Grean Party Secures an Exceptional Candidate for Quinte Riding, Danny Celovsky

Conservative climate deniers take note: Danny Celovsky, wants to provide a liveable world for his children and grand-kids

Danny Celovsky
Danny is the Green Party candidate for Quinte. Danny designed , created a transparent B2B marketplace for the North American trucking industry that is now known as “The DOT Directory“. 

Climate Change is a big picture idea. Danny Celovsky is a big picture guy with a proven track record.

Danny has designed and created a cloud-based, transparent B2B marketplace for the North American trucking industry that is now known as “The DOT Directory“. Now Danny Celovsky  wants to  lead Canada and the world by taking the actions that will enrich our communities, and provide our kids and grand-kids with a livable future.

Danny believes, “We – in the Bay of Quinte – can lead Canada and the world by taking the actions that will enrich our communities, and provide our kids and grand-kids with a livable future.”

Ambitious? You bet. But as Danny says, “For decades, successive federal governments have failed to reach their targets for reducing greenhouse-gas emissions, and the government is not ready to adapt to a changing climate. This must change.”

Here is Danny’s platform for change:

My Platform

I will bring a voice to Ottawa. My priority is not to analyze, debate, assess, or evaluate our problems. We all know what our problems are. My sole motivation is to take action to solve the problems. I am just not good at sitting around being silent. I have a lot at stake (my children’s future). Here are some of the actions I will be pressing for:

    1. All subsidies and tax breaks to fossil fuel companies ended.  We need to make them illegal.
    2. A tax on all citizens with wealth over $50-million of 2% of their wealth regardless of where it is kept in the world (don’t worry, this will not affect you).
    3. Immediate fast-track action on clean energy initiatives.  Those that are local in The Q  get priority – and even a subsidy.  How do we pay for it?  From elimination of fossil fuel subsidies (see Item 1).
    4. We need to protect the truth. Corporate sponsorships of colleges and universities are made illegal (even for funding a library).  Public funding will take their place.  We need these institutions to be the keepers of the truth, without influence from vested parties.  How do we pay for it?  The wealth tax (see item 2).
    5. More protection for the truth.  We need a source of bottom-line truth.  The CBC will have their funding increased where they do not have to rely on corporate advertising to be profitable.  In exchange, we call on the CBC to investigate corruption and special interest distortions of our conversation and free markets.  How do we pay for it? We issue serious fines for those guilty of false advertising, free market disruption and corrupt practices.  These fines will more than pay for the CBC.  The freedom of the press must be in-place without any corrupting factors.
    6. Free college and university tuition. If you are good enough to be accepted, your country will help you out.  In exchange, we expect a commitment to work in Canada for the first five-years after graduating (a reasonable condition I would think).  This is an investment in our future we have to make. How do we pay for it? The wealth tax – even if we have to increase it another point or two.
    7. Immediate expansion of health care to cover prescription drugs (when a doctor prescribes them to you; you should be able to afford to take them).  Don’t worry people.  Every other developed nation other than the USA and Canada covers this – it works.
    8. “Buy Local” initiatives for everything possible whenever possible; creating local jobs which will be small business “mom-n-pops” for the most part.   Encourage people to open local businesses to give their local communities what they need while allowing them to look after themselves and their families.  It is called a free market that everyone can participate in. I would rather get my coffee and a fresh homemade muffin from Sally and Jimmy (who I know) than from Tim McHorton from Brazil (who only cares about their profit growth).  And we will support these local small businesses.  You can open a business.  As simple as a local coffee shop.   Or a studio.  Or a workshop. If you can offer our community a local product or service you have my attention.  Why not?
    9. Proper Use of Our Language. Nobody owns our language; so we can decide for ourselves on how it is used. Climate Change is Climate Crisis.  Global Warming is Global Heating.  Autonomous Vehicles are Driverless Cars.   Corporate Consolidation is An Illegal Activity.  They are just words, but we get to pick them.  Send in more and let’s get back to some common sense of our own language!

