Highways and byways meander through communities across Ontario, much like the mighty rivers and the streams that course through the countryside.
Old maps and atlases demonstrate how Ontario evolved from untamed wilderness to settlements dotting the countryside. The common links along the way were water and the roads carved out of the landscape to allow travelers to get from town to town.
Often, as is the case in Wellington, most settlements are a 15 to 20 minute drive from one another. For pioneers, the distance represented a reasonable day’s walk.
As Ontario ultimately developed and municipalities and organizations were formed, it became apparent that an organized pattern of transportation had to be developed and maintained to ensure the flow of goods and people. It was a pretty pragmatic view of economic development at the time.
Along the way, there was wisdom in the various levels of government contributing or accepting ownership of certain roads and bridge structures. The thought being, if the particular asset was part of a bigger picture concept like the TransCanada, or significant provincial highway, it was in the best interest of either Canadians, or conversely Ontarians, to contribute financially to the benefit of the citizenry affected.
Local governments have benefited mightily in the past from grants issued by the provincial and federal governments for more local projects. The county and regional government even shared “regional” style roads that benefit local residents. This left the local township, village or town to take care of its very local roads.
Fast forward a few decades and it now seems no one wants to pay to maintain the past or forge a future. The griping and whining associated with funding models gets quite frustrating because it exemplifies the absence of leadership and management many of us expect in local leaders.
There is no question that the cancellation of the connecting link program, which for the sake of clarity means the province is walking away from its former obligations to local governments to upgrade and maintain the portion of road that meanders through towns and villages. It is yet another fast one being played on rural Ontario.
Having acknowledged this inappropriate change in rules, there will be a time, and hopefully soon, that whining will be replaced by action. There are numerous options to explore.
The prospect of yet another study and its associated costs are always tough to swallow, but really, the timeline for a roads rationalization study at the county level is woefully overdue.
Under such a plan, the connecting link portions of major highways would easily qualify as a road network of regional importance.
Further to that point, a pool to fund or borrow against for bridges and larger projects would be a very responsible way to overcome the woes of smaller municipalities having trouble financing and planning projects. It is in the interest of all residents here that roads and bridges get the attention they deserve – in fact, is there any better form of true economic development than to ensure access to markets?
We also see reason for the electorate to become more engaged this fall. Leaders intent on making sound business choices when it comes to where tax dollars are invested, are in desperate demand.
It’s been quite a ride this past 10 years or so. The cancellation of the connecting link program should be a signal that tough funding choices are on the horizon.
Local government should heed the obvious: setting priorities and investing in infrastructure can no longer be sloughed off waiting for grants and someone else to deliver a cheque.
Under McGuinty’s tenure and now Premier Wynne, the closet has been pretty much emptied of any stores it had. It’s time for local solutions and it’s going to cost plenty.
Like the homeowner hit with big bills out of the blue, just deal with it.
