It's Climate Change I tell'ya!! IT'S CLIMATE CHANGE!!
- Thread starter B00Mer
- Start date
CBC. Feel free to rant about how CBC is True Dopes private propaganda arm and never tells anything except lies. All the king's horses and all the king's men couldn't stop you.
Makes a body wonder, though. . . if they're going to lie, why didn't they lie and say two billion?
Is that above or below the silviculture industry standard as required by law that goes back decades?
The problem is this false belief that CBC is somehow a shill for the Liberals.
Sure their News might be slanted, but that's not all CBC does.
And the number of programs, especially radio ones, that are not dependant on corporate bullshit money but are made with public funds, for the public interest, and by people who might otherwise NOT get things made, is what makes CBC worth funding in the end.
They are right in the fact this and nothing TrueDope has EVER done will help the environment or climate change. He can tax us to oblivion but it won't help the environment one bit. Canada produces a max of 1.5% of the word's CO2. Unless he can stop China from building a new coal fired power plan every week, he can't help anybody.
That being said, planting trees is good for the environment. Trees burn CO2 and produce O2. I doubt it would be enough to offset the big boys but it doesn't hurt.
Not sure what the purpose of this report is other than to trow flames at the eco-tards ranting and raving.
Some estimates I've read say that for Canada alone, it would take eight billion trees, and they'd have to be 10-30 years old to produced the desired level of air-cleaning.
If True Dope wants to really help the environment, the two most productive steps would be 1) quit using so much product, and 2) shut the fuck up.
Well, that's a worthy goal by itself!
He could also cut down on his air travel for a delegation including security of about 20 people using 2 jet airplanes where he produces probably as much of a carbon footprint as the whole province of Ontario on a daily basis ... but where is the fun in that?
According to reality, the fast track to emission reduction is grasslands not trees by 5:1 meaning 1 acres grass is equivalent to 5 acres of trees in sequesting co2.
Huh! He wants to plant 2 Billion trees by 2030. Don't think he's on track to do it but I guess we'll wait & see. The 8.5 million must be a recent tally because at one point, I had heard that few if any were planted. Good to know that some were.
Does that include all the trees that are required to be planted by loggers, or just the turdOWE promised one?
Permeable pavement could help cities be more resilient to flooding
Pilot projects are being developed across Quebec to make parking lots, bike paths or portions of streets more resilient to climate change.
Author of the article:La Presse Canadienne
La Presse Canadienne
Stéphane Blais
Published Aug 18, 2024 • Last updated 14 hours ago • 4 minute read
To make cities more resilient to flooding caused by climate change, researchers are developing more permeable pavements to allow water to flow through streets instead of running off the surface and ending up in residential basements.
This is happening more and more in Quebec: torrential rains overload underground networks that are not able to deal with such large quantities of water. Then the sewers back up, the streets are transformed into swimming pools and homes are flooded.
To make cities more resilient to climate change, one idea is to allow rainwater to infiltrate the ground without passing through underground networks by making parking lots, sidewalks and streets more permeable, for example.
Beyond nature-based solutions such as sponge sidewalks, “porous concrete,” or “permeable asphalt” or “pavers with permeable joints” are all types of pavements that can be used to make cities more resilient to flooding, said Sophie Duchesne, a professor at INRS and specialist in urban water management.
However, it’s easier to make a parking lot or bike path permeable than a street or boulevard, because of what lies beneath the pavement.
“When you use a permeable surface, you still have to send the water somewhere, so you need a pavement underneath that will be able to store the water” and often in the streets, under the pavement, you have water pipes, gas pipes, sewer pipes, which complicates water storage, said Duchesne, who works with municipalities to help them manage stormwater.
The Rivière-Du-Loup example
Across the province, pilot projects are being developed to make parking lots, bike paths or portions of streets more permeable, notably in Rivière-Du-Loup, in the Lower St. Lawrence.
City engineer Pascal Gamache explained the city first carried out two tests with porous asphalt, in two parking lots, and “in both cases, we had satisfactory results.
Porous asphalt is obtained by reducing the fine materials in the mix, leaving space for water to infiltrate.
