Montreal pub fights order to change sign
The co-owner of Pub Burgundy Lion is pushing back after Quebec's language office flagged the business's sign during a review.
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CBC
a minute ago
- CBC
Are EVs really greener than gas-powered cars?
Welcome to our weekly newsletter where we highlight environmental trends and solutions that are moving us to a more sustainable world. Are EVs really greener than gas-powered cars? Ottawa's Carolyn Inch and her partner recently bought a used Tesla Model 3, but quickly started hearing from family, friends and neighbours that their choice was actually bad for the planet. "There's just been a series of question marks raised about the environmental wisdom of our choice," Inch told CBC's climate solutions podcast What On Earth. But she's not alone. Rachel Doran, the executive director of Clean Energy Canada, says that as EVs have become more popular — 17 per cent of all new cars sold in Canada in 2024 were EVs, according to the International Energy Agency (IEA) — so too has the misinformation about them. "I think there's various sources for this," she said, "and maybe the best place to start is not assuming people have bad intentions, but rather just they're looking for information and facts and it's hard to know these days as you sift through things." The IEA says EVs are key to decarbonizing road transportation, which is a significant source of harmful greenhouse gas emissions. But one of the things Inch was told is that her EV produced more emissions in manufacturing than what it would ultimately reduce. That's not the case, says Doran. "Overall, EVs have been shown to emit as much as 71 per cent less carbon pollution than gas cars, including pollution from mining, manufacturing and driving," she said. That's comparing the projected emissions produced over their respective lifecycles, based on medium-sized vehicles that were manufactured in 2023 and driven for at least 250,000 kilometres, according to Bloomberg. She says it's true mining the materials for electric vehicle batteries, including lithium and other critical minerals, and manufacturing them does create more emissions than combustion engine vehicle production. "But, what is useful to measure is how many kilometres do you have to drive until you come out even and you start driving on emissions savings for an electric vehicle," she said. That point at which you start to break even depends on the type of electric vehicle and other factors like where it was manufactured and whether your electricity comes from coal, gas or renewable energy. The International Council on Clean Transportation says that an EV charged on an average European power grid, where almost half of electricity is generated using renewable sources, would take about 18,000 km of driving to start paying back its emissions debt, which is about one or two years of driving. In the U.S., it'd be closer to 20,000 km But let's take a Tesla Model 3, for example, which is what Inch and her partner own. A 2021 analysis by Reuters News Agency found you would have to drive a new Tesla Model 3 nearly 22,000 kilometres using a U.S. mix of electricity sources for the emissions reduction to start balancing out what was produced in manufacturing. But Inch bought her Tesla used with about 49,000 kilometres on it, so she may already be coming out ahead of the game. Doran says she thinks EV production will continue to improve and that the emissions associated with manufacturing will drop once more countries that use cleaner energy sources ramp up electric vehicle battery production. Right now, China is the world leader in EV battery production, but produces most of its electricity using coal. Doran points out that while there is room for improvement on the initial emissions produced by EVs, it's the battery that makes EVs more energy efficient overall compared to combustion engine vehicles. "As you're burning gas in a traditional fossil fuel-powered car, you're losing a lot of the useful energy through that combustion trying to move," she said. "Because electric vehicles kind of can make that connection more directly, they convert about 77 to 91 per cent of the energy stored in their batteries into power for movement, whereas gasoline cars convert about 17 to 21 per cent." While batteries make electric vehicles more efficient, they are also what makes them heavier. One other claim that Inch has faced since buying hers is that it weighs too much and that EVs are causing more damage to the roads. Not so, says Doran. She explains that studies have shown that damage to roads is overwhelmingly caused by large vehicles, like buses and transport trucks, but road wear from cars, including EVs, is quite low. Doran says the benefits of electric vehicles are only increasing. But if you're "EV-curious" and have some trouble navigating conversations about your decision to drive an electric vehicle, she has some simple advice: "Don't hesitate to try to talk to a friend or neighbor or somebody sitting charging an electric car at a car station because lots of EV drivers are keen to talk about some of their experience and