When Halifax, Dartmouth, and the outlying regions were merged earlier this year, the residents had little say in the matter; to add insult to injury, the costs of the amalgamation were much higher than promised. However, we do get to enter into a competition to decide upon the new municipal logo!
So cheer up Torontonians -- you might be able to choose your city's new logo too!
Sent: 7 January 1997. Published: 10 January 1997
The editorial, Gassing up the Atmosphere (6 January), ends with the dire warning "if Canadians want to meet the targets for greenhouse-gas emissions, they can -- but they will have to pay for it." However, the editorial (and the Canadian government) overlook the fact that ignoring the problem has associated and significant costs as well; for example:
Agriculture. Increased concentrations of carbon dioxide are known to benefit certain crops; however, the effect of climate change is also expected to cause heat stress, decreased soil moisture, an increased incidence of pests and diseases, erosion, and changes to the growing cycle of plants. A doubling of carbon dioxide concentrations is projected to result in an 18 per cent decrease in yield for Canadian agriculture.
Health. Death rates are known to increase as a consequence of both heat waves and very cold weather. Assuming a rise in average temperature, climate change could lead to an escalation of heat-related deaths from coronary disease and stroke; this is likely to more than offset a reduction in winter mortality due to warmer winters.
Exposure to higher levels of UV-B significantly increases the risk of skin cancer. The recent and unexpected rise in UV-B in the northern hemisphere is believed to be related, in part, to the cooling of the upper atmosphere by an increase in carbon dioxide.
Tourism. Quebec could lose 40 to 70 per cent of its ski-days; this loss is expected to be greater in the U.S., where the temperature base is higher. Even the possibility of a longer camping season in Ontario could be offset by increased rainfall.
The editorial fails to mention the many positive aspects of adopting a greenhouse-gas abatement policy. In Nova Scotia alone, a co-generation and district heating industry based upon biomass could employ 73 people per year for every 100,000 tonnes of fuel used, 10 people per year for every $1 million spent on district heating, and 14 people per year on harvesting and delivery for every $1 million spent. Depending upon the level of penetration of district heating, hundreds of jobs could be created.
There are viable solutions to the problem of climate change; it is time our politicians woke up to this fact.
Sent: 9 January 1997. Unpublished
In his letter on climate change, the Federal Environment Minister Sergio Marchi states that "Governments cannot wave a magic wand and make things better" (11 January).
Then it would appear that the only avenue remaining to the minister is to assume a leadership role and introduce legislation to combat Canada's greenhouse gas emissions.
Sent: 17 January 1997. Unpublished
Bruce Little's intriguing article on the stability of Canadian gasoline prices over the past 40 years (Amazing Facts, 27 January) is only one of the amazing facts that can be obtained by comparing automotive data from the early 1960s with today's figures.
For example, the following table lists the Canadian population, the number of motorized vehicles (cars, trucks, motorcycles, and buses), and the fuel (oil and diesel) consumed by these vehicles in 1960 and 1994 (sources: Statistics Canada and the National Energy Board):
| Year | Population (MM) | Vehicles (MM) | Fuel Consumed (PJ) |
|---|---|---|---|
| 1960 | 18.23 | 5.26 | 562.20 |
| 1994 | 29.25 | 17.79 | 1550.60 |
(Fuel consumption is expressed in terms of petajoules (PJ); a petajoule is equivalent to about 182,000 barrels of oil.)
These figures lead to some interesting observations:
The combustion of oil, a fossil fuel, produces carbon dioxide, one of the major greenhouse gases responsible for anthropogenic climate change. In 1961, each Canadian was responsible for some 2.3 tonnes of carbon dioxide being emitted into the atmosphere from all forms of automotive transportation; by 1994, this had increased to almost 4 tonnes per person.
With no end in sight to the growth in the number of motorized vehicles, one can expect the rise in fuel consumption and emissions to continue. To make matters worse, the next round of Federal infrastructure spending is to concentrate on road construction and maintenance, ultimately encouraging more road traffic. If Federal Environment Minister Sergio Marchi is serious about combating climate change, he can begin by convincing his cabinet colleagues of the importance of applying infrastructure spending on energy efficient modes of transportation.
Sent: 31 January 1997. Unpublished
Heaven help us -- a nuclear plant full of Homer Simpsons.
Sent: 27 February 1997. Unpublished
The announcement that the thinning of the ozone layer over the Arctic caught scientists by surprise (Ozone levels hit new low, 8 April 1997) is, in itself, surprising. The Arctic ozone layer has been thinning regularly in late winter for the past number years.
