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Federal regulators have indefinitely delayed a decision on the proposed restart of the shuttered San Onofre nuclear power plant in California, raising new questions Monday about whether the twin reactors will produce electricity again.

The seaside plant between San Diego and Los Angeles has been dark since January 2012, after a small radiation leak led to the discovery of unusual damage to hundreds of tubes that carry radioactive water.

Operator Southern California Edison wants permission to restart the Unit 2 reactor and run it at reduced power in hopes of stopping vibration and friction that was blamed for damaging tubing.

The Nuclear Regulatory Commission delayed several earlier target dates for a ruling. Its website on Monday listed no date for a restart decision _ only “to be determined.”

Agency spokesman Victor Dricks had no comment.

Last week, the NRC’s Atomic Safety and Licensing Board sided with environmentalists who have called for lengthy hearings on the restart plan after concluding that firing up the plant would allow Edison “to operate beyond the scope of its existing license.”

A statement from SCE spokeswoman Jennifer Manfre noted that NRC Chair Allison Macfarlane indicated earlier that no decision would be made until at least mid-June on the company’s request to change its operating license to run at lower power.

“SCE continues to adhere to the established regulatory process,” the statement said payday loans with no fax. The company “cannot restart Unit 2 until the NRC says that it is safe to do so.”

Last month, SCE’s parent, Edison International, raised the possibility of retiring the plant if it can’t get one reactor running later this year. The company also disclosed that costs tied to the long-running shutdown had hit $553 million.

Edison is facing a tangle of regulatory obstacles that include a separate state investigation into who should pay for the trouble _ customers or shareholders.

Meanwhile, anti-nuclear activists and some lawmakers have said restarting the plant would lead to a disaster.

Friends of the Earth, an advocacy group challenging the restart, believes no decision can be made “until all the safety issues raised by the board are addressed,” spokesman Shaun Burnie said in an email.

Even with San Onofre sidelined, state power officials predict that there should be adequate power supplies in California this summer, but heat waves or wildfires that damage transmission lines could lead to potential shortages.

San Onofre is owned by SCE, San Diego Gas & Electric and the city of Riverside.

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The man arrested in connection with the disappearance of Hamilton’s Timothy Bosma is the heir to an Ontario aviation dynasty and once held the world record for the youngest solo helicopter flight.

Dellen Millard, 27, of Toronto, was arrested and charged in Mississauga in connection with Bosma’s disappearance Saturday morning. His family founded and ran Millard Air, a charter airline that once flew out of Toronto and has operations in Waterloo Region, where Hamilton police were seen investigating Saturday at Millard Air’s hangar at the airport.

Bosma disappeared in Hamilton Monday when he took two men for a test drive of a pickup truck he was trying to sell online. Police have since been searching for two suspects, one of whom was described as having a tattoo on his wrist that reads “ambition.”

Millard, who police believe was driving the pickup truck during the incident, has such a tattoo, police said. Millard was arrested on Cawthra Rd. in Mississauga Saturday morning without incident. He was charged with forcible confinement and theft over $5,000.

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“Tim Bosma has not been located and our greatest priority is the welfare and locating of (him),” Hamilton Police Supt. Dan Kinsella said during a media briefing Saturday afternoon.

The remaining suspect is still at large. Police in three cities — Toronto, Waterloo and Hamilton — are participating in the investigation.

Toronto police blocked off Maple Gate Crt. in Etobicoke Saturday afternoon to investigate a house connected to the arrest of Millard. Hamilton police were seen at Millard Air Hangar 53 at the Waterloo Regional Airport the same day.

The Millard family has a storied history in Ontario’s aviation industry. Dellen’s grandfather, Carl, founded the private commercial airline, the Star reported in 1999.

Wayne Millard, Dellen’s father, took the reins on a 50,000-square-foot aircraft maintenance facility in Waterloo, according to Canadian Skies, an aviation trade publication.

Wayne died in late 2012. His obituary, published in the Star, was written by Dellen and praises Wayne’s love for animals and commitment to flying.

