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Amit Peled and his cello.

A cellist’s quick trip from Baltimore to Montreal turned into a two-day odyssey after Air Canada refused to let him bring his instrument on the plane. This despite the fact that he had paid full fare for a second seat specifically for the instrument, crafted in 1695 and worth over a million dollars, to fly with him.

Amit Peled is an

Israeli-American cellist

, conductor and teacher who has performed at venues around the world and released more than a dozen recordings including The Jewish Soul and Cellobration.

He’s no stranger to travelling by air with his instrument propped up in the seat next to him. “Almost every week of my life,” he told National Post in an interview “That’s what I do. In the last 30 years, I’ve been traveling all over the world.”

This week he was on his way to the Orford Music Festival near Sherbrooke, Que., where he was due to perform and also teach a class. But after driving from his home in Baltimore to the airport in Philadelphia, he was told by an Air Canada employee that his cello couldn’t board the plane.

He was flabbergasted. He’d had issues before — often because his musical companion doesn’t have a passport — but they’ve generally been solved at the airport.

“However, this time in Philadelphia, the lady at the counter said: You can’t bring the cello with you because it was not named the right way in the computer.”

He said the employee informed him that she could make a change but that it would cost $700. “And I said, well, I already paid a full-price ticket. And here it is. It’s right here in front of you. You can see it. And she said: I’m really sorry.”

Peled decided to go through to the gate anyway, hoping someone there would help him, but he was given the same answer. “Everybody goes on the plane, and I told her, I’m going to miss my flight, and thus I’m going to not be in the festival where I have to teach and play,” he said. “She didn’t care. And then, of course, the door closed and I missed the flight.”

Angry and stranded, Peled shot a short video in front of the gate, showing his cello and suitcase and explaining his plight.

“I have a full class of students waiting for me there from all over the world,” he says in the video, posted to social media. “I have my cello ticket, my ticket, and just here at the gate I’m denied entrance because the procedure to ride for the cello was not right on the computer.”

He ends by saying: “I’m really really sorry and I hope to be able to teach the students on Zoom. I can’t perform on Zoom but I’ll teach them on Zoom. I’m going home and never ever ever fly Air Canada again.”

Peled then called his daughter to pick him up for the two-hour drive back to Baltimore. But as he got home, his phone rang. “I get a phone call from somebody from Air Canada, and I’m shocked. And that person is in charge of customer service, calling me,” he said.

The airline had seen the video. “Can you believe that? I mean, it’s the first time in my life, honestly, that social media did something good for me. I was absolutely shocked. I mean, it’s not just somebody from Air Canada. It’s like the guy who runs customer service calling me, and he says: I’m really sorry, but I saw the video, and first I want to apologize.”

Peled was then booked on the same flight the following day. “And the same people, the same people that were there the day before: ‘Hello, Mr. Peled, how are you and the cello? Here are the two tickets.’ I went on the plane, no problem. And I’m here now in Canada.”

Not every airline experience has been so bumpy. Peled recalled a trip on Austrian Airlines several years ago, during which he fell asleep leaning on his cello, and missed dinner. When he woke up he went to the galley and asked the attendant if he could still have a meal.

“And she looks at me says, ‘Oh, you’re the guy with the cello.’ And I said yes. She said, ‘Well, if you bring the cello here and play for us, I’ll give you dinner from business.’ So I did.” The attendant took a video of the performance, and Amit later

uploaded it to YouTube

.

National Post reached out to Air Canada. “We continue to review this matter as it appears the cello was not booked correctly using our process for transporting instruments in the cabin, creating uncertainty about ticketing at the airport,” a spokesperson said. “Unfortunately, we were not able to recover in time for the flight, but we did reach out to this customer immediately afterward to rectify the situation.”

In addition to bringing instruments as checked baggage or (for smaller instruments) carry-on, Air Canada

has a policy

by which travellers may purchase a second seat at a 50 per cent discount. (Peled didn’t know about this, and paid full price for his second ticket.) The airline notes that “seated” instruments must be shorter than 162.5 cm (64 inches) and lighter than 36 kg (80 pounds).

Also, instruments cannot travel first class. “If you are seated in Air Canada Signature Class offering Executive or Classic pods, your musical instrument will, for safety reasons, be placed in Premium Economy or Economy Class,” the airline says.

But that’s better than not travelling at all. Last December, another cellist, Britain’s

Sheku Kanneh-Mason, had a similar problem with Air Canada on a flight from Cincinnati to Toronto. Barred from boarding, he had to cancel a concert at Koerner Hall in Toronto, and reschedule it in June. He too had purchased two tickets, after his flight with another airline was cancelled, but Air Canada requires 48 hours notice for such arrangements.

The New York Times

covered that incident

and reached out to Peled at the time for comment. His response: “Welcome to the club.”

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The Canada Revenue Agency.

A B.C. woman was brought back from the dead, so to speak, after she had been reportedly declared deceased by the Canada Revenue Agency.

June Miller said the mistake, although now resolved, caused her some distress as she tried to figure out how to navigate the situation,

CTV News reported

. The 65-year-old resident of Vancouver shared her story in a Facebook post on June 24.

“After losing my husband, I was wrongfully declared dead by the CRA,” she said.

“They cut off my pension, deactivated my SIN, and now I have no income, no access to support, and just $7 to my name. I can’t even prove I’m alive without documents I can’t afford.”

I never thought I’d have to write something like this.

After losing my husband, I was wrongfully declared dead by the…

Posted by Juna Miller on Tuesday, June 24, 2025

She decided to start a

GoFundMe fundraiser

, entitled “CRA Took My Life on Paper — Now I Can’t Pay to Stay Alive.” She raised $870 after less than a week and posted an update on the webpage thanking people for their support.

“Your kindness and support have reminded me that there is still humanity in this world, even when the system fails,” she wrote. “Because of your generosity, I’ve found the strength to keep fighting to reclaim my life after being wrongly declared dead by the CRA. Every single dollar you gave is helping me survive while I work to fix what should never have happened.”

In an emailed statement to National Post, CRA spokesperson TJ Madigan said the agency cannot comment on specific taxpayer situations. However, in general, he said, situations like these could happen for a variety of reasons, such as human error, a miscommunication from another government department, or an error made when a return is filed on behalf of a deceased person.

