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Payouts for the many over the few: employee ownership trusts take shape in Canada

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Three times a year, the 600-or-so employees of Friesens Corp. gather in front of the publishing house to accept envelopes, each one holding a cheque for the workers’ share of company profits.

They all get a cut because they’re all owners.

The company based in the small town of Altona, Man. is set up as an employee ownership trust, which, just like it sounds, is a way to set up ownership of a business for the benefit of employees.

It’s also a way for a business owner to cash out without having to sell to a competitoror private equity, and it’smuch more likely in Canada after the federal government passed new rules and incentives for it in June.

The option has added importance because about three-quarters of small business owners plan to exit their company over the next decade, according to a Canadian Federation of Independent Business poll released last year, creating the need for more succession choices.

“It doesn’t matter if you’re a rich white kid from down the street, or a newcomer from the Philippines that just arrived with their family, you have equal participation in our ownership program,” said Chad Friesen, chief executive of Friesens Corp.

Unlike a model where a few wealthier employees outright buy the business, employee ownership trusts are structured in a way that the workers don’t have to put up money, and don’t own shares directly, making for a much wider potential distribution of the benefits.

Rather than being based on how many shares someone has, payouts are determined mostly in proportion to salary. How long people have been at the company is also factored into the bonus.

The model means that company profits are distributed much more widely than if one owner was taking in millions of dollars, and it stays more in the community, said Friesen.

“It’s a bit of a mind shift that we’re not trying to have big payouts for a few. We’re trying to have good strong payouts for everyone,” he said.

“We’re sharing kind of life-changing dollars on an annual basis where people will be able to, you know, fund a home renovation, send your kids to school, put more money away for retirement, those types of things.”

Friesens Corp., founded in 1907, was an early pioneer in employee ownership models, experimenting back in the 1950s, and has been under its current trust since 2010.

With no template or government structure though, the company had to jump through a lot of legal and accounting hoops to make it work, said Friesen (who is not a member of the founding family).

The new legislation, passed into law as part of a range of measures in Bill C-59 on June 20, provides the structure to make it much easier.

The rules make it easier to have the company pay out the owner, freeing employees from having to put up funds, said Tara Benham, national tax leader at Grant Thornton.

“Essentially it allows the company to become the bank in a much more tax-efficient way.”

There’s still the potential to borrow money from a bank to help in the payout, but it’s tougher to get, so sellers often accept payback over time from the company.

It’s not nearly as straightforward as outright selling a company, so advocates like the Canadian Employee Ownership Coalition, of which Friesen is a part, have been pushing for added incentives.

The federal government obliged by making tax-exempt the first $10 million of capital gains on a company sale. The savings amount to about $3.5 million, and could mean a complete exemption for many smaller companies, said Benham.

“There’s now a significant incentive to sell to the employees.”

There’s reason for the government to encourage the model because it would mean fewer companies being bought by foreign firms, she said.

“It’s going to keep ownership in Canada. It localizes ownership more because, intuitively, the employees are locals.”

Friesen said the ownership model is a big reason why the company still exists and helps support the small town of about 4,600 people.

“The family could have sold this thing to some consolidator or some bigger company. And we would have been, over time, gobbled up and we wouldn’t exist in this community anymore,” he said.

Many other companies will have to navigate handing over their business in the next decade, with more than $2 trillion in assets expected to change hands, the CFIB poll said.

There are indications that many could choose a model that does well by their workers.

Some 90 per cent of respondents said ensuring current employees are protected was the most important factor they’re considering, ahead of getting the highest possible price at 84 per cent.

But the model is not without its risks.

Figuring out how to actually run the company under a trust once the owner is gone will be complicated, said Benham.

“One of the challenges is how to manage this business as a collective that really didn’t start as a collective.”

There are templates, thanks in part to countries like the U.K. opening up employee ownership trusts as of 2014 and the U.S. also having an option.

For owners that can figure it out though, the long-term benefits can be substantial, said Friesen.

“It’s an option to keep more decision-making influence and more of that economic sovereignty in our communities, in our provinces and in the country.”

This report by The Canadian Press was first published July 12, 2024.

