Canadian company turns to Trump for the green light to mine international waters, bypassing a UN agency
A Canadian company announced Tuesday that its US subsidiary submitted applications to the National Oceanic and Atmospheric Administration to mine the seafloor, sparking outrage by bypassing a U.N. agency that regulates deep international waters.
The Metals Company said it was seeking two exploration licenses and a commercial recovery permit, marking the first time a company applies to commercially mine the seabed.
The filing is expected to spark a complex legal battle since the Jamaica-based International Seabed Authority, a U.N. agency that regulates international deep-sea waters, has the power to authorize exploitation permits.
'Any commercial exploitation outside of national jurisdiction carried out without the authorization of ISA would constitute a violation of international law,' the authority said in late March after The Metals Company announced its intention to seek permission from the US government to start deep-sea mining in international waters.
There are currently no regulations in place to oversee such mining as scientists warn that extracting minerals from vital ecosystems that help regulate climate change could cause permanent damage.
Filing follows Trump directive
The filing comes less than a week after US President Donald Trump issued an executive order that directs the Secretary of Commerce to expedite the review and issuance of exploration and commercial recovery permits, among other things.
Canadian company turns to Trump for permission to mine international waters, bypassing a UN agency. #ISA #DeepSeaMining
'With these applications, we are offering the United States a shovel-ready path to new and abundant supplies of nickel, copper, cobalt, and manganese — critical metals for energy, infrastructure and defense,' Gerard Barron, chairman and CEO of The Metals Company, said in a statement.
Environmentalists and activists decried the move, saying that ISA has the sole power to authorize exploitation permits.
'This unilateral American effort to carve up the Pacific Ocean already faces fierce international opposition,' said Ruth Ramos, Greenpeace's international senior campaigner. 'Governments around the world must now step up to defend international rules and cooperation against rogue deep-sea mining.'
For years, members of the authority's council have debated how and if to allow deep-sea mining. So far, the authority has only issued exploration licenses, with most of the current exploratory activity concentrated in the Clarion-Clipperton Fracture Zone, which covers 1.7 million square miles (4.5 million square kilometers) between Hawaii and Mexico. At least 17 of 31 licenses have been issued for this zone, with exploration occurring at depths ranging from 13,000 to 19,000 feet (4,000 to 6,000 meters).
UN convention ratified by dozens of countries but not US
The International Seabed Authority was created in 1994 by the U.N. Convention on the Law of the Sea, which is ratified by more than 165 nations — but not the United States.
The Metals Company has argued that the US seabed mining code would allow it to start operations in international waters, since it's not a member of the authority and therefore not bound by its rules.
'After continuous delay at the international level, the United States now has a clear opportunity to reclaim its leadership role in the deep sea and set a global standard for responsible, science-based deep-seabed resource development,' Barron said.
US mining code is no guarantee of a mining permit
But Emily Jeffers, senior attorney for the US-based nonprofit Center for Biological Diversity, said it's not a foregone conclusion that the company will be given permission to mine under the US seabed mining code, which requires a full environmental analysis.
'This statute has been on the books for 45 years, and there's a reason why no other companies have used it to extract minerals from the seafloor,' she said in a phone interview. 'The science is clear that companies cannot satisfy the standard demanded by the statute. There's no way to do deep-sea mining without having a significant and catastrophic effect on the environment.'
Jeffers said that if the Trump administration approves the permit, it would face legal challenges from environmental organizations.
'Not an experiment we should be conducting'
In late March, the Vancouver-based company announced that it would seek permission from the U.S. to start deep-sea mining in international waters to extract minerals used in electric car batteries and other green technology.
The announcement was made just hours before the council of the ISA met on the last day of a two-week conference focused on how and whether to allow such mining. Scientists have said that a rush to collect minerals that take millions of years to form could unleash noise, light and smothering dust storms deep in the Earth's oceans.
'Deep-sea mining has the potential to impact not just the seabed environment, but all of the life in between,' said Jeff Watters, external affairs vice president for the US-based nonprofit Ocean Conservancy. 'There are so many mysteries about this part of the ocean where we've just been able to scratch the surface.'
