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The Runaway Costs of Government Construction Projects

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From the C2C Journal

By Gwyn Morgan

Ottawa’s post-pandemic $300 billion spending orgy was coupled with the pompous claim to “Build Back Better”. As it happened, most of that spending was recklessly borrowed – stoking inflation – while Build Back Better was a dud, was discarded in embarrassment and, if recalled at all today, is told as a sick joke. Far too many planned projects now sink into a quicksand of political haggling, regulatory overkill, mission creep, design complexity and, if built at all, bungled execution. Looking at specific examples, Gwyn Morgan presents the lamentable results: far less is actually getting built across Canada, nearly everything takes forever and – worst of all – costs routinely soar to ludicrous levels. Added to that, Morgan notes, are woke-based criteria being imposed by the Trudeau government that are worsening the vicious cycle.

Not so long ago, a $10 million government infrastructure project was regarded as a significant expenditure. Nowadays, $10 million doesn’t come close to funding projects as simple as a firehall or new police station. Here in the Victoria region, a new firehall in the District of Saanich, originally budgeted at $25.6 million, has jumped to nearly $45 million over four years – and construction has barely begun. The facility will support 10 firefighters. In the Langford District, the estimated cost of a new RCMP building is an incomprehensible $82 million – and of course, nothing has actually been done yet, so this price tag will surely soar. Just north of Victoria, the cost of what was to be a simple flyover eliminating a dangerous left turn across the busy Patricia Bay Highway has spiked from its original estimate of $44 million to $77 million.

These cost increases seem big to us here on “Fantasy Island”, but they would amount to a rounding error in mega-city Toronto. The Ontario Line, a 15.6-kilometre light-rail transit line connecting the Science Centre to Ontario Place, was budgeted at $10.9 billion when first announced in 2019. A series of updates have seen the cost balloon to an estimated $19 billion – an increase of more than 70 percent – with the completion date pushed out by four years to 2031. Expect more cost increases to be announced.

These are just a few examples of municipal and provincial cost increases and overruns. The story is similar from coast to coast, with no project type or size in any municipality or province immune to an unsettling syndrome that seems to prevent nearly anything from being planned cost-effectively and then delivered on budget. Obviously, the total for all such projects planned or underway across Canada is immensely higher – surely in the tens of billions of dollars.

Mismanagement syndrome: From simple firehalls to subway sections to straightforward software, governments at all levels have lost control of costs. Replacing a small firehall in Saanich on Vancouver Island (top left and top right) will cost nearly $2,000 per square foot or $4.5 million per firefighter; the pricetag for Toronto’s planned Ontario Line (bottom left) has zoomed from $10.9 billion to $19 billion; and the notorious ArriveCAN (bottom right) consumed $54 million to deliver an $80,000 software tool. (Sources of images: (top left) District of Saanich; (top right) rendering courtesy of hcma, retrieved from naturally:wood; (bottom left) Metrolinx; (bottom right) WestJet/Facebook)

Now for the project mismanagement champion of all. Statistics Canada data show that federal capital infrastructure project expenditures totalled $24.1 billion in the period 2018-2021 (the most recent year for which figures are available). Given that Ottawa bureaucrats are famous for mismanaging virtually every project (think of the notorious ArriveCAN app, whose development blew through $54 million to yield a buggy software tool that private-sector geeks could have cranked out for $80,000), there can be no doubt that a lot of those billions were to pay for overruns resulting from a combination of sloppy design specifications and poor execution.

But now the Trudeau government has added costly “social justice” specifications to federal procurement requirements, including participation by ethnic minorities, disabled persons and diverse genders, plus other elements of woke ideology. These elements were clearly demonstrated in what I’ll call “The Great Helicopter Hangar Saga”. The following is a recollection from sources I know to be completely reliable.

The Canadian Forces’ 443 (Pacific) Maritime Helicopter Squadron’s hangar had been located adjacent to the Victoria Airport for many years. In November 2004, the Department of National Defence (DND) announced the award of a $1.8 billion contract for 28 Sikorsky CH-148 Cyclone helicopters, of which a number were to be based on Vancouver Island. A new hangar was required, which seems reasonable. DND engineers designed a facility that would meet the squadron’s needs at an estimated cost of roughly $18 million. Then they handed the project to Public Works and Government Services Canada. That’s when the project entered an ephemeral space resembling the old sci-fi TV series The Twilight Zone.

Public Works decided the hangar needed to be able to “sustain operations” in the event of a magnitude 8.0 earthquake – an incomprehensible decision for several reasons. First, 8.0 on the Richter Scale is seven times larger than the most severe earthquake ever recorded on Vancouver Island. Second, the severity of earthquake damage at any given location depends on its subsurface. Buildings sitting on soil and gravel suffer much more damage than those built on bedrock because the soft material changes from behaving like a solid to behaving like a thick liquid, amplifying the ground’s shaking. The Pacific Maritime Helicopter Squadron’s hangar was located on solid bedrock. That alone made it highly earthquake-resilient.

