In late September, hundreds of thousands of Canadians took to the streets across the country to demand more from their governments on climate change.
It was one of the largest mass protests in Canadian history, adding maple flavours to an international climate strike movement founded around Swedish teenager Greta Thunberg.
It was also a sign, many in the environment movement believed, of Canada’s climate-change coming of age.
“2019 was like the year of climate awakening for Canada,” says Catherine Abreu, the head of Climate Action Network Canada.
It was a year that saw warnings Canada is warming twice as fast as the rest of the world, the imposition of a national price on pollution, a vote in Parliament to declare a climate emergency and a federal election in which climate was one of the few real issues to make its way through the din of nasty politics.
Climate change was chosen in a survey of reporters and editors across the country as the 2019 Canadian Press News Story of the Year.
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“I don’t think it can be anything but climate change,” said Toronto Star senior editor Julie Carl. “It is gripping our attention, our reality and our imagination.”
A decade ago, climate change was more academic than reality, but in recent years few Canadians haven’t been touched directly by the kind of weather climate change may be causing: floods, fires, major storms, cold snaps, heat waves, longer winters, shorter growing seasons. In June, when Parliament voted to declare that we are facing a climate crisis, it came as parts of eastern Ontario, Quebec and New Brunswick were bailing out from the second once-a-century flood in three years.
In the survey, climate change had stiff competition, barely beating out the SNC-Lavalin saga, which itself had to fight its way into second ahead of the Toronto Raptors’ NBA title. In western Canada, many votes were cast for the hunt for two men who murdered a couple and another man in British Columbia before fleeing to the muskeg of northern Manitoba, where they would take their own lives.
But for many editors, the decision to rank climate change No. 1 comes both from the impact it had in 2019 and its expected dominance in our lives in the future.
“There’s no bigger story than the human-made altering of our own planet — even if you don’t believe it,” said Paul Harvey, senior editor at the Calgary Herald and Calgary Sun.
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Canada’s new environment minister, Jonathan Wilkinson, ran for office in large part because he wanted to do something to address climate change, a problem, he said in a recent interview, that “is a defining issue of our time.”
It is also a defining issue for the Liberal government. Prime Minister Justin Trudeau ran on a promise to ramp up Canada’s environment policies in 2015, including setting a path to reduce greenhouse-gas emissions and fix Canada’s environmental review process for major projects.
But the government’s decision first to approve the Trans Mountain pipeline expansion, and then spend $4.5 billion to buy the existing pipeline when political opposition threatened to derail the project, left environment advocates disappointed and room for his political critics to pounce.
“You. Bought. A. Pipeline,” NDP Leader Jagmeet Singh countered in a news release, when Trudeau unveiled his climate plans during the election campaign and promised to lead the way to a greener country.
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Climate change is also at the heart of the anger driving talk of western alienation _ and in the most extreme cases, separation _ as oilpatch workers, and others who depend on the oilpatch for their jobs, fear for their futures.
It leaves any government in Canada with a true conundrum: how to reduce emissions drastically without tanking an economy where oil, gas, manufacturing, and transportation are key. Unlike some small European nations, Canadians live far apart, in cities built around the automobile, and in places where heating and electricity needs in the winter months are high.
Is the Liberal climate plan achievable?
The political fight between Ottawa and the provinces over how best to manage climate change is a big part of the story and Canadians seem to want them both to win. Two-thirds of Canadians voted for parties advocating for carbon taxes while an equal number voted for parties that promised to complete the Trans Mountain pipeline.
“The vast majority of Canadians said, ‘We want aggressive action on climate’ but the vast majority of Canadians also are pragmatic in terms of saying, ‘But we want to do this in a frame of doing this in a prosperous economy,’ ” Wilkinson said recently in an interview with The Canadian Press.
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In 2019, Saskatchewan, Ontario and Alberta took Ottawa to court over the federal carbon tax. The first two already lost in their provincial courts of appeal and are appealing to the Supreme Court of Canada. Alberta ‘s case is on this week.
