A Canadian Jewish advocacy group has issued an urgent call to confront the radicalism that generates terrorism after an Ontario criminal court judge found a male youth guilty of two terrorism-related charges arising from a 2023 plan to kill Jewish people in Ottawa.

The Centre for Israel and Jewish Affairs released a statement via X late Friday saying that “Jewish Canadians should not have to wait for a mass-casualty attack before every tool available is used to confront this threat.”

“This case reinforces what the Government of Canada has recently affirmed: antisemitism is a matter of national security – a threat to both the personal safety of Canadians and our democratic way of life,” says Josh Landau, the CIJA’s senior director for government affairs in Ontario.

“Governments must act with urgency to confront the radicalization that fuels terrorism, ensure our security agencies have the resources they need to identify and disrupt threats, and enforce our laws to hold those responsible accountable.”

Ottawa Terror Plot Conviction Reinforces Antisemitism as a National Security Threat@JoshLandau_CIJA, Senior Director of Government Relations, Ontario, Centre for Israel and Jewish Affairs, released the following statement:

“An Ontario judge has found a youth guilty of two… https://t.co/rS8U7WBZS8

— CIJA (@CIJAinfo) October 16, 2026

Ontario Superior Court Justice Kerry McVey found the young person guilty of conspiracy to commit murder through involvement with a terrorist group, reports the Canadian Press . She also found him guilty of facilitating terrorist activity due to an effort to acquire a prohibited firearm.

The male youth, who cannot legally be identified due to his age, pleaded not guilty to all three charges. McVey did not find the accused guilty of facilitating terrorist activity in making instructional material and propaganda available.

The judgement was issued a day after his co-accused, also a young person who cannot be identified, was found guilty on four charges. McVey concluded that the youth found guilty conspired with his co-accused as well as another individual who was not charged.

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Tragedy has struck the Beatty family for a second time. After losing his oldest son, Christopher, in a motorcycle accident in 2008, former federal cabinet minister Perrin Beatty has had to say goodbye to his only other child after an automobile accident last month took the life of Patrick Caverhill Beatty.

Patrick died just four days after his wedding to Nabiha Paracha, in a crash that injured his wife. The two had been married at an outdoor ceremony overlooking Lake Muskoka, in cottage country North of Ontario and made an offer on a home there, before setting off for Ottawa to attend Patrick’s 20-year high school reunion.

But they never made it.

A celebration of life will take place Saturday in Ottawa for Patrick, who was 38 years old. His brother, Christopher, was just 24 when he died in a motorcycle accident in Thailand. Patrick will be laid to rest in Beechwood Cemetery beside his brother.

Patrick’s father, 76-year-old Perrin Beatty, served as a Progressive Conservative Member of Parliament for more than 20 years, having first won election at the age of 22 in the 1972 election. He married his wife, Julie, in February of 1974.

In 1979 Beatty became, at the time, the youngest person ever appointed to a Cabinet position when then prime minister Joe Clark named him to the Treasury Board.

According to an obituary from Beechwood , Patrick and Nabiha were married on Sept. 19.

“The happiest days of Patrick’s life came just before his death,” the obituary says. “Nabiha was the star Patrick’s solar system orbited around; he was filled with joy whenever he was with her, and she inspired him always to be his best. The wedding allowed them to share their utmost happiness with friends and family, many of whom had travelled long distances to celebrate with them.”

The following Monday, the newlyweds made an offer on a home in Muskoka, a move the obituary calls “the realization of a longstanding dream.”

Two days after that, they set off for Ottawa, where Patrick planned to attend a reunion with high school classmates at Ashbury College. The accident happened on the way there. His wife was sent to hospital but her injuries are not life-threatening, Ashbury said in a Facebook post .

“Ashbury introduced Patrick to the close-knit group of friends who would remain an important part of his life, many of whom became familiar faces in the Beatty household,” the obituary says. “It also fostered a lifelong passion for learning. It was at Ashbury that Patrick discovered his love of the dramatic arts and creative writing, interests that, for a time, inspired dreams of becoming a film director.”

Patrick earned his undergraduate degree at Western University in London, and a Master of Public Policy at the University of Calgary. At the time of his death, he was more than halfway through an MBA from Dalhousie University.

Patrick was just 19 when Christopher died.

“Losing Christopher taught Patrick about the fragility of life, the importance of relationships, and the need to use our time to make a difference,” Beechwood said. “He promoted organ donation and became active in politics to contribute to his country and community. He respected anyone who made a similar commitment regardless of political belief.”

