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'Better safe than sorry': Some snowbirds grounded, others fly on – CTV News



For the first time in decades, Ron and Sue Zanin won’t be escaping the Canadian winter this year.

They have been flying south to Arizona for Christmas since the late 1970s, when Ron’s parents retired and moved to the state. The Windsor, Ont. couple retired themselves almost 20 years ago, and they’ve gone every year since.

But the second wave of the COVID-19 pandemic, which, for over two weeks now has brought more than 100,000 new cases a day to the U.S. — and thousands each day in the destination states of Arizona and Florida — has put a stop to their usual plans.

“The United States hasn’t got the best track record with the virus, so it’s better to be safe than sorry,” Ron told CTV News Windsor earlier this week.

The couple’s plans are in line with travel guidelines from the Canadian government, which put a stop to all non-essential travel at the Canada-U.S. land border in March, when the World Health Organization first called COVID-19 a global pandemic. On Wednesday, sources told CTV News that the border closure will remain in place until at least Dec. 21. But Canadian travellers can still buy plane tickets and fly across the border, which many snowbirds still plan to do.

In the last 21 years, Linda Sauve has only stayed home once for winter, and she won’t do it again. She told CTV News Windsor that she has health insurance and plans to fly to Florida in a few weeks. She knows of Canadians in the town she’ll be visiting who told her that the virus spread isn’t rampant there right now.

“My whole thing is just to go down there and be in the warm weather and stick close to home, just like I’m doing here,” she said.

Normally, Sauve would drive, but she’ll be flying out of Toronto this time because of the border closure. 

She isn’t alone in her insistence on escaping Canadian winter. According to Martin Firestone, president of insurance agency Travel Secure, of the two camps of snowbirds, there are plenty who plan to flout official advice. He suspects that their creative “loopholes,” such as shipping their cars across the border while flying in themselves, are “temporary at best” as authorities may clamp down on those strategies.

“Everybody gets a little creative here, but at the end of the day, I still contend that I think heading down the Florida for many of our seniors is a disastrous move, regardless of whether they own a home, rent a condo, or ever would even think of going to a hotel setting,” he told CTV News Channel.

Firestone said he’s heard from people planning on visiting Florida that say they’ll just fly back home if they catch the virus, which is not a foolproof plan, he added.

“They see a fever [at the airport] and they’ll just send you nicely back to the hospital. That’s the paramount problem I see. Hospitals are filling up. The ICU beds are at a minimum,” he said.

Even if snowbirds do have health insurance, it might not be enough to cover costs in the U.S. health-care system, depending on the severity of COVID-19 infection. Insurance companies are providing coverage, but often to a maximum of US$100,000 to $500,000.

“That may just not even be enough when you think about it, if in the event you ended up in an intensive care unit,” said Firestone. “Even if you have the comfort level or peace of mind thinking you have the insurance — I’m not sure you have it.”

That’s why snowbirds may really be “on their own” if they decide to fly into the U.S., the world’s worst-hit country, during the second wave of the pandemic, said travel expert Loren Christie.

“If you decide to go, it’s your decision and you’re kind of on your own,” he told CTV News Channel earlier this month. Some may feel a boost of confidence after months practicing safety protocols in Canada.

“They feel that if they go down, they can exercise physical distancing and other measures down south as well as they can up here,” he said. 

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Tesla seeks entry into U.S. renewable fuel credit market



Tesla Inc is seeking to enter the multi-billion dollar U.S. renewable credit market, hoping to profit from the Biden administration’s march toward new zero-emission goals, two sources familiar with the matter said.

The electric car maker is one of at least eight companies with a pending application at the Environmental Protection Agency tied to power generation and renewable credits, the sources said. The EPA produces a list of pending applications with some details, but not companies’ names.

Tesla’s entry could potentially reshape the renewable credit market, established in the mid-2000s to boost investment in the U.S. biofuel industry. The market generated some 18 billion credits in 2020 and is currently dominated by ethanol producers. Tesla’s application would likely be tied to the production of electricity associated with biogas.