He said deep-sea mining is 'not an experiment that we should be conducting.'
Watters said in a phone interview that the area The Metals Company is seeking to explore is larger than the size of South Dakota and the extraction area larger than the size of Vermont.
'The size and scale is just huge,' he said.
Companies say mining seafloor is cheaper, safer than land
Mining companies have said that harvesting minerals from the seafloor instead of from land is cheaper and has less of an environmental impact.
A spokesperson for the authority declined comment and referred to statements it made earlier this year.
The authority has said that it has the sole legal mandate to regulate mineral-related activities in the international seabed. It noted that the international legal regime established by the U.N. Convention on the Law of the Sea applies to all states, regardless of whether they are members or not.
'Any endeavor undertaken outside the recognized and consensual international framework, or in an attempt to circumvent international law, may incur legal, diplomatic, economic, security, financial and reputational risks,' the authority said.
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Cision Canada
18 minutes ago
- Cision Canada
Transat A.T. Inc. Reports Results for the Second Quarter of Fiscal 2025
Second-quarter highlights: Revenues of $1,031.1 million, up 5.9% from $973.2 million last year Adjusted EBITDA 1 of $98.4 million, compared to $30.2 million last year Net loss of $22.9 million ($0.58 per share), compared to a net loss of $54.4 million ($1.40 per share) last year Free cash flow 1 of $142.3 million, compared to $109.8 million last year Cash and cash equivalents of $532.6 million as at April 30, 2025 Elevation optimization Program initiatives implemented to date are expected to deliver an annualized adjusted EBITDA 1 run-rate of $67.0 million Reached an agreement in principle for the restructuring of the LEEFF debt incurred in connection with the COVID-19 pandemic MONTRÉAL, June 12, 2025 /CNW/ - Transat A.T. Inc. today reported its second quarter 2025 financial results. "Transat delivered improved operating and financial performances in the second quarter of fiscal 2025, building on the positive momentum that began in the fourth quarter of 2024. During the second quarter, revenue grew 5.9%, driven by a 2.0% year-over-year yield improvement and a 1.6% passenger traffic increase. Tight control of operating expenses led to productivity gains, while lower fuel costs further supported performance, resulting in adjusted EBITDA of $98.4 million. Despite persistent economic uncertainty, Transat is methodically executing its business strategy through disciplined fleet optimization and network expansion. Recent additions of new routes and changes to our program have further strengthened our leadership in providing leisure travel services to Canadian consumers," said Annick Guérard, President and Chief Executive Officer of Transat. "We are making significant progress through our Elevation Program, a comprehensive optimization plan aimed at maximizing long-term profitable growth. The initiatives implemented to date are expected to generate an annualized adjusted EBITDA run rate of $67 million and we remain on track to reach our goal of $100 million. Our teams are fully committed to successfully executing the plan and we expect to benefit directly from cost-saving and revenue-generating initiatives beginning in the second half of the current year," added Ms. Guérard. "We are pleased to have reached a refinancing agreement with our main lender. This represents a major milestone, as it significantly reduces our debt, strengthens our balance sheet, and positions Transat to further implement its long-term strategic plan. In addition, we have reached a new compensation agreement with the manufacturer of the GTF 2 engines for the 2025 and 2026 fiscal years, partially recorded during the second quarter as non-cash revenue. We are currently evaluating opportunities to monetize this financial compensation," said Jean-François Pruneau, Chief Financial Officer of Transat. For the quarter ended April 30, 2025, revenues reached $1,031.1 million, up 5.9% from $973.2 million in the corresponding period last year. The increase was mainly attributable to a 2.0% increase in airline unit revenues (yield) and a 1.6% increase in traffic expressed in revenue-passenger-miles (RPM) compared with 2024. Reflecting disciplined management, the Corporation's capacity was up 2.6% from the corresponding period last year, while capacity for sun routes, the main program during this period, remained stable. In addition, following the agreement entered into with the original equipment manufacturer of the GTF 2 engines, a financial compensation of $20.0 million was recorded in revenues. Adjusted EBITDA 1 amounted to $98.4 