But the Public Works technocrats were oblivious to those facts, or didn’t care. Instead, their design demanded steel piles driven into the bedrock at a cost of $8 million. That alone reportedly delayed the project by two years. Cross-bracing of the interior wall openings added more millions. When construction of the actual building finally began, government bureaucrats specified more office space, locker and “administrative security” facilities than what the DND had considered necessary, adding more costs.

Then came the woke-related costs. In determining the contract award, Public Works required First Nations involvement both as subcontractors and in the workforce, extensive gender diversity and complete disabled access. Elevators were ordered equipped with Braille at the control buttons plus voice recognition – along with full wheelchair accessibility. Members of the military joked that all these extras must be for the “blind and disabled pilots”. By the time the new hangar was handed back to the military, the DND’s $18 million project had skyrocketed to a staggering $155 million.

Braille for blind pilots: To base some of the Royal Canadian Air Force’s new CH-148 Cyclone maritime helicopters (above, performing in-flight refuelling with a navy frigate in the North Atlantic) on Vancouver Island, federal Public Works bureaucrats took a reasonable $18 million Department of Defence design and transformed it into a $155 million fiasco reflecting Ottawa’s diversity obsessions and wokist ideology. (Sources of photos: (top) Lockheed Martin, retrieved from Navy Recognition; (bottom) The Lookout)

In July 2019, Phillip Cross wrote an inciteful column for the Financial Post entitled, “Why governments keep screwing up major infrastructure projects”. As Cross put it, “Prominent studies of domestic and international public infrastructure projects found cost overruns averaged between 45 and 86 percent.” Why? In Cross’s view, a big part of the problem is that “public projects suffer from a lack of accountability. Governments evaluate projects not according to the performance-based criteria of the private sector, but by their conformity to rules and processes.”

Cross’s points are well-taken and illustrated by circling back to our Saanich Firehall example. The new facility’s 23,476 square feet will incur a construction cost of over $1,900 per square foot (assuming the new $45 million budget is big enough). That is six to nine times typical construction costs for commercial buildings which, as this report shows, average $200-$300 per square foot. And while a firehall may well be a bit more sophisticated and hence costly to build than, say, a retail strip mall, the Saanich firehall’s costs are also wildly out of proportion to any class of construction, as the fascinating accompanying chart shows. As you can see, it lists a range of $415-$485 per square foot for emergency services buildings. Even technology-heavy, highly customized construction categories like hospitals and data centres come in at no more than $805 and $1,055 per square foot, respectively. Clearly, something is seriously wrong in Saanich and many other locations across Canada.

Outrageous by any standard: The ballooning construction costs of recent public-sector projects are many times higher than 2022 averages for all categories – even in a high-cost market like Vancouver. (Source of graph: Statista)

This evidence of dysfunctional project mismanagement comes at a time when public infrastructure spending is at record levels, dominated by the Justin Trudeau government’s $33 billion 2023-24 infrastructure project budget and sure to be made even more dysfunctional and costly by the Liberals’ surreptitious implementation of woke ideology. When will Canadians awaken and rise up against a government that defies the values of honesty and openness our country was built on?

Gwyn Morgan is a retired business leader who was a director of five global corporations.

Source of main image showing Vancouver’s Broadway Subway project: BC Ministry of Transportation and Infrastructure; retrieved from ReNew Canada.

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Top Brass Is On The Run Ahead Of Trump’s Return

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From the Daily Caller News Foundation

By Morgan Murphy

With less than a month to go before President-elect Donald Trump takes office, the top brass are already running for cover. This week the Army’s chief of staff, Gen. Randy George, pledged to cut approximately a dozen general officers from the U.S. Army.

It is a start.

But given the Army is authorized 219 general officers, cutting just 12 is using a scalpel when a machete is in order. At present, the ratio of officers to enlisted personnel stands at an all-time high. During World War II, we had one general for every 6,000 troops. Today, we have one for every 1,600.

Right now, the United States has 1.3 million active-duty service members according to the Defense Manpower Data Center. Of those, 885 are flag officers (fun fact: you get your own flag when you make general or admiral, hence the term “flag officer” and “flagship”). In the reserve world, the ratio is even worse. There are 925 general and flag officers and a total reserve force of just 760,499 personnel. That is a flag for every 674 enlisted troops.

The hallways at the Pentagon are filled with a constellation of stars and the legions of staffers who support them. I’ve worked in both the Office of the Secretary of Defense and the Joint Chiefs of Staff. Starting around 2011, the Joint Staff began to surge in scope and power. Though the chairman of the Joint Chiefs is not in the chain of command and simply serves as an advisor to the president, there are a staggering 4,409 people working for the Joint Staff, including 1,400 civilians with an average salary of $196,800 (yes, you read that correctly). The Joint Staff budget for 2025 is estimated by the Department of Defense’s comptroller to be $1.3 billion.