In 1999, Dellen became the youngest person to fly a helicopter solo at 14 years old, setting a world record and earning a free breakfast from the Brampton Flying Club. He set another record by taking his first solo flight in a Cessna 172, making him the youngest to fly both a helicopter and fixed-wing plane solo in one day.

“It was a great flight,” he told the Star then, moments after landing the Cessna and receiving applause from family members. “It went by a lot faster than I thought it would.”

The Brampton Flying Club refused to comment Saturday, telling the Star a manager would be available Monday.

“I really thought he turned out fine and I’d see him someday at an airline,” said Marilyn Daigle, Dellen’s flight instructor in 1999, who’s now a commercial pilot in Toronto. “He was sweet, smart, really lovely to teach . . . I just hope it doesn’t end up being true.”

Dellen Millard’s passion for planes seems to have been grounded later in life, as he turned his attention towards automobiles. He and a friend are listed as drivers in the 2009 Baja 1000, an off-road race in Mexico, according to the race roster.

Facebook photos of Dellen posted on the friend’s account show him working on vehicles in what appears to be an airport hangar. Calls to the friend’s home were not returned.

The other suspect, still at large, is described as white, between 5-foot-9 and 5-foot-10, with a small to medium build, dark hair. He was last seen wearing a red-hooded sweatshirt with the hood pulled up over his head.

“It is critical that we inform you of (Dellen Millard’s) arrest, however it is much more important that we continue to pursue every evidentiary lead,” Kinsella said Saturday.

On Friday, police announced they recovered Bosma’s cellphone in an industrial complex in Brantford, which is the direction he was last believed to be heading with the men.

Police believe his vehicle was in the area of downtown Brantford around 10:10 p.m. Monday, May 6. They are asking business owners with surveillance cameras to review their footage between 9:30 p.m. and 10:30 p.m. that day.

Bosma’s Dodge Ram, which has not been recovered, is described as black with an Ontario licence plate number 726 7ZW.

Anyone with information on the case is asked to call Hamilton police’s dedicated tip line at 905-546-2100.

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The no-parking sign didn’t really make sense. Nader Khan parked there anyway.

All along Finfar Court in Mississauga, signs stated parking was prohibited from 12 to 3 on Fridays. It seemed odd to Khan, since a large mosque — the Islamic Society of North America — was a few metres away and offered its main prayer service at the same time.

“When I first parked there, I genuinely thought the sign said no parking every day but Fridays,” said Khan, an Islamic singer and songwriter who had driven there to pray. “I thought, wow, how accommodating.”

But when he returned an hour later, he found that his car and all the others parked on both sides of the street in the light industrial area had been ticketed. “I was furious.”

A year later, Khan returned and saw the signs were still there. Instead of parking, he started taking photos and turned to Facebook to express his frustration. “Finfar Court: A most racist, discriminatory, Islamophobic street in the GTA, located in Mississauga Ontario,” he wrote to introduce the pictures.

The Facebook post sparked intense debate between those agreeing with Khan and those who thought the issue was merely a response to years of bad parking, including blocking driveways and parking too close to hydrants.

Across the GTA, places of worship have claimed intolerance and unfairness when their facilities face resistance from residents or their expansion plans and building permits are rejected by the city.

But a look at parking bylaws across the city and the outcomes of dozens of Ontario Municipal Board decisions suggests the real culprit is much more benign and mundane. It almost always comes down to indiscretions of the vehicular kind — traffic and parking.

“The truth is, places of worship have a need for a lot of parking,” said Joe D’Abramo, director of zoning and environmental planning for the City of Toronto. “Nobody wants to provide parking, because it takes up land and costs money to put it underground. But if we don’t require it, then they park on the streets and the community around it gets very upset.”

Toronto recently completed a review of its outdated zoning bylaws, including those for parking near a place of worship, and enacted them into law last week.

There was ample resistance. The Toronto Faith Coalition protested some of the zoning changes, concerned the parking requirements would make it impossible for existing places of worship to expand and new ones to set up.