Patrick worked in the Canadian energy sector, first with Suncor Energy in Calgary and most recently with Pattern Energy in Toronto, where his responsibilities included fostering relationships between the energy sector and Canada’s Indigenous peoples. He had a book on the topic with him at the time of his accident, his obituary notes.

The celebration of Patrick’s life will take place at 10 a.m. on Saturday, Oct. 17 in the Great Hall at Ashbury College in Ottawa, followed by his interment. Ashbury College has also created the Patrick Caverhill Beatty ’06 Memorial Fund in his memory.

It feels like yesterday, not 47 years ago today, that Julie and I married. Until, of course, I look at the picture and wonder where that young guy went. (Julie still looks the same, though!) pic.twitter.com/iOhGX0rAYr

— Perrin Beatty (@PerrinBeatty) February 23, 2021

After the 1984 election of Brian Mulroney, Perrin was made Minister of National Revenue and Minister responsible for Canada Post. He subsequently served as Solicitor General, Minister of National Defence, Minister of National Health and Welfare, and Minister of Communications. He was Secretary of State for External Affairs in the short-lived Kim Campbell government but lost his seat in the 1993 election, which returned only two Tory MPs.

“A sincere thanks to everyone who has reached out following the loss of our beloved Patrick Beatty,” he wrote in a post on LinkedIn. “Julia, Nabiha and I greatly appreciate your thoughtfulness at this sad time.”

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More than two dozen Jewish members of the Canadian Armed Forces who made claims in a $150-million racial discrimination settlement against the military were told they did not meet the racial identity criteria, according to the Canadian Jewish News.

One member, Capt. Rabbi Jonathan Jaffit, is taking legal action .

He alleges that Deloitte, the accounting firm in charge of processing the claims, is not applying the terms of the final settlement agreement and is denying access to funds for claimants “who squarely meet the class definition,” according to court documents obtained by CJN.

Jewish CAF members told CJN they were harassed and discriminated against during their time serving in the military due to their identity. One member, who said they served for eight years, gave 14 examples of antisemitism in a claim application.

“You people really are tight with money,” they were once told. The same member was accused of cheating because they could not take an exam on Shabbat, they said.

“The fact that we are just rejected once again from this lawsuit about discrimination is at the height of irony, and really the height of pain for the Jewish soldiers in the army,” the member said.

Another Jewish member who made a claim that was rejected said they “were forced to attend church on Sundays” and “comments about them having a big nose (were) published in the Royal Military College yearbook,” the CJN reported.

That same member said a swastika was drawn on their helmet by a colleague.

They filed a complaint with the military after they were called a “f—ing” Jewish “c—t” and told they couldn’t take a training course. Despite the complaint, “nothing was done,” they said.

Another Jewish CAF member said “it’s gotten harder to be Jewish in the military, just like every other public institution.”

“But I kind of knew, or I shouldn’t say I knew, I had a feeling going into it that we would be left in the cold, we being Jews,” they said. After October 7 — when Hamas terrorists murdered 1,200 people in Israel, sparking a war in the Middle East country — “things took a turn.”

A Zoom meeting that was dedicated to “Talking About Race” was set up for CAF members to join, but they said it “very quickly devolved into Israel-bashing and peddling false narratives about Israel and about Zionism.”

They said their claim was considered “ineligible” by Deloitte.

In a response from the firm, the member was told: “While an individual may have experienced discrimination and/or harassment based on other personal characteristics such as gender, sexuality, disability, religion, culture, or language, claims that are not based on racial discrimination and/or racial harassment are outside the scope and intent of this class action.”

The racial discrimination settlement stems from a 2016 lawsuit. Three army veterans — who identified as Indigenous and Black, including one person of Haitian descent — alleged they were discriminated against based on race.

The class action was certified in 2024. Current and former CAF members who experienced racial discrimination and/or racial harassment in connection with their military service at any time since April 17, 1985 were eligible to make a claim.

The claims period closed on Oct. 15.

Claimants can receive a settlement ranging from $5,000 to $30,000, depending on the duration and severity of impacts, according to a settlement notice .

In 2025, the Canadian military issued an apology for racial discrimination and harassment.

“We failed you,” said Gen. Jennie Carignan and CAF Chief Warrant Officer Bob McCann in a statement shared on X .

Deloitte Canada told National Post in a statement that the matter “is governed by the terms of the agreement approved by the Federal Court.”

