent. On the surface, this may not seem like a bad percentage. Surely this would imply that the rest of the residential land within these walksheds is zoned for medium- or high-density. Article content Article content A deeper look at the data, however, demonstrates this not to be the case. Article content Only 12 per cent of Calgary's 36 square kilometres zoned for medium-density residential use are within a CTrain walkshed; for high-density residential, this share is 19 per cent. Put more simply: 71 per cent of the residentially zoned land within a 10-minute walk of the 33 CTrain stations is zoned exclusively for low-density residential use. Article content Where the city does allow homes to be built near transit stations outside of downtown, it overwhelmingly refuses to allow anything denser than a duplex. How can Calgary expect to foster car-light, transit-oriented communities when its own zoning policies quite literally prohibit it from doing so? Article content Calgary should take its lead from other forward-looking municipalities across the country and proactively upzone the areas near its CTrain stations. This would send a strong signal that Calgary is serious about tackling the housing crisis and cultivating the kind of communities that many newcomers and skilled workers want to live in.

05-08-2025
U.S. Coast Guard releases report on OceanGate, 2 years after fatal Titan implosion
The United States Coast Guard Marine Board of Investigation has released its final report on the company responsible for operating the Titan submersible, which imploded two years ago while attempting to dive to the wreckage of the Titanic, killing all five people on board. The report, released on Tuesday, says the board found OceanGate didn't follow engineering protocols for safety, testing or vessel maintenance. The 335-page document also highlighted problems with how the business operated, its workplace culture and the need to improve regulatory oversight for manned submersibles and vessels of novel design. For several years preceding the incident, OceanGate leveraged intimidation tactics, allowances for scientific operations and the company's favourable reputation to evade regulatory scrutiny, the report reads. By strategically creating and exploiting regulatory confusion and oversight challenges, OceanGate was ultimately able to operate Titan completely outside of the established deep-sea protocols, which had historically contributed to a strong safety record for commercial submersibles. The event prompted an international search and rescue operation, after the Titan lost contact with its support vessel the Polar Prince on June 18, 2023. It was eventually determined the vessel's hull lost structural integrity and imploded, killing the crew which included OceanGate CEO Stockton Rush, British billionaire explorer Hamish Harding, father and son Shahzada and Suleman Dawood and renowned Titanic researcher Paul-Henri Nargeolet. This marine casualty and the loss of five lives was preventable, said Jason Neubauer, Titan MBI chair, in a press release. The two-year investigation has identified multiple contributing factors that led to this tragedy, providing valuable lessons learned to prevent a future occurrence. There is a need for stronger oversight and clear options for operators who are exploring new concepts outside of the existing regulatory framework. 'Critically flawed' The primary causal factors for the tragedy were the company failing to address engineering issues, reads the MBI report, and a lack of understanding of how the hull of the vessel would react to the inherently hazardous environment. The company also continued to use the Titan after several incidents that compromised the hull's integrity. Enlarge image (new window) OceanGate CEO Stockton Rush, top left, British billionaire Hamish Harding, top right, French explorer Paul-Henri Nargeolet, bottom left, and Pakistani businessman Shahzada Dawood with his son Suleman, were on board the Titan submersible when it imploded. Photo: Shannon Stapleton/Reuters, Jannicke Mikkelsen/Reuters, HarperCollins France/Reuters, Engro Corp./Reuters The report also listed contributing factors, like OceanGate's critically flawed safety culture and operational practices. At the core of these failures were glaring disparities between their written safety protocols and their actual practices, the report reads. OceanGate's chief executive officer's sustained efforts to misrepresent Titan as indestructible due to unconfirmed safety margins and alleged conformance with advanced engineering principles provided a false sense of safety for passengers and regulators. The U.S. Coast Guard said there was a missed opportunity on the government's part to intervene before the tragedy, pointing to a 2018 OceanGate whistle-blower as well as deficient communication between Occupational Safety and Health Administration and the U.S. Coast Guard on Seaman's Protection Act protocols. Early intervention may have resulted in OceanGate pursuing regulatory compliance or abandoning their plans for Titanic expeditions, it said. Ultimately, the report made 17 recommendations, including establishing an industry working group to review and update the framework to help submersibles achieve safety standards similar to those of surface vessels. The report also said the U.S. Coast Guard should push for expanded federal requirements so there would be proper regulatory oversight for the types of submersibles carrying out oceanographic research operations. Another recommendation calls for required communication on all submarines and submersibles that conduct commercial or scientific operations, and a new requirement for submersible owners to give notification to local U.S. Coast Guard officers, which would include a dive plan and an emergency response plan.