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B.C. port union challenges constitutionality of labour minister’s back-to-work order

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VANCOUVER – The union representing port supervisors in British Columbia is formally challenging the legal and constitutional authority of the federal labour minister to order them back to work.

In a legal document dated Tuesday, International Longshore and Warehouse Union Local 514 says it’s questioning whether the order issued by Labour Minister Steven MacKinnon last week violates the right to collective bargaining and the right to strike.

The union says these rights are protected by the Charter of Rights and Freedoms.

It says the questions will be considered by a panel of the Canada Industrial Relations Board on Dec. 9 and 10.

This isn’t the only challenge the federal government is facing on this issue, as the union representing port workers in Montreal also announced last week it intended to challenge the federal government.

MacKinnon stepped in on Nov. 12 to get ports in both B.C. and Montreal moving again after employers locked workers out.

His order directed the board to order all operations to resume and move both sets of talks to binding arbitration.

This report by The Canadian Press was first published Nov. 19, 2024.

The Canadian Press. All rights reserved.



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‘Bomb cyclone’ hitting B.C. sounds scary, but meteorologist says name isn’t alarmist

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VANCOUVER – Hurricane-force winds of more than 120 km/h are hitting parts of the British Columbia coast and more than 150,000 BC Hydro customers are without power as a “bomb cyclone” develops off Vancouver Island.

Environment Canada has issued more than 50 warnings, advisories and alerts related to the storm, covering most of Vancouver Island and other coastal areas and stretching deep into the Interior.

The weather agency says the worst of the storm is expected overnight when winds in the central and north coast could peak at 120 km/h, though the remote Sartine Island was already seeing winds exceeding 130 km/h Tuesday afternoon.

But it says risks, including coastal flooding, power outages and fallen trees, could continue long into Wednesday.

Meteorologist Cindy Day says there’s nothing alarmist about Environment Canada calling the system a “bomb cyclone,” which is a non-tropical storm caused by a rapid drop in atmospheric pressure at its centre.

Day says that when used appropriately, such scientific language is necessary and can help people better prepare for the impact of extreme weather events.

She said the term “bomb cyclone” had been used by scientists for decades to describe “a low-pressure system that is undergoing explosive cyclogenesis,” or the creation of cyclonic air circulation.

Day said terms like “bomb cyclone” and “atmospheric river” could help paint a picture that allowed people to better understand and prepare for various weather systems.

In British Columbia, an atmospheric river originating near Hawaii has long been known as a “pineapple express.”

“So, an atmospheric river — right away, people start to think, ‘OK, it’s a narrow band of moving water,'” Day said. 

“It does give you the sense that this is going to be a steady event and that there’s not going to be time for the ground to absorb the rain. It’ll continue to rain and eventually cause flooding because of that concentrated rainfall.”

In British Columbia, the government called for the creation of a scale to rank the power of atmospheric river events in 2021, in the wake of a devastating system that brought widespread flooding and shut down the Trans-Canada Highway and other key roads.

But Environment Canada said the next year that implementing such a scale for public warnings was premature.

Day noted that she had received “a lot of grief” for using the term “bomb” in relation to meteorological phenomena, with some accusing her of trying to sensationalize weather events. 

“I really believe that if they’re used in the proper context, that they’re not alarmist,” she said.

“As long as the people know that they’re getting their information from a qualified source, and that source (or) that person is using the terms correctly and not shouting out ‘bomb’ every time there’s an area of rain coming in, I think it’s really important to understand those words and to take them seriously and to know that they’re based in meteorological fact, in science.”

Environment Canada said Tuesday that the bomb cyclone 400 km off Vancouver Island coast would remain offshore, but its effects would be widespread.

“Strong easterly winds have developed over North Vancouver Island this afternoon. These winds will intensify through the night,” it said, bringing powerful winds through mainland inlets and valleys of the central and north coasts.

It said winds would gradually weaken Wednesday night as the system drifted further offshore.

Heavily populated areas including Victoria and the Sunshine Coast were forecast to be hit by winds of up to 100 km/h.

The province said in a statement Tuesday that the Ministry of Emergency Management would work closely with communities to ensure preparedness and that the River Forecast Centre was monitoring weather patterns and river conditions. 