some of the research they did before they made the choice." Check out our podcast and radio show. In one of our newest episode s: Polar bears, bowhead whales, melting sea ice – the students on these ships see it all. We hear from two students sailing across the Davis Strait from Nunavut to Greenland about what life is like onboard the Students On Ice ships. We also hear from a former student about how her trip sparked her career in climate solutions, and from the founder of the program about how the polar regions have changed since he started the expeditions 25 years ago. What On Earth drops new podcast episodes every Wednesday and Saturday. You can find them on your favourite podcast app or on demand at CBC Listen. The radio show airs Sundays at 11 a.m., 11:30 a.m. in Newfoundland and Labrador. Check the CBC News Climate Dashboard for live updates on wildfire smoke and active fires across the country. Set your location for information on air quality and to find out how today's temperatures compare to historical trends. Reader Feedback Last week, we had a story about a project in Nova Scotia exploring the potential of charred wood to help farmers and store carbon. Heather Zwicke r responded: "Just popping you a note towards a weird rabbit hole as to say that a source of carbon I wish to contribute to Nova Scotia's flora will be my cremains.… Also … aquamation has a tiny environmental impact and creates the same end result as cremation when it comes to bodies." Unfortunately, pyrolysis of human bodies to produce biochar isn't currently available. Unlike pyrolysis, cremation removes all carbon content from a body, and the heat to burn the body comes from burning natural gas, producing lots of carbon emissions in the process. Aquamation, also known as alkaline hydrolysis or flameless cremation, does have a smaller environmental impact. In both cases, the "cremains" are generally too salty and acidic to be added directly to soil, although there are techniques to add them to plantings. The Big Picture: How Seville beats the heat Street shades are strung up throughout downtown Seville to protect pedestrians from the sun. The Spanish city, nicknamed the "frying pan of Spain" for its extreme summer temperatures, was recently named a winner of the 2025 edition of Haciendo misión, a competition between Spanish cities on the climate transition. The shades are among many adaptations aimed at cooling the city that contributed to that honour. Others include qanat, an ancient Persian technique based on a system of underground water canals that store "coolness" at night and bioclimactic air conditioning in schools. You can read more about these solutions here. — Emily Chung Hot and bothered: Provocative ideas from around the web "Balkonkraftwerke" is having a moment. The German term for balcony solar panels that plug in to an outlet may be the next big thing to supplement your electricity. But as The New York Times and The Washington Post explore, even this simple tool to save you dozens of dollars comes with big hurdles. It turns out we're not that good at understanding which of our climate decisions have a big impact, and which ones don't, according to a new study. Researchers found most people ranked personal choices that do have a big impact — like owning a pet dog or avoiding flights — as much less important than interventions with a smaller impact. Walmart Chile's Quilicura distribution centre has been producing green hydrogen from the country's abundant renewable energy for two years to power a couple hundred forklifts. In September, it'll start testing a hydrogen-powered fuel cell truck to make deliveries in the Santiago area. As the climate warms, some airplanes may need to carry fewer passengers or less cargo. That means you could get bumped from a flight during heat waves, Yale Climate Connections explains. Scientists say the world needs to eat less meat to meet its climate targets. To counter that, the meat industry has recruited environmental groups such as the Nature Conservancy and WWF to make beef seem more eco-friendly, DeSmog reports. Could cable cars help fix traffic problems in Canada? What if your daily commute didn't mean enduring bumper-to-bumper traffic but soaring above it instead? It sounds like wishful thinking, but in parts of the world, cable cars or gondolas — typically seen at ski resorts or tourist spots — are actually used as public transit, helping people get around in their day-to-day lives. For example, Bogotá, Colombia, relies on the TransMiCable to transport people daily. In Oregon, the Portland Aerial Tram averages 9,000 rides each weekday, while Mi Teléferico in La Paz, Bolivia, has a capacity of as many as 34,000 passengers per hour in each direction. As Canadian cities grapple with "brutal" congestion and spotty transit service, some transportation planners believe cable cars could offer this country an affordable and efficient fix. "It's not very expensive to operate," Reece Martin, a Toronto-based independent transportation planner, told Day 6 host Brent Bambury. "And frankly, they're not very expensive to build, either." "You install some poles, you string some cable