Ottawa’s new environmental-assessment process for major projects makes climate change one of the considerations. It is one of the most hated bills in Alberta and Saskatchewan, where governments believe it will mean no new pipelines ever get built in Canada. For environment leaders, that is not a bad thing. For the energy sector, it’s a death knell.
Several watchers also think not having a full climate plan helped sink Conservative Leader Andrew Scheer’s election efforts.
Valerie Casselton, managing editor at the Vancouver Sun and Vancouver Province, said it “arguably” cost Scheer the election “in a year when the Liberals faced scandal after scandal but managed to rally by climbing onto their green platform planks.”
© 2019 The Canadian Press
$1 billion and counting: Inside Canada's troubled efforts to build new warships – CBC.ca
The federal government has spent slightly more than $1.01 billion over the last seven years on design and preparatory contracts for the navy’s new frigates and supply ships — and the projects still haven’t bought anything that floats.
The figures, tabled recently in Parliament, represent the first comprehensive snapshot of what has been spent thus far on the frequently-delayed project to build replacement warships.
It’s an enormous amount of money for two programs that have been operating for more than a decade with little to show for their efforts to date.
It will be years before the Canadian Surface Combatant project — which aims to replace the navy’s frontline frigates with 15 state-of-the-art vessels — and the Joint Support Ship program for two replenishment vessels actually deliver warships.
The numbers and details for each advance contract were produced in the House of Commons in response to written questions from the Conservative opposition.
The money was divided almost evenly between the federal government’s two go-to shipyards: Irving Shipbuilding in Halifax, the prime contractor for the new frigates, and Seaspan of Vancouver, the builder of the supply ships.
The breakdown raises critical questions about at least one of the programs, said a defence analyst, but it also shines a light on promises made by both Liberal and Conservative governments to keep spending under control for both of these projects — which could end up costing more than $64 billion.
“I think there should be a level of concern [among the public] about whether or not what’s being delivered in practice is what was advertised at the outset,” said Dave Perry, a procurement expert and vice president of the Canadian Global Affairs Institute.
A design still in flux
Most of his concerns revolve around the new support ships, which the Liberal government says are in the process of being built now.
The written responses, tabled in Parliament, note that the projected cost for the two supply ships — $3.4 billion — remains under review “as the design effort finalizes.”
Perry said he was astonished to learn that, “seven years and half-a-billion dollars into design work on an off-the-shelf design,” the navy doesn’t have the support ships, even though “the middle third of the ship is built” — and officials now say “the design effort isn’t finished.”
Usually, he said, ships are designed before they’re built.
The head of the Department of National Defence’s materiel branch said most of the preparatory contracts were needed to re-establish a Canadian shipbuilding industry that had been allowed to wither.
‘A lot of patience’
“I think we have to look at the totality of everything that’s being accomplished under” the national shipbuilding strategy, said Troy Crosby, assistant deputy minister of materiel at DND.
“Over that period of time, and with these expenditures, we’ve built a shipbuilding capability on two coasts, not just through National Defence but also through the coast guard, offshore fisheries science vessels. I understand it has taken a lot of patience, I suppose, and probably some uncertainty, but we’re really getting to the point now where we can see delivering these capabilities to the navy.”
The largest cash outlays involve what’s known as definition contracts, which went individually to both shipyards and were in excess of $330 million each. They’re meant to cover the supervision of the projects and — more importantly — to help convert pre-existing warship designs purchased by the federal government to Canadian standards.
The choices on each project were made at different times by different governments, but ministers serving both Liberal and Conservative governments decided that going with proven, off-the-shelf designs would be faster and less expensive than building from scratch.
Now, after all the delays, it’s still not clear that choosing off-the-shelf designs has saved any money.
“I would be completely speculating on what it would cost to invest to develop the kind of expertise and capacity inside the government, inside National Defence and everybody involved, to be able to do something like that in-house,” said Crosby.
“The approach we’ve taken at this point, by basing both the Joint Support Ship and the Canadian Surface Combatant on pre-existing designs, allows us to retire a lot of risk in the way forward.”