WE HAVE TO GET THE HOUSE OF COMMONS TO ACT.  We cannot afford any more failing report cards. MORE


The Canadian government is making smart investments in electric vehicles

Darlene Clarke, business development manager at Forseeson Technology, smiles as she test drives an electric car outside a global clean energy summit in Vancouver on May 27, 2019. File photo by Jennifer Gauthier

Last month, energy ministers and corporate leaders from around the world descended on Vancouver for the 10th Clean Energy Ministerial to discuss all things clean energy. But electric vehicles — from cars to buses to trucks — really stole the show.

To kick things off, the International Energy Agency released its new Global Electric Vehicles Outlook, the data-driven crystal ball of the electric future. The outlook predicts there will be 130 million EVs on the road by 2030.

EVs are among the most promising technologies for cutting pollution in one of Canada’s highest-emitting sectors. Roughly 25 per cent of our emissions come from transportation, with personal vehicles accounting for roughly half that. What’s more, we have a secret weapon that many Canadians aren’t aware of: our power grid is over 80 per cent non-polluting and getting cleaner every year. In other words, when we plug things into that grid, the pollution reductions are significant.

From Canada’s point of view, signs are looking good that we’ll ride the electrification wave. Canadian investment in EVs soared over the last few years, from next to nothing in 2010 to over $1 billion in 2017. More than 40 models of EVs are now available in Canada, a number that is rapidly ticking upward. Last year, the sale of new electric vehicles nearly doubled versus 2017. EVs now account for 2.5 per cent of all vehicles sold in Canada. And more and more Canadians believe their next vehicle will be electric.

What exactly is driving this trend? Canada’s federal government — supported by a couple of key provinces — is implementing many of the right policies and incentives to kickstart EV uptake. These measures will reduce carbon pollution while also helping Canadians benefit from lower fuel and maintenance costs. But some of these policies are pretty wonky. Do consumers and businesses know about the incentives on offer? As part of our series to help Canadians better understand the federal government’s climate policies, we’ve broken it down for you.

EVs are among the most promising technologies for cutting pollution in one of Canada’s highest-emitting sectors. Photo via Pixabay user MikesPhotos
National sales targets

Despite failed efforts to develop a national zero-emission vehicle strategy in co-ordination with provinces (a challenging feat when certain provincial governments are keen to roll back climate action), Canada has a target to sell 100 per cent zero-emission vehicles by 2040, with interim goals of 10 per cent by 2025 and 30 per cent by 2030. To help achieve these goals, the federal government will put $5 million toward inducing auto manufacturers to set voluntary zero-emission vehicle-sales targets.

Read more:

Tories pounce on carbon tax analysis that excludes cost of climate crisis

Canada becomes first country to sign pledge for zero emission commercial vehicles

Electric cars now over 1% of Vancouver vehicles

This, of course, stops short of a zero-emission vehicle mandate (that is, a requirement, as opposed to a target, that a certain percentage of Canadian automaker sales be electric by a certain date), like those in place in Quebec and now B.C. But it’s a step in the right direction and sends a signal to automakers that they need to start boosting production. If they don’t and supply lags behind demand, we could very well end up with a national mandate, as recommended by the federal government’s Advisory Council on Climate Action.

Consumer rebates

The federal government has also introduced a purchase incentive to make EVs more affordable. Rolled out May 1 of this year, consumers can access a rebate of up to $5,000 for electric-battery or hydrogen-fuel-cell vehicles. Fully electric cars with sticker prices below $45,000 are eligible for the full rebate, while plug-in hybrids can qualify for up to $2,500 off.

The rebate will also be available for higher-end versions of the eligible base models, so long as the final price after upgrades doesn’t exceed $55,000. This requirement led some carmakers such as Tesla to lower the price of their base models.

Provincial and federal rebates are also “stackable,” meaning B.C. residents can combine the $5,000 federal rebate with the $5,000 provincial one, and Quebec residents can stack the federal incentive with their $8,000 provincial rebate.