“Parking is a big issue because it determines whether or not a church, synagogue and mosque can be built,” said Charles McVety, an evangelical Christian leader, who headed the Toronto Faith Coalition. “It’s fundamental, because if you do not have enough land to meet this high level of parking required, then you can’t build your building or expand it. They won’t approve it.”

D’Abramo said the changes were necessary. Not only were the bylaws old, but they were from pre-amalgamation and rules differed across the city. They also didn’t reflect the diversity of the city. “Some faiths have seating, and some faiths have no seating, so the standards are different depending on how you worship,” he said.

Generally, municipalities require a place of worship to provide parking based on complex formulas that account for the number of pews or square footage. The parking requirement is reduced if the religious centre is near transit or major city centres.

In recent years,the neighbourhood church has been replaced by mega-churches. According to a study commissioned by the City of Toronto on parking standards for a place of worship, the average size of a new place of worship built between 2000 and 2005 was more than double the average size of one built between 1975 and 1990. This means more people now drive to church. And, since many religious centres are set up in industrial areas — where land may be cheaper — public transit is rarely a realistic alternative.

A number of municipalities, including Brampton, Mississauga and Markham, have also conducted reviews of their parking bylaws around places of worship.

And it turns out nothing riles up the neighbours like bad parking and increased traffic. Infractions or even the perception that rules could be broken have been enough to ignite tensions and divide communities.

In Markham, a Taoist temple trying to build in a residential area faced heavy resistance from neighbours primarily due to fear of increased traffic and parking concerns — even though the temple said it expected attendance of 15 to 20 people at a time. The city voted against the temple’s plans for rezoning, and the matter eventually landed at the Ontario Municipal Board, which approved the building last summer payday loans online.

Ten years ago, city officials thwarted the plans of a Hindu temple in Scarborough to redesignate a property it purchased in an industrial zone into a religious facility. There were a number of concerns, including parking and lack of transit. The temple took its case to the OMB, but the city’s concerns were upheld.

And a new mosque project in Markham has divided an otherwise peaceful community with concerns that the construction of the facility would create a traffic nightmare and lead to parking chaos in a neighbouring residential area. The matter was further complicated by what the mosque called a “typo” on its website suggesting it could hold 1,600people when it only had approval for 500 — and parking accommodations for such. The mosque has since decreased the planned size of its worship space and will provide 188 parking spaces.

On the surface,the primary concern appears to be good planning. But there are some who question whether the zoning issues are simply a mask for underlying tensions.

“It becomes an oddly intense battle when it comes to parking and mundane zoning issues around a mosque or temple,” said Jason Hackworth, a geography professor at the University of Toronto who wrote a paper on the collision of faith and economic development in the city’s industrial zones. “You have to ask yourself why this is the case, as zoning issues normally don’t invoke such a reaction.”

But he, too, is careful. “Of course, something like that is hard to prove.”

Especially when mosque officials agree that their congregants are also at fault. “The officials are very frustrated with the small minority of people who park badly,” said Khan, the Mississauga man offended by the signs. But Khan still thinks the city went too far: “Have tow trucks on call, tow the cars that are being inconsiderate and fine them again and tow them again. Punishing an entire community or the actions of a few is very problematic.”

Mosque officials say they constantly make announcements about parking etiquette to their congregants, and have even organized a shuttle from free parking lots nearby to accommodate overflow. But they were surprised when the city put up the signs without any consultation.

The bylaw was enacted in December 2011 after the city received numerous other parking complaints from businesses, said Mississauga transportation commissioner Martin Powell. The staff report on the matter only refers to the concerns of one citizen. And the city did not send out a petition to local residents and businesses, as is the normal process, the report states.

“I know it seems a bit strange because of the hours, but that’s when we have a problem,” said Powell. “If there are safety issues involved, then staff will make recommendations to council, and that is what we did here.”

But Powell is quick to point out that the mosque isn’t the only place of worship that faces odd parking restrictions. Last spring, a number of churches in Mississauga were shocked to find their congregants could no longer park on the streets nearby from 10-1 on Sundays.

