Business
My European Favourites – Day Trip From Amsterdam
The Netherlands is a great place to visit either as a main destination or as a stopover for a couple of days. I have always enjoyed flying KLM and use them often for our many groups travelling throughout Europe. Amsterdam’s Schiphol Airport is an east hub to fly into from North America, and I like the airport layout over other big and busy European airports.
Amsterdam itself has many interesting places to visit and explore. The city is full of history, great architecture, canals, bridges, museums, great shopping, cyclists, interesting cafes, the Anne Frank House, the Heineken Brewery, and yes, the notorious red light district. Not many people venture outside the city during a stopover, but one of our favourite day trips is from Amsterdam. We always try to do it on a Wednesday, so we catch the Edam cheese market show.
Zaanse Schans
Our twenty minute early morning trip to Zaandam starts after a good breakfast at our centrally located hotel in Amsterdam. On the way, you can enjoy the beautiful Dutch countryside including dikes and plots of land reclaimed from the water, called polders. Starting in the late 16th century, the Zaandam and the Zaan river area were important wood milling regions during the “Dutch Golden Age” with thousands of saw windmills. In the 19th century, the area became a leader of the “Industrial Age” in the Netherlands.
Starting in 1961, the Zaanse Schans was turned into an open air museum with windmills and buildings from the 18th and 19th centuries. Various wooden houses, barns, shops, warehouses and windmills were transported here starting in 1961. The buildings along with traditional farmsteads, paths, ditches and fields depict how village life was like during that prosperous time.
When we arrive at the Zaanse Schans parking lot, you will undoubtably smell chocolate from the nearby cacao processing factories. Entrance to the Zaansee Schans is free, but some of the workshops and windmills located throughout the grounds are museums and require an entrance fee. You can purchase a ticket to have access to all the museums.
One of the first buildings you will see on arrival is the Kooijman Souvenirs & Clogs Wooden Shoe Workshop. Here you can see a wooden clog machine demonstration. Afterwards, wander throughout the site checking out the bakery, fisherman’s house, weavers house, clock house, merchant house, cheese house, pewter house, pancake house and see how vats and barrels are made at the cooperage. With a little breeze, you can see the sails of the windmills slowly turning while the inner workings churn away. The windmills saw wood or mill oil, flower, spices or pigments to dye cloth. Some windmills allow visitors to climb up to the deck via narrow stairs for a nice view of the river and the area.
The Zaans Museum, located by the parking area, opened in 1998, and contains clothing and artifacts from the area. At its Verkade Experience you can see original chocolate and biscuit factory machines from the early 20th century at work. The museum also has a café and shop.
Edam
Another short 20 minute drive, and we reach Edam, which is famous for its cheese market that started in1520. Edam cheese is round with a flattened top and bottom and is coated with a red paraffin wax which allowed it to age well and not spoil on long voyages. Its unique taste plus the lack of spoilage made it extremely attractive for exporting throughout the world. The market was closed in 1922 when cheese began to be made in factories rather than by local farms.
At the original market, farmers would bring their cheese using horse drawn cart or by boat. Once they arrived, the cheese carriers, who wore different colored hats depending on which cheese guild they belonged to, would load the product onto wooden barrows. Once the barrow was loaded, the carriers placed carry straps over their shoulders and walked the precious cargo to the cheese tasters. The tasters would drill a core sample from the cheese and based on the exterior wax, smell, taste and other factors began to bargain the price with the seller using a series of shouts and hand claps. When the price was settled the cheese was taken to the weighing house to determine the final amount to be paid.
Every Wednesday in the summer from 10:30 to 12:30, the town re-enacts the hustle, and bustle of the market at the Jan van Nieuwenhuizen Square. The colorful market includes many family members, including children, wearing traditional costumes, dresses and clogs plus kiosks selling cheese. Throughout the performance, horse carts and boats arrive, cheese carriers scurry at a comical pace and bargain shouts and hand slaps can be heard. So visitors understand everything that is happening, there is a person on a microphone explaining the entire process. It’s quite interesting and fun to witness.
