Prioritizing support for Indigenous-led conservation in Enhanced Nature Legacy renewal

Enormous progress has been made in recognizing and supporting Indigenous leadership in conservation in recent years and federal investments have been critical to this work. Implementing Canada’s commitment to effectively protect at least 30% of land and ocean by 2030 hinges on recognition by Crown governments of Indigenous jurisdiction and title, and effective co-governance and co-management of protected land and ocean with Indigenous governments, through cooperative federalism. Doing this work in a good way takes time, and while the Nature Legacy and Enhanced Nature Legacy investments have been critical to lay a strong foundation for success, renewed and long-term investment is now needed to complete protection and ensure effective stewardship of the many areas identified for protection by Indigenous governments.

In addition to environmental and social benefits, there is strong evidence that investing in protected areas can generate a significant return on investment and help build resilient, diversified local economies, particularly in rural and remote communities.

Recommendation:

A renewed Enhanced Nature Legacy investment should prioritize long-term support for Indigenous-led conservation initiatives (Indigenous Protected and Conserved Areas and Guardian programs), encourage action by provinces and territories, and support NGOs to help deliver on Canada’s land protection commitment. (Targets 1, 3, 4, 22) [ECCC, PC, HICC]

Ramping up core adaptation investments to increase resiliency in the face of climate change

Recommendation Summary:

To support implementation of the National Adaptation Strategy (NAS), the Green Budget Coalition recommends scaling up federal core adaptation investments by an order of magnitude, from $6.5 billion over the past eight years to:

At least $65 billion over the next eight years (2025-2033) for core adaptation programs [NRCan, HICC, ECCC, HC, CIRNAC, and other departments]

Background and Rationale

The National Adaptation Strategy, finalized in June 2023, outlines a path for improving climate change resilience in Canada across five interconnected systems: disaster resilience, health and well-being, nature and biodiversity, infrastructure, and economy and workers.

Over the past eight years (2015-2023), federal investments in core adaptation—programs and initiatives designed to directly enhance adaptation— have totalled more than $6.5 billion. This includes $1.6 billion in new funding announced in November 2022 when the draft NAS was published, which was described at the time as a “down-payment”.

However, as noted in the Canadian Climate Institute’s 2022 independent assessment of the draft NAS and $1.6 billion down-payment, “The scale of new action and investment proposed in the Action Plan is inadequate to address the growing national adaptation shortfall.” While some additional funding has been announced since, funding for the NAS remains insufficient, and could be reduced if sunsetting programs supporting adaptation are not renewed in Budget 2025.

Meanwhile, a 2020 analysis by the Insurance Bureau of Canada and the Federation of Canadian Municipalities, which focused on the cost of local- level actions for public infrastructure needs alone,estimated that “an annual investment in municipal infrastructure and local adaptation of $5.3 billion is needed to adapt to climate change.”

Scaling Up Investments to Date and Addressing Gaps

Existing programs and initiatives, such as those identified in the ECCC Backgrounder, Funding climate change adaptation (June 2023), can be rapidly expanded and/or scaled up.83 Priorities identified by Climate Proof Canada include:

  • Expanding the Greener Homes Initiative and Greener Neighbourhoods Pilot Program to integrate resilience objectives, support deep retrofits and accelerate decarbonization;Delivering surge funding to the Disaster Mitigation and Adaptation Fund (DMAF);
  • Supporting Indigenous Climate Resilience for First Nations, the Métis Nation and Inuit Peoples;* and
  • Expanding the HealthADAPT program in order to help the health sector prepare for and respond to climate impacts.

Additional priorities for new core adaptation investments to address gaps in current funding streams include:

  • An affordable National Flood Insurance Program to protect households;
  • Targeted programs for people with health conditions and disabilities, racialized communities, older people, and other marginalized and underserved populations particularly vulnerable to climate change;
  • Resources to advance equity and climate and environmental justice (a guiding principle of the NAS) across all core adaptation investments;
  • Integrating measures to promote adaptation of forests, grasslands, wetlands and aquatic ecosystems in restoration and protection plans;
  • Addressing flooding and erosion at a watershed scale that goes beyond municipal and/or jurisdictional boundaries with a focus on natural infrastructure solutions, and including regional collaboration of watershed health monitoring, and assessment of hydrology to manage flow regimes during periods of sporadic precipitation; and
  • Targeted support for local governments to access predictive tools such as flood maps, and disaster-mitigation funding.