“We have been at our location for 19 years, and there has never been any problem,” said Desmond Singh, a pastor with Mississauga Gospel Assembly. “But it seems like the city has been targeting our church hours.”

Some of his congregants and those from the nearby St. Joseph Syriac Catholic Church took a petition to city hall, but their protest fell on deaf ears. A member of St. Joseph’s church wrote about the restrictions on a website on the Charter of Rights and Freedoms claiming that it infringed upon the rights of parishioners to freely practise their religion.

The Toronto Faith Coalition’s McVety believes further restrictions on where a place of worship can be set up will make the problem even worse. Toronto and Ajax have recently banned places of worship from setting up in industrial zones — forcing new places of worship into expensive residential areas.

McVety says the coalition is considering taking Toronto’s new zoning bylaws to the OMB.

“We bring in hundreds of thousands of new Canadians in the GTA every year, and then we pass laws to restrict their ability to worship.”

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The European Central Bank said low inflation in the 17-nation euro area allowed policy makers to cut interest rates last week, as economists lowered forecasts for consumer prices and economic growth.

The decision was

GILLETTE, Wyo. • While mine workers converge on St. Louis for a pivotal bankruptcy court hearing involving Patriot Coal, the St. Louis company that helped give birth to Patriot is holding its annual shareholders meeting more than 1,000 miles away.

Peabody Energy is holding its annual shareholders meeting in Wyoming to highlight the importance of the coal-rich Powder River Basin.

One of the world’s largest coal producers, Peabody owns three mines in the basin, including the North Antelope Rochelle mine Internet Payday loans.

One group critical of the company, Missourians Organizing for Reform and Empowerment, claims the company is trying to avoid hearing concerns in its hometown.

Company spokeswoman Beth Sutton says the company periodically holds board meetings, like the one it is holding Monday, in places where it has operations.

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From his hideout in Pakistan, Osama bin Laden detailed what he hoped would become of the group he created and chastised those who had veered off course.

“We need to extend and develop our operations in America and not keep it limited to blowing up airplanes,” states a 2010 letter from bin Laden to an ally in Yemen, which was uncovered in his Abbottabad compound after the Al Qaeda leader was killed.

Striking the tone of a perturbed CEO, bin Laden continued: “I need to remind you about the general politics of Al Qaeda … Al Qaeda concentrates on its external big enemy before its internal enemy.”

This was part of his vision — concentrate on hitting the U.S. and its allies at home in small-scale attacks that create panic, weaken the economy and force the U.S. to withdraw from Muslim lands.

Bin Laden would have been pleased lately.

On April 15, two bombs exploded within seconds at the finish line of the Boston Marathon, killing three and injuring more than 200.

On Monday, RCMP arrested Raed Jaser in Toronto and Chiheb Esseghaier in Montreal, following allegations they were planning Canada’s first known Al Qaeda-directed terrorist plot: an attack on the Toronto-New York train route.

Then there are the recent cases of Canadians going abroad to fight. Two young men from London, Ont — Xristos Katsiroubas was 24, Ali Medlej 22 — were confirmed as participants in a deadly, Al Qaeda-linked terrorist attack in Algeria. And Somali authorities believe Mahad Ali Dhore, a former university student from Markham, was among the suicide bombers who attacked Mogadishu mid-month.

But does this spate of terrorism cases indicate a worrying new trend? Or is the real worry that the high-profile incidents will incite political opportunism and a repeat of what followed the 9/11 attacks — a dramatic reshaping of Western foreign policy and laws?

“First and foremost, keep calm, carry on being resilient; (those) are things we can do as a society,” says Ray Boisvert, a former assistant director at Canada’s Security Intelligence Service.

“If we do overreact, it will lead to empowering those who want to do stuff …I think there is value in that view to say, ‘Let’s not go ballistic and rewrite all the laws.’ We do have to be a little smarter.”

Evan Kohlmann, a U.S. terrorism analyst, agrees. He bemoans that our views of terrorism swing from one extreme to the other.