“Despite safeguards to ensure accuracy of its files, on very rare occasions an individual may erroneously be declared deceased with respect to their records with the Government of Canada,” the statement continued.

“The CRA regrets these types of situations and is committed to providing the best possible service to Canadians. We take this seriously and we continue to validate and analyze these errors, and implement changes as necessary, to ensure that, wherever possible, they are prevented.”

The agency said it understands that such errors can be “alarming” and have “financial implications.”

Last September, after the death of her husband Giorgio, Miller mailed his final tax return in May,

Daily Hive reported

. She included her own tax return in the same envelope.

She said she received a notice of assessment back from the CRA — but it was addressed to “the estate of the late June Miller,” per CTV News. When she went to verify her account online, she said she was locked out.

“So I called them and they said, ‘You’re deceased.’ I said, ‘You’re talking to me! Deceased, what are you saying? You have to change that.’ And they said, ‘Well, there’s a process. You have to prove that you’re alive,’” she told CTV News.

She provided Service Canada with documents in person that confirmed her identity, as well as a letter from her doctor. She said she was told that, even though she had just retired, she may not receive Canada Pension Plan payments while she was declared dead.

She said she also had to apply for a new social insurance number because her old one had been deactivated.

On Monday, the CRA and Service Canada called Miller to tell her the

issue was resolved

. She told CTV News she was “resurrected.” She expects to receive pension payments by the end of this month.

“In situations where it is determined that an error was made, the process is to simply remove the date of death from the taxpayer’s file and the taxpayer’s CRA account is restored,” per the CRA’s statement.

“This also reverses any letters or changes to taxes or benefits, which were issued in error. The reversal is immediate, though it can sometimes take a few weeks for letters to be re-issued and adjustments to be recalculated.”

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International immigration is still driving Canada's population growth, not the country's natural birthrate. But even that impact is declining.

The number of people leaving the country has been slowly increasing in recent years, according to

recent data

from Statistics Canada. Meanwhile, immigration levels are down in the wake of federal reductions. Both these trends are contributing to a larger picture of significantly slowing population growth, according to

StatCan analysis

.

StatCan includes Canadian citizens and permanent residents when it refers to emigration or emigrants — folks who leave Canada to reestablish their permanent residence in another country.

Immigrants, people who come to live in Canada, include permanent residents and landed immigrants.

How many people have been leaving Canada?

During the first quarter of this year, 27,086 people emigrated from Canada. It was

25,394 in the first quarter of 2022, then 25,536

in the first quarter of 2023 and up to

26,293 in the same quarter of 2024.

The number of emigrants peaked at more than 31,000 in the third quarter of 2017, and hit over 30K midway through 2018 and 2019.

The lowest emigration level in recent years was in the second quarter of 2020 — at just 7,431. Though, that’s unsurprising considering it is when the COVID-19 pandemic hit. After that, emigration started ramping up again.

What are the predictors of likely emigration?

A

2024 StatCan report

looked at the likelihood of departure by folks who had previously immigrated to Canada.

It showed that 5.1 per cent  of immigrants admitted between 1982 and 2017 emigrated within five years of arriving. That number jumped to 17.5 per cent 20 years after entering Canada.

The report did not present data on eventual destinations as “

emigrants are not required to report their departure from Canada or their destination,” Jada Cormier a communications officer with Statistics Canada told
National Post in an email.

However, the 2024 StatCan report did outline several immigrant characteristics that have been linked to emigration from Canada. For example, immigrants born in Taiwan, the United States, France, Hong Kong or Lebanon have been more likely to emigrate. The contrary is true for people born in the Philippines, Vietnam, Sri Lanka or Jamaica.

Immigrants who did not have children were substantially more likely to emigrate than those who had children. This particular trend has been truer for people age 65 or older.

Immigrants admitted in the investor and entrepreneur categories have been more likely to emigrate, while those admitted in the caregiver and refugee categories are less likely.

Education level also has an impact, according to StatCan, with more educated individuals being more likely to leave than less educated immigrants. It notes that people non-permanent residents who received a study permit prior to being admitted are particularly likely to leave.

Why do they leave?

Immigrants that were admitted to Canada may turn around and emigrate for a variety of reasons. It will “depend on both the situation in their country of origin and in Canada,” says StatCan in a

2024 report

.

Some faced difficulty “in integrating economically in Canada” and adjusting to their new country of residence.

The StatCan report cites a study (

Barauch 
et al.
2007) that stated f

amily and labour market conditions “are the main reasons that international students leave the United States and the United Kingdom.” The challenges faced by immigrants in the Canadian labour market — particularly recent immigrants— are well documented, says StatCan.

However, some may have personal reasons for leaving, such as the death of a loved one in their country of origin, Canada’s climate, and/or adjusting to Canada’s language(s) and culture. Older immigrants may return to their country to retire.

StatCan says emigrating may even be part of an immigrant’s overall migration strategy. It cites the rise of communication and transportation technology facilitating more than one residence, as well as ongoing family ties.

What about immigrants to this country?

On the other side of the ledger, the number of immigrants started to climb as the pandemic eased, peaking at over 145K in the first quarter of 2023. But Ottawa’s new, lower targets for permanent immigration have had a predictable impact.

The

federal government sets out annual plans

— looking three years out. I

n 2022, for example, Canada said it wanted to bring in 465,000 permanent residents in 2023, 485,000 in 2024 and 500,000 in 2025. In late 2024, however, the Trudeau government drastically reduced these targets with the aim of to achieving “well-managed, sustainable growth and economic prosperity for the long term.”

The target for 2025 was reduced to 395,000 newcomers and 380,000 for 2026. 

Canada admitted 104,256 immigrants in the first quarter of 2025. That’s the smallest number admitted during a first quarter in four years.

Every province and territory except for Newfoundland and Labrador, the Northwest Territories, and Nunavut admitted fewer immigrants in the first quarter of 2025 compared with the same quarter in 2024.

What about residents who come to study or work temporarily?

As of April 1, there were 2,959,825 non-permanent residents in Canada, accounting for 7.1 per cent of the total population. StatCan includes residents with work or study permits in this category, as well as people who have claimed refugee status.

The decrease is unusual for this time of year, says StatCan. Typically, there is an increase in the first quarter. Further, this number is down from a peak of 7.4 per cent on October 1, 2024.

