Attawpiskat First Nation filmmaker makes a call for action
A northern Ontario Indigenous family from Attawapiskat is going on a paddle planting flags to protest the government and protect their land.
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National Post
an hour ago
- National Post
Pressure building on Liberals to rethink electric vehicle mandate
OTTAWA — As Canada approaches a critical starting point for its electric vehicle goals, pressure is building on Prime Minister Mark Carney's government to rethink its plan. Article content Starting next year, the Liberal plan to get more electric vehicles on the road will enter its first phase: mandating sales targets for car companies, which could purchase credits, including by spending on charging infrastructure, or face penalties for not complying. Article content Article content Article content The government has set a target of 20 per cent of new passenger vehicles sold in 2026 must be either battery-powered or hybrid, which increases to 60 per cent by 2030 and reaches 100 per cent by 2035. Article content Article content The goal is to reduce the country's emissions, taking direct aim at the transportation sector, which is among the top emitters. Article content But with plummeting electric car sales and Canada's auto sector under duress from a trade war with the U.S, which has abandoned its electrification goals under President Donald Trump, Carney's government must now decide whether to forge ahead or reconsider a core climate policy. 'They're going to have to make adjustments,' said Flavio Volpe, president of the Automotive Parts Manufacturers' Association. 'I think they know that, the industry knows that. It's really a negotiation on where those adjustments land. Is this a time for stretch goals or is this a time for reality. What's the mix?' Article content He added that he had spoken to 'several ministers' this week. Article content Article content Brian Kingston, the president and CEO of the Canadian Vehicle Manufacturers' Association, which represents Ford, General Motors and Stellantis and has long opposed the sales mandate, says the policy heaps on added costs at a time when keeping production in Canada has been made more difficult by U.S. tariffs Article content Article content 'At a time where companies are already facing tariff pressure, they are now going to face challenges selling vehicles in the Canadian market. Very difficult to make the case for Canada with this policy in place.' Article content Ford Canada CEO Bev Goodman was among the latest to call for the mandate to be scrapped, pointing to falling customer interest. Article content Statistics Canada bears that out, with the agency reporting a 45-per-cent drop in new zero-emission vehicles sold in March from the same month the year before. It said these new vehicles accounted for around seven per cent of vehicles sold in March 2025 — a figure critics point to as fuel to argue a 20 per cent sales target is unrealistic.
Globe and Mail
an hour ago
- Globe and Mail
Letters to the editor, June 26: ‘Supply management doesn't just limit competition – it enables cartel-like control over how animals are raised'
Re 'Not that that kind of tax reform' (Letters, June 25): A letter-writer states that if Canada's wealth was equitably distributed, we would still have one of the highest living standards ever. History and experience would beg to differ. Nations that flatten wealth distribution by taxation or other means have produced lower overall standards of living. Think about the Soviet Union versus the United States. Wealth-flattening nations tend to hold or attract those who seek to contribute less and receive more, while driving away those who strive to contribute more and receive more. There is a great expression for this: The effort to make us all equal will have us all equally poor. John Budreski Whistler, B.C. Re 'Say less' (Letters, June 24): A letter-writer urges Ontario readers to ask Doug Ford to resign, based on the Premier's recent comments that were deemed offensive to Indigenous people. Perhaps the Premier's comments were a reflection of the changing tide of public opinion. As a taxpaying citizen and descendant of immigrants who came to Canada expecting and receiving nothing from the government, I have little tolerance for those who would block resource development while at the same time receiving increased funding from the government. The recent passing of Bill C-5 by the federal government suggests that the winds of sympathy for Indigenous reconciliation are beginning to ebb. Jeremy Klein Ottawa Re 'The slow crawl of cities on housing reform' (Editorial, June 23): Oh, the irony! Michael Janz has been the leading proponent of increased density on Edmonton city council. And when he proposes some modest concessions to help preserve the character of older neighbourhoods, you ambush him as if he were a NIMBY stalwart. You owe Mr. Janz, and Edmontonians seeking a better balance, an apology. Michael Cohen Edmonton Re 'We can help friendly democracies ditch their dependence on Russian energy' (Opinion, June 23): This article demonstrates that revenues from Russian energy exports to democratic nations exceed the total aid sent to Ukraine. Russians are benefitting more