Tests carried out by the city have shown this type of pavement can absorb a significant amount of rainwater, but the pavement is not flawless, particularly in a northern climate.
With “this type of infrastructure,” Gamache said, “you have to avoid using de-icing salt or abrasives as much as possible.”
The salts used on roads in winter can “clog the pores” of the pavement, reducing its ability to absorb water. This pavement, therefore, requires special maintenance, including high-pressure water cleaning.
The city has also tested another type of pavement that absorbs rainwater by installing “permeable pavers” along the edges of two streets.
These pavers are essentially concrete blocks, but “rather than bonding them with polymer sand,” which would make the pavement watertight, “we use gravel, which allows water to infiltrate”, Gamache said.
These projects have yielded good results so far, he added.
“What we want in the future is not just to capture water and bring it from point A to point B, we want it to stay in the ground, we want to avoid water running through the pipes to avoid overloading the network”, the engineer explained.
The challenge of heavy traffic
In some places in the U.S., alternatives to traditional road surfaces, such as pervious concrete, are gaining in popularity, according to Nara Almeida, a researcher and assistant professor at the University of Washington.
“I live in Washington State (…) and here it’s a very popular material, you can use it for sidewalks, but it can also be very effective for low-traffic streets,” explained Almeida, whose research focuses on sustainable materials for pavement manufacture.
“However, one of the difficulties in applying it to roads with heavy traffic is permeable concrete is not as strong as traditional concrete and cannot be reinforced,” Almeida said.
Reinforced concrete roads, built for heavy traffic, are made up of steel rods to reinforce the structure.
“But you can’t use steel in permeable concrete roads, because water will cause oxidation”, Almeida, explained, adding she is currently studying different materials that could make permeable concrete stronger.
According to this U.S. researcher, one of the indirect benefits of this type of pavement is it filters contaminants present in stormwater runoff.
“All kinds of pollution are found in stormwater runoff, for example, pollution caused by vehicle’s tires, and runoff water can carry this pollution into rivers, lakes, even all the way to the ocean”, but permeable concrete captures and filters out some of these pollutants.
Only part of the solution
Pavements such as porous asphalt or permeable concrete can absorb rainwater and make cities more resilient to climate change, but they are only part of the solution.
To mitigate the consequences of flooding in residential neighbourhoods, “there are a number of things we can do,” Duchesne said, such as reducing the width of streets.
“If we reduce the width of a street by a third, we’ll have at least reduced the amount of asphalt by a third, so reduce by a third the amount of impermeable surface that will generate runoff that we’ll have to manage.”
Even if the streets are “traditional impermeable asphalt, we can still send runoff from the streets to areas that are permeable, for example sidewalks that are going to be filled with vegetation, then with draining material,” she added, referring to what is commonly called sponge sidewalk or sponge park.
Demineralizing certain soils, i.e. removing unnecessary asphalt to leave natural spaces to absorb rainwater, is recognized as an effective measure for adapting to climate change.
torontosun.com
Pilot projects are being developed across Quebec to make parking lots, bike paths or portions of streets more resilient to climate change.
Author of the article:La Presse Canadienne
La Presse Canadienne
Stéphane Blais
Published Aug 18, 2024 • Last updated 14 hours ago • 4 minute read
To make cities more resilient to flooding caused by climate change, researchers are developing more permeable pavements to allow water to flow through streets instead of running off the surface and ending up in residential basements.
This is happening more and more in Quebec: torrential rains overload underground networks that are not able to deal with such large quantities of water. Then the sewers back up, the streets are transformed into swimming pools and homes are flooded.
To make cities more resilient to climate change, one idea is to allow rainwater to infiltrate the ground without passing through underground networks by making parking lots, sidewalks and streets more permeable, for example.
Beyond nature-based solutions such as sponge sidewalks, “porous concrete,” or “permeable asphalt” or “pavers with permeable joints” are all types of pavements that can be used to make cities more resilient to flooding, said Sophie Duchesne, a professor at INRS and specialist in urban water management.
However, it’s easier to make a parking lot or bike path permeable than a street or boulevard, because of what lies beneath the pavement.