The largest decrease in non-permanent residents came from people with only a study permit (down 53,669). Most of it occurred in Ontario (down 30,160) and British Columbia (down 11,742).

The number of people who only have a work permit remained high (1,453,481).

However, the number of asylum claimants, protected persons and related groups increased for the 13th consecutive quarter, reaching a record high of 470,029 as of April 1.

What has the impact of these shifts been on Canada’s population?

These trends have contributed to the smallest quarterly growth in Canada since the third quarter of 2020. In the first quarter of 2025, the population of Canada increased by just 20,107 people to a total of 41,548,787.

Notably, it was the second-slowest quarterly growth rate in Canada since comparable records began (1946). StatCan says it was also the sixth consecutive quarter of slower population growth, driven by the federal government lowering temporary and permanent immigration.

However, despite the federal reductions, international migration still accounted for the entire increase in population in the first quarter of 2025. Natural population growth is declining. Births in Canada have been outnumbered by deaths, resulting in an overall decrease of 5,628 as of the first quarter of the year.

“This is consistent with an aging population, a decreasing fertility rate and the higher numbers of deaths that typically occur during the winter months,” says the StatCan analysis that accompanied the quarterly data release.

Any natural increase “has been negative in every first quarter since 2022.”

What has the population impact been across the country?

The population dropped slightly in Newfoundland and Labrador (115), Quebec (1,013), Ontario (5,664), British Columbia (2,357) and Yukon (15) during the first quarter of 2025.

While these are small decreases compared to the size of those provinces, they were the largest quarterly population losses for both Ontario and British Columbia since comparable records began to be published in 1951. Since then, the populations of those provinces decreased only three times.

Some areas of the country increased their numbers slightly: Prince Edward Island (749), the Northwest Territories (168) and Nunavut (158). Alberta’s population did the best, with an increase of 20,562.

Our website is the place for the latest breaking news, exclusive scoops, longreads and provocative commentary. Please bookmark nationalpost.com and sign up for our daily newsletter, Posted, here.


Argo's

Traffic congestion is reaching crisis levels across Canada’s largest urban regions, threatening the economy and eroding quality of life for millions. From Toronto’s notorious Highway 401 bottleneck — costing commuters over three million hours of delay each year — to traffic jams in Montreal and Vancouver, the country’s major corridors are consistently among the worst in North America.

One upstart, Argo, hopes to mitigate the problem with a made-in-Canada public transit concept.

Argo integrates with existing transit lines and fare systems, an approach that could serve as a template for municipalities from coast to coast, supporting federal and provincial goals to cut emissions, boost economic productivity, and improve access to jobs, health care and education.

Argo’s new busing line allows users to request a transit ride near their location, with an app or phone call. Argo’s smart routing system groups passengers going the same way. The rider is then taken to an existing transit connection, or close to their final destination — all under one standard fare.

In the three months since launching its service in Bradford West Gwillimbury, Ont., Argo doubled ridership, having now replaced all fixed bus routes once operated by a private contractor.

This summer, Argo will roll out a 12-month pilot in Brampton, Ont., complementing an existing transit network with Brampton Transit and GO lines.

Praveen Arichandran speaks to the National Post’s Dave Gordon about Argo Corporation, the Toronto-based publicly traded company he co-founded last year. With degrees in computer engineering and economics from the University of Waterloo, Arichandran previously served as Tesla’s head of growth, and on Facebook’s international growth team. He was named to Forbes’ global “30 Under 30” list in 2019, and served as a key adviser to TikTok.

What’s unique about Argo?

We are building a future where public transit is more convenient than driving, but as affordable as taking the bus. We fully integrate with existing transit lines and fare systems, so that integration lets us deliver faster deployments, lower costs and a better quality of service. We’re dynamically routing our vehicles and grouping riders intelligently.

I think more broadly for society, that means a future where access to jobs, health care, education and our loved ones is democratized, and not just limited to those who can afford car payments, real estate next to major transit lines, or those mobile enough to walk to the bus stop and wait in the cold for the bus. Argo vehicles are fully electric and wheelchair accessible with an 18-passenger capacity.

How would a rider save time or money with Argo?

With traditional public transit, half of the time spent in transit is spent on 10 per cent of the distance. This is the “first and last mile” problem, of getting to and from a fixed route transit line, and waiting for the bus or the train.

With a typical ride share service, you get picked up directly at your door with a private driver, but the cost of that is prohibitive for most people to rely on for day-to-day mobility. So our smart routing technology dynamically routes the buses, and groups riders efficiently, so people can get picked up near their door, while still paying a standard transit fare, with the economics of traditional public transit.

How would Argo work in areas underserved by traditional public transit, and how do you integrate with those existing transit networks?

There are places in the city where public transit is less prevalent. That’s exactly the problem that our solution is best for. So regardless of whether there’s a high level of existing public transit lines in the area or a very low level, our system can dynamically route and pick people up near their door. And if it’s an area with sparse existing transit coverage, then our system can carry the full burden of the transit experience … we’ll take them all the way to their final destination.

This is a solution for municipalities where a transit line needs to run every 20 minutes, though there isn’t enough demand. In areas where there are existing high capacity transit lines, then we’ll focus more on solving that “first and last mile,” and feeding people into those transit lines.

 Argo Corporation CEO and co-founder Praveen Arichandran.

It’s a hard technical problem to solve, because you need the hardware, the software, the routing, the operations, the supply, demand management. There’s a lot of technical complexity to building a system like this.

But you need a place where you can bridge the technical talent that can build something like this with a public-sector ecosystem that is willing to invest in innovation.

We work to partner with all levels of government in order to make that happen. We’re in active conversations with many other transit agencies to ensure that we can collaborate and solve this problem together.

How would Argo scale to larger municipalities?

It does require a combination of world-class technology talent, and a public-sector ecosystem willing to invest in that innovation. We’ve brought home some of the top executives and engineers from leading consumer technology and mobility companies. But in order to scale both through Canada and globally, we’re really excited to partner with all levels of Canadian government as we build a global standard for modern transportation infrastructure.

What kind of investment will governments offer?

The Ontario Ministry of Transportation has said publicly it’ll spend $100 billion in the next decade on transportation infrastructure, and we believe that investment in innovation and solutions, like Argo, can deliver to the taxpayer extremely high ROI.