“Deloitte Canada performs its work in strict accordance with the highest professional standards and takes very seriously the confidentiality requirements of the work we do for our clients,” the statement said, adding that the firm could not comment further on any matters relating to its clients.

When asked what they wanted to happen, a Jewish CAF member told CJN: “I would like the CAF to take ownership of this file away from Deloitte. Clearly, they’re not qualified to be able to do this job without bias. The CAF needs an adjudicator that is not indoctrinated in this anti-Jewish ideology. And I don’t know if that’s an internal system.”

Department of National Defence spokesperson Cheryl Forrest told National Post in a statement that Deloitte was appointed by the Federal Court.

Within the final settlement agreement, there is a section that says “decisions by the administrator are final and binding and are not subject to judicial review” and there is no “mechanism for appeal,” she said.

National Defence and CAF are not involved in eligibility assessments, added Forrest.

“DND and the CAF are taking deliberate, coordinated action to eliminate racism, discrimination, biases, harmful stereotypes, and systemic barriers. We are committed to fostering an environment in which everyone is treated with dignity and respect,” she said.

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Toyota Motor Corp.’s latest compact crossover will roll out of a plant in Ontario starting in December, a sign of the Japanese automaker’s commitment to making cars in Canada at a time when U.S. rivals are shrinking production in the country and newly arrived Chinese competitors are ramping up sales.

The updated, hybrid-only Lexus NX is one of three models made at Toyota’s 38-year—old factory complex in Cambridge, Ontario, along with the Toyota RAV4 crossover and Lexus RX SUV. While some of those are sold locally, about 85 per cent are earmarked for export — mostly to the much larger and more lucrative US market.

It also builds the RAV4 at another Ontario facility located about 48 km away. The plants produced a combined 537,518 vehicles last year, making Toyota the largest vehicle manufacturer in Canada.

The U.S. is a crucial market for vehicles made in Canada and the sector has been hit hard by President Donald Trump’s tariffs on imports, which have eroded profitability and spurred some carmakers to downsize their operations in the country. The White House has threatened to increase tariffs on autos to 50 per cent if a broader trade deal isn’t reached by Jan. 1.

Toyota invested $1.1 billion in its Canadian operations for the latest RAV4 model, which began production in January, and hundreds of millions of dollars more for the newest NX. With all of the carmaker’s factories are running at or close to full capacity, Toyota sees Canada as a vital cog in its global manufacturing network and key to its four-decade-long localization efforts.

“We’re fully committed to making cars in Canada for the long-term,” Scott MacKenzie, director of corporate affairs at Toyota Motor Manufacturing Canada, said in an interview, noting its local factories run two full shifts plus regular overtime. “We continue to invest here and think Canada is a great place to make cars.”

Right now, those operations are at “well over 100%” of capacity, but that fast production pace may not be sustainable with even higher tariffs. “Would we, for instance, manufacture at the same rate today that we would if we were facing an exorbitant tariff? We’d have to see,” MacKenzie said.

The commitment to Canada by Toyota and fellow Japanese automaker Honda Motor Co. comes at a time when competition is being stoked by the entry of Chinese-made cars. While the number of permitted imports from China remains relatively small — about 50,000 vehicles a year — that allotment will steadily grow under a deal Ottawa reached earlier this year with Beijing.

China’s Geely Automobile Holdings Ltd. has plans to launch sales in Canada next year, positioning it to be the first Chinese mass-market electric vehicle maker to establish a presence in the country.

General Motors Co. has long been the market leader in Canada with 2025 sales of about 300,000 cars and trucks. But Toyota is rapidly closing the gap, with record deliveries of 249,445 vehicles last year — a gain of 4.4 per cent. But that came against a backdrop of a market that has been growing more slowly, rising 2.1% to some 1.9 million new car sales.

Heightened trade tensions between the U.S. and Canada have exacerbated a longer-term decline in Canadian vehicle production due in part to labor and other fixed costs. The number of cars assembled in the country has fallen from around 3 million in 2000 to 1.3 million in 2024.

The three major Detroit-based automakers have scaled back their production footprint in Canada in recent years.

GM eliminated a shift at its truck plant outside Toronto earlier this year, and ended output at another factory in Ingersoll, Ontario, last year. Stellantis NV, which owns the Jeep and Ram brands, halted production in 2023 at a Toronto-area factory it now plans to sell, and cut a hybrid version of its Pacifica minivan from the production lines at a sibling plant in Windsor, Ontario, near Detroit.