“When you use a permeable surface, you still have to send the water somewhere, so you need a pavement underneath that will be able to store the water” and often in the streets, under the pavement, you have water pipes, gas pipes, sewer pipes, which complicates water storage, said Duchesne, who works with municipalities to help them manage stormwater.
The Rivière-Du-Loup example
Across the province, pilot projects are being developed to make parking lots, bike paths or portions of streets more permeable, notably in Rivière-Du-Loup, in the Lower St. Lawrence.
City engineer Pascal Gamache explained the city first carried out two tests with porous asphalt, in two parking lots, and “in both cases, we had satisfactory results.
Porous asphalt is obtained by reducing the fine materials in the mix, leaving space for water to infiltrate.
Tests carried out by the city have shown this type of pavement can absorb a significant amount of rainwater, but the pavement is not flawless, particularly in a northern climate.
With “this type of infrastructure,” Gamache said, “you have to avoid using de-icing salt or abrasives as much as possible.”
The salts used on roads in winter can “clog the pores” of the pavement, reducing its ability to absorb water. This pavement, therefore, requires special maintenance, including high-pressure water cleaning.
The city has also tested another type of pavement that absorbs rainwater by installing “permeable pavers” along the edges of two streets.
These pavers are essentially concrete blocks, but “rather than bonding them with polymer sand,” which would make the pavement watertight, “we use gravel, which allows water to infiltrate”, Gamache said.
These projects have yielded good results so far, he added.
“What we want in the future is not just to capture water and bring it from point A to point B, we want it to stay in the ground, we want to avoid water running through the pipes to avoid overloading the network”, the engineer explained.
The challenge of heavy traffic
In some places in the U.S., alternatives to traditional road surfaces, such as pervious concrete, are gaining in popularity, according to Nara Almeida, a researcher and assistant professor at the University of Washington.
“I live in Washington State (…) and here it’s a very popular material, you can use it for sidewalks, but it can also be very effective for low-traffic streets,” explained Almeida, whose research focuses on sustainable materials for pavement manufacture.
“However, one of the difficulties in applying it to roads with heavy traffic is permeable concrete is not as strong as traditional concrete and cannot be reinforced,” Almeida said.
Reinforced concrete roads, built for heavy traffic, are made up of steel rods to reinforce the structure.
“But you can’t use steel in permeable concrete roads, because water will cause oxidation”, Almeida, explained, adding she is currently studying different materials that could make permeable concrete stronger.
According to this U.S. researcher, one of the indirect benefits of this type of pavement is it filters contaminants present in stormwater runoff.
“All kinds of pollution are found in stormwater runoff, for example, pollution caused by vehicle’s tires, and runoff water can carry this pollution into rivers, lakes, even all the way to the ocean”, but permeable concrete captures and filters out some of these pollutants.
Only part of the solution
Pavements such as porous asphalt or permeable concrete can absorb rainwater and make cities more resilient to climate change, but they are only part of the solution.
To mitigate the consequences of flooding in residential neighbourhoods, “there are a number of things we can do,” Duchesne said, such as reducing the width of streets.
“If we reduce the width of a street by a third, we’ll have at least reduced the amount of asphalt by a third, so reduce by a third the amount of impermeable surface that will generate runoff that we’ll have to manage.”
Even if the streets are “traditional impermeable asphalt, we can still send runoff from the streets to areas that are permeable, for example sidewalks that are going to be filled with vegetation, then with draining material,” she added, referring to what is commonly called sponge sidewalk or sponge park.
Demineralizing certain soils, i.e. removing unnecessary asphalt to leave natural spaces to absorb rainwater, is recognized as an effective measure for adapting to climate change.
Permeable pavement could help cities be more resilient to flooding
Pilot projects are being developed across Quebec to make parking lots, bike paths or portions of streets more resilient to climate change.
Frost. Itll be garbage for Canadians .Permeable pavement could help cities be more resilient to flooding
Pilot projects are being developed across Quebec to make parking lots, bike paths or portions of streets more resilient to climate change.
Author of the article:La Presse Canadienne
La Presse Canadienne
Stéphane Blais
Published Aug 18, 2024 • Last updated 14 hours ago • 4 minute read
To make cities more resilient to flooding caused by climate change, researchers are developing more permeable pavements to allow water to flow through streets instead of running off the surface and ending up in residential basements.