The Biden administration is expected to review the EPA applications and lay out how electric vehicles could qualify for tradable credits under the Renewable Fuel Standard (RFS) this summer, the two sources said.

The move could represent the largest expansion of the RFS program that was created by President George W. Bush and aimed at boosting rural America and weaning the country off oil imports.

The entry of Tesla and other electric vehicle makers to the renewable energy scheme could attract investment for a much-needed infrastructure network, including charging stations, for electric vehicles.

However, it is likely to anger some in the U.S. refining industry who would need to buy the credits, known as RINs, generated by Tesla and other alternative fuel providers, essentially subsidizing an electric car company that seeks to put petrochemical refiners out of business.

Rural farmers could view Tesla’s entry as the Biden White House prioritizing electric vehicles over biofuels as an answer to the climate crisis.


In 2016, just before the Obama administration exited office, the EPA published a proposal seeking comment on how best to structure credits for renewable electricity that is used as a transportation fuel.

The proposal largely sat dormant during the Trump administration, which spent most of its time on fuel credits trying to find common ground among rivals in the corn and oil industries.

Electricity from biogas – mainly pulled from the nation’s landfills – is already eligible for generating credits under the RFS program, but the EPA has never approved applications to do so because the agency hasn’t yet figured out the logistical issues.

Key questions include how to trace the credit-eligible biogas from its origin through to a car’s battery, and who along that supply chain should be allowed to claim the lucrative credits.

Under the RFS, refiners must blend biofuels like corn-based ethanol into their fuel pool or purchase compliance credits in a credit market, where prices have swung wildly in recent years.

The program has helped drive investment in ethanol plants in states like Iowa and Nebraska, but liquid fuels have been under attack from the Biden administration.

Tesla would generate the most lucrative type of credits, known as D3s, which trade at a significant premium to the larger pool of traditional ethanol credits.

As well as building electric cars, Tesla is also investing in charging stations and large-scale batteries.


(Reporting By Jarrett Renshaw and Stephanie Kelly; Editing by Heather Timmons and Richard Pullin)

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Fed privately presses big banks on risks from climate change



The U.S. Federal Reserve has asked lenders to start providing information on the measures they are taking to mitigate climate change-related risks to their balance sheets, according to four people with knowledge of the matter.

The previously unreported supervisory discussions highlight how U.S. watchdogs are moving to execute President Joe Biden’s agenda to incorporate climate risk into the financial regulatory system, with potentially major ramifications for Wall Street.

While European regulators are this year rolling-out climate-change “stress tests” for lenders, the Fed lags its peers.

Fed officials have previously said they are considering a new scenario analysis to help them understand how climate change may affect trillions of dollars’ worth of bank assets, but have not said how or when they would start to apply such tests.

In private discussions, however, Fed supervisors have begun pressing large lenders to detail the measures they are taking to understand how their loan books would perform under certain climate change scenarios, the four people said.

Fed officials have not dictated the parameters for the analysis but have made it clear they expect lenders to conduct the internal risk-management exercises and hand over the data, the people said.

That analysis includes testing the geographical exposure of bank assets to physical risks such as flooding, drought and wildfires, as well as testing exposures to different sectors, such as how oil and gas loans may perform versus renewable energy loans.

The aim of the tests is to identify risks, but the Fed has not indicated that the data it is gathering would translate into any additional capital charges or other regulatory actions.

“They’re being very pragmatic. They’re doing their homework,” said one of the people.

Global banks — including JPMorgan, Citigroup, Wells Fargo, Bank of America, Goldman Sachs and Morgan Stanley — have been exploring the implications of climate change for some time, both internally and in some cases with European regulators like the Bank of England who are more aggressively integrating climate change risks into the regulatory framework.