from oil and gas sales than Ukrainians are benefitting from financial support and the shipment of arms from countries such as Canada. Our European allies have long pleaded for help reducing their dependence on Russian gas. The largest importers of Russian oil are China and India, as well as the European Union. The largest importers of Russian LNG are the EU, China and Japan. It is time for Canada to sell oil and LNG to all of these countries. For those who oppose resource development and pipelines, just know you are among Vladimir Putin's best friends. James McAllister Ajax, Ont. Re 'How to crack open Canada's egg market' (Editorial, June 21): The Globe explains how Canada's supply management system locks out new entrants, but it overlooks how the same system keeps hens locked in cages by stalling progress on animal welfare. While nearly half the U.S. egg market is now cage-free, Canada is lagging far behind for the tenth year in a row. Canadian grocery retailers once pledged to sell only cage-free eggs by 2025, but our supply management system hinders this progress, keeping hens in outdated cages with no more space than a single sheet of paper each. By removing market incentives for improvements, the quota system insulates dominant producers and prevents small-scale farmers from entry. Even when companies such as Costco go cage-free in the United St, Britain and Mexico, Canadian consumers are left with no choice. Supply management doesn't just limit competition – it enables cartel-like control over how animals are raised. That's bad for farmers, bad for consumers and, worst of all, for the hens on Canadian farms. P.J. Nyman Toronto Thank you for your editorial exposing the inequities facing some egg producers because of our supply management system. The system was initially devised to protect small farmers but has evolved into one that enables and enriches large industrial operations (which no longer can even be called farms) where millions of birds are crammed into cages, can barely move and never see the light of day. It is the small number of true farmers who humanely raised 'free range' laying hens that now deserve to be protected and who should be the beneficiaries of the supply management system. Jane Harris Vancouver Re 'Canada must not accept any trade deal that includes auto tariffs: Unifor' (Report on Business, June 24): With all the gloomy forecasts for our auto sector, why are our industry leaders so down on a homegrown auto sector, one that designs, manufactures and markets its own line of cars? We have the manufacturing expertise, both in the Canadian divisions of the major auto manufacturers and in our domestic parts manufacturers. Presumably we have, or have easy access to, design expertise, not to mention unique design concepts for cars that reflect the Canadian experience. We certainly have the capital markets necessary to finance such an enterprise. We may well even have some available plant and equipment. So why do we hear downbeat assessments of our potential as an auto manufacturing hub? Why is 'we're not a big enough market to support our own auto industry' given any credence at all? Sweden, with a population of 10.5 million, has several brands, most notably Volvo; manufactures, on average, about 275,000 cars annually; and exports about 85 per cent of them. Why is it not possible for Canada to do the same thing? After all, we already manufacture about 1.5 million cars annually, making us the world's 11th-largest car manufacturer, and every one of them is exported to the United States under American brand names. Nelson Smith Prince Edward County, Ont. Re 'The perfection of imperfection' (June 21): After whipping through the economic and practical sections of the weekend paper, I really appreciate articles like the one by Adam Gopnik. It's refreshing to explore this subject that affects us all and takes us away from current events like the daily trials of the Trump administration administering more harm on the world at a rapid pace. To contemplate our attempts at perfection, to strive to get better at the instrument, the sport, the debate – whatever it is we are working on – that is our universal challenge. This binds us as we appreciate the humanity and humility that this involves. Please bring on more social and philosophical articles that we can ponder over as we make our way through the weekend and brace ourselves for next week's onslaught of the 'U.S. going down…' Helen Henshaw Hudson, Que. Letters to the Editor should be exclusive to The Globe and Mail. Include your name, address and daytime phone number. Keep letters to 150 words or fewer. Letters may be edited for length and clarity. To submit a letter by e-mail, click here: letters@
Canada News.Net
an hour ago
- Canada News.Net
Enbridge Says It Would Pitch New Alberta-B.C. Pipeline Only Under Right Conditions
