Quotulatiousness

May 23, 2015

The rise of the Donair

Filed under: Business, Cancon, Food, Middle East — Tags: , , — Nicholas @ 04:00

I first experienced a donair in Halifax in the summer of 1982. I won’t claim it was a life-changing experience, but it was a revelation that “street meat” didn’t have to be awful. At The Walrus, Omar Mouallem explains how the humble donair is on the verge of conquering the streets of Alberta:

Like shawarma and gyros, donairs are a meaty delicacy shaved from a rotisserie spit and wrapped in pitas — only spicier and sweeter. If you require further explanation, then you’re from neither the Maritimes (where they were invented, in the 1970s) nor Alberta (where they’re most consumed). Topped with a sweet, creamy sauce, they are a Canadian take on tzatziki-coated beef and lamb gyros, which themselves are a Greco-American take on centuries-old Turkish rotisserie lamb (a dish that also spawned a blander German variant called döner kebab). Adding to the cultural confusion, most donair operations are run by Lebanese immigrants such as Tawachi — or my father, Ahmed Mouallem, who introduced Athena’s product to my hometown of High Prairie, Alberta, in 1995. The town of 2,666 now supports four different restaurants that serve the food, but only three traffic lights.

[…]

No one, including John Kamoulakos, who with his brother Peter invented the street food in Halifax, is quite sure how donairs migrated from east to west. Aaron Tingley of Tony’s Meats (based in Antigonish, Nova Scotia), a supplier that purchased the Mr. Donair trademark and recipe from Kamoulakos in 2005, thinks Maritime labourers might have driven Alberta’s demand: “They want to experience a taste of home.”

That’s what Chawki El-Homeira was thinking in 1978, when he left Halifax to chase the Alberta oil patch. Only he was going to feed the workforce. The sixty-seven-year-old remembers his first encounter with the donair, in March 1976, as if it were yesterday. He’d arrived in Nova Scotia from Lebanon with neither family nor English and got a job washing dishes in a restaurant that served the delicacy. “Something attracted me to it,” he tells me. “It was close to our food: it’s pita bread and spicy, quality beef, like shawarma. I thought, someday I’m going to open my own donair shop.”

After watching Maritimers migrate to Fort McMurray, he packed his bags and followed. The timing was terrible. The oil patch dried up in 1980, before he could secure a lease (like a true Albertan, he blames Pierre Trudeau’s National Energy Program). So he drove a cab instead, first in Fort Mac, then in Edmonton, looking for commercial vacancies while the meter ran.

On a fellow cabbie’s tip, he purchased a submarine-sandwich shop on Whyte Avenue in 1982 (the same year Tawachi opened his) and introduced his Dartmouth recipe to Albertans one slice at a time, offering customers free samples. Word spread of “Charles Smart Donair” (his anglicized name and a poorly translated Arabic adjective), and soon he had a monopoly as a supplier to other Lebanese shop owners. Then his best customer tried to copy his technique and, he claims, sabotage his business by spreading rumours to his predominantly Muslim clientele that he, a Christian, spiked his product with pork.

If anyone knows of a good donair place in Toronto’s financial district, feel free to drop a hint in the comments…

Debunking the “GM killed the streetcars” conspiracy theory

There are many railfans who still believe, strongly and passionately, that General Motors was involved in a devious plot to kill off the streetcars across North America in order to sell more buses. At Vox.com, Joseph Stromberg explains that this wasn’t the case — in fact, the killer of the streetcar/interurban/radial railway systems was their willingness to lock in to long-term uneconomic agreements with local governments in exchange for monopoly privileges:

Back in the 1920s, most American city-dwellers took public transportation to work every day.

There were 17,000 miles of streetcar lines across the country, running through virtually every major American city. That included cities we don’t think of as hubs for mass transit today: Atlanta, Raleigh, and Los Angeles.

Nowadays, by contrast, just 5 percent or so of workers commute via public transit, and they’re disproportionately clustered in a handful of dense cities like New York, Boston, and Chicago. Just a handful of cities still have extensive streetcar systems — and several others are now spending millions trying to build new, smaller ones.