This is happening more and more in Quebec: torrential rains overload underground networks that are not able to deal with such large quantities of water. Then the sewers back up, the streets are transformed into swimming pools and homes are flooded.
To make cities more resilient to climate change, one idea is to allow rainwater to infiltrate the ground without passing through underground networks by making parking lots, sidewalks and streets more permeable, for example.
Beyond nature-based solutions such as sponge sidewalks, “porous concrete,” or “permeable asphalt” or “pavers with permeable joints” are all types of pavements that can be used to make cities more resilient to flooding, said Sophie Duchesne, a professor at INRS and specialist in urban water management.
However, it’s easier to make a parking lot or bike path permeable than a street or boulevard, because of what lies beneath the pavement.
“When you use a permeable surface, you still have to send the water somewhere, so you need a pavement underneath that will be able to store the water” and often in the streets, under the pavement, you have water pipes, gas pipes, sewer pipes, which complicates water storage, said Duchesne, who works with municipalities to help them manage stormwater.
The Rivière-Du-Loup example
Across the province, pilot projects are being developed to make parking lots, bike paths or portions of streets more permeable, notably in Rivière-Du-Loup, in the Lower St. Lawrence.
City engineer Pascal Gamache explained the city first carried out two tests with porous asphalt, in two parking lots, and “in both cases, we had satisfactory results.
Porous asphalt is obtained by reducing the fine materials in the mix, leaving space for water to infiltrate.
Tests carried out by the city have shown this type of pavement can absorb a significant amount of rainwater, but the pavement is not flawless, particularly in a northern climate.
With “this type of infrastructure,” Gamache said, “you have to avoid using de-icing salt or abrasives as much as possible.”
The salts used on roads in winter can “clog the pores” of the pavement, reducing its ability to absorb water. This pavement, therefore, requires special maintenance, including high-pressure water cleaning.
The city has also tested another type of pavement that absorbs rainwater by installing “permeable pavers” along the edges of two streets.
These pavers are essentially concrete blocks, but “rather than bonding them with polymer sand,” which would make the pavement watertight, “we use gravel, which allows water to infiltrate”, Gamache said.
These projects have yielded good results so far, he added.
“What we want in the future is not just to capture water and bring it from point A to point B, we want it to stay in the ground, we want to avoid water running through the pipes to avoid overloading the network”, the engineer explained.
The challenge of heavy traffic
In some places in the U.S., alternatives to traditional road surfaces, such as pervious concrete, are gaining in popularity, according to Nara Almeida, a researcher and assistant professor at the University of Washington.
“I live in Washington State (…) and here it’s a very popular material, you can use it for sidewalks, but it can also be very effective for low-traffic streets,” explained Almeida, whose research focuses on sustainable materials for pavement manufacture.
“However, one of the difficulties in applying it to roads with heavy traffic is permeable concrete is not as strong as traditional concrete and cannot be reinforced,” Almeida said.
Reinforced concrete roads, built for heavy traffic, are made up of steel rods to reinforce the structure.
“But you can’t use steel in permeable concrete roads, because water will cause oxidation”, Almeida, explained, adding she is currently studying different materials that could make permeable concrete stronger.
According to this U.S. researcher, one of the indirect benefits of this type of pavement is it filters contaminants present in stormwater runoff.
“All kinds of pollution are found in stormwater runoff, for example, pollution caused by vehicle’s tires, and runoff water can carry this pollution into rivers, lakes, even all the way to the ocean”, but permeable concrete captures and filters out some of these pollutants.
Only part of the solution
Pavements such as porous asphalt or permeable concrete can absorb rainwater and make cities more resilient to climate change, but they are only part of the solution.
To mitigate the consequences of flooding in residential neighbourhoods, “there are a number of things we can do,” Duchesne said, such as reducing the width of streets.
“If we reduce the width of a street by a third, we’ll have at least reduced the amount of asphalt by a third, so reduce by a third the amount of impermeable surface that will generate runoff that we’ll have to manage.”
Even if the streets are “traditional impermeable asphalt, we can still send runoff from the streets to areas that are permeable, for example sidewalks that are going to be filled with vegetation, then with draining material,” she added, referring to what is commonly called sponge sidewalk or sponge park.