When Crosby talks about “retiring risk,” he’s talking about the potential for further delays and cost overruns.
Among the contracts, Irving Shipbuilding was given $136 million to support the drawing up of the design tender for the new frigates and to pay for the shipbuilding advice Irving was giving the federal government throughout the bidding process.
Years ago, the federal government had enough in-house expertise to dispense with private sector guidance — but almost all of that expertise was lost over the past two decades as successive federal governments cut the defence and public works branches that would have done that work.
The last time Canada built major warships was in the 1990s, when the current fleet of 12 patrol frigates was inaugurated.
The federal government has chosen to base its new warships on the BAE Systems Type-26 design, which has been selected by the Royal Navy and the Royal Australian Navy.
The hull and propulsion system on the new frigates will be “largely unchanged” from the British design, but the combat system will be different and uniquely Canadian, said Crosby.
The project is still on track to start cutting steel for the new combat ships in 2023. Crosby said he would not speculate on when the navy will take delivery of the first one.
Delivery of the joint support ships is expected to be staggered, with the first one due in 2024.
There will be a two-year gap between ships, said Crosby, as the navy and the yard work through any technical issues arising with the first ship.
If that timeline holds, the first support ship will arrive two decades after it was first proposed and announced by the Liberal government of former prime minister Paul Martin.
CN, CP trains sharing rail lines to keep supplying Canada during blockades – CBC.ca
Quiet talks brokered by a government desperate to stop a growing economic threat led to two rail rivals coming together with a workaround to bypass the Tyendinaga blockade site.
Since last week, Canada’s two largest railways — CN and Canadian Pacific — have been quietly sharing their rail lines to transport essential supplies to communities in need, according to multiple government, CN and industry sources.
Protests by the Mohawks of Tyendinaga crippled passenger and freight train traffic on CN’s line near Belleville for more than two weeks in solidarity with anti-pipeline protests in northern B.C against the construction of the planned Coastal GasLink pipeline. Ontario Provincial Police officers on Monday arrested 10 demonstrators to get service back up and running on the line.
But as a result of what multiple government sources are describing as a very “rare” collaboration between the two rail giants, CN trains have been circumventing blockades using alternate routes — some through the U.S. — to continue deliveries to Quebec and Maritime communities facing shortages of essential goods such as propane, chemicals for water treatment facilities and animal feed.
Transport Canada and Transport Minister Marc Garneau’s office approached the two companies and helped to negotiate the rail-sharing deal — which is still active in parts of the country dealing with blockades.
WATCH | OPP break up rail blockade:
The deal was kept under wraps by all involved; even the industries affected weren’t told about the arrangement. The Retail Council of Canada told CBC News it didn’t know about the deal. Neither did associations representing propane suppliers in Quebec and across Canada. The groups had been warning of looming supply shortages in Quebec and Eastern Canada, where families, farmers and companies have been rationing goods. Many households use propane to heat their homes and barns.
Government sources say they didn’t advertise the deal, fearing that more blockades could pop up in response.
Prime Minister Justin Trudeau hinted at the CN/CP arrangement yesterday on the way into question period in the House of Commons.
“Over the past number of days we’ve been working with rail carriers to ensure that many trains continue to use alternate routes to get through and that’s one of the reasons we’ve been able to avoid some of the most serious shortages,” said Trudeau.
Karl Littler, senior vice president, public affairs, of the Retail Council of Canada, learned about the arrangement from CBC News and commended it.
“We’re talking about foods, we’re talking about fuel to keep people heating in what can be a cold winter,” said Littler. “You’re talking about a lot of stuff that Canadians need everyday. I think it’s the responsible thing to look to see what alternative channels exist and if that means collaboration in these circumstances, so much the better.”
One CN conductor said they witnessed how covert the operation has been. The source said they saw specially trained CN workers use CP engines, with that company’s logo on them, to haul unmarked CN cargo.
CP told CBC News it didn’t have a comment to add. CN also isn’t commenting on the deal, saying only that it’s “pleased the illegal blockade in Tyendinaga has come to an end.”
