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OTTAWA - Conservative Leader Pierre Poilievre’s latest attempt to topple the minority Liberal government in a non-confidence vote has failed, with the New Democrats and Liberals voting against the motion. The Conservative motion quoted NDP Leader Jagmeet Singh’s own criticism of the Liberals, and called on the House to agree with Singh and vote non-confidence in the government. The New Democrat leader said he would not be supporting the motion last week. Singh was not present in the House of Commons for most of the voting period, and there were jeers from the Conservative benches as NDP MPs cast their votes against the motion. MPs also voted on an NDP motion, calling on the government to permanently remove GST from what they call essentials. The NDP and Green members were the only ones to vote in favour of this motion, resulting in its defeat. This report by The Canadian Press was first published Dec. 9, 2024.

NonePITTSBURGH (AP) — Sidney Crosby broke Mario Lemieux’s Pittsburgh franchise career record for assists on Michael Bunting’s power-play goal and the Penguins beat the New York Islanders 3-2 on Sunday night. Crosby has 1,034 assists, good for 12th in NHL history. Only three players — Ray Bourque, Wayne Gretzky and Steve Yzerman — have more assists with a single team. The 37-year-old Crosby has played 1,310-regular-season games. Lemieux played 915. Philip Tomasino added the deciding power-play goal in the third for Pittsburgh, which has 14 goals with the man advantage in its last 13 games. Anthony Beauvillier also scored to help the Penguins win for the seventh time in their last eight home games. Alex Nedeljkovic made 29 saves in his first start since Dec. 17. Kris Letang missed the game because of a lower-body injury, and defenseman Nathan Clurman made his NHL debut. Anders Lee scored two third-period goals for the Islanders, who fell behind 3-0 before their rally fell short. Marcus Hogberg stopped 38 shots during his first start since April 28, 2021. Islanders: Have lost five of their last eight games after splitting the back-to-back, home-and-home series with Pittsburgh. Penguins: Rebounded from a 6-3 road loss against the Islanders 24 hours ago. Pittsburgh has won 10 of 15 after losing eight of its previous 10 games. Crosby was behind the net when he sent a backhand feed to Bunting, who buried his seventh power-play goal behind Hogberg at 1:36 of the second period, giving the Penguins a 2-0 lead. Both teams play again Tuesday. Pittsburgh visits Detroit, while the Islanders begin a home-and-home series at Toronto. AP NHL: https://apnews.com/hub/nhlTORONTO — With Jan. 27 marking 500 days out from the 2026 World Cup kickoff, some 50-plus staff are fleshing out the Canadian end of the tournament at FIFA's Toronto office. The office has been around for a year, although it took six months to get it to where it is now — a fully functioning space with more than a little character. The entrance features a display of 14 official match balls dating back to the 1970 World Cup. A giant 2026 cut-out in the shape of the FIFA World Cup trophy provides a unique photo op. Maple Leaf motifs decorate the converted factory, which is getting busier by the day. Peter Montopoli, chief tournament officer for the Canadian end, says the staff numbers will soon reach 80, with another 600 to 700 involved during the event itself. A lot has happened since Montopoli, then Canada Soccer's general secretary, and Victor Montagliani, then Canada Soccer's incoming president, hashed out the idea of bidding for the men's World Cup at a 2011 dinner at a Vancouver restaurant with Walter Sieber, director-general of sports at the 1976 Montreal Olympics and a man plugged into the world governing body of soccer. "When we announced in May 2012 ... it wasn't actually accepted very well by a few journalists in this city, who kind of laughed at it and scoffed at it," said Montagliani, who still keeps one of those negative articles in his desk. Montagliani, now president of CONCACAF and a FIFA vice-president, looks forward to the 2026 tournament — an expanded 48-team, 104-game colossus co-hosted by Canada, the United States and Mexico — and its legacy. He calls it a "seminal moment ... that I think is going to push the game to the next level." "What I see is (that) '26, quite frankly, is really the beginning of the next era for the game in our country. It's not the culmination of it," Montagliani told a media roundtable Monday. "Hosting a World Cup is like nothing any of us (know). I don't even think I know what it's going to be like. And I've put on a few of these things. And I still don't know. I think I'm underestimate the impact this (tournament) is going to be. And if I'm underestimating, the person on the street is underestimating it too." Staff at the Toronto office are working on everything from stadium and venue operations, and safety and security to commercial, legal, finance and government relations. They