Demineralizing certain soils, i.e. removing unnecessary asphalt to leave natural spaces to absorb rainwater, is recognized as an effective measure for adapting to climate change.
Permeable pavement could help cities be more resilient to flooding
Pilot projects are being developed across Quebec to make parking lots, bike paths or portions of streets more resilient to climate change.
Mud streets and board sidewalks're the Canadian Way! And materials technology don't advance!
Ill check with MoT on clearance specs. There is probably a "log" to keep as well.
Largest study of 2023 wildfires finds extreme weather fuelled flames coast to coast
Author of the article:Canadian Press
Canadian Press
Bob Weber
Published Aug 21, 2024 • 3 minute read
Trees burned by the Bush Creek East Wildfire
Trees burned by the Bush Creek East Wildfire are seen above Little Shuswap Lake in Squilax, B.C., Monday, Sept. 11, 2023. Photo by DARRYL DYCK /THE CANADIAN PRESS
The largest study of Canada’s catastrophic 2023 wildfire season concludes it is “inescapable” that the record burn was caused by extreme heat and parching drought, while adding the amount of young forests consumed could make recovery harder.
And it warns that the extreme temperatures seen that year were already equivalent to some climate projections for 2050.
“It is inescapable that extreme heat and moisture deficits enabled the record-breaking 2023 fire season,” says the study, published Tuesday in the journal Nature Communications.
That season burned 150,000 square kilometres — seven times the historical average — forced 232,000 Canadians from their homes and required help from 5,500 firefighters from around the world, as well as national resources and the military. Smoke drifted as far as western Europe.
“In 2023, we had the most extreme fire weather conditions on record over much of the country,” said Piyush Jain, a scientist with Natural Resources Canada. “I think the connection is pretty clear.”
The paper finds that although there were differences in how the 2023 fire season played out in Western, Northern, Eastern and Atlantic Canada, the underlying causes were the same. That season had more extreme fire weather — defined as a combination of heat and drought that exceeds 95 per cent of all fire season days — than any year since records began in 1940.
Temperatures across the country averaged 2.2 degrees above normal during the fire season.
But while the West’s fires were abetted by a drought ongoing for years, Quebec suffered from a relatively new phenomenon known as “flash drought.”
“That area was not in drought,” said Jain. “It transitioned to drought very, very quickly.”
The paper calls flash drought “an emerging process we are only beginning to understand.”
The paper finds the long periods of hot and dry weather were worsened by high-pressure zones that blocked the normal movement of air normally driven by the jet stream, a high-altitude river of air circling the planet that drives much of Earth’s weather. Most places in Canada experience an average of 14 days under such immobile high-pressure systems. In 2023, areas that suffered the worst fires had as many as 60.
As well, may of those so-called “blocking events” in the West occurred early in the season, hastening mountain snowmelt and increasing the amount of time forests were vulnerable to fire.
“It was driven by these large-scale weather events,” Jain said.
The widespread dry weather contributed to making fires that were larger than ever. Although 2023 saw 834 large fires, only 60 of them were responsible for nearly three-quarters of the area burned.
Only seven per cent of the burned area was affected by human-caused flames. Lightning accounted for the rest.
The fires also burned more than 10,000 square kilometres of forest that had already burned within the last three decades.
“This disturbance has the potential to cause extensive post-fire tree regeneration failures, because immature trees cannot provide enough seeds following a fire,” the report says.
Some areas could permanently shift to grassland or other ecosystems. Previous research has found frequent reburns have turned boreal forests into broadleaf forests or shrublands.
“If a young forest is not at the stage where it would naturally propagate, you may have those species being eliminated from the landscape,” Jain said.
The report says more than 3,000 square kilometres of commercial forest in Quebec is now vulnerable to “regeneration failures.”
The new study comes after previous work that has found climate change made the conditions that created the fires up to three times more likely.
The 2023 combination of extreme heat and drought could be a precursor of what is to come, Jain said. Climate models suggest that under the most extreme carbon emission scenarios, those conditions could be normal by 2050.