The municipality is already spending in partnership with the provincial and federal government, on transit infrastructure. So the value for the dollar, both from a capital perspective and an operational perspective, is more efficient than the alternatives, and can get reduced congestion, and help people have increased levels of access.

Can you describe the success so far?

Even the most robust transit networks in the country, for many people, aren’t accessible. Those who have mobility issues, and have trouble getting to the bus stop. Those who work off hours and on fixed route systems, have reduced service levels.

Even a healthy and active 25-year-old in a major city would find walking to the bus stop in the peak of winter, waiting for a bus, a major limiting factor to their mobility.

So in BWG (Bradford West Gwillimbury), we’ve seen so many inspiring examples of people who previously were isolated from their communities, finally being able to participate in society.

There’s a personal support worker who used to ride rideshare to and from work every day. She now can get to and from work for $1 each way, which is the transit fare, but now she can take her clients, many of whom have dementia or mobility issues, and have just been isolated in their homes for months at a time and just don’t have the ability to leave their homes. Now she’s taking them to the park, into the community centre and out to the mall.

There’s teachers who’ve been taking their special-needs kids out into town, just swimming in the community centre. There’s parents with disabilities. There’s a woman we met who has epilepsy who can’t drive, who can finally take her kids around town. There’s small business owners, a gentleman who produces honey locally, who now offers free delivery within the community during Argo service hours.

How does Canada win with Argo?

We are built and headquartered in Canada, so we’re repatriating several high-profile global technology executives and engineers. We’re creating a solution to a global challenge that Canada can export.

This interview has been edited for brevity.

This is the latest in a National Post series on How Canada Wins. Read earlier instalments here.

Our website is the place for the latest breaking news, exclusive scoops, longreads and provocative commentary. Please bookmark nationalpost.com and sign up for our daily newsletter, Posted, here.


Canada's Chief Justice Richard Wagner lamented that it’s “very difficult” to be a judge in Canada.

OTTAWA — Federally appointed judges say their $415,000 salary needs a $60,000 bump to keep the job attractive to top legal applicants. The government says: not in this economy.

Since November, the federal government and the judiciary have been quietly but forcibly clashing in front of a quadrennial commission reviewing federally appointed judges’ compensation.

At the centre of the battle is a single issue: is judges’ $414,900 annual salary, plus benefits and pension, enough to keep attracting top legal applicants to fill vacancies in provincial superior and appellate courts or the federal courts?

Judges’ associations say no and that a $60,000 raise retroactive to April 2024 is necessary to maintain the appeal of the bench. They argue that the judiciary is increasingly struggling to attract “outstanding candidates” from the private sector because of a growing pay discrepancy between lawyers and judges.

But the government says the “unprecedented” raise request is out of line because judges’ current salary and benefits — including “one of the best retirement plans in Canada” — mean the bench remains an attractive option for qualified candidates.

“Not only does this increase have no legal basis, but it is insensitive to the current economic challenges of Canadians,” government lawyers wrote in their submissions to the commission.

In a joint submission, the Canadian Judicial Council (CJC) and the Canadian Superior Courts Judges Association laid out a troubling portrait of the judiciary: overworked judges, a concerning trend of languishing vacancies and diminishing interest in joining the bench from “outstanding” lawyers in private practice.

In their submissions, the judges highlight a “worrisome” 10 per cent drop in the proportion of appointees to the bench from private practice between 1990 and 2024.

That’s due to “persistent, dramatic” 67 per cent gap (worth $300,000 in 2022) between judges’ total compensation and the earnings of lawyers at the 75th percentile, the judges argue.

“An increasing number of qualified private practitioners no longer view a judicial appointment, considering its attendant responsibilities and benefits, as attractive in light of the resulting significant reduction in income,” Ontario Superior Court Chief Justice Geoffrey Morawetz wrote in an affidavit to the commission.

“Despite best efforts, I have often found myself unable to persuade qualified potential candidates to apply for judicial appointments. A routinely cited reason for this lack of interest is the combination of the heavy workload of superior court judges and the perceived lack of commensurate pay for that work,” Morawetz continued.

The CJC is headed by

Canada’s Chief Justice Richard Wagner.

Last year, Wagner lamented that it’s “very difficult” to be a judge in Canada, that the job doesn’t pay enough in some provinces and that conditions are “deteriorating” for magistrates across the country.

But the government is calling nonsense on both claims that judges are underpaid and that the government is struggling to attract top quality candidates to the bench.

In its submissions, Ottawa says the “unprecedented” raise request is out of line because judges’ current compensation still guarantees their financial security. Instead, the commission should recommend that their salaries remain indexed at a maximum of 14 per cent over four years.

A study conducted on behalf of the government concluded judges’ total annual compensation in 2024 was $571,645 when including pension payments. The judicial pension pays two-thirds of a magistrate’s salary and is indexed for life, eliminating the need to save for retirement.

The government argues that paying judges a raise valued at just under the average Canadian salary ($66,000 in September 2024) would be uncouth at a time of “geopolitical volatility and uncertainty as well as Canadian’s struggles with inflation and the high cost of living.”

Government lawyers also note that the judiciary’s salary is also indexed annually following the industrial aggregate, allowing for “generous increases” of 2.73 per cent annually on average in the last 20 years (including a 6.6 per cent increase in 2022). That’s well over the rate of inflation calculated via the Consumer Price Index, they argue.

“The evidence shows that outstanding candidates from both private and public practice continue to apply for judicial appointment; matching the judicial salary to the salary of the highest earners in private practice is neither necessary nor appropriate,” government chief general counsel Elizabeth Richards added.

In separate submissions, lawyers representing federal associate justices and the chief justice of the Federal Court Paul Crampton argued that associate judges should also see their salaries increased from 80 per cent to 95 per cent of an ordinary judges’. The government also disagreed with this recommendation.

The three-member Judicial Compensation and Benefits Commission, chaired by lawyer and businesswoman Anne Giardini, is expected to publish recommendations to the government regarding changes to judges’ compensation.

That report will then be handed over to the minister of justice, who has four months to say if the government accepts the recommendations or not.