million, compared with $30.2 million in 2024. This increase was mainly attributable to higher revenues, increased productivity, as well as a 18% decrease in fuel prices compared with the corresponding period of 2024. Six-month results For the six-month period ended April 30, 2025, revenues reached $1,860.6 million, up 5.8% from $1,758.7 million in the corresponding period a year ago. For the six-month period, network-wide capacity increased by 1.6% compared with 2024, while capacity for sun routes, the main program during this period, increased by 0.5%. Overall, traffic was 1.3% higher than in 2024. The revenue increase also reflects the financial compensation noted above. For the six-month period, adjusted EBITDA 1 totaled $118.4 million, compared with $26.8 million for fiscal 2024. The increase was mainly attributable to revenue growth, productivity gains and lower fuel prices. Cash flow and financial position Cash flow related to operating activities amounted to $207.8 million during the second quarter of 2025, compared with $183.2 million for the same period last year, mainly due to higher net income before non-cash operating items this year versus last. After accounting for investing activities and repayment of lease liabilities, free cash flow 1 reached $142.3 million during the quarter, compared with $109.8 million for the corresponding period last year. As at April 30, 2025, cash and cash equivalents stood at $532.6 million, compared to $260.3 million as at October 31, 2024. Cash and cash equivalents in trust or otherwise reserved mainly resulting from travel package bookings totaled $295.6 million as at April 30, 2025, compared with $484.9 million as at October 31, 2024, reflecting the seasonal nature of operations. Customers deposits for future travel totaled $888.7 million as at April 30, 2025, comparable to the amount recorded a year earlier. During the six-month period ended April 30, 2025 the Corporation received net proceeds of $30.6 million from the final of the four previously announced spare engine sale-leaseback transactions, completed in early November. Long-term debt and deferred government grant totaled $812.2 million as at April 30, 2025, compared to $803.1 million as at October 31, 2024. Reflecting the proceeds mentioned above and the change in cash, the amount net of cash stood at $279.6 million, down from $542.7 million as at October 31, 2024. Event after the reporting period On June 5, 2025, the Corporation announced that it had reached an agreement in principle with the Canada Enterprise Emergency Funding Corporation (CEEFC) for the restructuring of all its debt contracted under the Large Employer Emergency Financing Facility (LEEFF), managed by the CEEFC. As of April 30, 2025, this debt had a principal amount of $773.4 million and a carrying value of $762.2 million, including the deferred government grant amount. Following the transaction, outstanding debt with CEEFC is expected to decrease from $773.4 million to $333.7 million. Key indicators To date, load factors for the summer period, which consists of the third and fourth quarters, are 1.2 percentage points lower compared to the same date in fiscal 2024, while airline unit revenues, expressed as yield, are 1.7% higher than they were at this time last year. For fiscal year 2025, the Corporation expects an available capacity increase of 1.0%, measured in available seat-miles, compared to 2024. Conference call The second quarter 2025 conference call will take place on Thursday, June 12, 2025, 10:00 a.m. To join the conference call without operator assistance, you may register by entering your phone number here to receive an instant automated call back. You can also dial direct to be entered into the call by an operator: Montreal: 514 400-3794 North America (toll-free): 1 800 990-4777 Name of conference: Transat The conference will also be accessible live via webcast: click here to register. An audio replay will be available until June 19, 2025, by dialing 1 888 660-6345 (toll-free in North America), access code 91901 followed by the pound key (#). The webcast will remain available for 90 days following the call. Third-quarter 2025 results will be announced on September 11, 2025. (1) Non-IFRS financial measures Transat prepares its financial statements in accordance with International Financial Reporting Standards ["IFRS"]. We will occasionally refer to non-IFRS financial measures in the news release. These non-IFRS financial measures do not have any meaning prescribed by IFRS and are therefore unlikely to be comparable to similar measures presented by other issuers. They are intended to provide additional information and should not be considered as a substitute for measures of performance prepared in accordance with IFRS. All dollar figures are in Canadian dollars unless otherwise indicated. The following