Connect with us
[the_ad id="89560"]

Business

China likely to escape scot-free in persecution of two Canadians

Published

6 minute read

From the MacDonald Laurier Institute

By Charles Burton

Beijing propagandists are already using recent claims to vindicate the appalling treatment of Michael Kovrig and Michael Spavor

There is a deep sadness to reports that Michael Spavor feels he was badly wronged by his fellow former political prisoner Michael Kovrig and, by extension, political officers at Canada’s embassy in Beijing and their masters in Ottawa.

Spavor reportedly wants millions in compensation from the Canadian government for its alleged complicity in his detention in his Chinese prison ordeal. If this ends up in court, Kovrig and his superiors would have an opportunity to defend themselves against these allegations, but Beijing propagandists are already using them to vindicate the appalling treatment of Kovrig and Spavor — a gross violation of international law — by a ruthless regime that arrested them to pressure Canada into releasing Chinese Communist Party figure Meng Wanzhou from house arrest in Vancouver.

While few specifics are known about Spavor’s claims, media reports depict a connection to Kovrig’s former job at Canada’s embassy in Beijing, and later with the International Crisis Group think tank, roles in which he would allegedly meet with people in China, engage them in his fluent Mandarin, and mine the conversations for nuggets of insight into China’s political or economic affairs.

Chinese authorities, of course, don’t like such activities. One expects that Kovrig and his superiors, both in government and the ICG, would have been well aware that this type of work would irritate Beijing, thus the danger of arbitrary detention on trumped-up charges was always there whenever he visited China without the protection of a diplomatic passport. And so it was.

One particularly troubling aspect of this sort of activity is the risk it presents to people who might unknowingly be sources for these information-gathering practices. Apparently Spavor and Kovrig routinely got together for drinks and sessions of good-humoured conversation. But friendships with diplomats imply that observations shared in a bar can end up the next morning in a report to Ottawa, and on to the Five Eyes. Was this possibility lost on Spavor? Was Kovrig perhaps not as forthcoming as he could have been about the full dimensions of their chats?

And there is always the possibility that China’s Ministry of State Security has access to Canadian diplomatic communications, which led them to open a file on the two.

Spavor ran a business, Paektu Cultural Exchange, that facilitated sports, cultural, tourism and business exchanges with North Korea. These pricey tours necessitated the transfer of badly-needed foreign currency into North Korea, arguably helping to enable the repressive Pyongyang regime. Perhaps more intriguing, in the course of his work Spavor developed an unlikely rapport with the third-generation Kim family dictator, Kim Jong Un, and was photographed jet-skiing and drinking cocktails with him on a private yacht. It is very plausible that China strongly disapproved of their junior proxy Korean communist dictator cavorting with non-Chinese foreign friends, hence his arrest.

Troublingly, Canadians — who were transfixed and infuriated by the two Michaels’ incarceration — have had little news about Kovrig and Spavor’s China nightmare since their sudden release in September 2021, just hours after Canada released Meng. One wonders if Ottawa really did enough to incentivize China’s Communist authorities to send them home sooner, or if there were other factors in Canada’s murky relationship with Beijing that took priority over what was perhaps downplayed behind closed doors as just another consular matter, one of many that are de facto subordinated to trade and political interests.

We may never see any Global Affairs Canada officials or former diplomats giving public evidence in a Canadian court to defend against Spavor’s accusation. To be sure, much of what goes on between Canada and China — indeed, within our own government internally — is kept from us by the secretive walls of the Security of Information Act.

Perhaps Spavor will be given a big whack of taxpayer money in an out-of-court settlement laced with ironclad nondisclosure provisions. One thing is for sure though. The Chinese authorities who so brutally persecuted him will, as usual, get off scot-free.

Charles Burton is a senior fellow at the Macdonald-Laurier Institute, non-resident senior fellow of the European Values Center for Security Policy in Prague, and former diplomat at Canada’s embassy in Beijing.

Business

Saskatchewan becomes first Canadian province to fully eliminate carbon tax

Published on

From LifeSiteNews

By Clare Marie Merkowsky

Saskatchewan has become the first Canadian province to free itself entirely of the carbon tax.

On March 27, Saskatchewan Premier Scott Moe announced the removal of the provincial industrial carbon tax beginning April 1, boosting the province’s industry and making Saskatchewan the first carbon tax free province.

“The immediate effect is the removal of the carbon tax on your Sask Power bills, saving Saskatchewan families and small businesses hundreds of dollars a year. And in the longer term, it will reduce the cost of other consumer products that have the industrial carbon tax built right into their price,” said Moe.

Under Moe’s direction, Saskatchewan has dropped the industrial carbon tax which he says will allow Saskatchewan to thrive under a “tariff environment.”

“I would hope that all of the parties running in the federal election would agree with those objectives and allow the provinces to regulate in this area without imposing the federal backstop,” he continued.

The removal of the tax is estimated to save Saskatchewan residents up to 18 cents a liter in gas prices.

The removal of the tax will take place on April 1, the same day the consumer carbon tax will reduce to 0 percent under Prime Minister Mark Carney’s direction. Notably, Carney did not scrap the carbon tax legislation: he just reduced its current rate to zero. This means it could come back at any time.