National Post

cnardi@postmedia.com

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Clockwise, from bottom left: MP David Lametti, incoming clerk of the Privy Council Michael Sabia, Marc-André Blanchard (the prime minister’s new chief of staff), Finance Minister François-Philippe Champagne, Industry Minister Mélanie Joly and Prime Minister Mark Carney.

OTTAWA — Decades before they were patrolling the corridors of power in downtown Ottawa, Michael Sabia and Peter Harder were marching through the same hallway for violin lessons in St. Catharines, Ont.

Each took lessons from Sister Mary Alexander in the early 1960s as they honed their skills and even trained to play together one year at the local Kiwanis Festival.

Their paths crossed again decades later in the federal government when they both worked for Mulroney-era cabinet ministers.

Today, more than 60 years after those first violin lessons, the two men are pulling on different strings as influential players in Canadian politics.

Harder, a former deputy minister, has become an influential senator on Parliament Hill, while Sabia has established himself as a well-respected top executive in both the public and private sectors. He’s made stops in corner offices at CN, Bell Canada, the Caisse de dépôt et de Placement du Québec (CDPQ) and Hydro-Québec.

On Monday, he will return to work in Ottawa to become the Clerk of the Privy Council, the country’s top civil servant and one of the many key players in this government who comes from or made their names in Quebec.

While

he won’t be wielding a chainsaw

, like an Elon Musk-style “disruptor,” Sabia is known as an agent of change who is “risk tolerant and outcome-focused,” Harder told National Post, “rather than process-focused and mistake avoidance.”

As for the consequences of Sabia taking on the top job in the public service, Harder stops short of saying that he expects cuts to the Canadian bureaucracy. But he said he expects his old violin mate to lead a process of “delayering” the bureaucracy to help it keep up with “the pace and breadth of change that Prime Minister (Mark) Carney is intent on leading.”

In Sabia, Carney found a seasoned executive but also an anglophone, just like him, who enjoyed tremendous success in a province known for its sensitivities: Quebec.

Since the federal election in April when his Liberals surprisingly dominated Quebec, Carney has surrounded himself with high-level politicians from Quebec such as Finance Minister François-Philippe Champagne, Industry Minister Mélanie Joly and House Leader Steven Mackinnon.

Other senior officials in the Carney government from Quebec include incoming chief of staff Marc-André Blanchard, an influential Montreal lawyer and former Ambassador to the United Nations; and David Lametti, a former Montreal MP, minister of justice and law professor at McGill University who was chosen by Carney to be his principal secretary.

While some believe Carney has an electoral debt to pay to Quebec, Harder said it’s important to look broadly at the key players in a government as a collective. “Public service is a team sport,” he said.

National Post spoke with more than a dozen sources for this article to gain insight into Carney’s new team, with a focus on the Quebec angle. Sabia did not comment for this story. Several suggested that the influx of senior officials from that province is largely a coincidence, that they got their jobs simply because of experience and talent.

If so, it’s a happy coincidence for Carney, a prime minister who grew up mostly in Edmonton, has spent much of his career in Ottawa, and speaks French as a second language. But some academics and other Ottawa insiders suggest that the prime minister is well aware that his connections to Quebec are fragile.

“Quebec is important,” said a source in the prime minister’s office that spoke on background. “The prime minister is not from Quebec, and it is important that he have this perspective. Quebec has its own culture, its own identity, and its own language.”

The key question centres on the possible effects of this Quebec-heavy contingent in the Carney government, both in terms of policy and politics. Will it help, for example, earn support for pipelines or ports that require Quebec to be on board?

Or could it mean new models or ways of looking at these major projects, such as the use of pension funds as a financial tool?

Either way, the Quebec element in the Carney government is, perhaps surprisingly, a marked change from the previous regime. Former prime minister Justin Trudeau, despite being a bilingual Quebecer, was often criticized because people from his home province held a limited number of the top jobs in his government.

And so far, no matter the ingredients in the recipe or the motivations behind the government plan, it’s clearly working. Carney is widely seen as the most popular politician in Quebec, despite his limited connections to the province.

A recent Léger Poll

placed him and Joly as the two most popular politicians in Quebec.

One of his first moves was to hire the Ontario-born Sabia, one of the best-known and most-respected business leaders in Quebec, to lead the government’s swelling public service.

When Sabia was appointed head of the CDPQ in 2008, former business journalist Pierre Duhamel, who now advises business people at HEC Montréal, didn’t like the hire. Like many other Quebecers at the time, Duhamel was unconvinced by the idea of appointing a “Canadian” executive with a telecom background to lead Quebec’s financial rock.

 New Clerk of the Privy Council Michael Sabia is described as “risk tolerant and outcome-focused.”

A few years later, Duhamel described Sabia’s tenure at such a complex institution as “remarkable.” After a difficult period in the 2000s, Sabia diversified investments, globalized the Caisse, and launched CDPQ Infra, an infrastructure arm that oversees major infrastructure projects such as Montreal’s light rail network, and enabled the pension fund to achieve strong performance.

“But what I admire most are Mr. Sabia’s management skills and political acumen,” he wrote in

L’Actualité

.

The Caisse is a public pension fund that has been enshrined in Quebec’s economy, culture and politics since 1965. Today, it has 11 offices around the world and $473 billion in assets.

The Caisse is also the most recent employer of Carney’s new chief of staff, Blanchard, who was a vice-president and head of CDPQ Global.

Duhamel said during an interview that he suspected that the two men had not been recruited because of their connections to Quebec, but rather to help facilitate new infrastructure projects that Carney would like to help finance through pension funds or private investors.

“I saw that he was looking for people who knew this world, who were able to assess its potential, but also its constraints,” he said.

Sabia has said recently at a public event, however, that the major pension funds — Canada Pension Plan Investment Board and the CDPQ — are likely not the best candidates to help finance most infrastructure projects because they can be too risky for pension funds and are unlikely to deliver strong returns in the early years.

Instead, early-stage capital mechanisms that aren’t as risk averse need to be developed to get these projects started. Pension funds are more likely to get involved once a project is off the ground and producing returns.

Since pension funds are responsible for investing in ways that generate returns for their beneficiaries, which often means investing outside Canada, Trevor Tombe, a economics professor at the University of Calgary, believes they “should not be seen as a vehicle for economic development.”