are non-IFRS financial measures used by management as indicators to evaluate ongoing and recurring operational performance. Adjusted operating income (loss) or adjusted EBITDA: Operating income (loss) before depreciation, amortization and asset impairment expense, reversal of impairment of the investment in a joint venture, the effect of changes in discount rates used for accretion of the provision for return conditions, restructuring and transaction costs and other significant unusual items, and including premiums related to derivatives that matured during the period. The Corporation uses this measure to assess the operational performance of its activities before the aforementioned items to ensure better comparability of financial results. Adjusted operating income is also used to calculate variable compensation for employees and senior executives. Adjusted pre-tax income (loss) or adjusted EBT: Income (loss) before income tax expense before change in fair value of derivatives, revaluation of liability related to warrants, gain (loss) on long-term debt modification, gain (loss) on business disposals, gain on disposal of investment, gain (loss) on asset disposals, gain on sale and leaseback of assets, the effect of changes in discount rates used for accretion of the provision for return conditions, restructuring and transaction costs, write-off of assets, reversal of impairment of the investment in a joint venture, foreign exchange gain (loss) and other significant unusual items, and including premiums related to derivatives that matured during the period. The Corporation uses this measure to assess the financial performance of its activities before the aforementioned items to ensure better comparability of financial results. Adjusted net income (loss): Net income (loss) before change in fair value of derivatives, revaluation of liability related to warrants, gain (loss) on long-term debt modification, gain (loss) on business disposals, gain on disposal of investment, gain (loss) on asset disposals, gain on sale and leaseback of assets, the effect of changes in discount rates used for accretion of the provision for return conditions, restructuring and transaction costs, write-off of assets, reversal of impairment of the investment in a joint venture, foreign exchange gain (loss), reduction in the carrying amount of deferred tax assets and other significant unusual items, and including premiums related to derivatives that matured during the period, net of related taxes. The Corporation uses this measure to assess the financial performance of its activities before the aforementioned items to ensure better comparability of financial results. Adjusted net income (loss) is also used in calculating the variable compensation of employees and senior executives. Adjusted net earnings (loss) per share: Adjusted net income (loss) divided by the adjusted weighted average number of outstanding shares used in computing diluted earnings (loss) per share. Free cash flow: Cash flows related to operating activities less cash flows related to investing activities and repayment of lease liabilities. The Corporation uses this measure to assess the cash that's available to be distributed in a discretionary way such as repayment of long-term debt or deferred government grant or distribution of dividend to shareholders. Total debt: Long-term debt plus lease liabilities, deferred government grant and liability related to warrants, net of deferred financing costs related to the subordinated debt - LEEFF. Management uses total debt to assess the Corporation's debt level, future cash needs and financial leverage ratio. Management believes this measure is useful in assessing the Corporation's capacity to meet its current and future financial obligations. Total net debt: Total debt (described above) less cash and cash equivalents. Total net debt is used to assess the cash position relative to the Corporation's debt level. Management believes this measure is useful in assessing the Corporation's capacity to meet its current and future financial obligations. The results were affected by non-operating items, as summarized in the following table: Highlights and non-IFRS financial measures Second quarter First six-month period 2025 2024 2025 2024 (in thousands of Canadian dollars, except per share amounts) $ $ $ $ Operating income (loss) 37,270 (15,161) (14,686) (67,590) Depreciation and amortization 62,680 54,748 125,645 104,912 Reversal of impairment of the investment in a joint venture — — — (3,112) Effect of discount rate changes (887) (7,485) 6,262 (2,210) Restructuring costs 979 1,911 4,057 1,977 Premiums related to derivatives that matured during the period (1,596) (3,863) (2,863) (7,177) Adjusted operating income¹ or adjusted EBITDA¹ 98,446 30,150 118,415 26,800 Net loss (22,884) (54,387) (145,416) (115,364) Reversal