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How to Immigration System in Canada has Changed Since the Covid-19

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Before we jump into the current situation we need to look into what Canada and its immigration system has been for people all around the world. Canada has been a keeper of refugees; for people that are involved in international controversies, religious persecution etc from there country of origin.

We see this in the 1947-1953 Canada welcomed thousands of Hungarians and Vietnamese “boat people”. In the late 1970s and Syrians in the 2010s.

This still continues to date since the immigration and retention of people from Hong Kong.

But all of this would begin to change since the beginning of the covid 19. The real question is Canada has suffered far worst and still managed to land on its feet. Will this time be different? Only time will tell.

The History of Immigration in Canada:

Canada has a history of coping with situation that limited its ability to accept newcomers to its country. The First World War saw immigration to Canada drop precipitously; in 1915, the intake was only 34,000 people (compared to over 400,000 just two years before).

In the 1920s we began to see an increase in numbers but again dropped sharply with the advent of the Great Depression, dipping still further with World War II. So, the drop in immigration to Canada resulting from the Coronavirus is far from unheralded in Canada’s history.

Canada has also seen great waves of immigration, particularly as part of a response to, and recovery from, challenges. Hundreds of thousands of immigrants poured into the country, many to the west, in the decade or so following the establishment of Saskatchewan and Alberta as provinces. Unlike many countries in Europe, which arguably had too many people and not enough land, Canada had the opposite problem.

After the calamity of the Second World War, Canada, unlike many other nations, had emerged strong and stable. But it was sorely lacking in the labor force and skills necessary for the great post-War economy and recovery taking place. Between 1946 and 1953, over 750,000 souls found a home in Canada.

Plans on Immigration After the Pandemic:

The government has announced a goal of settling over 1,200,000 new permanent residents in Canada from now until 2021-2023. In considerable measure, economic and population needs are the motivation for this ambitious plan. Marco Mendocino, the incumbent Immigration Minister, expressed it well in announcing the targets in the following statement:

“Immigration is essential … to our short-term economic recovery and our long-term economic growth … newcomers create jobs not just by giving our businesses the skills they need to thrive, but also by starting businesses themselves.”

Conclusion:

The pandemic has hit the world hard and well Canada has been no stranger to the virus, we have people lost lives and people that have suffered a lot financially and economically. This would have to turn around in the near future but until that happens Canada would have play there cards right for this to work out in the favor of the country and it’s citizens.

I personally think that Canada can still make a difference in the international world. If it were to continue to follow the plan it has set for itself. I am sure that this is going to be difficult but considering previous Canadian track record this is going to be something that Canada would be coming out of with potentially amazing results.

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How the COVID-19 microchip shortage has brought Canada's car industry to a halt — again – CBC.ca

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Even before the pandemic, 2020 was always going to be an uncertain year for Canada’s automotive industry.

The Big 3 automakers — General Motors, Ford and Chrysler (now known as Stellantis) — were set to negotiate multi-year work agreements with their main unions, after the previous agreements with their workers had expired.

Then COVID-19 hit, and everything changed. Buyers weren’t coming to showrooms for fear of getting sick, so sales slowed to a crawl. Factories shut down to keep workers safe.

By the time consumers felt safe enough to take their first tentative steps back into dealerships this year, they were confronted by a new problem: There were no cars to buy.

That’s because when things slowed down in 2020, car companies slashed their orders from their suppliers for the components that go into them. When demand came roaring back, those same suppliers could not ramp up fast enough, especially the makers of the cheap little semiconductor microchips that are in just about everything these days.

“Automakers in Canada initially thought that demand would be very slow recovery over the course of the pandemic, so they cut their chip orders,” said Rebekah Young, an economist with Scotiabank.

WATCH | How microchips worth $1 each can halt production of a $40,000 car: 

The microchip crisis explained

20 hours ago

Economist Rebekah Young with Scotiabank explains how the global shortage of microchips has led to major delays in the supply chain for the car industry 0:57

It’s not just the car companies, either. Makers of everything from iPhones, to gaming consoles and even refrigerators can’t find microchips right now, which is a global supply crunch for just about everything.

A typical car rolling off the line today likely contains dozens of semiconductor microchips that control everything from the headlights to the entertainment system to GPS navigation. 

They’re relatively inexpensive, adding a few dollars apiece to the cost of a typical car. But they’re also highly customized, which means it’s next to impossible to find alternatives on short notice. But without that custom-made $1 microchip, a car company can’t finish a car that might sell for $40,000 — and the industry is scrambling to get its hands on what’s available.

“Do you remember the toilet paper shortage in March and April of 2020?” automotive journalist Stephanie Wallcraft said in an interview. “That’s pretty much what we’re going through right now in terms of semiconductors.”