It said the transportation ministry would also have maintenance contractors watching conditions so crews can respond quickly to flooding or debris buildup. 

BC Ferries cancelled numerous sailings for later Tuesday between the Lower Mainland and Vancouver Island, including ships leaving from Tsawwassen, Horseshoe Bay, Swartz Bay and Nanaimo, citing a “deteriorating weather forecast for high winds in the Strait of Georgia.”

Sailings for the late afternoon or evening service on Tuesday have also been cancelled between Metro Vancouver and the Sunshine Coast and Vancouver Island and the northern Gulf Island. 

The agency said in a statement that those changes were done “out of an abundance of caution,” adding there is also a “strong risk” of cancellations on major routes on Wednesday.

“As things can change quickly in the event of severe weather, we encourage all passengers to check for updates before travelling, and to remain flexible with travel plans today and tomorrow, as the weather conditions can change rapidly,” it said Tuesday.

The warnings about the bomb cyclone came after much of Metro Vancouver saw its first snowfall of the season Monday night.

This report by The Canadian Press was first published Nov. 19, 2024.



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Cargo jet reported ‘flight control problem’ before sliding off Vancouver runway

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VANCOUVER – Air traffic control audio shows a Boeing 767 cargo jet reported a “flight control problem” involving a mechanism on its wings used to slow the aircraft just before it skidded off a runway at Vancouver’s airport at high speed. 

Conversations between the pilots on the Amazon Prime Air jet and air traffic control reveal that the plane was experiencing a problem with its “leading edge slats,” and was carrying about 10,000 kilograms of fuel. 

In other recordings the tower tells awaiting emergency responders that the jet was “coming in fast,” while data from the Flightradar24 database shows the plane was travelling at a ground speed of about 200 km/h when it left the runway. 

The Transportation Safety Board said it’s investigating after the flight went off the end of the north runway at about 1:45 a.m. on Tuesday.

None of the three-person crew was hurt, but the airport said the north runway will remain closed for about two days as the jet sits in a grass field, nose down, with engines on each of the mud-splattered wings touching the ground.

Vancouver airport CEO Tamara Vrooman says there was “no risk” at any point of the plane breaching the runway’s “secure” perimeter, which separates it from the McArthurGlen Designer Outlet shopping mall and its parking lot.

Vrooman says that all flights originally scheduled for the day were moved to the south runway, and only about 5 per cent of flights experienced any disruptions due to the move.

Flightradar24, a global flight tracking database, says the plane operated by Cargojet Airways left Hamilton, Ont., just after midnight eastern time and its flight path shows it continued 500 metres past the end of the runway in Vancouver before coming to a stop.

The audio recordings of air traffic control in Vancouver show the crew reported problems with the plane’s control systems about 20 minutes before landing, with one crew member requesting time to run a checklist to try to resolve the issue.

An air traffic controller said they wanted to keep the plane “close to the airport,” while the crew tried to find a solution, but control also asked if emergency responders should be ready. 

“Yeah, we can bring out the fire trucks just for precaution,” a crew member told air traffic control.

The crew also confirmed to air traffic control that it had no dangerous cargo on-board, other than the fuel. 

According to the U.S. National Aeronautics and Space Administration’s Beginner’s Guide to Aeronautics, slats and flaps on an aircraft’s wings are deployed to both slow a plane for landing as well as generate lift.

At the time the jet slid off the runway, Environment Canada’s weather station at the airport showed light rain and snow had been falling for about 90 minutes.

The safety board’s website says runway overruns can damage planes and, in the worst cases, lead to injuries or deaths.

The board says the consequences can be particularly serious when there isn’t enough room at the end of a runway or a suitable system to stop planes.

“This closure will have an impact on YVR operations and flight schedules, but aircraft continue to arrive and depart on our south runway,” the airport said in an updated statement Tuesday. 

“We encourage passengers to check with their airlines for current flight schedules and status before heading to YVR.”

Vrooman did not offer a specific timeline for the removal of the jet, but she said that cargo would be removed before crews build some sort of roadway through the grassy area where the plane came to a stop in order to pull it out of its current location. 

This report by The Canadian Press was first published Nov. 19, 2024.

The Canadian Press. All rights reserved.



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