Quebec has a dual mandate within its public pension plan, he added, but the Canada Pension Plan is different.

“Whether or not the prime minister wants the CPP to invest more in Canada, he can’t do it unilaterally,” he added. “But I think he should ask himself what the underlying reasons are for why capital is sometimes deployed elsewhere.”

It all depends on the economic context in the country. Conservative Leader

Pierre Poilievre recently told The Hub

that he couldn’t care less about the origins of Carney’s aides, but said he fears the ideology of what he sees as a state-run economy.

“It’s a central planning model that has failed every time it’s been implemented around the world. It significantly enriches a small group of very influential insiders.”

Another possible policy implication from the strong Quebec voices is that the proposed high-speed rail project from Windsor to Quebec City could get stronger support. It could also mean greater advocacy for the province’s energy sector, government procurement that could bolster Montreal-area aerospace companies, and prioritizing the health of the aluminum industry in trade talks with the U.S.

For Sandra Aubé, Joly’s former chief of staff at Foreign Affairs and a former Trudeau advisor, if Carney really wants to make Canada the G7’s strongest economy, he has no choice but to create a more unified economy that includes Quebec.

“We must not delude ourselves that Canada’s biggest challenge in achieving all this is having energy. If we don’t have the necessary electricity, for example, we won’t be able to carry out any transformation whatsoever,” said Aubé, now a vice-president at TACT Conseil.

Another possible effect is that the high-ranking Quebecers may also be asked to play a unique role in advancing the government’s agenda if the government needs to “sell” the notion of some of the government’s proposed big infrastructure projects in that province, according to Lori Turnbull, a political science professor at Dalhousie University in Halifax.

The odds of success regarding, for example, running a pipeline through Quebec are greater if high-profile Quebecers are playing a leading role in promoting the idea, she said.

Beyond the policy, there are also no doubt political implications of the strong Quebec voice in the Carney government, a wide range of sources say.

Firstly, many in Quebec expect that these senior figures, in conjunction with a Quebec caucus of 44 Liberal MPs — more than one quarter of the total Liberal contingent in the House of Commons — will be able to take good care of their home province over the next few years.

Quebec Premier Francois Legault stated the case clearly. “Mark Carney owes one to Quebecers,” he said after the Liberals claimed their best result in a federal election there since 1980.

But the flip side, that Carney expects these Quebecers to also help execute the government’s agenda in their home province, is likely also true.

Beyond who will be best able to deliver for whom, there’s also the intangible sense of understanding a part of a country or region. In an interview, Legault’s intergovernmental affairs minister Simon Jolin-Barrette said in Carney’s government “there really is a positive change in attitude” and an “openness toward Quebec” that wasn’t always the case with the Trudeau government.

Both in Quebec City and Ottawa, there is, at least for now, a feeling that having people from Quebec around the prime minister who know the province, its particularities and positions on language, culture, state secularism and immigration will facilitate a relationship that has often been rocky.

The province wants Ottawa to understand its sense of autonomy, but also the need for investments in the province that “Quebec has its share,” said Jolin-Barrette. “We sense a greater openness. There is an openness in Ottawa. There is a better understanding of Quebec’s issues now, with Mr. Carney.”

Turnbull said Carney is clearly trying to show that Quebec is not at a disadvantage because he’s from elsewhere.

“There’s some politics behind those parts of it,” she said.

The Joly and Champagne appointments may have in part been rewards for supporting Carney during the Liberal leadership race, Turnbull said, when either could have been legitimate candidates themselves.

The strong Quebec contingent may also play a role in national unity, at least in that province. The separatist movement is gaining ground in Quebec (and Alberta), with the Parti Québécois leading in every poll, with a provincial election in 2026­.

But making a major electoral contribution to a government doesn’t always guarantee anything. After the 1980 Liberal victory, when Quebecers supported the government with 74 seats out of 75, Prime Minister Pierre Trudeau reached an agreement with all provinces, except Quebec, on a new constitution. More than four decades later, Quebec still hasn’t signed, and the perceived betrayal is still very real for many in that province.

Maybe, just maybe, like Sabia over a decade ago at the Caisse de dépôt, Carney is trying to be the anglophone that Quebec needs.

National Post

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The federal government's electric vehicle sales mandate aims to see all new vehicles sold be zero-emission by 2035.

OTTAWA

— The president of the Canadian Vehicle Manufacturers’ Association says the top ask of Prime Minister Mark Carney, who recently met with auto industry leaders, is to repeal the federal electric vehicle sales mandate, adding pressure to the Liberals to revisit the climate policy. 

Brian Kingston met with Carney on Wednesday, alongside the CEOs of Ford, General Motors, and Stellantis, which the industry association represents, where they discussed their push to see the policy repealed, saying they have “made the case pretty clearly,” but will ultimately have to wait for what the Liberals decide.

“I think there’s an understanding, and we’re optimistic that there will be a change on the horizon.”

Carney met with the automakers as he tries to negotiate a deal with U.S. President Donald Trump that would see tariffs removed on Canadian products, including on the auto sector, where parts that comply with a free trade agreement between Canada, the U.S. and Mexico are exempt.

While trade and tariffs were one focus of the meeting, Kingston says the other was the government’s electric vehicle sales mandate, which aims to see all new vehicles sold be zero-emission by 2035, with the first target of 20 per cent set for 2026.

“A 25 per cent tariff on Canadian production is a huge challenge for the future of this industry. But at the end of the day, we do not control the outcome of those negotiations,” he said, adding they have “full confidence” in the government’s efforts to see tariffs lifted.

“But we do not control what the president ultimately does,” he says. “What we do control is our own policy framework, and why, at a time when the industry is under pressure, would we keep in place a domestic policy that is hugely damaging to this industry? So that’s why it’s the focus.”

A spokeswoman for the Prime Minister’s Office said it had nothing more to add about the meeting besides the readout it released following Wednesday’s meeting, when asked whether the government was open to repealing or changing the mandate.

That earlier statement did not directly mention the electric vehicle mandate itself, saying the ongoing negotiations with the U.S., was discussed as were the efforts to support the sector, as well as “

opportunities to make Canada’s auto sector more sustainable and competitive in the face of shifting trade relationships, market conditions, and supply chains.”

A request for comment from Environment Minister Julie Dabrusin’s office has yet to be returned.

