After long enjoying a reputation as a 'bridge fuel' capable of helping the world achieve its climate goals, natural gas is losing some of its environmental lustre — and that has implications for Canada's energy sector.
After long enjoying a reputation as a"bridge fuel" capable of helping the world achieve its climate goals, natural gas is losing some of its environmental lustre — and that has implications for Canada's energy sector.
It's true that, when burned, natural gas produces far fewer carbon dioxide emissions than oil or coal. That means that in some cases, it has made sense for jurisdictions to move from a"worse" fossil fuel to a better one. Jeyakumar said if the world is serious about its goal of reaching net-zero emissions by 2050, then to drive greenhouse gas production down even further, the majority of electricity production going forward needs to be done through renewables.
"It really makes it a hopeless situation," Hughes said."The amount of carbon capture and storage and so forth that you would need to do in order to meet your commitments would be huge." McConaghy said he believes a balanced approach that mitigates the worst effects of climate change while still strategically using natural gas to maximize human well-being is the answer.
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Albert Bridge doctor named physician for Team Canada at IIHF World Junior Hockey Championship | SaltWireSYDNEY, N.S. — A Cape Breton doctor will be the team physician for Team Canada at the IIHF World Junior Hockey Championship next month in Halifax and ...
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Sask. residents highlight province’s natural beauty in ExploreSask photo contest | Globalnews.caTourism Saskatchewan announced the winners of the 2022 ExploreSask Photo Contest on Nov. 14. The competition launched in June and received more than 4,100 entries.
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Natural gas projects bolster B.C.’s upstream sectorAmerican, Canadian initiatives advancing pipeline expansion plans in the province
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Empty hydrogen strategies in transportation sector: a plan without projectsOn Aug. 23, the federal government signed an agreement to establish a “Canada-Germany hydrogen alliance” with the goal of exporting hydrogen from Canada in 2025. There are benefits to this move. Germany will have a much-needed allied alternative to Russian gas, and Canada will develop a new, secure green hydrogen supply chain. But here at home, municipal and provincial hydrogen strategies are not promising to do the same. Hydrogen mobility projects can’t get funding and are stuck in a conceptual garage that hasn’t even been built. Despite federal and municipal commitments to decarbonize transit fleets—a glaringly obvious application for zero-carbon hydrogen today—hydrogen buses can’t be deployed in most cities in Canada because provinces aren’t putting in their fair share of hydrogen funding to reduce the cost of low-volume green hydrogen compared to diesel in the short-term. There is a dire and immediate need to support credible alternatives to accelerate Canada’s own energy transition. About 22 per cent of our greenhouse gas emissions come from transportation. Without initial hydrogen bus deployments, the domestic volume of demand for green hydrogen in transportation will not grow rapidly enough to enable natural market forces to support competitive pricing wars. Those price wars are needed to reduce cost based on a stable fleet-based clientele of demand. Public fleets don’t buy one car, one shuttle or one bus. They buy in the dozens and hundreds. And they buy fast. Every year, hundreds of buses in Canada need to be replaced or added to an aging fleet. Scalable bus purchases en masse constitute an immediate demand for green hydrogen. If leveraged properly, rail won’t be too far behind and rail is the holy grail of massive consumption where hydrogen supplies can be delivered efficiently. This isn’t guesswork. It’s empirics. A deployment of 10 fuel-cell buses in Mississauga has been stalled for five years as the city repeatedly asks the province for short-term subsi
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With political will, long-range artillery systems are in Canada’s sightsCanadian production of long-range ballistic artillery and direct-fire systems is within reach if there is political will in Ottawa to do so. The capital investments required are actually relatively small for the strategic capabilities and capacity that can be brought online. Many in Canada seem ill-informed about the industrial capabilities that have been developing right here at home over the past 25-plus years. While a great deal of this industrial capability has been developed to serve the energy sector, nuclear power, and other advanced manufacturing supply chains in civilian applications, this same small and medium-sized enterprise industrial base (largely found in Ontario and Quebec) is already being used to support the United States government with the Canadian Commercial Corporation Act and the Defence Production Sharing Agreement, as well as through U.S. manufacturers. That notwithstanding, the details of this reality seem to evade the radar of many in Canada. A recent Hill Times column suggested that it is not possible in the foreseeable future to produce long-range artillery systems in Canada. This only illustrates that the article’s author does not know what industrial capabilities and capacity exist in Canada to start with, nor are they aware of what is required and how long it will take to close the capability gap from where the Canadian industrial base is today to where it needs to be to produce this type of hardware. Canada is not currently in a position to produce long-range artillery systems without aid from other allies. The fact is this has not been done in Canada since the Korean War. Investments must be made. However, if there is continued political will across allies then partnership with the United States, the United Kingdom, and other nations—including other NATO members—with prime manufacturers who agree to share technical knowledge can make this a reality in a timeframe of 24 months or less. The most immediate and obvious option is the M77
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Shawnigan Lake train bridge destroyed by truck will be replacedThe Island Corridor Foundation, which owns the rail corridor, hopes the new — and likely taller — bridge will one day be used again for rail traffic.
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