Antarctic ozone depletion is explained by the combination of chlorofluorocarbons (CFCs), polar stratospheric clouds (PSCs) and extreme cold. The extreme cold permits chemical reactions to take place between the PSCs and the CFCs, releasing ozone-destroying chlorine. These conditions were thought to be unlikely over the Arctic, in part because the Arctic is warmer than the Antarctic.
However, it now appears that similar conditions are occurring in the Arctic, potentially caused by a cooling of the stratosphere. One possible reason for stratospheric cooling is the absence of heat that normally escapes through the stratosphere and warms it. This process is well understood, it is more commonly called the greenhouse effect.
Sent: 9 April 1997. Published: 11 April 1997
re: Ottawa to reopen cod fishery (16 April 1997)
The federal government permitting a "sentinel fishery" of 2,000 tonnes to monitor changes in the southern Gulf cod stock makes about as much sense as the Japanese doing "scientific whaling".
Sent: 16 April 1997. Published: 17 April 1997
It says a great deal about Canada when, in this age of environmental awareness, eco-tourism, and health-consciousness, the bridge to PEI does not have a bicycle lane.
Sent: 2 June 1997. Published: 4 June 1997.
Terence Corcoran is correct in his observation that the science of climate change is being distorted by politics. An example that he failed to mention in his article on junk science (24 June) is "Canada's Energy Outlook: 1996-2020" from NRCan's Energy Forecasting Division [1]. Data from this publication is being used by Canadian politicians to claim that by the year 2000, Canadian greenhouse gas emissions will be only 8 per cent higher than they were in 1990, thereby making Canada "slightly superior" to the average of industrialized countries [2].
Earlier projections placed Canadian greenhouse gas emissions at 13 to 18 per cent higher in the year 2000 than they were in 1990. The basis for NRCan's 8 per cent claim is a series of assumptions that stretch credibility; some examples:
The 8 per cent growth in greenhouse gas emissions being touted by our politicians is best summed up in Mr. Corcoran's own words: "so much flapdoodle."
References
Sent: 26 June 1997.
The editorial "Hot air and greenhouse gases" (27 June) ends with the warning: "it (the issue of global warming) can't be addressed by only half the world." The implication being that while the industrialized countries are willing to do something about the problem, it is the developing countries that are preventing a solution.
An examination of the world's energy consumption patterns would suggest a different story. The industrialized countries make up some 15 per cent of the world's population, yet use over 50 per cent of the world's energy resources. Canadian per capita energy consumption has grown by 7.3 per cent between 1990 and 1995; Canadians still produce over 7 times more carbon per capita than do the Chinese.
Rather than blaming the developing world for aspiring to meet their legitimate energy needs, the industrialized world should being to lead by example. Adopting sustainable energy policies would be a good place to start.
Sent: 30 June 1997.
The announcement that summertime ultra-violet levels over Canada have stabilized (Ozone layer shows signs of recovery, 4 July) should not be taken as a sign that the ozone layer is on its way to recovery, as it assumes universal compliance with the Montreal Protocol and the subsequent London and Copenhagen amendments. At present, there are a number of reasons why this announcement may be premature.
First, a number of countries (most notably Russia), unable to meet the agreed upon CFC phaseout date of 1 January 1996, have been granted four-year extensions. The recovery of the ozone layer can be expected to be delayed by several years because of this.
Second, in 1995, at least 20,000 tonnes of illegal CFCs were exported from Russia, China, and India to Europe and North America. Newly manufactured CFCs are being disguised to appear as recycled CFCs, thereby resulting in the manufacture of additional CFCs.
Third, methyl bromide is being heavily promoted throughout the world as a pesticide by companies in the United States and Israel, despite bromine being a known ozone depleter. Although production is scheduled to be stopped by 2010 in developed countries (2001 in the United States according to the Clean Air Act), demands from developing countries (and corporations) will probably see its use rise, in spite of the availability of non-ozone destroying alternatives.
Fourth, sulphuric acid particles produced in the stratosphere by the combustion of jet aviation fuel (from both supersonic aircraft such as Concorde and long-haul subsonic aircraft) allows chlorine and bromine to react with and destroy ozone. This should be particularly worrisome in Canada, since many long-haul aircraft take routes over the Arctic.
If these problems were not enough, the Multilateral Fund established in 1991 to help facilitate the transfer of `ozone friendly' technologies to the developing world is some $115 million short of its target. This shortfall is being used as an excuse by China and India to justify their delay in switching from CFCs to less harmful products.
Sent: 9 July 1997. Published: 15 July 1997.