While automakers have long opposed the federal electric vehicle mandate, industry leaders have been expressing new concern in light of the ongoing trade war with the U.S., and the fact that Trump has backed off its previous electrification plans.

Companies also point to falling electric vehicle sales. Under the mandate, manufacturers must earn credits through either selling zero-emission vehicles, purchasing them from other electric-vehicle makers, or spending on building out charging infrastructure.

Proponents of the mandate lay blame for plummeting sales on the fact that the federal government cancelled the rebate for purchasing these vehicles back in January and has yet to release details on when it will introduce a new $5,000 incentive, which the Liberals promised during the spring election campaign.

Kingston says the years-long request from manufacturers for the federal government to scrap the mandate has taken on fresh urgency, given that the 2026 target is just around the corner and the fact that sales of these vehicles have fallen significantly since the policy was first introduced.

“There is no pathway to hitting that target,” he says.

“The urgency of the issue has now made it to the forefront, because this is no longer theoretical.”

The Liberals introduced the zero-emission vehicle sales mandate back in 2023 as part of their efforts to reduce Canada’s greenhouse gas emissions, taking aim at the transportation sector, which is one of the largest emitters.

Conservative Leader Pierre Poilievre has called for the mandate to the scrapped.

In an interview last week,

the head of a national association representing the electric transportation industry called on the government to make “short-term adjustments” to its interim sales targets, at the risk of the policy becoming a “political football” much like the now-cancelled consumer carbon tax.

Our website is the place for the latest breaking news, exclusive scoops, longreads and provocative commentary. Please bookmark nationalpost.com and sign up for our politics newsletter, First Reading, here.


This handout photo released by the European Southern Observatory on Nov. 20, 2017, shows an artist's impression of the first interstellar asteroid, Oumuamua.

Our solar system is playing host to a rare visitor. A comet from interstellar space is hurtling toward the sun at about 68 kilometres per second, or about 245,000 kilometres an hour. And like many a socially savvy out-of-town visitor, it will be

visible on a livestream

, beginning at 6 p.m. ET, July 3.

The object originally went by the name

A11pl3Z when it was discovered by ATLAS, the Asteroid Terrestrial-impact Last Alert System in Rio Hurtado, Chile, on July 1. It has since been renamed 3I/ATLAS by the Minor Planet Center, with the “I” standing for interstellar, and the 3 for it being just the third such object ever discovered.

The first confirmed object from outside the solar system was discovered in 2017 and named Oumuamua, Hawaiian for “first distant messenger.” Its elongated shape and signs of a slight acceleration had some hypothesizing it was a manufactured object, although few believe it. Then in 2019 comet 2I/Borisov was discovered by Gennadiy Borisov, a Crimean telescope maker and amateur astronomer.

Astronomers can tell interstellar objects from more mundane solar-bound rocks because their speed is too fast for the sun to capture them in an orbit, and their path is straighter than regular comets.

According to NASA

, the new object entered the solar system from the direction of the constellation Sagittarius, and is currently some 670 million kilometres from Earth. Although it’s estimated to be some 10 kilometres across, it poses no threat to the planet, as it will come no closer to us than 240 million kilometres, which is farther away than the sun.

The space agency says 3I/ATLAS will pass inside the orbit of Mars at its closest approach to the sun around Oct. 30, before leaving our solar system forever next year. It will be visible to large ground-based telescopes until September, when it get lost in the glare of the sun for several months before reappearing in early December.

With that timeline in mind, the Virtual Telescope Project has set up a livestream tonight on

YouTube

and

WebTV

, allowing viewers to watch images from telescopes in Manciano, Italy, weather permitting.


Ontario Premier Doug Ford and Alberta Premier Danielle Smith during the First Ministers' Meeting at TCU Place.

OTTAWA — The environment ministers of two of Canada’s biggest provinces are calling on the Liberal government to scrap a host of Trudeau-era environmental and climate policies, saying the policies are holding the country back from meeting its economic potential.

Alberta Environment Minister Rebecca Schulz and Ontario Environment Minister Todd McCarthy said in a letter to federal counterpart Julie Dabrusin that the new, Mark Carney-led Liberal government will need to ditch Justin Trudeau’s net-zero agenda if it hopes to meet its promise to make Canada an energy superpower.

“We are hopeful that (the Carney government) will move away from policies and legislation that undermine competitiveness, delay project development, and disproportionately harm certain (regions) without any quantifiable benefit to the natural environment,” read the letter.

“Canada is poised to become an economic superpower, but achieving that potential depends on strong, constitutionally grounded provincial authority over resource development and environmental management.”

Schulz shared

a copy of the letter

on social media on Wednesday, just as a two-day meeting between federal, provincial and territorial environment ministers kicked off in Yellowknife.

The letter calls for a repeal of the federal Impact Assessment Act, as well as a full repeal of the legislation authorizing

the consumer carbon tax

. Carney

set the tax to zero

shortly after becoming prime minister in March.

The

recently passed Bill C-5

allows projects deemed by Ottawa to be in the national interest to bypass some parts of the federal impact assessment process.

Alberta has repeatedly called for this process to be either massively streamlined or eliminated altogether.

The letter also calls for Ottawa to cede more power to the provinces in the areas of clean electricity, carbon reduction and ecological protection.

“Provinces have proven to be the best stewards of such decisions, as leaders of electrification, industrial innovation, public transit and other low-carbon initiatives,” write

Schulz and McCarthy.

The two environment ministers also called for the reversal of the incoming federal emissions cap and clean electricity regulations.

The letter also calls on

Dabrusin to scale back federal endangered species legislation and refrain from re-introducing Bill C-61, or the First Nations Clean Water Act.

Heather Exner-Pirot, director of energy, natural resources and environment at the Macdonald-Laurier Institute, says that Bill C-61, while well intentioned, is a clear example of federal overreach.

“In addition to First Nations lands, the bill seeks to regulate adjacent lands and source waters. These are things that clearly fall under provincial jurisdiction.” says Exner-Pirot.

Exner-Pirot also says the bill uses overly vague language in several sections.

Bill C-61 was drafted in response

to a court settlement

between Ottawa and multiple First Nations over drinking water advisories.

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Former kickboxing champion and alleged sex trafficker Andrew Tate has described himself as an unapologetic misogynist.