Important Complementary Actions

Effective coordination and engagement mechanisms will be essential to the success of Canada’s NAS and also require resourcing.

All federal infrastructure funding programs need to be brought into alignment with the NAS. Housing, Infrastructure and Communities Canada’s updated climate lens should be rigorously applied to all federal infrastructure investments. There is also a need to improve coordination and coherence among federal programs for disaster risk reduction/response and climate adaptation, as recommended in 2022 by the Expert Advisory Panel on the Disaster Financial Assistance Arrangements (DFAA). Strategically targeting DFAA funding to prioritize climate adaptation will help increase disaster resilience.

In addition to core adaptation investments, funding for disaster response and recovery and other programs that include adaptation as a secondary outcome will continue to be important.

See also recommendations for additional investments in the following adaptation-relevant programs, detailed elsewhere in this document: earlier, in Delivering on Nature Commitments; and later, in the more detailed nature section: Aquatic Ecosystem Restoration Fund; Habitat Infrastructure Renewal Fund; and Indigenous- led conservation in Enhanced Nature Legacy Renewal.

* The Green Budget Coalition supports the request of the Métis Nation for emergency management funding.

The road ahead: Zero-emission medium and heavy-duty vehicles

Despite making up only 17% of Canada’s total vehicle stock, medium- and heavy-duty vehicles (Class 3 to 8 vehicles, or MHDVs) currently account for over 37% of vehicle-related greenhouse gas emissions. While emissions from passenger cars are declining, emissions from trucks and buses are trending upwards and are expected to bypass those from passenger cars by 2030.

It is thus increasingly urgent that the federal government better address the sector’s rising levels of carbon pollution, accelerating the transition to zero- emission MHDVs (ZE-MHDVs). However, there is as yet no concrete, implementable plan that outlines how this transition will take place. Modeling shows that while the federal government’s current suite of climate policies and programs are necessary, more action is needed to advance the transition to ZE-MHDVs at the pace required to hit the federal government’s zero-emission targets.

A whole-of-government effort is needed, including a sales mandate, an infrastructure roadmap for Canada’s highways, and clear guidelines and regulations for vehicle manufacturers and fleet operators, plus incentives for demonstration projects. The Canadian Trucking Alliance and similar organizations are advocating for an extension of the Accelerated Investment Incentive to incentivise capital investments.

One particularly critical area for creating market certainty for vehicle manufacturers and building out economies of scale is: private depot charging infrastructure.

Recommended Investment [NRCan]:

Enhance the Zero Emission Vehicle Infrastructure Program (ZEVIP) to further support private depot charging infrastructure: $325 million over three years

To assist fleet operators with the transition and fill in the gaps with private and public funding for charging infrastructure, we recommend an increase in funding through the ZEVIP from the current $680 million through 2027 to $1.05 billion. This would further build out infrastructure to support the number of ZE-MHDVs needed to meet the target of 35% ZE sales by 2030.

A clean commute for kids: Bridging the funding gap for school bus electrification

The transition to electric school buses in Canada faces significant financial barriers. The Zero Emission Transit Fund (ZETF) was supposed to support school bus fleet electrification, but funding has not increased despite the 100% medium and heavy-duty vehicle (MHDV) sales target by 2040. The ZETF is now oversubscribed, with the vast majority of funds already allocated and its budget recently reduced by $350 million.