work in conjunction with FIFA offices in Miami and Mexico as well as the FIFA head office in Zurich. Canada and Mexico, which has three host cities to Canada’s two, will each host 13 matches with the U.S. staging the remaining 78 across its 11 host cities. Toronto and Vancouver will each host five opening-round matches plus a round-of-32 knockout match. Vancouver will also stage a round-of-16 game. FIFA plans to open a tournament office in Vancouver in the second quarter of 2025. Both Canadian offices will be walking distance to their local venues: Toronto's BMO Field and B.C. Place Stadium. Montopoli and his staff have a detailed timeline, covering everything from the tournament draw to unveiling of mascots, official songs and posters. FIFA is encouraging fans interested in tournament tickets to register via FIFA.com. Hospitality packages are already open and other packages are expected next September, with single-game tickets to follow after the draw in early December 2025. There is much to be done, starting with the two Canadian host stadiums. A ring of permanent suites is under construction at B.C. Place. BMO Field will get an additional 17,750 seats, bringing total capacity to around 45,735 seats, with the north and south ends expanded. Not all the new seats will be permanent, but some of the new suites at BMO Field will be. Montopoli says his staff are working with the City of Toronto, which owns the stadium, and Maple Leaf Sports & Entertainment, which manages the facility, to decide what upgrades will permanent. "They're still in discussion with that, because they still have to work through the economics of it" he said. Improvements include new video boards. And while some of the expanded BMO stands will be temporary, the additions will be proper seats not benches. Montagliani says every stadium among the 16 host cities is getting upgrades, even AT&T Stadium in Arlington, the US$1.2-billion-dollar home of the Dallas Cowboys. Vancouver has already announced its tournament training facilities will be at Killarney Park and Memorial South Park once upgrades are complete. While Toronto has yet to confirm its training venues, with fields at Etobicoke’s Centennial Park one option, Montopoli says they will be finalized in the first quarter of 2025. FIFA's Miami-based tournament traffic lead is currently visiting the city, a "world-class expert" who has done World Cups, Olympic Games and the 2015 Pan-American Games in Toronto, said Montopoli. "She's fully aware of everything, Toronto's transport issues," he added. Fans can expect a much different landscape around the stadiums than normal, with an expanded secure zone. "This is not the Grey Cup. This is the World Cup and it's going to be completely different from an operational logistical standpoint, logistical standpoint, than anything we've ever experienced," Montagliani said. And while holding a tournament in 16 host cities and three countries is vastly different from the 2022 tournament in Qatar, which had all eight stadiums in and around the capital of Doha, Montagliani says a lot of FIFA's World Cup blueprint can be transferred. "A venue is a venue is a venue," he said. Teams will have their own base camps during the group stage with nearby cities grouped in clusters. Toronto, for example, is linked to Philadelphia, Boston and New York, while Vancouver is grouped with Seattle, San Francisco and Los Angeles. --- Follow @NeilMDavidson on X platform This report by The Canadian Press was first published Dec. 8, 2024. Neil Davidson, The Canadian Press

As a lifelong bicyclist, I’ve logged tens of thousands of miles commuting in urban areas, pedaling to and from work, enjoying weekend rides through suburban and rural areas, and taking on multiday touring trips. These miles include several Latin American counties and Japan. Over the years, I’ve also been knee-deep in bicycle advocacy circles, most notably in the San Diego area, where I sat on the board of the local bicycle coalition and regularly participated in groups like the California Association of Bicycling Organizations. Given my history, one might assume I’m excited to see the growing network of bike lanes popping up in cities across Colorado, which I once again call home. After all, cyclist, motorist, and pedestrian safety is a shared concern for everyone on the road. But my enthusiasm for bike lanes — specifically those built within the rights-of-way of public highways — is far from absolute. In fact, I’m against them more often than not, especially as “protected” bike lanes have become the new default tool in the bike lane visionary’s toolbox. Bike lanes are often celebrated as solutions for cyclist safety, environmental sustainability, public health and urban transformation. Yet, the reality is far less rosy. These lanes frequently fail to deliver on their promises. Instead, they create significant trade-offs, often compromising cyclist safety, marginalizing riders, perpetuating dangerous misconceptions about road use and