Smoked Eels
Next, we will travel from Edam to the seaside fishing village of Volendam to visit a local smokehouse that was founded in 1856. Smoked eels at one time were an important staple food in the Netherlands but recently a drop in the eel population and the resulting price increase has made it a delicacy. Today, the 5th and 6th generations of the Smits’ family keep their family’s secret fish smoking process and traditions alive. The smoked eel is their specialty and during the eel fishing season the entire family is involved in the cutting, gouging, skinning, digging and filleting of the eels. The Paviljoen Smit-Bokkum offers private tours of the smokehouse to introduce people to the traditional eel fishing, processing and smoking activities. In addition to eel, they smoke salmon, dorado and sea bass using pine wood. The eel is delicious and at their restaurant you can try various local dishes. The location also has a shop and a small Palingsound (eel sound) Museum dedicated to Volendam’s unique and famous pop music.
Volendam
Volendam, once a simple catholic fishing village, is now Holland’s best-known seaside town and is visited by millions annually. The Volendam Catholic fishermen had their own typical costumes and dialect. The town’s boardwalk, once home to fishermen’s wooden shacks, is now adorned with colorful wooden houses, tourist shops, cafes and restaurants. As you walk through the town and its shops, you will see locals wearing the traditional clothing. If you explore the village’s narrow lanes in the old neighborhoods, you can still see some of the old fishermens’ houses.
There used to be hundreds of vessels at one time when Volendam’s fishing fleet had access to the North Sea, but after closing its access, the harbour contains only a few fishing vessels doing fresh water fishing on Markermeer lake. Nowadays, leisure boats and the ferries that go to the nearby island of Marken occupy the majority of the harbour space.
Some restaurants offer tasty local seafood dishes and cool drinks on patios overlooking the harbour. For a quick lunch, food stands and take away restaurants sell kibbeling (battered and fried fish nuggets), herring, shrimp and of course smoked eel.
A visit to the Volendams Museum provides an interesting look into the town’s history, costumes, traditions and art. If you have time, you may consider taking the Volendam Marken Express boat to Marken.
Cheese Farm
On the way back to Amsterdam, and a short distance from Volendam, we will stop at the Henri Willig Jacob’s Hoeve cheese farm. The staff wear traditional clothing, and they give a short introduction and demonstration of the cheese making process. The number of cow goat and sheep cheese varieties is quite overwhelming but very interesting to sample. Some flavours you might encounter include truffle, cumin, pesto, red chili pepper, coconut, pepper, rosemary and garlic. They are all for sale in various sizes along with other Dutch souvenirs and foods. You can also see the cows in their new stable especially designed for the organic farm’s herd of Jerseys.
It is only twenty minutes back to Amsterdam and as you enjoy the countryside you can decide on what great restaurant you will go to tonight. I think an authentic Indonesian “rijsttafel” or rice table would be a great way to end the day. The rice table was brought back to the Netherlands from the Dutch East Indies where it was created by the Dutch as a festive way to showcase their colony’s diverse and multi-ethnic Indonesian cuisine. The rice is accompanied by a multitude of small meat, vegetarian and condiment dishes that may include spring rolls, satay meat skewers, curries, fish, boiled eggs, spicy sauces, peanut sauces, vegetables, and fried bananas. It is great for sampling different tastes and for sharing. You can find Indonesian fast food and restaurants throughout Amsterdam, but a place like Tujuh Maret or Ron Gastrobar Indonesia offering a rice table is definitely something you should experience.
Explore Europe With Us
Azorcan Global Sport, School and Sightseeing Tours have taken thousands to Europe on their custom group tours since 1994. Visit azorcan.net to see all our custom tour possibilities for your group of 26 or more. Individuals can join our “open” signature sport, sightseeing and sport fan tours including our popular Canada hockey fan tours to the World Juniors. At azorcan.net/media you can read our newsletters and listen to our podcasts.
Images compliments of Paul Almeida and Azorcan Tours. This article was original published in March 2021.
Business
Claiming the Carbon Tax is Not Inflationary Defies Belief – So Do Media Reports About Inflation
From EnergyNow.ca
By Jim Warren
Back in March 2019, the average price for a pound of lean ground beef at five major chain grocery outlets in Regina was $4.71. In September 2024 lean ground at the five big chain outlets averaged $7.90 — a 68% increase over the past five years… these price increases are a far cry from the official statistic for accumulated inflation of 21% over the same period.
Kudos to the Canadian Trucking Alliance (CTA). They have provided us with some valuable insight into the inflationary effects of Canada’s carbon tax.
This past August, the CTA published a brief to the federal government which among other things called for a moratorium on the carbon tax for diesel fuel.
In commenting on the brief, CTA president Stephen Laskowski said, “The carbon tax on diesel fuel is currently having zero impact on the environment and is only serving to needlessly drive up costs for every good purchased by Canadian families and businesses. The carbon tax needs to be repealed from diesel fuel until viable propulsion alternatives are available for the industry and the Canadian supply chain to choose from.”