In his call for the federal government to implement mandated fuel efficiency standards, Brian Hunt, president of the Canadian Automobile Association, overlooks three important issues (letter, 16 July). First, for these standards to have any real effect, the existing vehicle stock must be replaced, an operation that will take from 10 to 15 years. Second, without corresponding legislation in the United States, it is questionable whether auto manufacturers would re-tool simply for the Canadian market; our present levels of fuel efficiency are a direct result of the U.S. CAFE (Corporate Average Fuel Economy) standards. Third, despite "high" Canadian fuel prices, the number of passenger cars and light trucks per capita continues to increase, as does the number of kilometres driven per year; given these trends, one can assume any efficiency gains would soon be overtaken by increased usage.
For Canada to meet its climate change commitments made at the 1992 Earth Summit, all sectors of the economy that use fossil fuels must undergo changes. Although many of the necessary changes are long term (such as replacing oil- and gas-fired space heating with district heating), there are some that can take place immediately, with immediate benefits. For example, in the transportation sector, the majority of urban-dwelling Canadians have a choice of modes: public transportation and taxis are fuel-efficient alternatives to the private automobile.
It will be interesting to see how many of the 74 per cent of Canadians who claim to care about the environment are prepared to actually do what is necessary to reduce their dependance on the automobile.
Sent: 22 July 1997. Unpublished.
Professor Frank R. Smith's comments on London's killer smog and greenhouse gas emissions (letter, 26 July) require some clarification.
First, the 4000 deaths attributed to the London smog occurred over 5 days in December 1952, not "1953 or 1954" as stated by Professor Smith. These deaths lead the the 1956 Clean Air Act, which banned the burning of untreated coal in London.
Second, Professor Smith has confused the 1956 Clean Air Act with the 1990 privitization of the Central Electricity Generating Board (CEGB). The breakup of the CEGB and the subsequent adoption of natural gas as the fuel of choice by National Power and Powergen has been the primary cause of Britain's significant decline in carbon dioxide emissions.
Sent: 28 July 1997.
Rather than restricting his questions on the state of the Canadian environment to our politicians, Nick van der Graaf (letter, 1 August) should have included all Canadians.
After all, Canadian politicians are only responding to the demands of those Canadians who, for example, want more roads, more `freedom' to drive, more cars and less public transportation (Globe and Mail, 6 June 1997).
Sent: 2 August 1997.
So, push-powered lawn mowers are back in vogue because of the yuppie phenomenon called "upscale simplicity", coupled with environmentalism and a "hefty dollop of nostalgia" (Focus, 9 August).
What's next? Giving up the Sport Utility Vehicle for public transit?
Sent: 11 August 1997.
The recent rise in gasoline prices cries out for action on the part of the motoring public -- boycott gasoline! Show your opposition by taking public transportation, bicycling, or walking. You have nothing to lose but your poor air quality.
Sent: 24 August 1997. Unpublished.
Reid Morden, President and CEO of AECL, states that "there are now more Candu reactors under construction in the world than any other design, proof of the quality, performance and cost-competitiveness of Candu technology" (letter, 25 August).
This claim presumably includes the four Candu reactors in Cernavoda, Romania, under construction since 1979, but excludes the two U.S. designed light-water reactors to be constructed in North Korea.
Sent: 28 August 1997. Unpublished.
If anyone is interested, one of the reasons why Canadian greenhouse gas emissions continue to rise ("Canada missing emission target", 16 October 1997) was printed on the same front page: "Buyers `swarm' dealers for new Mercedes."
Sent: 16 October 1997. Published: 17 October 1997.
The Globe and Mail's continued stand against action on anthropogenic climate change (Time for caution on global warming, 24 October) is ill-founded and misleading.
First, the geological record shows that there is a correlation between increased concentrations of atmospheric carbon dioxide and rises in global temperature; there is no reason to believe that this relationship no longer holds true. For the past 200 years (i.e., since the start of the Industrial Revolution), anthropogenic activites account for the greatest increase in the atmospheric budget of carbon dioxide and carbon dioxide-equivalent gases.
Second, at present, selected satellite data may appear to suggest that certain parts of the atmosphere that should be warming are not; however, other data is less controversial. Polar-orbiting meteorological satellite images of high latitudes (well into the Arctic circle) show an increase in photosynthesis earlier in the spring; this could be due to increasing temperatures, increasing levels of carbon dioxide, or both.
Third, computer global circulation models (GCMs) cannot be dismissed as "educated guesswork". It was recently announced that a marked warming has been detected in Alaska, with an average increase of one degree per decade over the past 30 years; these temperature rises were predicted by existing GCMs.
