From the Fraser Institute

By Annika Segelhorst and Elmira Aliakbari

According to Steven Guilbeault, former environment minister under Justin Trudeau and former member of Prime Minister Carney’s cabinet, “Switching to an electric vehicle is one of the most impactful things Canadians can do to help fight climate change.”

And the Carney government has only paused Trudeau’s electric vehicle (EV) sales mandate to conduct a “review” of the policy, despite industry pressure to scrap the policy altogether.

So clearly, according to policymakers in Ottawa, EVs are essentially “zero emission” and thus good for environment.

But is that true?

Clearly, EVs have some environmental advantages over traditional gasoline-powered vehicles. Unlike cars with engines that directly burn fossil fuels, EVs do not produce tailpipe emissions of pollutants such as nitrogen dioxide and carbon monoxide, and do not release greenhouse gases (GHGs) such as carbon dioxide. These benefits are real. But when you consider the entire lifecycle of an EV, the picture becomes much more complicated.

Unlike traditional gasoline-powered vehicles, battery-powered EVs and plug-in hybrids generate most of their GHG emissions before the vehicles roll off the assembly line. Compared with conventional gas-powered cars, EVs typically require more fossil fuel energy to manufacture, largely because to produce EVs batteries, producers require a variety of mined materials including cobalt, graphite, lithium, manganese and nickel, which all take lots of energy to extract and process. Once these raw materials are mined, processed and transported across often vast distances to manufacturing sites, they must be assembled into battery packs. Consequently, the manufacturing process of an EV—from the initial mining of materials to final assembly—produces twice the quantity of GHGs (on average) as the manufacturing process for a comparable gas-powered car.

Once an EV is on the road, its carbon footprint depends on how the electricity used to charge its battery is generated. According to a report from the Canada Energy Regulator (the federal agency responsible for overseeing oil, gas and electric utilities), in British Columbia, Manitoba, Quebec and Ontario, electricity is largely produced from low- or even zero-carbon sources such as hydro, so EVs in these provinces have a low level of “indirect” emissions.

However, in other provinces—particularly Alberta, Saskatchewan and Nova Scotia—electricity generation is more heavily reliant on fossil fuels such as coal and natural gas, so EVs produce much higher indirect emissions. And according to research from the University of Toronto, in coal-dependent U.S. states such as West Virginia, an EV can emit about 6 per cent more GHG emissions over its entire lifetime—from initial mining, manufacturing and charging to eventual disposal—than a gas-powered vehicle of the same size. This means that in regions with especially coal-dependent energy grids, EVs could impose more climate costs than benefits. Put simply, for an EV to help meaningfully reduce emissions while on the road, its electricity must come from low-carbon electricity sources—something that does not happen in certain areas of Canada and the United States.

Finally, even after an EV is off the road, it continues to produce emissions, mainly because of the battery. EV batteries contain components that are energy-intensive to extract but also notoriously challenging to recycle. While EV battery recycling technologies are still emerging, approximately 5 per cent of lithium-ion batteries, which are commonly used in EVs, are actually recycled worldwide. This means that most new EVs feature batteries with no recycled components—further weakening the environmental benefit of EVs.

So what’s the final analysis? The technology continues to evolve and therefore the calculations will continue to change. But right now, while electric vehicles clearly help reduce tailpipe emissions, they’re not necessarily “zero emission” vehicles. And after you consider the full lifecycle—manufacturing, charging, scrapping—a more accurate picture of their environmental impact comes into view.

Annika Segelhorst

Junior Economist

Elmira Aliakbari

Director, Natural Resource Studies, Fraser Institute

From LifeSiteNews

By Anthony Murdoch

Of the Royal Canadian Mounted Police’s fleet of 1,200 drones, 79% pose national security risks due to them being made in China

Canada’s top police force spent millions on now near-useless and compromised security drones, all because they were made in China, a nation firmly controlled by the Communist Chinese Party (CCP) government.

An internal report by the Royal Canadian Mounted Police (RCMP) to Canada’s Senate national security committee revealed that $34 million in taxpayer money was spent on a fleet of 973 Chinese-made drones.

Replacement drones are more than twice the cost of the Chinese-made ones between $31,000 and $35,000 per unit. In total, the RCMP has about 1,228 drones, meaning that 79 percent of its drone fleet poses national security risks due to them being made in China.

The RCMP said that Chinese suppliers are “currently identified as high security risks primarily due to their country of origin, data handling practices, supply chain integrity and potential vulnerability.”

In 2023, the RCMP put out a directive that restricted the use of the made-in-China drones, putting them on duty for “non-sensitive operations” only, however, with added extra steps for “offline data storage and processing.”

The report noted that the “Drones identified as having a high security risk are prohibited from use in emergency response team activities involving sensitive tactics or protected locations, VIP protective policing operations, or border integrity operations or investigations conducted in collaboration with U.S. federal agencies.”

The RCMP earlier this year said it was increasing its use of drones for border security.

Senator Claude Carignan had questioned the RCMP about what kind of precautions it uses in contract procurement.

“Can you reassure us about how national security considerations are taken into account in procurement, especially since tens of billions of dollars have been announced for procurement?” he asked.

“I want to make sure national security considerations are taken into account.”

The use of the drones by Canada’s top police force is puzzling, considering it has previously raised awareness of Communist Chinese interference in Canada.

Indeed, as reported by LifeSiteNews, earlier in the year, an RCMP internal briefing note warned that agents of the CCP are targeting Canadian universities to intimidate them and, in some instances, challenge them on their “political positions.”

The final report from the Foreign Interference Commission concluded that operatives from China may have helped elect a handful of MPs in both the 2019 and 2021 Canadian federal elections. It also concluded that China was the primary foreign interference threat to Canada.

Chinese influence in Canadian politics is unsurprising for many, especially given former Prime Minister Justin Trudeau’s past  admiration for China’s “basic dictatorship.”

As reported by LifeSiteNews, a Canadian senator appointed by Trudeau told Chinese officials directly that their nation is a “partner, not a rival.”

China has been accused of direct election meddling in Canada, as reported by LifeSiteNews.

As reported by LifeSiteNews, an exposé by investigative journalist Sam Cooper claims there is compelling evidence that Carney and Trudeau are strongly influenced by an “elite network” of foreign actors, including those with ties to China and the World Economic Forum. Despite Carney’s later claims that China poses a threat to Canada, he said in 2016 the Communist Chinese regime’s “perspective” on things is “one of its many strengths.”