The CTA estimates that as of 2024 the carbon tax on diesel adds an extra cost for long-haul truck operators of $15,000 to $20,000 or around 6% of per truck in annual operating costs. The brief to government claims a small trucking business with five trucks, “is seeing between $75,000 and $100,000 in extra costs due to the carbon tax.”
Obviously, truckers striving to remain solvent will be doing their utmost to pass carbon tax costs on to their customers. If the cost of the tax can’t be recouped by some trucking companies, we can bet there will be fewer of them operating over the coming years. As Laskowksi said, the carbon tax increased the cost of virtually every product transported by truck—which means pretty well every physical good consumers purchase.
In light of the political beating the Liberals have been taking over the carbon tax, the Trudeau government has taken a tiny feeble step toward relieving the pressure on businesses. In October 2024 federal finance minister Chrystia Freeland announced the government’s intention to provide carbon tax rebates to businesses with fewer than 500 employees. That means many of Canada’s trucking companies will be eligible to recoup some of the carbon tax they have been paying since fiscal 2019-2020. Freeland says the cheques will be in the mail this December.
It sounds okay until you look at the fine print.
The payments will not reflect the amount of fuel a business uses or how much carbon tax it has paid over the past five years. The rebates will be based on the number of people a company employs and will be paid only in provinces where the federal fuel charge applies. An accounting business with 10 employees will receive the same carbon tax rebate as a small trucking business with 10 employees. A CBC news report pulled the following example from Freeland’s press release, “A business in Ontario with 10 employees can expect to receive $4,010…”
Freeland boasted, “These are real, significant sums of money. They’re going to make a big difference to Canadian small business.”
Freeland’s statement is patently false when it comes to trucking companies.
Let’s say that the 10 employee business is a long-haul trucking company based in Ontario. After paying the carbon tax on five or more trucks for five years, the business would receive a paltry $4,010 rebate. That light dusting of sugar won’t make the carbon tax any more palatable to the trucking industry. According to the CTA’s estimates, if the 10 employee long-haul trucking firm had just five trucks the carbon tax will have cost it approximately $400,000 in operating costs over the past five years.
Carbon tax costs are not the only inflation related frustration affecting Canadians. The way the federal government and its friends in the media describe inflation presents people with a warped view of what is happening to the cost of living. Media reports on inflation rarely reflect the lived experience of people trying to pay the mortgage, feed their families and drive to work.
Governments, and their media apologists, in both Canada and the US have been taking victory laps over the past year because the rate of inflation has decreased. It’s as though people have nothing to worry about because the cost of living this year isn’t increasing as fast as it was last year. Changes in the inflation rate may be important for statistical purposes but they don’t reflect reality for people who have been coping with increases in inflation over several years. Most people measure the difficulties caused by inflation by comparing how much more things cost today than they did three to five years ago. The figure regular civilians, as opposed to statisticians, use to assess increases in the cost of living is accumulated inflation. However, we still need to be cautious about the accumulated inflation rate that we get when using government data.
If we calculate the rate of accumulated inflation based on official annualized inflation rates from 2019 up to the midpoint of 2024. The accumulated increase over that five year period is around 21%. And, it is true that this number better reflects people’s perception of inflation than a statistical comparison indicating the rate of inflation fell from 3.9 % in 2023 to 2.61% by the mid-point of 2024. The problem is the 21% number still does not accurately reflect increases in the cost of many necessary goods and services that are impacting households. This is why according to political polls voters in Canada and the US aren’t buying government propaganda when it comes to inflation.
The economy, and by extension, the high cost of living was a major issue in the recent US federal election campaign. The Democrats did not do themselves any favours claiming Bidenomics had wrestled inflation to the ground simply because it wasn’t increasing as fast as it was a year ago. A large number of voters in the US embraced former US president Lyndon Johnson’s maxim, “Don’t piss on my leg and tell me it’s raining.”
But wait, it gets worse. The basket of goods and services the Canadian government uses to calculate the cost of living index and the inflation rate fails to identify high increases in the prices for specific household essentials including many grocery staples. Similarly, official calculations for statistically weighted national average consumption of various products used to calculate the Consumer Price Index are skewed in favour of big urban centres. Montreal, Toronto and Vancouver are over represented. There is no way that the average annual consumption of gasoline for a household in downtown Montreal comes anywhere close to the amount used in most of Canada where public transit is scarce and distances are great. The result is the official accumulated inflation rate fails to show what many people are experiencing in most regions of the country.
