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The region produces almost half of the province’s economic output and almost 20 percent of the country’s.
* For Ontario alone, the association of Municipalities of Ontario in their June 2008 working paper estimated that to close the estimated gap between actual infrastructure spending and what is needed would require at least $5.9 billion a year over the next ten years. This spending estimate includes transportation; water systems, wastewater systems, and storm water systems; solid waste facilities; parks; and municipal buildings. given that the infrastructure gap has yet to be addressed in any significant way, this figure surely underestimates the magnitude of the current gap. Toronto’s infrastructure gap is estimated to be around $30 billion, roughly equivalent to half of the Ontario total.
Citing the Drummond Report, the Chamber concludes that Ontario contributes $12.3-billion more to the federal government than it receives in transfers, even though 600,000 Ontarians are out of work, little economic growth is expected over the foreseeable future, and the provincial debt is approaching $300-billion.
In the same document the Government of Ontario claims the national championship in downloading the costs of public services to municipalities, like Toronto.
The government of Ontario already spends less per resident delivering public services than any other province, and is working internally to achieve even greater cost effectiveness while continuing to offer quality, timely service. Reflecting measures to improve efficiency, Ontario’s per capita program spending in 2012–13 was $8,311, which was the lowest among the provinces.
originally posted by: aboutface
a reply to: ipsedixit
So what you're doing is trying to make a case for political party affiliations in local municipal politics then? Can't have it both ways, imo.
When Mike Harris was elected Premier in 1995 on his platform of the Common Sense Revolution, the Ontario government faced a $11 billion annual deficit and a $100 billion debt. Seeking to balance the books, a number of publicly owned services were privatized over the following years. Although initially spared, Highway 407 was sold quickly in the year leading up to the 1999 provincial elections. The highway was leased to a conglomerate of private companies for $3.1 billion. The route was subsequently renamed the 407 ETR. The Ontario corporation, known as 407 International Inc., is jointly owned by Cintra Infraestructuras from Spain (43.23%), subsidiaries of the Canada Pension Plan Investment Board (40%) and Montreal-based engineering firm SNC-Lavalin (16.77%). The deal included a 99-year lease agreement with unlimited control over the highway and its tolls, dependent on traffic volume; however, the government maintains the right to build a transit system within the highway right-of-way.
Mr. Vaughan’s motion asks the city to determine how much money might be made off its potential sale and how the funds – which would vary depending on the number of the tolls and the way in which a deal with the private sector is structured – might be used for transit projects. He said he’s been told the city’s profit could be as high as $8-billion.
Not sure about the $1 sale you are referring to. (It does ring a bell, but I can't remember any specifics. It may only have been a proposal of some sort.)
“Let’s face it, whatever the government does is going to get litigated,” he said.
Indeed, 407 International vice-president Kevin Sack pointed out that disputes over tolls have been resolved since the company’s successful 2006 settlement of a legal action filed by the McGuinty administration.
“We have closely examined the agreement and legislation and continue to be confident that the company operates in compliance with all agreements and legislation,” said Sack.
“The agreement has been the subject of legal reviews in the past and all matters were settled appropriately in 2006.”
Court records show Parmar testified as an expert witness for 407 International in that case.
In August 1998, at the behest of then Progressive Conservative premier Mike Harris, Parmar spearheaded the sell-off of the electronic toll-way north of Toronto. The $3.1 billion agreement for a 99-year lease was concluded in May 1999.
While he maintains it was a good deal for the Ontario treasury, motorists have complained about soaring tolls and administrative fees.
It now costs between 19.35 cents and 22.95 cents per kilometre for a passenger car depending on the hour of day plus a flat 50 cent per trip charge.
There’s also an annual transponder lease fee of $21.50 or a $3.65 per trip video toll charge for those without an electronic collector.