and then it's good to go," Martin said. "It's a lot faster to build than some of the transit projects we might be familiar with." Jonathan English, a transportation policy consultant with the Toronto Region Board of Trade, agrees. He says cable cars are "in theory ... potentially significantly cheaper than building an elevated train." For commuters, says Martin, it means no stoplights, no traffic jams. Just climb in, glide over the bustle and arrive calm and stress-free. Proposed cable car lines in B.C., Ontario In Burnaby, B.C., a gondola commute is on the brink of becoming reality. Councillor Daniel Tetrault, vice-chair of the city's transportation committee, says the Burnaby Mountain Gondola is "ready to go." The new aerial link would hook up a SkyTrain station with the top of Burnaby Mountain, home to Simon Fraser University's main campus and a growing community of roughly 7,000 residents. The ride would support about 25,000 trips every weekday. "I'm a former SFU student," Tetrault said. "I remember anytime it's snowing or the weather's iffy, the bus service was unreliable … [a gondola is] an important opportunity that really could connect the university and the rest of Burnaby and the region." Beyond convenience, the environmental impact is huge, says Tetrault. According to TransLink, Metro Vancouver's public transit authority and a proponent of the project, a gondola runs on electricity and a single trip would emit just five grams of carbon dioxide per passenger — a sharp contrast to the roughly 400 grams produced by a diesel bus. Environmental assessments, community consultations, infrastructure design and route selection are complete but Tetrault says the project is currently at a standstill, awaiting funding from the provincial and federal governments. For it to move forward, he adds, it must be recognized as a priority and included in an investment plan approved by the TransLink board and the Mayors' Council on Regional Transportation. TransLink confirmed in a statement to the CBC that the Burnaby Mountain Gondola is part of its Ten-Year Access for Everyone plan but remains unfunded. "The next step for the project is to complete the business case and acquire funding through a future Investment Plan update," the statement said. While gondolas are ideal for steep terrain like Burnaby Mountain, English says they could also "potentially" help untangle congestion in busy city centres. He sees gondolas as a potential solution in parts of Toronto that have rapid residential growth but "slow, crowded or unreliable" transit access. Just east of Toronto, in Oshawa, Ont., a proposed Aerial Cable Car Transit line would run along Simcoe Street. Following a review, regional staff recommended the cable car over traditional buses, citing advantages such as greater speed and reliability. As well, Simcoe Street's narrow roadway and densely packed buildings make expanding traditional bus service challenging. Adding a new bus route could mean reducing parking spaces, eliminating traffic lanes and expropriating private property. English is realistic, saying there's no "silver bullet" to fix congestion. He says gondolas work well in some situations but not everywhere. Still, he calls them "one tool in the toolbox" and says having more options is always better. Martin believes the biggest barrier to adopting gondolas as public transit is people's perception of them. "It's really an issue of just kind of getting one built," said Martin. "So that you have an example to point to and say, 'Hey, they did it over there and it's very successful and it was a good investment.'" — Catherine Zhu
CTV News
30 minutes ago
- CTV News
Budget cuts and back to school: CEGEPs left behind, argues CSQ
Éric Gingras, president of the Centrale des syndicats du Québec (CSQ), photographed during a press conference on January 8, 2024, in Montreal. (Ryan Remiorz/The Canadian Press) Why is François Legault's government saying it will reinvest money in primary and secondary education – after initially announcing budget cuts – but isn't doing the same for CEGEPs? That's a question the Centrale des syndicats du Québec (CSQ) had for the government at its annual press conference ahead of the start of the school year. Thursday, CSQ President Éric Gingras said he wondered if the age of the students affected means that the $151 million in budget cuts to colleges, announced last June, just aren't making as many waves. 'CEGEPs are often left behind,' he said, noting that if the government does impose budget cuts, 'in two or three days, no one will be talking about it anymore.' Alongside him at the press conference, the presidents of the professional, teaching, and support staff federations argued that the cuts are in addition to the hiring freeze for staff who do not provide direct services to students, something that was announced last November. The measures come at a time when CEGEP enrolment is growing. Additionally, the union representatives point out that a report by the auditor general shows that two-thirds of college facilities are in poor condition. – This report by The Canadian Press was first published in French on Aug. 14, 2024.