Nevertheless, the new climate scrutiny from the U.S. central bank adds to the pressure on Wall Street lenders, forcing them to make investments in technology, data management and staff.

“The data work is a big deal,” said another of the sources.

The banks did not immediately respond to requests for comment on the private discussions with the Fed.


Climate change could upend the financial system because physical threats such as rising sea levels, as well as policies and carbon-neutral technologies aimed at slowing global warming, could destroy trillions of dollars of assets, risk experts say.

In a 2020 report, a Commodity Futures Trading Commission panel cited data estimating that $1 trillion to $4 trillion of global wealth tied to fossil fuel assets could be lost.

The Fed in January appointed Kevin Stiroh, one of its top supervisors, to lead a new team focusing on climate-related financial risks, but some congressional Democrats are pushing the central bank to move much faster and add climate risks to bank stress tests which dictate Wall Street’s capital plans.

In March, Fed governor Lael Brainard said that climate scenario tests could be helpful but that they would also rely on qualitative judgments and be highly uncertain.

Fed Chair Jerome Powell has said the agency will tread carefully and focus on incorporating climate change into existing regulatory obligations, as opposed to creating strict new rules. It is unclear, though, if he will be renominated to lead the Fed after his term expires next year, while his vice chair Randal Quarles, a Republican appointee who oversees bank regulation, is expected to leave this year.

Progressive groups say there is much more the central bank could do to address climate risks, even if it does not want to go as far as its European counterparts.

Tim Clark, a former senior Fed official who helped build its stress tests after the 2008 financial crisis, said it should publicly communicate that it expects banks to incorporate climate change into their risk management processes.

“That’s something they can basically start right now and make it clear to the industry that they expect banks to be working hard on this.”


(Reporting by Pete Schroeder; Editing by Michelle Price and Lisa Shumaker)

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Cuban tanker en route to Venezuela reports missing sailor at sea



A crew member aboard a Cuba-flagged oil tanker on its way from a Mexican shipyard to Venezuela was reported missing this week, according to a shipping report seen by Reuters, marking the second incident aboard the same vessel in about a year.

Sailor Rafael Desiderio Martinez Alonso was not found last Sunday by the doctor onboard oil tanker Petion, which set sail on May 6 from Mexico’s port of Veracruz bound for the Cardon terminal in Venezuela’s western coast.

The report by the tanker’s shipping agency to Venezuelan port authorities about the incident said Martinez Alonso, who was one the tanker’s fitters, is believed to have fallen into open waters because his shoes were found near the ship’s gas plant. He has not officially been reported dead.

The tanker’s general alarm was activated the same day to start search and rescue operations, but after 24 hours the sailor was not found, said the report, which is dated May 11.

The report did not identify Martinez Alonso’s nationality. Cuba-flagged vessels frequently use all-Cuban crews.

Venezuela’s oil ministry and Cuba’s foreign ministry did not immediately reply to requests for comment.

The Petion made a stop on Monday for about 18 hours near the Cayman Islands in the Caribbean, changing its status from “underway using engine” to “not under command.”

It continued its voyage to Venezuela on Tuesday, according to Refinitiv Eikon tanker monitoring data.

The same ship last year reported the death of a Cuban sailor while anchored near Venezuela’s Amuay port, after the helmsman fell overboard, according to people familiar with the accident.

Both the Petion and its managing firm, Cyprus-registered Caroil Transport Marine Ltd, were hit with U.S. sanctions in 2019 for transporting Venezuelan oil to Cuba. The vessel was serviced in Mexico between March and May.

Caroil could not be reached for comment.

A separate tanker, the Cameroon-flagged Domani, arrived in Venezuelan waters in March with a dead crew member onboard, according to two sources with knowledge of the incident. The death was reported as a suicide before Venezuelan authorities.


(Reporting by Mircely Guanipa in Maracay, Venezuela, and Marianna Parraga in Mexico City. Additional reporting by Sarah Marsh in Havana; Editing by Marguerita Choy)

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