So whatever happened to all those streetcars?

“There’s this widespread conspiracy theory that the streetcars were bought up by a company National City Lines, which was effectively controlled by GM, so that they could be torn up and converted into bus lines,” says Peter Norton, a historian at the University of Virginia and author of Fighting Traffic: The Dawn of the Motor Age in the American City.

But that’s not actually the full story, he says. “By the time National City Lines was buying up these streetcar companies, they were already in bankruptcy.”

Surprisingly, though, streetcars didn’t solely go bankrupt because people chose cars over rail. The real reasons for the streetcar’s demise are much less nefarious than a GM-driven conspiracy — they include gridlock and city rules that kept fares artificially low — but they’re fascinating in their own right, and if you’re a transit fan, they’re even more frustrating.

This is one of the reasons I’m generally against new plans to re-introduce streetcars (or their modern incarnations generally grouped under the term “light rail”), because they fail to address one of the key reasons that the old street railway/interurban/radial systems died: they were sharing road space with private vehicles. Light rail can provide a useful urban transportation option if they have their own right-of-way, but not if they are merely adding to the gridlock of already overcrowded city streets.

And once again, I’m not anti-rail … I founded a railway historical society and I commute most work days on a heavy rail commuter network. I don’t hold this position due to some anti-rail animus. If anything, I regret the passing of railway systems more than most people do, but I recognize that they have to be self-supporting (or close to self-supporting) to have a chance to survive. Being both more expensive and less convenient than alternative transportation options is a sure-fire path to extinction.

The Hitch

Filed under: Books, Britain, Politics, USA — Tags: , — Nicholas @ 02:00

H/T to Open Culture.

A quick note: Kristoffer Seland Hellesmark was looking for a documentary on Christopher Hitchens to watch, but could never find one. So, after waiting a while, he said to himself, “Why don’t I just make one?” The result is the 80-minute documentary about Hitchens, lovingly entitled The Hitch, which features clips from his speeches and interviews.

QotD: The tender-minded

Filed under: Quotations, USA — Tags: , — Nicholas @ 01:00

Unluckily for the man of tender mind, he is quite incapable of any such easy dismissal of the great plagues and conundrums of existence. It is of the essence of his character that he is too sensitive and sentimental to put them ruthlessly out of his mind: he cannot view even the crunching of a cockroach without feeling the snapping of his own ribs. And it is of the essence of his character that he is unable to escape the delusion of duty — that he can’t rid himself of the notion that, whenever he observes anything in the world that might conceivably be improved, he is commanded by God to make every effort to improve it. In brief, he is a public-spirited man, and the ideal citizen of democratic states. But Nature, it must be obvious, is opposed to democracy — and whoso goes counter to nature must expect to pay the penalty. The tender-minded man pays it by hanging forever upon the cruel hooks of hope, and by fermenting inwardly in incessant indignation. All this, perhaps, explains the notorious ill-humor of uplifters — the wowser touch that is in even the best of them. They dwell so much upon the imperfections of the universe and the weaknesses of man that they end by believing that the universe is altogether out of joint and that every man is a scoundrel and every woman a vampire. Years ago I had a combat with certain eminent reformers of the sex hygiene and vice crusading species, and got out of it a memorable illumination of their private minds. The reform these strange creatures were then advocating was directed against sins of the seventh category, and they proposed to put them down by forcing through legislation of a very harsh and fantastic kind — statutes forbidding any woman, however forbidding, to entertain a man in her apartment without the presence of a third party, statutes providing for the garish lighting of all dark places in the public parks, and so on. In the course of my debates with them I gradually jockeyed them into abandoning all of the arguments they started with, and so brought them down to their fundamental doctrine, to wit, that no woman, without the aid of the police, could be trusted to protect her virtue. I pass as a cynic in Christian circles, but this notion certainly gave me pause. And it was voiced by men who were the fathers of grown and unmarried daughters!

H.L. Mencken, “The Forward-Looker”, Prejudices, Third Series, 1922.

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