hindering urban mobility for everyone. Bike lane advocates make compelling promises that resonate with visions promoting healthier, safer and more sustainable cities. These promises can be distilled into five main areas: safety, environmental sustainability, health, urban renewal and transformation. Bike lanes, especially those separated from motor traffic by barriers, are promoted as life-saving infrastructure that will prevent collisions and encourage “interested and concerned” cyclists or noncyclists to take to the streets. These bike lanes are further touted as aiding in increasing mobility options, including reducing car dependency and providing a transportation option for those who cannot afford automobiles or are unable to obtain or keep a driver’s license. There’s also an environmental angle since bicycles emit no tailpipe emissions and do not combust hydrocarbons. Advocates also regularly point out the poor health of millions of Americans, including the obesity crisis. These promises are aspirational, and the rhetoric behind them has become a powerful force in bike lane advocacy. However, as economist Thomas Sowell once said, “Visions are the foundations on which theories are built. The final structure depends not only on the foundation but also on how carefully and consistently the framework of theory is constructed and how well buttressed it is with hard facts.” Sowell also wrote, “There are no solutions. There are only trade-offs.” Bike lane advocates often fail to acknowledge the trade-offs that come with their implementations instead relying an “anointed vision.” One of the most common justifications for bike lanes is safety. Advocates argue that today’s roads “feel” unsafe to “all ages and abilities” and claim that only the “athletic” or “strong and fearless” are comfortable riding without dedicated lanes separated from motor traffic. Separating cyclists from cars will reduce collisions and encourage new riders, they also say. However, hard evidence often contradicts these claims as the most common crash types between cars and bikes are turning and crossing movements which most bike lanes do little to nothing to mitigate. While bike lanes might “feel safer,” particularly to less experienced riders, they introduce new dangers at intersections, driveways and merging points where conflicts with cars are more likely. Feelings aren’t always reality, but they’re potent and persuasive in grand, anointed visions. In my riding experience and in my years of independent research on crashes, I’ve seen how bike lanes can lead to collisions — referred to among cycling-safety enthusiasts as right hooks, left hooks, drive outs, pullouts and doorings. Many of these collisions are fatal, and surprisingly many bike lane advocates either don’t know what they are, downplay them or outright ignore them. Cyclists using “protected” bike lanes regularly collide with the very bollards, flex posts, wheel stops, or other elements that are supposed to protect them. I saw these crash types increase dramatically firsthand with many protected bike lane projects in the San Diego area despite decades-long warnings from both myself and cycling safety experts on these issues. A lot of cyclists don’t like to hear it, but much of their safety is under their control. This, of course, doesn’t dismiss reckless, inattentive, intoxicated motorists or those ignorant of traffic laws pertaining to cycling, but many crashes are at least in part the fault of the cyclist for not obeying traffic rules. Cyclists fare best when they learn to navigate roads as vehicle drivers, following traffic laws, riding visibly, predictably and in cooperation with other road users. This approach is taught in “bike-ed” programs such as Cycling Savvy. Training cyclists to ride competently is a far more effective and sustainable solution than relying on infrastructure that may introduce new risks. True safety in most on-road cycling encounters comes not from segregation by “protection” but from integration by cooperation. Bicyclists who embark on this journey of education and empowerment often go through a paradigm shift, viewing existing roads suitable and safe for their needs while recognizing the vast trade-offs of bicycle lanes. Promoting bike lanes over education, which is done dogmatically by many of these activists, often promotes and encourages unsafe cycling and problems with other road users, such as motorists. Furthermore, the constant fear-mongering that the roads are inherently unsafe and the cyclist has no control over their situation further discourages cycling. Instead of reducing danger, poorly designed bike lanes following flawed traffic engineering standards can create a false sense of security for cyclists and motorists alike. Bike lanes are promoted as a way to combat climate change by reducing car use and emissions. Yet, the impact is often overstated. Many bike lane users are recreational cyclists or existing riders, not drivers switching modes of transport. As