Ford Motor Co. has reconfigured its vehicle manufacturing operations at its Canadian vehicle assembly plant to concentrate solely on heavy-duty truck production, shifting in 2024 from a plan to make all-electric vehicles there and its prior focus on crossover SUVs.

Even Honda, which makes the compact Civic sedan and CR-V crossover in Canada, has paused plans to expand capacity. It scrapped plans earlier this year to build a $15 billion EV battery supply chain near its existing Ontario plant as part of a broader strategic pivot.

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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.

Toyota Motor Corp.’s latest compact crossover will roll out of a plant in Ontario starting in December, a sign of the Japanese automaker’s commitment to making cars in Canada at a time when U.S. rivals are shrinking production in the country and newly arrived Chinese competitors are ramping up sales.

The updated, hybrid-only Lexus NX is one of three models made at Toyota’s 38-year—old factory complex in Cambridge, Ontario, along with the Toyota RAV4 crossover and Lexus RX SUV. While some of those are sold locally, about 85 per cent are earmarked for export — mostly to the much larger and more lucrative US market.

It also builds the RAV4 at another Ontario facility located about 48 km away. The plants produced a combined 537,518 vehicles last year, making Toyota the largest vehicle manufacturer in Canada.

The U.S. is a crucial market for vehicles made in Canada and the sector has been hit hard by President Donald Trump’s tariffs on imports, which have eroded profitability and spurred some carmakers to downsize their operations in the country. The White House has threatened to increase tariffs on autos to 50 per cent if a broader trade deal isn’t reached by Jan. 1.

Toyota invested $1.1 billion in its Canadian operations for the latest RAV4 model, which began production in January, and hundreds of millions of dollars more for the newest NX. With all of the carmaker’s factories are running at or close to full capacity, Toyota sees Canada as a vital cog in its global manufacturing network and key to its four-decade-long localization efforts.

“We’re fully committed to making cars in Canada for the long-term,” Scott MacKenzie, director of corporate affairs at Toyota Motor Manufacturing Canada, said in an interview, noting its local factories run two full shifts plus regular overtime. “We continue to invest here and think Canada is a great place to make cars.”

Right now, those operations are at “well over 100%” of capacity, but that fast production pace may not be sustainable with even higher tariffs. “Would we, for instance, manufacture at the same rate today that we would if we were facing an exorbitant tariff? We’d have to see,” MacKenzie said.

The commitment to Canada by Toyota and fellow Japanese automaker Honda Motor Co. comes at a time when competition is being stoked by the entry of Chinese-made cars. While the number of permitted imports from China remains relatively small — about 50,000 vehicles a year — that allotment will steadily grow under a deal Ottawa reached earlier this year with Beijing.

China’s Geely Automobile Holdings Ltd. has plans to launch sales in Canada next year, positioning it to be the first Chinese mass-market electric vehicle maker to establish a presence in the country.

General Motors Co. has long been the market leader in Canada with 2025 sales of about 300,000 cars and trucks. But Toyota is rapidly closing the gap, with record deliveries of 249,445 vehicles last year — a gain of 4.4 per cent. But that came against a backdrop of a market that has been growing more slowly, rising 2.1% to some 1.9 million new car sales.

Heightened trade tensions between the U.S. and Canada have exacerbated a longer-term decline in Canadian vehicle production due in part to labor and other fixed costs. The number of cars assembled in the country has fallen from around 3 million in 2000 to 1.3 million in 2024.

The three major Detroit-based automakers have scaled back their production footprint in Canada in recent years.

GM eliminated a shift at its truck plant outside Toronto earlier this year, and ended output at another factory in Ingersoll, Ontario, last year. Stellantis NV, which owns the Jeep and Ram brands, halted production in 2023 at a Toronto-area factory it now plans to sell, and cut a hybrid version of its Pacifica minivan from the production lines at a sibling plant in Windsor, Ontario, near Detroit.

Ford Motor Co. has reconfigured its vehicle manufacturing operations at its Canadian vehicle assembly plant to concentrate solely on heavy-duty truck production, shifting in 2024 from a plan to make all-electric vehicles there and its prior focus on crossover SUVs.

Even Honda, which makes the compact Civic sedan and CR-V crossover in Canada, has paused plans to expand capacity. It scrapped plans earlier this year to build a $15 billion EV battery supply chain near its existing Ontario plant as part of a broader strategic pivot.

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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.