of impairment of the investment in a joint venture — — — (3,112) Effect of discount rate changes (887) (7,485) 6,262 (2,210) Restructuring costs 979 1,911 4,057 1,977 Gain on asset disposals — — (5,183) (5,784) Change in fair value of derivatives 92,241 (4,978) 88,779 17,181 Revaluation of liability related to warrants (2,119) (6,236) (2,126) 5,511 Foreign exchange (gain) loss (60,999) 28,170 (13,527) (13,957) Gain on long-term debt modification — — (216) — Premiums related to derivatives that matured during the period (1,596) (3,863) (2,863) (7,177) Adjusted net income (loss)¹ 4,735 (46,868) (70,233) (122,935) Adjusted net income (loss)¹ 4,735 (46,868) (70,233) (122,935) Adjusted weighted average number of outstanding shares used in computing diluted earnings per share 39,752 38,713 39,607 38,645 Adjusted net earnings (loss) per share¹ 0.12 (1.21) (1.77) (3.18) Cash flows related to operating activities 207,842 183,216 376,420 293,918 Cash flows related to investing activities (19,312) (31,247) (11,578) (59,992) Repayment of lease liabilities (46,251) (42,184) (93,434) (85,048) Free cash flow 1 142,279 109,785 271,408 148,878 As at April 30, 2025 As at October 31, 2024 (in thousands of dollars) $ $ Long-term debt 705,562 682,295 Deferred government grant 106,626 120,784 Liability related to warrants 6,393 8,519 Lease liabilities 1,369,221 1,465,722 Total debt 1 2,187,802 2,277,320 Total debt 2,187,802 2,277,320 Cash and cash equivalents (532,611) (260,336) Total net debt 1 1,655,191 2,016,984 About Transat Founded in Montreal 37 years ago, Transat has achieved worldwide recognition as a provider of leisure travel particularly as an airline under the Air Transat brand. Voted World's Best Leisure Airline by passengers at the 2024 Skytrax World Airline Awards, it flies to international destinations. By renewing its fleet with the most energy-efficient aircraft in their category, it is committed to a healthier environment, knowing that this is essential to its operations and the destinations it serves. Based in Montreal, Transat has 5,000 employees with a common purpose to bring people closer together. (TSX: TRZ) Caution regarding forward-looking statements This news release contains certain forward-looking statements with respect to the Corporation, including those regarding its results, its financial position and its outlook for the future. These forward-looking statements are identified by the use of terms and phrases such as "anticipate" "believe" "could" "estimate" "expect" "intend" "may" "plan" "potential" "predict" "project" "will" "would", the negative of these terms and similar terminology, including references to assumptions. All such statements are made pursuant to applicable Canadian securities legislation. Such statements may involve but are not limited to comments with respect to strategies, expectations, planned operations or future actions. Forward-looking statements, by their nature, involve risks and uncertainties that could cause actual results to differ materially from those contemplated by these forward-looking statements. The forward-looking statements may differ materially from actual results for a number of reasons, including without limitation, economic conditions, changes in demand due to the seasonal nature of the business, extreme weather conditions, climatic or geological disasters, war, political instability, measures taken, planned or contemplated by governments regarding the imposition of tariffs on exports and imports, real or perceived terrorism, outbreaks of epidemics or disease, consumer preferences and consumer habits, consumers' perceptions of the safety of destination services and aviation safety, demographic trends, disruptions to the air traffic control system, the cost of protective, safety and environmental measures, competition, maintain and grow its reputation and brand, the availability of funding in the future, the Corporation's ability to repay its debt from internally generated funds or otherwise, the Corporation's ability to adequately mitigate the Pratt & Whitney GTF engine issues, fluctuations in fuel prices and exchange rates and interest rates, the Corporation's dependence on key suppliers, the availability and fluctuation of costs related to our aircraft, information technology and telecommunications, cybersecurity risks, changes in legislation, regulatory developments or procedures, pending litigation and third-party lawsuits, the ability to reduce operating costs through the Elevation program initiatives, among other things, the Corporation's ability to attract and retain skilled resources, labour relations, collective bargaining and labour disputes, pension issues, maintaining insurance coverage at favourable levels and conditions and at an acceptable cost, and other risks detailed in the Risks and Uncertainties section