a result, the carbon savings are modest at best. Many cyclists also own cars, especially in Colorado, with long travel distances and the varying hobbies which are impractical by bike. Bicycles have severe practical limitations for most people given their limited range in practical times, minimal cargo capacity, and the inability for most bicycles to carry passengers. While places such as San Diego have a year-round mild climate with few days of precipitation, Colorado, and most of the country have four proper seasons. Only extremely dedicated and passionate cyclists with proper equipment and mindset or those with no other transportation choice take up riding in rain and snow. Moreover, the construction of bike lanes comes with its environmental costs, including resource use and emissions. One proposed “protected” lane project in San Diego requires the use of eminent domain to seize part of the adjacent canyon, home to a rare swath of California chaparral and bird nests, to make room for the new right-of-way of the protected bike lane. One of the photographs in a recent Gazette Editorial showed two gas-powered generators being used to power the equipment for the construction of one of Denver’s protected bicycle lanes. A lot of bike lane activists tie their beliefs to the absurd idea that we can eliminate hydrocarbons or bring on their utopias without environmental impacts. Poorly planned networks can even exacerbate congestion, as reduced road capacity leads to idling motor vehicles and longer commutes. Competent cycling on existing roads achieves similar environmental benefits without these trade-offs. There’s no denying that cycling can improve the health for those who engage in the activity. One doesn’t have to be an athlete to see the benefits, as even regular short and slow cycling trips can improve one’s heart, blood pressure, mental health, and waistline. However, it’s worth questioning whether bike lanes are the best way to achieve this goal. There’s a massive diversity in how people get or stay active, with many who don’t see cycling as part of their exercise programs. Encouraging cycling through education, workplace incentives, and secure bike parking can be just as effective — if not more so — without the expense and challenges of building segregated lanes. Public parks, recreation centers, or gyms might warrant a second look, as well as restoring the safety in parks. In places such as Denver, petty crime and public camping pose safety and quality of life concerns among many residents. In recent years, homeless encampments could be found in many of Denver’s parks and even some of the urban protected bike lanes. This is the case, too, in other cities such as Los Angeles, San Francisco, Portland, and Seattle, where the bike lane expansion projects are also underway. The vision of bike lanes as a catalyst for livable cities is appealing. Bike lane advocates look to car-light and bike-heavy cities such as Amsterdam or Copenhagen, viewing these places as utopian blueprints for transforming cities back in the United States. In truth, these cities have significant safety issues with their bicycle infrastructure as well, especially thanks to the rise of e-bikes and scooters. But these visions often oversimplify the complex factors that make cities thrive. These visionaries also ignore the cultural differences surrounding the American desires for larger private property and the popularity of the automobile for individual mobility. Most of these people dogmatically demonize single-family housing, zoning, and the popularity of the automobile while insisting they know what’s best for everyone else. That includes feedback from actual taxpaying and contributing locals over political special interest groups or unaccountable bureaucrats. Much of the backlash against building these bike lanes stems from long-time property owners frustrated with the lack of accountability and transparency from the governments that impose them and grow frustrated at the declining quality of the roads, schools, or public safety. I saw this numerous times in the San Diego area, and it appears to be repeating in Denver. Bike lanes cannot achieve these urban transformation outcomes, and their alleged benefits often flow disproportionately to affluent or politically connected neighborhoods, leaving underserved communities behind who may be served better by increased public transportation or even automobiles. Instead of doubling down on bike lanes, I propose a few alternative ideas if governments and cities want to continue encouraging cycling. These proposals cost less taxpayer money, benefit a greater number of people, including noncyclists, and are less intrusive. Training and education are a must for road users. The Colorado Department of Transportation has a bike safety manual similar to the motor vehicle driving manual people use to study for their driver’s licenses. While it’s a great start, the cover shows a woman and child cycling in a dangerous door