Fourth, there is a growing body of circumstantial evidence suggesting that increased levels of greenhouse gases are affecting the planet; for example, the unexpected strength of El Nino and the depletion of Arctic ozone. Climate change may not yet be an established fact, but insurance companies are not taking chances.
Finally, the Intergovernmental Panel on Climate Change (IPCC) has lowered its projected global temperature increase in the year 2100 from 3 degrees to 2 degrees; but this lowering is based upon the assumption that action will be taken to stem the use of fossil fuels. This decrease will not occur if the world follows the "do nothing" approach advocated by the C.D. Howe Institute and echoed by the Globe and Mail.
Sent: 25 October 1997. Published
Note: Last paragraph was omitted.
In his article on climate change (If there is warming in our future, 8 November), William Thorsell ponders the benefits of a policy of adaptation, in which emissions are allowed to rise and we adapt to whatever changes are wrought upon the planet.
In his defense of adaptation, Mr. Thorsell resorts to what many people now refer to as environmental racism: "Agricultural production would not suffer much, though poorer, hotter regions would." Of course, even as we adapt, the White Man's burden is still there: "More economic responsibility for the fate of the poorer, hotter regions would, however, ensue."
Furthermore, Mr. Thorsell presents only half the picture when he writes "Temperature increases in colder regions should result in fewer cold-related deaths." However, Working Group III of the IPCC reports that a rise in temperature would lead to an increase in summer deaths that substantially exceed the decrease in winter deaths [Source: Climate Change 1995 - Economic and Social Dimensions of Climate Change].
The alternative to adaptation is abatement, that is, taking responsibility for the energy we use and the emissions it produces.
Sent: 10 November 1997. Published: 18 November 1997.
If recent statements by Environment Minister Christine Stewart (Report links climate warming, illness, 25 November) and former Natural Resources Canada bureaucrat Allen Coombs (Greenhouse gases: the politicians' dilemma, 18 November) are correct, Canada's position at the UN Framework Convention on Climate Change (FCCC) to be held in Kyoto will be based upon Canada's "special circumstances", notably high population growth, cold climate, and long distances. These circumstances are intended to justify Canada's growing energy demand and, as a result, persuade the international community that Canada must be excused from meeting its greenhouse gas emission targets.
On the surface, arguments for Canada's special circumstances appear reasonable; however, closer examination reveals them to be specious. Consider:
High population growth. A growing population will naturally lead to greater energy consumption; however, in Canada's case, the growth in energy demand has outstripped population growth. Between 1986 and 1995, Canada's population increased by 13.1 per cent [1], while total energy demand grew by almost 20 per cent [2]. On a per capita basis, Canadians used about 6.5 per cent more energy in 1995 than they did in 1986. Per capita demand continues to grow, despite the energy efficiency gains claimed by programmes such as the Voluntary Challenge and Registry (VCR) [3].
Cold climate. Northern countries such as Denmark, Finland, Norway, and Sweden all have climates similar to that of Canada's, yet their per capita energy demand ranges from one-half to three-quarters of that of a Canadian [4]. One reason these countries exhibit lower energy demand is the widespread employment of energy efficient practices such as co-generation and district heating; rather than heating and lighting buildings using two different energy sources (say natural gas and electricity), a single energy source is used ("waste" heat from the generating station and the electricity it generates) [5].
Long distances. Although the transportation of goods is vital to the Canadian economy, it accounts for less than 40 per cent of the energy used in the transportation sector; personal transportation (i.e., cars and light trucks) consumes some 60 per cent of the energy in this sector [6]. Studies have shown that of the total distance travelled by Canadians in cars and light trucks, about two-thirds is urban, while the remainder is inter-city [7]. In other words, despite Canada's size, most personal transportation in Canada consists of short-haul trips, many of which could be replaced by public transport or eliminated through more careful planning [8].
Canada's "special circumstances" would appear to be based upon a spendthrift attitude toward energy consumption, rather than population, climate, or size. Until Canadians adopt meaningful energy efficient practices, the international community can hardly be expected to sanction our profligate ways.
References
Sent: 26 November 1997 - unpublished
Although the University of Guelph is reported to have developed a process that can convert 10,000 tires into enough artificial turf to cover a football field (Tackling the Dumps, 13 December 1997), it is debatable how much of an impact this will have on the tire mountain problem.
The United States discards some 250 million tires a year -- enough to cover 25,000 football fields.
Sent: 16 December 1997. Published 18 December 1997.