Globe and Mail
30 minutes ago
- Globe and Mail
How to know if a flight is a better deal through points or with cash
I book at least one or two flights each year using my Aeroplan points, and until now the way I decided whether I was getting a good deal was instinct. I'd compare the cost of the same flight using points with the cash price, and then make a gut decision on the spot. For example, 30,000 points and $140 dollars in fees for a one-way flight to Bogota last year seemed to be a better deal than roughly $500 in straight cash, so I went for it. Of course, with the current Air Canada potential strike threatening to disrupt travel, now is a tricky time to try to book. Nevertheless, earlier this week I looked at round-trip flights from Toronto to Edmonton. On the surface, it appeared to be a good deal: 22,000 points and $100 in fees. When I searched up the same flight in cash, the cheapest option (which happened be the same Air Canada flight) was $260. I'd be paying 22,000 only to save about $160. The deal didn't seem so good anymore. To get a more concrete answer of how to define a good deal, I reached out to Barry Choi, a credit-card and loyalty points expert at and a regular Globe contributor. After years of sifting through flight rewards on different platforms, Mr. Choi has a formula to find the 'cost per point' (or CPP), which determines whether you're getting a good deal on Aeroplan points. He says you need to have a minimum cost per point of 1.5 to be getting a good deal on economy flights. For business class seats, you should have a cost per point of at least 2. To calculate your CPP, you take the cash price of your flight, minus the taxes and fees you'd pay through Aeroplan, and divide it by the amount of points the flight costs, and multiple that number by 100. For example my flight to Edmonton, in which I save $160 for 22,000 points has a cost per point of .81. He says it's an atrocious deal, so my gut was right. My flight to Bogota had a CPP of 1.2, so it was a better deal, but still not a great one. Mr. Choi says you'll often get the best bang for your points on flights that have less demand. That could include flights at undesirable hours or less popular routes. He added that Toronto to Vancouver seems to always have cheap flights available on points, despite being a popular route. Flights that involve a codeshare with another affiliated airline also tend to have cheap rates. Some of the best deals I've gotten in the past were between Toronto and Montreal, Toronto and Vancouver, and Vancouver between some Interior B.C. destinations. Mr. Choi recently got a CPP of 1.9 on a one-way economy seat from London, U.K., to Toronto – one of the best deals he's found as of late. On other reward programs like RBC Avion, you should try to get a CPP of at least 1, although on certain promo flights he's seen CPP's of up to 2.33. Meanwhile, Mr. Choi says programs like WestJet have an exact cash value to their points, so CPP isn't as relevant. From now on, I'll be calculating CPP every time I book a flight on Aeroplan. Do you have a system for when you use your travel rewards points? E-mail me at sfarooqui@ Paying off your mortgage is any homeowner's dream. This piece talks about the questions you should ask yourself after this accomplishment. A New York Times reporter looks into Delta Airlines' treatment of passengers after an emergency landing during a flight from Madrid to New York. The article found that the airline's customer service – including the compensation they offered – varied widely. An interesting case of how the courts responded to a person who continuously over-contributed to his TFSA. The judge found that the CRA's method of levying penalties even when an account has faced major losses goes against parliament's intent for the account rules. We're getting to the end of summer, and last year I certainly had to take stock after spending a bit too much. This piece talks about how to recollect after an expensive summer. While looking for better ways to search up rewards flights, I found this website called on a Reddit forum. It lets you see the kind of rewards other programs are offering, and makes it easy to compare Aeroplan flight prices for different routes at the same time. Social media We've all heard about the meltdown in Toronto's condo market. John Pasalis runs the numbers and finds an interesting fact: many who can't sell their condos are putting them up for rent in massive numbers. It's adding lots of supply to a market that's already soft. The money-free zone Have you heard of Habibi Funk? It's not a genre, it's a record label out of Berlin that's dedicated to unearthing pop hits from the Arab world from the 60s to 80s. There's everything from Sudanese folk to Lebanese yacht rock. This is my favourite track on one of their releases – a synth pop song from Egyptian superstar Hamid al-Shaeri. It sounds like a hot, sun-soaked day in Cairo.