Here is a good example of how published statistics don’t reflect the inflation shock that consumers experience at the grocery store. Back in March 2019, the average price for a pound of lean ground beef at five major chain grocery outlets in Regina was $4.71. In September 2024 lean ground at the five big chain outlets averaged $7.90 — a 68% increase over the past five years. The price of rib eye steak increased by even more. Rib eyes averaged $14.91 per pound at the five stores in Regina in March 2019. This September, the average price for rib eye steak was $29.40 – a 97% increase over five years. Obviously, these price increases are a far cry from the official statistic for accumulated inflation of 21% over the same period. (FYI: the data presented here was derived from Beef Business magazine published by the Saskatchewan Stock Growers Association. Each bimonthly edition of Beef Business features a retail beef price check)
Assuming we can find similar rates of accumulated inflation for other staples like dairy products and fresh vegetables it’s no wonder smart shoppers have been incensed over what’s going on with grocery prices and the cost of living (not to mention price increases for fuel, rents house prices and mortgage interest). Consumers have discovered today’s prices of $6.50 for a four litre jug of milk and $7.00 for a pound of butter aren’t going to be reduced simply because the rate of inflation has decreased form 3.69% to 2.61% over the past year. Using history as our guide, with the exception of rare periods of deflation such as the depression of the 1930s, it is unlikely we’ll see the price increases of the past few years come down other than for sales or loss leader strategies. And, while a 72 cent dollar might boost sales for some of our exports, it will add more than 25% to the cost of imported fruit and vegetables this winter,
Furthermore, the impacts of inflation are being more severely felt by Canadians today than they would have been a decade ago. This is because our per capita national income (using GDP as a proxy for national income) has been shrinking since 2014. That was the year oil prices fell into an eight year depression and the last full year before Justin Trudeau became Prime minister.
According to a 2024 Fraser Institute Bulletin authored by Alex Whelan, Milagros Placios and Lawrence Shembri, “Canadians have been getting poorer relative to residents of other countries in the OECD [a club of mostly rich countries]. From 2002 to 2014, Canadian income growth, as measured by GDP per capita, roughly kept pace with the rest of the OECD. From 2014 to 2022, however, Canada’s position declined sharply, ranking third lowest among 30 countries for average growth over the period.”
Canada’s per capita GDP/national income for 2024 is projected to be $54,866.05. According Whelan, Placios and Shembri, that is lower than per capita national income in the US, UK, New Zealand and Austrailia.
Only one US state, Mississippi, the poorest state in the union, has a per capita GDP/national income less than Canada’s. Mississippi’s total is $53,061. Other states considered poor by US standards such as Alabama and Arkansas have higher per capita GDPs than Canada. On average, Canadians have increasingly less money with which to buy more expensive goods and services.
The challenges Canadians have faced as a result of the high cost of living have coincided with the eight plus years that Justin Trudeau has been prime minister. The decline in per capita national income also occurred under Trudeau’s watch—in conjunction with Liberal policies designed to stifle growth in Canada’s petroleum and natural gas industries. What did the Trudeau Liberals think would happen to growth in per capita national income after they handcuffed our single most important export industry?
In the final analysis it’s a tossup. Do we have an inflation problem or is inflation just a symptom of our Trudeau problem?
Automotive
Bad ideology makes Canada’s EV investment a bad idea
It doesn’t bode well for our country that our economic security rests on tariff exceptions to be negotiated by Liberal politicians who have spent the majority of Trump’s public life calling him a “threat to liberal democracy” and his supporters racists and fascists. Their hostility doesn’t lend itself to fruitful diplomacy. In any event, Trump’s EV rollback and aggressive tariffs will spell disaster for the Canadian EV sector.
What does Donald Trump’s resounding win in the recent U.S. election mean for Canada? Unfortunately, there doesn’t seem to have been much thought about the answer to this question in Ottawa, because the vast majority of our political and pundit class expected his opponent to be victorious. Suddenly they’re all having to process this unwelcome intrusion of reality into their narrow mental picture.
Well, what does it mean?
It is early days, and it will take some time to sift through the various policy commitments of the incoming Trump Administration to unpack the Canadian angle. But one thing we do know is that a Trump presidency will be no friend to the electric vehicle industry.