“Everybody’s trying to get semiconductors all at once and there’s just not the supply to get that inventory out,” she said.

Car companies aren’t necessarily at the front of the line, so they’re waiting their turn same as everyone else. That’s causing them to idle factories in Canada until they can get the components to start building again.

GM’s facility in Ingersoll has been down for most of the year, and Ford’s main Oakville plant has been idled at times, too. The Stellantis facility in Windsor was offline for two months up until May before it reopened at limited capacity.

As recently as last year Stellantis was floating the idea of expanding production there but this week the company waylaid staff with news that it would be closing one line entirely and laying off 1,800 workers.

WATCH | Stellantis workers in Windsor react to job loss news: 

Stellantis workers react to news of a shift cut

2 days ago

Frustration, fear for Stellantis workers thinking about their futures. 1:23 

In the labour deals they hammered out late last year, Canada’s big car makers made it clear that the future of the automotive industry in Canada will be in making electric vehicles, but most of those won’t be rolling off the lines until some time in 2024 at the earliest.

Until then, Canadian car plants don’t have a lot to do, and a big part of the problem is that the vehicles Canadian plants are set up to make aren’t the ones that are selling.

“What they’re doing is they’re allocating the minimum chips to their most profitable vehicles,” Unifor president Jerry Dias said in an interview with CBC News.

“If you’re looking at the industry in North America that would be predominantly pickup trucks and SUVs.”

Young, the economist, says Canada is on track to produce about 1.2 million vehicles this year. That would be the lowest annual total since 1982 — below the 1.4 million the country made in pandemic-stricken 2020, and well off the 2.2 million annual pace that the country had been cranking out for the decade leading up to 2019.

Chip makers, mostly in Asia had been ramping up production through the first part of 2021, before the delta variant put a chill on everything again. Malaysia makes about one seventh of the world’s semiconductors, and factories there have been idled for September and October. Vietnam is another major supplier, and they too are about three months behind because of COVID lockdowns.

For both car buyers and the people who make them, the good news is that the experts think things will get back to normal at some point.  But the bad news is it could take a while.

“Demand for vehicles is very strong this year, and that could have easily closed pre-pandemic gaps this year if there were enough vehicles to buy,” Young said.

But without enough chips to go around “we see that being pushed out not only to 2022, but in fact 2023.”

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At least 34 dead after floods in north India

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At least 34 people have died following days of heavy rains in the north Indian state of Uttarakhand, the state’s chief minister said, as rescuers continued work to free those stranded on Wednesday.

Aerial footage of the affected areas showed engorged rivers and villages partially submerged by floodwaters.

“There is huge loss due to the floods … the crops have been destroyed,” Pushkar Singh Dhami told Reuters partner ANI after surveying the damage late on Tuesday.

“The locals are facing a lot of problems, the roads are waterlogged, bridges have been washed away. So far 34 people have died and we are trying to normalise the situation as soon as possible.”

Prime Minister Narendra Modi said in a tweet he was “anguished” by the loss of life.

The Himalayan state of Uttarakhand is especially prone to flooding. More than 200 were feared killed in February after flash floods swept away a hydroelectric dam.

Unseasonally heavy rains across India have led to deadly floods in several areas of the country in recent days. Authorities in the southern state of Kerala said on Monday more than 20 people had died there following landslides. (This story corrects typographic error in the last paragraph)

 

(Reporting by Alasdair Pal; Editing by Jane Wardell)

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Japanese volcano spews plumes of ash, people warned away

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A  volcano erupted in Japan on Wednesday, blasting ash several miles into the sky and prompting officials to warn against the threat of lava flows and falling rocks, but there were no immediate reports of casualties or damage.

Mount Aso, a tourist destination on the main southern island of Kyushu, sent plumes of ash 3.5 km (2.2 miles) high when it erupted at about 11:43 a.m. (0243 GMT), the Japan Meteorological Agency said.

It raised the alert level for the volcano to 3 on a scale of 5, telling people not to approach, and warned of a risk of large falling rocks and pyroclastic flows within a radius of about 1 km (0.6 mile) around the mountain’s Nakadake crater.

The government is checking to determine the status of a number of climbers on the mountain at the time, Chief Cabinet Secretary Hirokazu Matsuno told reporters, but added that there were no reports of casualties.

Television networks broadcast images of a dark cloud of ash looming over the volcano that swiftly obscured large swathes of the mountain.

Ash falls from the 1,592-metre (5,222-foot) mountain in the prefecture of Kumamoto are expected to shower nearby towns until late afternoon, the weather agency added.

Mount Aso had a small eruption in 2019, while Japan’s worst volcanic disaster in nearly 90 years killed 63 people on Mount Ontake in September 2014.

(Reporting by Ju-min Park; Editing by Clarence Fernandez)

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