of the MD&A included in our 2024 Annual Report. The reader is cautioned that the foregoing list of factors is not exhaustive of the factors that may affect any of the Corporation's forward-looking statements. The reader is also cautioned to consider these and other factors carefully and not to place undue reliance on forward-looking statements. The forward-looking statements in this news release are based on a number of assumptions relating to economic and market conditions as well as the Corporation's operations, financial position and transactions. Examples of such forward-looking statements include, but are not limited to, statements concerning: The outlook whereby the Corporation will be able to meet its obligations with cash on hand, cash flows from operations, drawdowns under existing or other credit facilities. The outlook whereby, for fiscal year 2025, the Corporation expects an available capacity increase of 1.0%, measured in available seat-miles, compared to 2024. The outlook whereby the initiatives implemented to date are expected to generate an annualized adjusted EBITDA run rate of $67 million and the Corporation remains on track to reach its goal of $100 million. The outlook whereby following the transaction, the outstanding debt with CEEFC is expected to decrease from $773.4 million to $333.7 million. In making these statements, the Corporation assumes, among other things, that the standards and measures for the health and safety of personnel and travellers imposed by government and airport authorities will be consistent with those currently in effect, that workers will continue to be available to the Corporation, its suppliers and the companies providing passenger services at the airports, that credit facilities and other terms of credit extended by its business partners will continue to be made available as in the past, that management will continue to manage changes in cash flows to fund working capital requirements for the full fiscal year and that fuel prices, exchange rates, selling prices and hotel and other costs remain stable, the Corporation will be able to adequately mitigate the Pratt & Whitney GTF engine issues and that the initiatives identified to improve adjusted operating income (adjusted EBITDA) can be implemented as planned, and will result in cost reductions and revenue increases of the order anticipated by mid-2026. If these assumptions prove incorrect, actual results and developments may differ materially from those contemplated by the forward-looking statements contained in this press release. The Corporation considers that the assumptions on which these forward-looking statements are based are reasonable. These statements reflect current expectations regarding future events and operating performance, speak only as of the date this news release is issued, and represent the Corporation's expectations as of that date. For additional information with respect to these and other factors, see the MD&A for the quarter ended April 30, 2025 filed with the Canadian securities commissions and available on SEDAR at
Montreal Gazette
18 minutes ago
- Montreal Gazette
Kheiriddin: Finally, Canada is making defence a priority
By Damn the torpedoes! The Liberal government is taking aim at defence — and it's about time. This week, Prime Minister Mark Carney announced that Canada will hit the NATO benchmark of two per cent of GDP on defence spending this year, instead of waiting for 2032, deploying an additional $9 billion in 2025-2026. Ever the banker, he's also deploying some accounting manoeuvres, shifting $16 billion from the ledgers of other departments to the defence budget to bring it up to the required amount. But that is in line with the tabulations of other NATO countries — and is something predecessor Justin Trudeau should have done, so that Canada would have appeared to be less of a defence laggard for the last decade. But better late than never — and perhaps, just in time. Carney's announcement comes just ahead of next week's G7 summit he is hosting in Kananaskis, Alta., and a meeting of NATO leaders later this month in The Hague. The change sends a message to U.S. President Donald Trump and EU allies that Canada means business on defence. Together with the government's border security bill announced this week, Carney is paving the way for a trade deal, or at least some relief from tariffs, with the United States. His spending boost will sit well with his recent pledge to join ReArm Europe, in light of upcoming NATO demands that members spend five per cent of GDP in coming years, instead of two. Carney also gets a gold star for actual change. The government will beef up salaries, recruitment and retention of troops, finally acknowledging that new equipment is pointless without skilled personnel. Ottawa will also overhaul the procurement process, a boost