And make no mistake: these cars pay for themselves. The average Canadian driver could expect to save an average of $2,461 a yeari n fuel and maintenance costs. A new University of Calgary policy paper found that, with fuel savings and rebates combined, it could take as few as two years to recoup the higher purchase price.  MORE


Canadian companies failed to pay billions of taxes owed, new CRA report reveals

Changes in regulations should force corporations to pay all tax assessed within 30 days to avoid a 5% monthly interest charge.  After 30 days all assessed tax should be placed in escrow with the Bank of Canada until final determination is made. If we are serious about collecting all  taxes free from political side deals, it’s possible to do so.

Ted Gallivan, a CRA assistant commissioner, said in an interview that there are challenges collecting all of the money the agency demands from corporations it believes have underpaid their taxes.

Canadian corporations failed to pay between $9.4 billion and $11.4 billion in taxes in 2014, according to the first comprehensive analysis of the country’s corporate “tax gap” — the difference between taxes legally owed and those collected — being released today by the Canada Revenue Agency.

That means 24 to 29 per cent of all the corporate income tax legally due in Canada didn’t get paid that year.

The long-awaited calculations — which follow on similar studies in more than a dozen other Western countries — show the scope and source of unpaid taxes by delinquent corporations that keep billions of dollars from federal tax coffers every year.

“The results that we’re getting on corporate income tax … are quite similar to other countries in terms of per cent of revenues,” said Mireille Ethier, a director general with the CRA.

The country’s tax hit was reduced significantly by CRA audits that found $6.1 billion of the unpaid bills — reducing the tax gap by 55 to 65 per cent — the report says.

Read more:

How offshore banking is costing Canada billions of dollars a year

Inside the Panama Papers leak: Handling an historic data leak turned competing journalists into a global investigative team

Panama Papers revelations have already delivered results

But that money is not yet fully recovered, said Yves Giroux, Canada’s Parliamentary Budget Officer who reviewed the CRA’s report in advance of release. SOURCE

Canada has a long history of ignoring reports like that of the MMIWG inquiry

Closing ceremony of the National Inquiry into Missing and Murdered Indigenous Women and Girls. Photo: Justin Trudeau/Twitter

The hullabaloo over the missing and murdered Indigenous women and girls (MMIWG) inquiry’s use of the word genocide has obscured its broader message, and that is more than a pity. It is a tragedy.

The inquiry’s report builds a powerful case about the systemic causes for the frighteningly large number of cases of Indigenous women and girls who have been victims of violence, abuse and, too often, murder.

The report focuses, as one might expect, on the justice system, especially on the police. It points out that many Indigenous families have not believed they could trust the police to effectively deal with the disappearances of their loved ones.

Those families had ample reason for their mistrust.

For the most part, policing on traditional Indigenous territory and in urban Indigenous communities has not been a matter of providing a service. The RCMP and local police forces have, in large measure, acted not as peacekeepers, but as occupiers. Rather than serve the people and their communities, their role has been to pacify them.

But the report’s scope goes far beyond policing.

The inquiry identifies structural ways in which the dysfunctional governance of Indigenous people and communities has produced the tragic results it was mandated to investigate.

In its calls to action the report recognizes “self-determination and self-governance as fundamental Indigenous and human rights and a best practice.”

It points out that “self-governance in all areas of Indigenous society are required to properly serve and protect Indigenous women and girls,” adding that this is particularly “true in the delivery of services.”

Quite specifically, the report tackles the way the federal government manages and funds basic services in Indigenous communities, including education. All too often, this is done through term-limited contribution agreements, essentially imposed by the government in Ottawa.

The report notes that these “short-term or project-based funding models in service areas are not sustainable.” It explains that they “represent a violation of inherent rights to self-governance and a failure to provide funding on a needs-based approach, equitably, substantively, and stably.”

Many previous studies made similar recommendations

None of what the MMIWG Inquiry has reported should come as news to anyone who has been paying attention to Indigenous issues for the past four decades.

The auditor general’s office drew the same conclusions as did the MMIWG Inquiry in a long series of damning reports, going back to the beginning of this century. MORE

Thawing permafrost, disappearing land a warning of dramatic pace of climate change in Arctic

How climate change is thawing the ‘glue that holds the northern landscape together’

The warming of the North is causing major changes to the very ground underfoot

Permafrost scientist Steve Kokelj points to an area off the Dempster Highway where the northern permafrost is thawing. (CBC)

This story is part of a CBC News series entitled In Our Backyard, which looks at the effects climate change is having in Canada, from extreme weather events to how it’s reshaping our economy.