Boys as young as 11 and 12 are “idolizing and parroting” the misogynistic rhetoric of Andrew Tate and other masculinist influencers at school, posing a risk to women teachers and the girls who witness it, Canadian researchers are reporting.

Tate, a British-American influencer who has amassed more than 10 million followers on social media platforms, and his brother, Tristan Tate, are facing a string of sexual violence and human trafficking charges in the United Kingdom, the U.S. and Romania. Both brothers have denied all allegations against them.

A former kickboxing champion, Tate has described himself as an unapologetic misogynist, women as “inherently lazy” and has suggested women “bear responsibility” for sexual assaults. Since his rise to social media prominence, the alleged sex trafficker’s male supremacism and violent declarations against women have made him a “both reviled and revered” public figure, according to researchers at Dalhousie University and the University of Toronto. Despite a “near-total” ban from posting on Instagram, Facebook, TikTok and YouTube, “Tate’s images, video clips and messages remain easily accessible and almost omnipresent in the feeds of teenage boys and young men,” the researchers wrote in a study published in the journal 

Gender and Education.

Tate was his most popular when the 2022-23 school year launched. His name was the most searched name on Google in July 2022. The researchers set out to explore what impact the influencer’s “brand of new-wave misogyny” was having on teachers and classrooms.

Rather than survey teachers who might be reluctant to speak frankly, they scraped data from a free and open online community of teachers from the social media site Reddit.com. The researchers pulled more than 250,000 posts and comments from a subreddit community from June 1, 2022, to Jan. 31, 2023, then filtered the dataset down to the 2,364 posts where Andrew Tate was mentioned in the post title or text.

It’s impossible to know how many in the Reddit teachers’ subgroup are Canadian teachers, but the researchers said most posts and comments skewed heavily towards North American classrooms. In addition, two ongoing studies using Canadian datasets are revealing similar sentiments.

“This rhetoric is very much having an impact on teachers and schools,” said co-author Luc Cousineau, co-director of research at the Canadian Institute for Far-Right Studies and faculty at Dalhousie University in Halifax.

Studies out of Australia and the United Kingdom have reached similar conclusions.

“It’s easy to think ‘that’s a young person’s internet culture,’ and not worry too much about it,” Cousineau said.

“Young men are saying, ‘I don’t have to listen to you or respect you’ to their women-identified teachers, solely because they’re women. It’s an old story made new again by this re-invigoration of really overt and strong misogyny.”

Middle and high school teachers, as well as some elementary school ones, reported that boys were “actively parroting male supremacist rhetoric at school,” devaluing women teachers and making classrooms less safe, the study found.

“There were a group of them, all friends, who to the (vice principal’s) face told him that they would only respect/pay attention in classes taught by men and would not behave in classes taught by women,” one teacher posted.

“If they already have trouble respecting someone simply because that person happens to have a vagina, then they aren’t going to listen to that person with a vagina explain how disrespecting people with a vagina is harmful,” another commented.

“Seemingly, ninety per cent of my work is trying to talk white teenage boys off the alt-right ledge,” according to another comment researchers paraphrased using an AI tool because the user didn’t respond to requests to use verbatim quotes.

Another knew of a 7th grade teacher who said the boys in his class “have taken to calling all women and girls ‘holes’ and anybody who is friendly or polite to girls a ‘simp.’”

While some teachers remarked that female students pushed back and called out male classmates for spouting Tate-inspired anti-woman hate, teachers also worried that the rise in misogynistic rhetoric will lead to “tangible safety threats like gender-based violence in schools,” the researchers wrote.

“I had a student write a paper in graphic detail bout (sic) how SA (sexual assault) victims ‘deserved’ it and ‘all women were asking for it’ and a lot of other extremely alarming sentiments,” one user commented. “The paper topic was nowhere close to anything like this, but he wrote it anyway.”

“I’ve never heard such vitriol from young boys since this Andrew Tate guy came on the scene,” another said.

Some teachers suggested that boys were imitating Tate for attention. “That kind of young boy likes to be ironically edgy because they’re testing boundaries…. Since their intention is to insult and appall the more you resist this kind of behaviour, the more it rewards them,” one wrote.

Teachers sometimes said that when they told their administrators a boy had made lewd or sexual comments towards them or other girls it was brushed off as “boys will be boys.”

“Sometimes it’s a little more overt than that,” Cousineau said. “There are some illusions to folks saying, ‘I think my administrator actually agrees with them.’”

“We really wanted to demonstrate this is happening in real time, and it’s having some significant impacts,” he said. “There are real and tangible dangers to continuing to do nothing. Not recognizing this as a real issue allows it to proliferate and continue.”

This isn’t just the immature actions of some boys. “While it is tempting to be reductionist about a problem like this, we have zero social tolerance for overt racism, especially in the classroom. Why should we tolerate identity-focused hate based on gender,” Cousineau said.

Violent misogyny is never fine. “It only takes one violent misogynist to carry out a Toronto Van Attack or another Ecole Polytechnique.”

In 2018, Alex Minassian drove a rented van into pedestrians on a busy sidewalk on Toronto’s Yonge Street, killing 10. Minassian once told a psychiatrist after the attack that he realized his victims were random pedestrians and was “wishing for more females.”

In December 1989, 14 women in a mechanical engineering classroom were killed by gunman Marc Lépine at Montreal’s Ecole Polytechnique.

How to monitor what kids are exposed to gets into thorny territory, he said. “Do parents know what their kids consume online? Are lots of parents having in-depth, connected conversations with their kids about what they’re consuming and what the implications of that are? Generally, no.”

“These are really hard things to do. But if we don’t know what kids are exposing themselves to, and we’re not engaging with them, that stuff might not come out at home,” Cousineau said. “It might come out at school.”

“We have evidence in this country, and many other places around the world, of the most extreme form of these kinds of violent misogyny, and nihilistic violent misogyny, where young men go out and kill people because of these ideas,” said Cousineau.

Those acts of violence don’t come out of nowhere, Cousineau said. People grow into them. “All of the data we have about radicalized violence show us they develop over time,” he said.

“We need to be addressing it young and at source.”

Emelia Sandau, a master’s student at the University of Toronto’s Ontario Institute for Studies in Education, co-authored the study.

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