zone bicycle lane, and it contains other questionable safety items. Such manuals have their place but need improvement. Formal bicycling education courses need to be normalized. I’m a huge fan of Cycling Savvy’s program because they understand the safety issue, but they also help cyclists adopt an empowering, cooperative, and nonvictim-oriented mindset. They also have programs targeted toward group recreational riders and teenagers on e-bikes. More effort to reach out to noncyclists needs to be made as well. The city of Fort Collins hosts an excellent program geared toward motorists about bicycling safety. With education comes enforcement in the form of police handing out warnings for minor infractions along with ticketing and mandatory educational programs for the more severe infractions or for repeat offenders. Also, law enforcement needs to take the issue of bike theft seriously. Bicycle lanes have their place in some contexts and in certain conditions, but their designs need to be scrutinized for safety issues, and most “protected” bike lanes fail miserably for their safety. If governments are going to promote them, they need the backing of their residents, and they need solid safety and use studies of both before and after their installation. Bureaucrats and activists need to be open and honest with shortcomings, especially when their promises do not materialize. Even with these efforts, we shouldn’t be surprised if the mode share for cycling remains relatively low in most cities. At the end of the day, it’s just not that practical a form of transportation for most people. Bike lanes promise a better future, but they often deliver less than advertised. They create trade-offs that compromise safety, marginalize cyclists, and fail to address the root causes of urban mobility challenges. As someone who has spent decades on the road and in the advocacy world, I believe we need a paradigm shift: from segregation to integration, from symbolic infrastructure to meaningful cyclist empowerment. But I also believe individuals should be able to choose the mode of transport that suits their needs best. When we abandon the utopian vision of bike lanes and embrace the realities of trade-offs, we can chart a more practical path forward. Frank Lehnerz is a Fort Collins-based engineer who works in the electric energy industry. His roles in bicycling advocacy included board positions in the San Diego County Bicycle Coalition and the San Diego Bicycle Club. He also participated regularly in the California Association of Bicycling Organizations. In addition to his passion for bicycling he’s a car enthusiast, telemark skier, shooter, and student pilot.

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Radford wins 63-48 against Chicago StateMarriott Intl's MAR short percent of float has risen 4.04% since its last report. The company recently reported that it has 5.08 million shares sold short , which is 2.32% of all regular shares that are available for trading. Based on its trading volume, it would take traders 3.15 days to cover their short positions on average. Why Short Interest Matters Short interest is the number of shares that have been sold short but have not yet been covered or closed out. Short selling is when a trader sells shares of a company they do not own, with the hope that the price will fall. Traders make money from short selling if the price of the stock falls and they lose if it rises. Short interest is important to track because it can act as an indicator of market sentiment towards a particular stock. An increase in short interest can signal that investors have become more bearish, while a decrease in short interest can signal they have become more bullish. See Also: List of the most shorted stocks Marriott Intl Short Interest Graph (3 Months) As you can see from the chart above the percentage of shares that are sold short for Marriott Intl has grown since its last report. This does not mean that the stock is going to fall in the near-term but traders should be aware that more shares are being shorted. Comparing Marriott Intl's Short Interest Against Its Peers Peer comparison is a popular technique amongst analysts and investors for gauging how well a company is performing. A company's peer is another company that has similar characteristics to it, such as industry, size, age, and financial structure. You can find a company's peer group by reading its 10-K, proxy filing, or by doing your own similarity analysis. According to Benzinga Pro , Marriott Intl's peer group average for short interest as a percentage of float is 6.32%, which means the company has less short interest than most of its peers. Did you know that increasing short interest can actually be bullish for a stock? This post by Benzinga Money explains how you can profit from it. This article was generated by Benzinga's automated content engine and was reviewed by an editor. © 2024 Benzinga.com. Benzinga does not provide investment advice. All rights reserved.