“By the middle of the century, we will frequently be getting the same weather conditions we had in 2023,” said Jain. “That would have implications for more of these large fire seasons.”
![cda-wildfires-20240821[1].jpg](https://forums.canadiancontent.net/data/attachments/22/22507-c99c2305e61427f92f6a2eeba08f40b1.jpg "cda-wildfires-20240821[1].jpg")
torontosun.com
Author of the article:Canadian Press
Canadian Press
Bob Weber
Published Aug 21, 2024 • 3 minute read
Trees burned by the Bush Creek East Wildfire
Trees burned by the Bush Creek East Wildfire are seen above Little Shuswap Lake in Squilax, B.C., Monday, Sept. 11, 2023. Photo by DARRYL DYCK /THE CANADIAN PRESS
The largest study of Canada’s catastrophic 2023 wildfire season concludes it is “inescapable” that the record burn was caused by extreme heat and parching drought, while adding the amount of young forests consumed could make recovery harder.
And it warns that the extreme temperatures seen that year were already equivalent to some climate projections for 2050.
“It is inescapable that extreme heat and moisture deficits enabled the record-breaking 2023 fire season,” says the study, published Tuesday in the journal Nature Communications.
That season burned 150,000 square kilometres — seven times the historical average — forced 232,000 Canadians from their homes and required help from 5,500 firefighters from around the world, as well as national resources and the military. Smoke drifted as far as western Europe.
“In 2023, we had the most extreme fire weather conditions on record over much of the country,” said Piyush Jain, a scientist with Natural Resources Canada. “I think the connection is pretty clear.”
The paper finds that although there were differences in how the 2023 fire season played out in Western, Northern, Eastern and Atlantic Canada, the underlying causes were the same. That season had more extreme fire weather — defined as a combination of heat and drought that exceeds 95 per cent of all fire season days — than any year since records began in 1940.
Temperatures across the country averaged 2.2 degrees above normal during the fire season.
But while the West’s fires were abetted by a drought ongoing for years, Quebec suffered from a relatively new phenomenon known as “flash drought.”
“That area was not in drought,” said Jain. “It transitioned to drought very, very quickly.”
The paper calls flash drought “an emerging process we are only beginning to understand.”
The paper finds the long periods of hot and dry weather were worsened by high-pressure zones that blocked the normal movement of air normally driven by the jet stream, a high-altitude river of air circling the planet that drives much of Earth’s weather. Most places in Canada experience an average of 14 days under such immobile high-pressure systems. In 2023, areas that suffered the worst fires had as many as 60.
As well, may of those so-called “blocking events” in the West occurred early in the season, hastening mountain snowmelt and increasing the amount of time forests were vulnerable to fire.
“It was driven by these large-scale weather events,” Jain said.
The widespread dry weather contributed to making fires that were larger than ever. Although 2023 saw 834 large fires, only 60 of them were responsible for nearly three-quarters of the area burned.
Only seven per cent of the burned area was affected by human-caused flames. Lightning accounted for the rest.
The fires also burned more than 10,000 square kilometres of forest that had already burned within the last three decades.
“This disturbance has the potential to cause extensive post-fire tree regeneration failures, because immature trees cannot provide enough seeds following a fire,” the report says.
Some areas could permanently shift to grassland or other ecosystems. Previous research has found frequent reburns have turned boreal forests into broadleaf forests or shrublands.
“If a young forest is not at the stage where it would naturally propagate, you may have those species being eliminated from the landscape,” Jain said.
The report says more than 3,000 square kilometres of commercial forest in Quebec is now vulnerable to “regeneration failures.”
The new study comes after previous work that has found climate change made the conditions that created the fires up to three times more likely.
The 2023 combination of extreme heat and drought could be a precursor of what is to come, Jain said. Climate models suggest that under the most extreme carbon emission scenarios, those conditions could be normal by 2050.
“By the middle of the century, we will frequently be getting the same weather conditions we had in 2023,” said Jain. “That would have implications for more of these large fire seasons.”
Largest study of 2023 wildfires finds extreme weather fuelled flames coast to coast
The largest study of Canada's catastrophic 2023 wildfire season concludes the record burn was caused by extreme heat and parching drought