In one of the coldest places in Canada, Steve Kokelj is searching for Arctic thaw. He’s driving the great Dempster Highway, 747 kilometres of gravel linking southern Canada to the Arctic.

“The large permafrost disturbances that we’re seeing now have really developed in the last one to two decades,” he says.

Kokelj is a permafrost scientist for the territorial government, and his job is to survey the alarming changes to the layers of ice and rock which underpin the North.

“Think of permafrost as sort of the glue that holds the northern landscape together.”

But as the Arctic warms three times as fast as anywhere else in the world, that permafrost — made up of leftover ice from the last glaciation, frozen for thousands of years — is degrading.

That’s glaringly obvious as he pulls over to point out a huge hole carved out of the Dempster highway embankment. Elevated moisture and warmth have caused the side of the road to collapse.

As rising temperatures thaw the permafrost, the terrain in the North is being changed by landslides and erosion, like this stretch of the embankment along the Dempster Highway. (Mia Sheldon/CBC)

“As the ice-rich permafrost thaws, the ground settles proportional to how much ice there is in the ground,” Kokelj says.

In this case, that’s a lot.

Further along the highway, another road slump was dubbed “the million dollar hole” because so much gravel had to be poured in to shore it up.

The highway is drivable, but climate-related maintenance costs on the Dempster have more than tripled over a decade, to $5.1 million in 2016.

“It really highlights the need to start thinking innovatively about the solutions, because these types of phenomena are going to become more and more commonplace,” Kokelj says. MORE

Trans Mountain approval eases oilpatch angst, for now

The Trudeau government’s hypocrisy is breathtaking: declaring a climate emergency and within days  quickly approving the TransMountain pipeline expansion that will dramatically lock in a huge increase in emissions for years (if it is ever built).

Fear of further delays persist, despite another endorsement from Ottawa

Hundreds of pipes are stacked at a storage yard for the Trans Mountain expansion project, near Hope, B.C. (Kyle Bakx/CBC)

After the Trans Mountain expansion project was approved the first time, Ray Zervini ordered extra inventory, hired more staff, and considered expanding store hours. Considering the sheer size of the multi-billion dollar project, he ramped up his business as the shop is listed as one of Trans Mountain’s preferred suppliers in the area.

“There’s just an enormous amount of opportunity for us to sell product for this project,” said Zervini, president of Canyon Cable in Hope, B.C.

Of course, construction never did begin in earnest after the federal government first approved the project in 2016. Many of those supplies, like specialized welding rods, are collecting dust on store shelves and Zervini has had to adjust work schedules for his employees. Store hours were never extended.

Speaking before the second approval of the pipeline by the federal government Tuesday, Zervini said the delays have been frustrating. Like many in the oilpatch, he’s anxious to see pipes put in the ground.

“We’ll be ecstatic,” said Zervini. “It’s good for our business, it’s good for our community of Hope and it’s going to be good for the economy around here.”

For an industry that’s felt like it’s been stuck in neutral, or worse, for several years now, Tuesday’s news was welcomed as a step forward — even for those who still see a long journey ahead for the industry’s recovery.

“The approval of the pipeline is a positive development,” said David Yager, an energy industry consultant and a former chairman of the Petroleum Services Association of Canada.

Prime Minister Justin Trudeau made a long-awaited announcement regarding the decision on the Trans Mountain Expansion Project on Tuesday. (Sean Kilpatrick/Canadian Press)

“I just don’t think people fully understand how deep the hole is that we’re trying to dig our way out of. It’s the first five rungs on a hundred-rung ladder.”

The project has been met with strong resistance from the B.C. government, environmental groups and some Indigenous communities along the route. Among their concerns are the increased tanker traffic, pipeline leaks and climate change.



Trudeau Declared a Climate Crisis, then Backed Trans Mountain Again
How the Trudeau government responded to an oilpatch plan
Why we’ll be talking about the Trans Mountain pipeline for a long while yet