T.D. Jakes gives update on health, says he didn't suffer stroke

There is "nothing honest" about Fianna Fáil's approach to housing, the Sinn Fein housing spokesman has said. Eoin Ó Broin was speaking after Housing Minister Darragh O'Brien said that he could not release last month's homelessness figures ahead of next Friday's election date. Homelessness figures are released on the last Friday of the month at around 2pm. That means that this month's will be released in the middle of voting, after many people have already cast their ballot. Asked on Thursday if he would release the figures on Thursday, Mr O'Brien said this was not possible, but denied it was due to a lack of transparency. "I couldn't, because the figures have to be independently verified. They're not just figures that I settle on there. They're figures that are independently verified, independently published. "And it will be done like every single other month, at exactly the same time on the last Friday of the month. No change on that whatsoever, and completely transparent." Mr Ó Broin hit out at those comments, saying that the widespread expectation is that the figures will hit new record highs, something which had become standard under the current government. "I think people know that Darragh O'Brien is the Minister for homelessness. Darragh O'Brien has been minister for four and a half years, and homelessness has increased to levels people never thought imaginable. "So while I think it would be better if we published them on Thursday, I think most people are expecting the numbers will rise. "We will have more adults, more children, more pensioners, more singles, and more families in emergency accommodation than ever before. "Why? Because Darragh O'Brien has consistently missed his social housing targets, targets that were too low in the first place and isn't delivering a sufficient volume affordable homes." Mr Ó Broin said that even those figures which are published only take in those in emergency accommodation. We've never had a full picture of homelessness in Ireland because this government, like its predecessor, has consistently refused to publish figures for all people in emergency accommodation settings. "They don't publish, for example, women and children in Tusla accommodation. They don't publish figures for men and women in hostels not funded by the state. But yes, I think it would be the right thing for them to do to publish the figures earlier. "I think the entire position of Fianna Fail in particular in housing is dishonest, but there's not a snowball's chance in hell that Darryl Brown will publish those figures before polls open on Friday. Why? Because he knows the figures are going up." The number of people living in emergency accommodation reached a record of 14,760 in September, according to the latest figures from the Department of Housing. The figures include 10,199 adults and 4,561 children. These numbers mark a 1.9% increase on the previous month, where a total of 14,486 people were homeless.

Cam Carter scored LSU's first eight points and finished with a game-high 23 and LSU raced to a 37-8 lead on its way to a 110-45 victory against outmanned Mississippi Valley State on Sunday in Baton Rouge, La. Vyctorius Miller added 20 points and Jordan Sears and Daimion Collins scored 15 each for the Tigers (11-2), who led 55-13 at halftime. It was their final game before opening Southeastern Conference play against visiting Vanderbilt on Saturday. LSU, which defeated Mississippi Valley 106-60 last season, shot 65.7 percent (46 of 70) from the floor. The Delta Devils (2-11) had no player score in double figures. The closest was Alvin Stredic with eight points. Mississippi Valley State remained winless against Division I opponents and have an average margin of defeat of 44.2 points heading into their Southwestern Athletic Conference opener at Alabama State on Jan. 4. Stredic's field goal tied the score at two before Carter made a tie-breaking 3-pointer to give LSU the lead for good. Carter made another 3-pointer during a 7-0 run that increased the lead to 12-4. Another field goal by Stredic ended that run before Carter and Sears each made a 3-pointer and the Tigers pushed the lead to 20-6. Stredic made another field goal, giving him six of his team's first eight points, before Carter made a 3-pointer and another basket to help fuel a 17-0 run that enabled LSU to build the 37-8 bulge. Johnathan Pace made a field goal to stop the run, but Sears and Curtis Givens III each made a 3-pointer to complete a 10-0 run that expanded the lead to 47-10. Jair Horton answered with the Delta Devils' only 3-pointer of the half before Miller and Sears each scored four points and the Tigers led by 42 at the break. Carter (16 points) and Sears (10) combined to score twice as many points as Mississippi Valley State in the half. Carter made 6-of-10 3-pointers and Sears made 4 of 8. --Field Level Media