Electric school buses have an upfront cost of 1.5 to 2.5 times more than diesel buses, necessitating federal support to reduce the total cost of ownership of ESBs to 21% less than a diesel bus (accounting for maintenance and fuel savings). The current funding shortfall threatens to delay school bus electrification, hindering greenhouse gas emissions (GHG) reductions and other benefits such as job creation and cleaner air. Without additional federal funding, operators will continue or revert to purchasing diesel buses, impeding progress in provinces reliant on federal support. To reach the 100% ESBs target by 2040, almost 3,000 diesel models will have to be replaced next year, requiring $375 million in federal funding (assuming provincial matching). This added funding should be exclusively for electric school buses, as transit projects have absorbed most of the ZETF.

Additionally, the ZETF’s current approval structure is time-consuming, inconsistent, and overly complex. This causes prolonged processing times and difficulties in orchestrating timely vehicle replacements, hindering the seamless incorporation of electric school buses. The complexity deters operators from applying, leading to a low number of electric school buses in many provinces. In Prince Edward Island, recent difficulties in accessing ZETF capital funding have forced the province to purchase a diesel school bus for the first time since 2020. Quebec-based transportation service providers face a different challenge, as they cannot access federal programs due to incompatibility with the province’s point-of-sale rebate program.

Recommendations [HICC]:

  • Accelerate $375 million in funding for 2025 for school bus electrification, pending the availability of funding from the Canada Public Transit Fund.
  • Reevaluate funding allocation structures to lower barriers to capital funding.
  • Replace the second phase of the ZETF capital application process with a point- of-sale rebate mechanism to simplify the application process and provide more certainty to fleet operators as they build their budgets, while mitigating the incompatibility with Quebec’s funding program.
  • Earmark funding for Indigenous communities and other higher-needs populations, as is currently done in ZEVIP. Establish direct or automated access to the ZETF.

Updating iZEV program to accelerate decarbonizing personal transportation

The Government of Canada’s new Electric Vehicle Availability Standard, adopted in December 2023, represents a historic achievement that will accelerate electric vehicle (EV) uptake throughout the country. To date, there has been an impressive deployment of battery-electric vehicles (BEV) and plug-in hybrid electric vehicles (PHEV) in Canada.

However, the literature is clear that transitioning to a fully electric vehicle fleet will not be enough to reach Canada’s climate targets, nor solve associated problems relating to equity, individual ownership, road infrastructure, traffic congestion, and safety. Further, Canada still has the world’s highest emitting vehicle fleet. Large, fossil fuel-powered vehicles account for an ever-growing share of new vehicle sales, despite efforts to electrify cars and trucks.

To achieve significant GHG emission reductions and transform Canada’s transportation system, the Green Budget Coalition recommends improving Canada’s Incentives for Zero-Emission Vehicles (iZEV) Program through additional measures to reduce the size, number and use of personal vehicles by supporting active, collective and shared transportation (e.g., public transit, car sharing, and cycling). In addition to reducing GHG emissions, these initiatives will also support lower-income household transportation needs.

Recommendations [TC]:

1. Update the iZEV program, learning from other subsidy programs in Nova Scotia, British Columbia, and France:

  • $250 million over two years
    • $75 million to expand the iZEV program to support the purchase of 50,000 electric-assisted bikes by offering, for example, a 50% purchase subsidy for lower-income households (up to $2,000) and 20% subsidy for medium—and high—income households (up to $800).
    • $175 million to create a new scrappage program,69 offering benefits such as credits towards car-sharing programs, bike rental, or use of public transit, and/or EV purchase subsidies.
  • Scale ZEV incentive based on vehicle’s energy consumption.
  • Remove the cap on subsidies for car- sharing companies.

2. Ensure an equitable transition to energy- efficient transportation:

  • Make used EVs eligible for a one- time subsidy through the iZEV subsidy program, as recommended by the House of Commons Standing Committee on Environment and Sustainable Development.
  • Scale ZEV purchase incentives amount and cap eligibility based on household income (e.g., $100,000), learning from California and British Columbia.

For more detail, see the GBC’s Budget 2024 recommendation Reducing carbon emissions from road transportation through electric-assisted bikes, equity and subsidy solutions.

See also recommendations in this section: Double public transit ridership by 2035, Strengthening Canada’s public electric vehicle charging network, and A clean commute for kids: Bridging the funding gap for school bus electrification.