for the Canadian defence industry which could offset some of the costs to taxpayers through job creation and revenue. That could also help sell future spending hikes: While polling shows two-thirds of Canadians support spending two per cent on defence, there's not much appetite for five. But as always, a landmine looms on the horizon: in this case, the infamous F-35 program. On Tuesday, Auditor-General Karen Hogan dropped a bombshell. Canada's planned fleet of 88 F-35 jets is now projected to cost nearly 50 per cent more — from $19 billion in 2022 to a staggering $27.7 billion in 2025. And that's before factoring in infrastructure upgrades, weapons and inflation. Hogan's audit was brutal: the Department of National Defence relied on outdated cost estimates, ignored improved data and has no coherent contingency plan in place. Infrastructure to house the jets is running three years behind schedule, with some bases not expected to open until 2031. The RCAF is also short on qualified pilots — something it knew back in 2018, but which for the previous government was presumably not a priority. Canada needs stealth fighters. We don't, however, need another lake of red ink. Instead of sticking with 88 F-35s at $27 billion-plus for the fleet, Canada should look at Sweden's Gripen, Boeing's Super Hornet or a mix of planes. If Carney approves the F-35 as-is, that failure will become the focus, instead of his ambitious plans to rearm. Defence Minister David McGuinty hasn't committed to a review of the project, saying only that he'd ensure that the auditor general's recommendations will be 'fully integrated' into his department. But he should, especially now that Canada is also building stronger ties with Europe, be considering where some of these planes could be sourced. The reality of modern warfare is also changing, pivoting from planes to drones and battlefields to cyberspace. While the proposed spending spree would drop money on both, the trend to smarter spending versus splashing out big shiny toys could help keep costs down. Ukraine has made significant use of $300 drones, recently taking out $100 million Russian bombers in a daring assault. That's the kind of smart thinking Canada's government should copy as it rebuilds our military for the future — one that looks increasingly grim.
Winnipeg Free Press
22 minutes ago
- Winnipeg Free Press
UN agencies say a violence-hit part of South Sudan is on the brink of famine
JUBA, South Sudan (AP) — Three United Nations agencies warned on Thursday of looming famine in a conflict-stricken part of South Sudan. People in 11 of 13 counties in South Sudan's Upper Nile state now face emergency levels of hunger, the World Food Program, the U.N. Children's Fund and the Food and Agriculture Organization said in a joint statement. Upper Nile is the scene of fighting between government troops and armed militias that oppose the government of President Salva Kiir. The fighting has escalated in recent months, 'destroying homes, disrupting livelihoods and impeding the delivery of humanitarian aid,' the statement said. Some 32,000 people are in hunger conditions categorized as 'catastrophic,' more than three times the previous projection, it said. Although some other parts of South Sudan are seeing improvements in food security, some 57% of the east African country's 11.5 million people face acute food insecurity. Famine was declared in parts of South Sudan in 2017. The Integrated Food Security Phase Classification, the leading international system to designate hunger crises, considers an area to be in famine when three things occur: 20% of households have an extreme lack of food, or essentially are starving; at least 30% of children suffer from acute malnutrition or wasting, meaning they're too thin for their height; and two adults or four children per every 10,000 people are dying daily of hunger and its complications. The IPC unites experts from more than 20 organizations, including U.N. agencies, the Famine Early Warning Systems Network, the European Union, and the World Bank. Nasir, one of the counties facing a famine warning, is a stronghold for anti-government militias and the scene of fighting that has left mounting civilian casualties. 'Once again, we are seeing the devastating impact conflict has on food security in South Sudan,' Mary-Ellen McGroarty, the World Food Program representative in South Sudan, said in the statement by the U.N. agencies. 'Conflict doesn't just destroy homes and livelihoods, it tears communities apart, cuts off access to markets and sends food prices spiraling upward. Long-term peace is essential, but right now, it is critical our teams are able to access and safely distribute food to families caught in conflict in Upper Nile, to bring them back from the brink and prevent famine.' ___ Muhumuza contributed from Kampala, Uganda.