In contrast, the Secretary of Defense — the civilian in charge of running our nation’s military — has a staff of 2,646 civilians and uniformed personnel. The disparity between the two staffs threatens the longstanding American principle of civilian control of the military.

Just look at what happens when civilians in the White House or the Senate dare question the ranks of America’s general class. “Politicizing the military!” critics cry, as if the Commander-in-Chief has no right to question the judgement of generals who botched the withdrawal from Afghanistan, bought into the woke ideology of diversity, equity and inclusion (DEI) or oversaw over-budget and behind-schedule weapons systems. Introducing accountability to the general class is not politicizing our nation’s military — it is called leadership.

What most Americans don’t understand is that our top brass is already very political. On any given day in our nation’s Capitol, a casual visitor is likely to run into multiple generals and admirals visiting our elected representatives and their staff. Ostensibly, these “briefs” are about various strategic threats and weapons systems — but everyone on the Hill knows our military leaders are also jockeying for their next assignment or promotion. It’s classic politics

The country witnessed this firsthand with now-retired Gen. Mark Milley. Most Americans were put off by what they saw. Milley brazenly played the Washington spin game, bragging in a Senate Armed Services hearing that he had interviewed with Bob Woodward and a host of other Washington, D.C. reporters.

Woodward later admitted in an interview with CNN that he was flabbergasted by Milley, recalling the chairman hadn’t just said “[Trump] is a problem or we can’t trust him,” but took it to the point of saying, “he is a danger to the country. He is the most dangerous person I know.” Woodward said that Milley’s attitude felt like an assignment editor ordering him, “Do something about this.”

Think on that a moment — an active-duty four star general spoke on the record, disparaging the Commander-in-Chief. Not only did it show rank insubordination and a breach of Uniform Code of Military Justice Article 88, but Milley’s actions represented a grave threat against the Constitution and civilian oversight of the military.

How will it play out now that Trump has returned? Old political hands know that what goes around comes around. Milley’s ham-handed political meddling may very well pave the way for a massive reorganization of flag officers similar to Gen. George C. Marshall’s “plucking board” of 1940. Marshall forced 500 colonels into retirement saying, “You give a good leader very little and he will succeed; you give mediocrity a great deal and they will fail.”

Marshall’s efforts to reorient the War Department to a meritocracy proved prescient when the United States entered World War II less than two years later.

Perhaps it’s time for another plucking board to remind the military brass that it is their civilian bosses who sit at the top of the U.S. chain of command.

Morgan Murphy is military thought leader, former press secretary to the Secretary of Defense and national security advisor in the U.S. Senate.

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For the record—former finance minister did not keep Canada’s ‘fiscal powder dry’

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From the Fraser Institute

By Ben Eisen

In case you haven’t heard, Chrystia Freeland resigned from cabinet on Monday. Reportedly, the straw that broke the camel’s back was Prime Minister Trudeau’s plan to send all Canadians earning up to $150,000 a onetime $250 tax “rebate.” In her resignation letter, Freeland seemingly took aim at this ill-advised waste of money by noting “costly political gimmicks.” She could not have been more right, as my colleagues and I have written herehere and elsewhere.

Indeed, Freeland was right to excoriate the government for a onetime rebate cheque that would do nothing to help Canada’s long-term economic growth prospects, but her reasoning was curious given her record in office. She wrote that such gimmicks were unwise because Canada must keep its “fiscal powder dry” given the possibility of trade disputes with the United States.

Again, to a large extent Freeland’s logic is sound. Emergencies come up from time to time, and governments should be particularly frugal with public dollars during non-emergency periods so money is available when hard times come.

For example, the federal government’s generally restrained approach to spending during the 1990s and 2000s was an important reason Canada went into the pandemic with its books in better shape than most other countries. This is an example of how keeping “fiscal powder dry” can help a government be ready when emergencies strike.

However, much of the sentiment in Freeland’s resignation letter does not match her record as finance minister.

Of course, during the pandemic and its immediate aftermath, it’s understandable that the federal government ran large deficits. However, several years have now past and the Trudeau government has run large continuous deficits. This year, the government forecasts a $48.3 billion deficit, which is larger than the $40 billion target the government had previously set.

A finance minister committed to keeping Canada’s fiscal powder dry would have pushed for balanced budgets so Ottawa could start shrinking the massive debt burden accumulated during COVID. Instead, deficits persisted and debt has continued to climb. As a result, federal debt may spike beyond levels reached during the pandemic if another emergency strikes.

Minister Freeland’s reported decision to oppose the planned $250 onetime tax rebates is commendable. But we should be cautious not to rewrite history. Despite Freeland’s stated desire to keep Canada’s “fiscal powder dry,” this was not the story of her tenure as finance minister. Instead, the story is one of continuous deficits and growing debt, which have hurt Canada’s capacity to withstand the next fiscal emergency whenever it does arrive.

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