A Harris administration would have been. But, Trump spent much of his campaign slamming EV subsidies and mandates, pledging at the Republican National Convention in July that he will “end the electric vehicle mandate on day one.”
This line was so effective, especially in must-win Michigan, with its hundreds of thousands of autoworkers, that Kamala Harris was forced to assure everyone who listened that the U.S. has no EV mandate, and that she has no intention of introducing one.
Of course, this wasn’t strictly true.
First, the Biden Administration, of which Harris was a part, issued an Executive Order with the explicit goal of a “50% Electric Vehicle Sales Share” by 2030. The Biden-Harris Administration (to use their own formulation) instructed their Environmental Protection Agency (EPA) to introduce increasingly stringent tailpipe emission regulations on cars and light trucks with an eye towards pushing automakers to manufacture and sell more electric and hybrid vehicles.
Their EPA also issued a waiver which allows California to enact auto emissions regulations that are tougher than the federal government’s, which functions as a kind of back-door EV mandate nationally. After all, auto companies aren’t going to manufacture one set of vehicles for California, the most populous state, and another for the rest of the country.
And as for intentions, though the Harris camp consistently held that her prior policy positions shouldn’t be held against her, it’s hard to forget that as senator she’d co-sponsored the Zero-Emission Vehicles Act, which would have mandated that all new vehicles sold in the U.S. be “zero emission” by 2040. During her failed 2020 presidential campaign, Harris accelerated that proposed timeline, saying that the auto market should be all-electric by 2035.
In other words, she seemed pretty fond of the EV policies which Justin Trudeau and Steven Guilbeault have foisted upon Canada.
For Trump, all of these policies can be filed under “green new scam” climate policies, which stifle American resource development and endanger national prosperity. Now that he’s retaken the White House, it is expected that he will issue his own executive orders to the EPA, rescinding Biden’s tailpipe instructions and scrapping their waiver for California. And though he will be hindered somewhat by Congress, he’s likely to do everything in his power to roll back the EV subsidies contained in the (terribly named) Inflation Reduction Act and lobby for changes limiting which EVs qualify for tax credits, and how much.
All of this will be devastating for the EV industry, which is utterly reliant on the carrots and sticks of subsidies and mandates. And it’s particularly bad news for the Trudeau government (and Doug Ford’s government in Ontario), which have gone all-in on EVs, investing billions of taxpayer dollars to convince automakers to build their EVs and batteries here.
Remember that “vehicles are the second largest Canadian export by value, at $51 billion in 2023 of which 93% was exported to the U.S.,” according to the Canadian Vehicle Manufacturers Association, and “Auto is Ontario’s top export at 28.9% of all exports (2023).”
Canada’s EV subsidies were pitched as an “investment” in an evolving auto market, but that assumes that those pre-existing lines of trade will remain essentially unchanged. If American EV demand collapses, or significantly contracts without mandates or tax incentives, we’ll be up the river without a paddle.
And that will be true, even if the U.S. EV market proves more resilient than I expect it to. That is because of Trump’s commitment to “Making America Great Again” by boosting American manufacturing and the jobs it provides. He campaigned on a blanket tariff of 10 percent on all foreign imports, with no exceptions mentioned. This would have a massive impact on Canada, since the U.S. is our largest trading partner.
Though Justin Trudeau and Chrystia Freeland have been saying to everyone who will listen how excited they are to work with the Trump Administration again, and “Canada will be fine,” it doesn’t bode well for our country that our economic security rests on tariff exceptions to be negotiated by Liberal politicians who have spent the majority of Trump’s public life calling him a “threat to liberal democracy” and his supporters racists and fascists. Their hostility doesn’t lend itself to fruitful diplomacy.
In any event, Trump’s EV rollback and aggressive tariffs will spell disaster for the Canadian EV sector.
The optimism that existed under the Biden administration that Canada could significantly increase its export capacity to the USA is going down the drain. The hope that “Canada could reestablish its export sector as a key driver of growth by positioning itself as a leader in electric vehicle and battery manufacturing, along with other areas in cleantech,” in the words of an RBC report, is swiftly fading. It seems more likely now that Canada will be left holding the bag on a dying industry in which we’re invested heavily.
The Trudeau Liberals’ aggressive push, driven by ideology and not market forces, to force Electric Vehicles on everyone is already backfiring on the Canadian taxpayer. Pierre Poilievre must take note — EV mandates and subsidies are bad for our country, and as Trump has demonstrated, they’re not a winning policy. He should act accordingly.
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