“We are also monitoring our network for any further disruptions at this time,” said CN spokesperson Jonathan Abecassis in a statement.
Chinese Canadians plead for third Canadian rescue flight from Wuhan
Chinese Canadians whose family members remain in Hubei province, the epicentre of the coronavirus (COVID-19) outbreak, are urging the federal government to send a third evacuation plane to bring home Canadians and permanent residents.
Wuhan and other cities across Hubei province went into lockdown on Jan. 23 as the Chinese government tried to contain the spread of the COVID-19, leaving citizens to have “close to zero” chance of leaving the city.
An open letter calling for a third rescue flight
Residents across the Lower Mainland who are originally from Hubei province, set up a WeChat group last week and sent an open letter to Global Affairs Canada on Saturday, hoping to reunite with their loved ones who are still trapped in Hubei.
Simon Zheng, a small business owner who works in Richmond and is also part of the WeChat group, told the Richmond News that at least 50 families are still stuck in Hubei, and each family has at least one Canadian citizen in it.
According to the letter, these families failed to board either of the previous chartered flights due to poor communication and misinformation, language barriers, isolation and mass panic.
“We estimate that the real number of Canadian families still confined in the province of Hubei is in reality much higher than what we have accumulated over the last three days… The longer this ordeal carries on, and the longer the lockdown continues for these unfortunate individuals, the more danger it will impose on the Canadians stuck there,” the letter reads.
“We cannot bear the thought of losing our family members if something were to happen in the next few weeks.”
People in Wuhan have been through a war without smoke: resident
Melanie Huang, a former Richmond resident, is concerned about both of her dad’s and grandfather’s situation in Wuhan as the coronavirus has claimed more than 2,600 lives so far.
Huang said her dad flew to China on Jan. 13 to celebrate Chinese New Year with her 89-year-old grandfather, but now he can’t return to Canada since all train stations and airports have shut down.
“The virus has spread quickly over the past few weeks, and hospitals only accept coronavirus-related patients. If seniors slip at home or hurt themselves, they won’t get treatment in time,” said Huang.
There is also some confusion regarding who is qualified to board the Canadian evacuation flight, according to Huang.
“I contacted the Canadian embassy to check if my dad, who is a permanent resident of Canada, is allowed to leave on the fight, but the answer was ‘no.’ We were told that permanent residents who hold Chinese passports aren’t allowed to leave Wuhan.”
However, Huang later came across news from English media outlets saying that Chinese nationals who are family members of foreign citizens could board flights from Wuhan.
Huang said dozens of WeChat group members now count on the Canadian government to arrange the third flight.
“As family members, we are willing to chip in some money for the flight. The risk our loved ones currently face is very high. Basically, they have been through a war without smoke.”
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Meanwhile, Canadian citizen Zheng couldn’t celebrate the first Valentine’s Day with his wife after getting married late last year.
Zheng’s wife, who is in the process of getting permanent residency, went back to Wuhan to visit family members. Now, she is trapped there because the city has been locked down.
Zheng said they didn’t consider trying to board one of the first two chartered flights because they thought people who hold Canadian passports should be given priority to leave Wuhan. However, Zheng’s desire to reunite with his wife grows stronger as it’s uncertain how long the crisis will last.
“My wife has been self-isolating herself at home for the past few weeks. She is trying her best to stay safe, but long-time isolation might result in negative emotions,” said Zheng. “If there is another flight leaving Wuhan, I hope to see my wife on that plane.”
A spokesperson from Global Affairs Canada said they remain in regular contact with Canadians in China and are continuing to assist those in need.
In a written statement, the spokesperson added that Canadian citizens who require emergency consular assistance should contact the Embassy of Canada in Beijing at 86 (10) 5139-4000. Canadians can also call the department’s 24/7 Emergency Watch and Response Centre in Ottawa at +1 613-996-8885 (collect calls are accepted where available) or email firstname.lastname@example.org.
However, Global Affairs Canada has not commented on whether it will send a third plane into Hubei to bring back the remaining Canadians there.
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