“When we are in the immediate wake of a terrorist attack or an uncovered terrorist plot, there is a surge of interest and concern in the problem of international terrorism,” he wrote in an email to the Star.

“Then, when nothing happens for a while, public interest gradually fades, and consequently any suggestion that there is a genuine threat from terrorism is pooh-poohed and dismissed out of hand as unjustified paranoia on the part of law enforcement.”

Says Daveed Gartenstein-Ross, director for the Center for the Study of Terrorist Radicalization: “There have been spikes in domestic terrorism in the U.S., and it’s then receded. We’re not experiencing an epidemic, but definitely we should be looking for implications that we can draw from . . . incidents like these.”

So what can be learned?

Boisvert says the Canadian case may prove to be an example of what he calls “Jihad 3 free 3-in-1 credit report.0.” — not an attack planned on the scale of 9/11, nor directed by Al Qaeda’s core, but a local plot that drew inspiration or some sort of support from Al Qaeda.

Michael Zekulin, a political science instructor at the University of Calgary and specialist in terrorism and radicalization, said that although this case may be considered Canada’s first taste of organized terrorism, he notes the country has always been a target, along with other western democracies.

He wonders if the alleged train plot could reveal that Al Qaeda’s connection here is limited, considering the two accused: a Tunisian doctoral student with a history of erratic behaviour, and a permanent resident with a lengthy criminal history.

If a large terrorist organization were directing the effort, “You would think that they’d have more to choose from,” Zekulin said.

He agrees that attacks in future will be less organized and perpetrated more by “self-radicalized” individuals. “They’re simply doing things on their own,” he said. “There is no way of telling how many of those there are . . . That’s a curveball for us.”

Although each case is distinct and probably motivated by a different grievance, at their most basic, such attacks are part of Al Qaeda’s legacy — what Wesley Wark, a national security policy expert at the University of Ottawa, says has been dubbed the “Al-Qaeda Narrative.” Its distinct message of jihad and destruction of the West by whatever means continues to resonate with a fraction of Muslims around the world, Wark said, including some in Canada.

“It’s resonating and providing the problem of homegrown terrorism — individuals without any direct connection to organized terrorist groups,” he said. They not only believe the message, but “they’re prepared to act on it. That’s the common denominator between the London group, the Via Rail bombers and the Boston bombing.”

While it seems clear the past week’s events will provoke renewed discussion on who is allowed into Canada and how they’re tracked, Zekulin said it’s imperative that we examine the individual motivation and rationale of people who seek to commit terror at home.

“The bigger concern is the homegrown people who have been here, born and raised, if not for extended periods of time,” he said. “That’s something that requires us to more fundamentally look at ourselves as a society and start asking ourselves how we . . . (have) to make an effort to make sure that multiculturalism is not just a buzzword.”

The risk, he said, is ending up with people who feel like isolated outsiders in a country that provides refuge but not acceptance.

Zekulin said it’s important for societies and governments to deplore individual attacks, but help deter future dangers.

“You absolutely have to condemn these attacks,” he said. “But that’s only one part of the equation. And that removes the existing individuals. It does nothing to address those who might come to replace them.

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The Internal Revenue Service will close all of its public operations on five days from now through August because of employee furloughs, acting commissioner Steve Miller told employees in a memo today.

The tax agency will be closed and almost all employees will be furloughed on May 24, June 14, July 5, July 22 and Aug. 30, Miller wrote. The closing will affect operations such as the IRS toll-free lines and taxpayer assistance centers.

As many as two more furlough days may be needed in August and September, Miller wrote.

JEFFERSON CITY • Missouri Gov. Jay Nixon has vetoed legislation that sought to re-impose local sales taxes on vehicles bought from out-of-state dealers or through person-to-person sales.

Nixon’s veto Friday marks the second time in two years he has rejected the Legislature’s attempt to reverse the effect of a 2012 Supreme Court ruling.

The court ruled that local sales taxes can only be charged on vehicles bought from Missouri retailers. If cities and counties want to tax vehicles bought elsewhere, the court said they need to adopt local “use taxes cheap business cards.”