Furthermore, while Carney has dropped the consumer carbon tax, he has previously revealed that he wishes to implement a corporation carbon tax, the effects of which many argued would trickle down to all Canadians.

The Saskatchewan Association of Rural Municipalities (SARM) celebrated Moe’s move, noting that the carbon tax was especially difficult on farmers.

“It puts our farming community and our business people in rural municipalities at a competitive disadvantage, having to pay this and compete on the world stage,” he continued.

“We’ve got a carbon tax on power — and that’s going to be gone now — and propane and natural gas and we use them more and more every year, with grain drying and different things in our farming operations,” he explained.

“I know most producers that have grain drying systems have three-phase power. If they haven’t got natural gas, they have propane to fire those dryers. And that cost goes on and on at a high level, and it’s made us more noncompetitive on a world stage,” Huber decalred.

The carbon tax is wildly unpopular and blamed for the rising cost of living throughout Canada. Currently, Canadians living in provinces under the federal carbon pricing scheme pay $80 per tonne.

Continue Reading

Automotive

Electric cars just another poor climate policy

Published on

From the Fraser Institute

By Bjørn Lomborg

The electric car is widely seen as a symbol of a simple, clean solution to climate change. In reality, it’s inefficient, reliant on massive subsidies, and leaves behind a trail of pollution and death that is seldom acknowledged.

We are constantly reminded by climate activists and politicians that electric cars are cleaner, cheaper, and better. Canada and many other countries have promised to prohibit the sale of new gas and diesel cars within a decade. But if electric cars are really so good, why would we need to ban the alternatives?

And why has Canada needed to subsidize each electric car with a minimum $5,000 from the federal government and more from provincial governments to get them bought? Many people are not sold on the idea of an electric car because they worry about having to plan out where and when to recharge. They don’t want to wait for an uncomfortable amount of time while recharging; they don’t want to pay significantly more for the electric car and then see its used-car value decline much faster. For people not privileged to own their own house, recharging is a real challenge. Surveys show that only 15 per cent of Canadians and 11 per cent of Americans want to buy an electric car.

The main environmental selling point of an electric car is that it doesn’t pollute. It is true that its engine doesn’t produce any CO₂ while driving, but it still emits carbon in other ways. Manufacturing the car generates emissions—especially producing the battery which requires a large amount of energy, mostly achieved with coal in China. So even when an electric car is being recharged with clean power in BC, over its lifetime it will emit about one-third of an equivalent gasoline car. When recharged in Alberta, it will emit almost three-quarters.

In some parts of the world, like India, so much of the power comes from coal that electric cars end up emitting more CO₂ than gasoline cars. Across the world, on average, the International Energy Agency estimates that an electric car using the global average mix of power sources over its lifetime will emit nearly half as much CO₂ as a gasoline-driven car, saving about 22 tonnes of CO₂.

But using an electric car to cut emissions is incredibly ineffective. On America’s longest-established carbon trading system, you could buy 22 tonnes of carbon emission cuts for about $660 (US$460). Yet, Ottawa is subsidizing every electric car to the tune of $5,000 or nearly ten times as much, which increases even more if provincial subsidies are included. And since about half of those electrical vehicles would have been bought anyway, it is likely that Canada has spent nearly twenty-times too much cutting CO₂ with electric cars than it could have. To put it differently, Canada could have cut twenty-times more CO₂ for the same amount of money.

Moreover, all these estimates assume that electric cars are driven as far as gasoline cars. They are not. In the US, nine-in-ten households with an electric car actually have one, two or more non-electric cars, with most including an SUV, truck or minivan. Moreover, the electric car is usually driven less than half as much as the other vehicles, which means the CO₂ emission reduction is much smaller. Subsidized electric cars are typically a ‘second’ car for rich people to show off their environmental credentials.

Electric cars are also 320440 kilograms heavier than equivalent gasoline cars because of their enormous batteries. This means they will wear down roads faster, and cost societies more. They will also cause more air pollution by shredding more particulates from tire and road wear along with their brakes. Now, gasoline cars also pollute through combustion, but electric cars in total pollute more, both from tire and road wear and from forcing more power stations online, often the most polluting ones. The latest meta-study shows that overall electric cars are worse on particulate air pollution. Another study found that in two-thirds of US states, electric cars cause more of the most dangerous particulate air pollution than gasoline-powered cars.

These heavy electric cars are also more dangerous when involved in accidents, because heavy cars more often kill the other party. A study in Nature shows that in total, heavier electric cars will cause so many more deaths that the toll could outweigh the total climate benefits from reduced CO₂ emissions.

Many pundits suggest electric car sales will dominate gasoline cars within a few decades, but the reality is starkly different. A 2023-estimate from the Biden Administration shows that even in 2050, more than two-thirds of all cars globally will still be powered by gas or diesel.

Source: US Energy Information Administration, reference scenario, October 2023
Fossil fuel cars, vast majority is gasoline, also some diesel, all light duty vehicles, the remaining % is mostly LPG.

Electric vehicles will only take over when innovation has made them better and cheaper for real. For now, electric cars run not mostly on electricity but on bad policy and subsidies, costing hundreds of billions of dollars, blocking consumers from choosing the cars they want, and achieving virtually nothing for climate change.

Bjørn Lomborg

Continue Reading

Trending

X