Alberta Premier Danielle Smith has expressed confidence that one or more private-sector pipeline operators will come forward with a plan to ship oilsands crude to the Port of Prince Rupert in British Columbia, and test the federal government's new regime to speed along projects deemed in Canada's national interest. But if pipeline companies are keen on proposing a new West Coast pipeline in the near future, they're not saying so publicly, reports The Canadian Press. "We've been in active conversations with many pipeline companies, and I feel like we're pretty close to having either one or a consortium come forward," Smith told reporters June 24. Enbridge Inc. is Canada's biggest shipper of crude oil with a vast cross-border network. It's also the company behind the scrapped Northern Gateway oilsands pipeline to the B.C. port of Kitimat, south of Prince Rupert and further inland. The company said in a written statement June 25 that it would explore market-diversifying projects, provided the demand is there from customers. It would also take "real provincial and federal legislative change" around climate policy, regulatory timeliness, and Indigenous participation. "We will be there to build what is needed for our shippers, for Alberta and for Canada-that's our job, our mission as a company-but only when the conditions make sense and the right framework is in place," Enbridge said. Meanwhile, South Bow Corp. would only say it "carefully evaluates all opportunities, especially those that complement our current assets and strengthen our existing corridor." South Bow has no infrastructure in B.C. Its Keystone system serves U.S. Midwest and Gulf Coast refineries. View our latest digests The CEO of federally owned pipeline operator Trans Mountain Corp. told reporters earlier this month that his company is among those Smith has spoken to about spearheading a new pipeline. But Mark Maki said "optimizing the existing kit" is a priority over building something new for now. Trans Mountain flows to the B.C. Lower Mainland is currently the only way Alberta producers can meaningfully access Asia-Pacific markets. The new pipeline Smith envisions would ship one million barrels of oil per day, and would be the "anchor tenant" on a corridor that houses other infrastructure. B.C. Premier David Eby said Wednesday that the focus should be on shovel-ready projects that are ready to go-in excess of $50-billion worth, by his tally. "Some of my frustration about this issue is that there is no proponent. There is actually no project here," Eby said of Smith's B.C. pipeline ambitions. Richard Masson, an executive fellow at the University of Calgary's School of Public Policy, said it's hard to see how Smith can entice a private company to get on board. "She's pushing to be seen to be doing something and to try and take advantage of the mood in the country," he said. "And my concern is that if you only put one option on the table and that option has lots barriers to being realized, you're going to end up with a lot of disappointed people later." He adds it would take two to three years of engineering, environmental and consultation work before a proposal is ready to be filed. So even if Ottawa's two-year review limit holds, its' five years until shovels hit the ground in a best-case scenario. For Enbridge, Masson said one stumbling block would be how a potential new West Coast system may affect the economics of its Mainline system, which on any given day is the largest-single conduit for Canadian crude flowing by pipeline to the United States. A new pipeline would likely have to be underpinned by decades-long commitments from customers to pay to use it, whereas the Mainline is more flexible, he said. If customers are already locked into paying to use any potential West Coast system, there's more incentive to move crude on that before the Mainline. "That means volumes that would be going down the Enbridge Mainline get pulled off and put on to the new system," Masson said. "So Enbridge seems like an unlikely company unless there is some kind of industry or government support, so that they weren't worse off on the Mainline system." South Bow, which was spun off last year from TC Energy, is a smaller company and is unlikely to have the capacity for such an undertaking, Masson said. Trans Mountain-a Crown corporation-delivered its expansion last year at a massively higher cost than when it was first proposed. "So, not easy to see that happening unless the federal government says, 'We want you to do it, so do it,'" Masson said. As for other Canadian energy infrastructure players like Keyera Corp. and Pembina Pipeline Corp., a crude pipeline wouldn't be a fit as they're more geared toward natural gas, he added. "Their investors would be unhappy if they got into it because it's such a big project compared to the size of the company and it's outside their core expertise." Another major obstacle is the federal government's tanker ban on the West Coast. During the pitched debate over Northern Gateway, First Nations and environmental groups were vehemently opposed to crude oil tankers sailing along the rugged, island-dotted northern B.C. coast and raised alarm over the ecological damage that could result from a spill. Smith and industry players have been pushing Ottawa to lift the ban, but to date there's no sign the Liberal government will oblige. "This is simply not an area where we can have a pipeline," said Anna Barford, oceans campaigner with Stand. Earth in Vancouver. "When Alberta says pipelines, for us that means tankers." This report by The Canadian Press was first published June 25, 2025. -With files from Chuck Chiang in Vancouver.