The legislation vetoed by Nixon sought to get around that ruling by tying local sales taxes to the titling of vehicles. Local voters would have had a chance to repeal the taxes by 2016.

Nixon said the repeal section was not drafted well.

(Vehicle tax bill is SB182)

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WASHINGTON • Texting by the pilot of a medical helicopter contributed to a crash that killed four people, federal accident investigators declared Tuesday, and they approved a safety alert cautioning all pilots against using cellphones or other distracting devices during critical operations.

It was the first fatal commercial aircraft accident investigated by the National Transportation Safety Board in which texting has been implicated. And it underscored the board’s worries that distractions from electronic devices are a growing factor in incidents across all modes of transportation — planes, trains, automobiles, trucks and even ships.

While no U.S. airline crashes have been tied to electronic device use, the Federal Aviation Administration in January proposed regulations prohibiting airline flight crews from using cellphones and other wireless devices while a plane is in operation. The regulations are required under a law passed last year by Congress in response to an October 2010 incident in which two Northwest Airlines pilots overflew their destination of Minneapolis-St. Paul International Airport by 100 miles while they were engrossed in working on their laptops.

Regulations already in place prohibit airline pilots from engaging in potentially distracting activities during critical phases of flight such as takeoffs, landings and taxiing fast payday loans. In some cases, however, pilots are allowed to use tablet computers containing safety and navigation procedures known as “electronic flight bags,” replacing paper documents.

The five-member board unanimously agreed that the helicopter crash was caused by a distracted and tired pilot who skipped preflight safety checks, which would have revealed his helicopter was low on fuel, and then, after he discovered his situation, decided to proceed with the fatal last leg of the flight.

The case “juxtaposes old issues of pilot decision making with a 21st-century twist: distractions from portable electronic devices,” said board Chairman Deborah Hersman.

The helicopter ran out of fuel, crashing into a farm field in clear weather early on the evening of Aug. 26, 2011, near Mosby, Mo., a little over a mile short of an airport. Mosby is about 25 miles northeast of Kansas City. The pilot was killed, along with a patient being taken from one hospital to another, a flight nurse and a flight paramedic.

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ARLINGTON, Va. • The newspaper industry’s revenue declined at its slowest pace in six years, as publishers turned to new businesses and raised more money from online subscriptions.

The industry’s total revenue in 2012 fell 2 percent to $38.6 billion from $39.5 billion in 2011, according to the Newspaper Association of America.

Online subscriptions helped circulation revenue rise by 5 percent to $10.4 billion. It was the first gain since 2003.

The association’s figures are projections based on a survey of 17 companies that represent about half of the industry’s revenue. Publishers provided a detailed breakdown of their revenue on condition of anonymity.

For the first time, the NAA data incorporated new sources of revenue that virtually didn’t exist for the industry a decade ago, including e-commerce, event hosting and providing advertising agency-like services to local companies. These categories accounted for $3 billion in revenue in 2012. The NAA also began counting for the first time ad revenue from niche publications and such things as flyers sent to non-subscribers. Those segments generated $2.9 billion.

If the new categories were not included, revenue would have fallen 3 percent in 2012, to $32 guaranteed pay day loans.7 billion, still the most modest decline since 2006. In 2011, revenue not counting the new categories fell 5 percent to $33.9 billion. Revenue peaked at $60.2 billion in 2005.

“This does not look like an industry that’s just rolling over,” said Caroline Little, president of the NAA.

Little said the association’s new way of compiling data tells a more optimistic story of an industry coping with an advertising shift away from print by generating new sources of revenue and selling news online and through mobile devices.

Among the industry’s most positive developments is the growth in circulation revenue. Some 400 U.S. newspapers now charge readers for online access. In some cases, online subscriptions are bundled with print subscriptions. As a result, the industry’s 2012 circulation revenue returned to slightly above the 2007 level of $10.3 billion. It was still below 2003’s peak of $11.2 billion.

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