Go North, Young Man: The Great Canada

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Part 25 - China vs. Asia, Canada Takes Over The Nuclear World and America's Democratic Revolution
Part 25 - China vs. Asia, Canada Takes Over The Nuclear World and America's Democratic Revolution

It's always said that you cannot keep people down forever, and having spent most of the 20th Century under communist rule only to have its first attempt to open up to the world completely ruin by Tiananmen Square and the Hong Kong Crisis in 1989-90, the People's Republic of China had by the middle of the 2000s figured out what had been lost from their turn back towards authoritarianism fifteen years prior, and was keen to allow the memories of Tiananmen Square to be forgotten. Hu Jintao, who led China from 2003 until 2012, was more aware of this than most, and his leadership saw China open up its borders and indeed its society to foreign ideas and investment, but they quickly ran into issues with Commonwealth, Asian and some American firms for demands for the Chinese partner corporate bodies to have access to the intellectual property of their proposed partners, something that grew to be seriously disapproved of by many corporate bodies. Despite the troubles, Jintao's leadership time in China saw both consensus for the future of the country, massive economic growth and a sizable growth in the country's power in economic, social, diplomatic and military forms.

For the Commonwealth, the issue of Hong Kong complicated the relationship between the Commonwealth and China, but since the establishments of naval and air bases in Hong Kong in the 1990s and re-establishment of the Royal Navy's Pacific Fleet as a way of supporting the United Kingdom's far-off city and Hong Kong's 1990s and 2000s development of a "fight-or-flight" attitude when dealing with the governments of the mainland, Hong Kong's position was far more stable than it had once been, and the steady development of a democratically-elected Hong Kong Legislative Assembly in the 1990s had made sure that the city's views were well-known. While Hong Kong made no particular moves towards independence during this time, among most Hong Kongers the idea of integration into a China ruled by the Chinese Communist Party was seen as unthinkable, almost traitorous, and the city's own movements in the 1990s and 2000s were meant to grow the city's independence, including the growth of high-tech and biotech industries as well as becoming one of the world's leaders in the STEM fields. Even as relations between Hong Kong and China slowly normalized in the 2000s, the idea of a return to Chinese control was seen as unthinkable by Hong Kongers, even as Jintao's successor, Xi Jinping, dramatically shifted the goalposts with regards to relations between China and the rest of the world.

While Jintao had been keen on consensus-based rule and diplomacy with the powers around it, Xinping had no such illusions and was only too proud to take China's growing power and use it to forcefully exert influence, actions that by the late 2010s had made China's relations with Hong Kong and Taiwan once again grow colder and made Japan and Korea seriously begin talks for mutual defense and trade alliances, alliances that by 2020 had grown to include Hong Kong, Taiwan, the Philippines, Vietnam, Thailand and Australia, with the Commonwealth and the United States watching with interest. It ended up by 2020 becoming something of a stalemate, as Beijing saw the rest of Asia as seeking to stop China's growth in power and the rest of Asia saw China's actions as inflammatory and unnecessary, particularly Japan (whom Beijing had had rocky relations with for most of the time since World War II) and Hong Kong.

Japan indeed had become a completely different place than the islands China had once fought a bitter, war crimes-filled conflict with 75 years prior. Having had its sense of racial supremacy completely destroyed by World War II and the knowledge of its crimes against other nations having long since become a national shame that all of Japan up to and including its Emperor had spent many years seeking to atone for, Japan had begun landmark changes to its laws on nationality and immigration in 1964, smoothly and steadily opening the doors to new arrivals, a flow that grew dramatically in the 1980s during Japan's bubble era and had been steady since then, resulting in Japan by 2010 having nearly 12% of its population be people of other backgrounds, who in 1989 were finally allowed to become full Japanese citizens without having to adopt a fully Japanese identity, something that had been allowed for Zainichi Koreans since 1964 but which was now being spread to just about anyone who was willing and able to integrate into Japanese society. This move, initially controversial, became a much bigger positive after the bursting of the Japanese asset bubble in 1990-91 found them with vast assets that they either had to sell off (frequently at a massive loss) or make work as part of the corporations' assets, moves that made involvement in Japanese society by those from other parts of the world much more common partly out of necessity. By the late 1990s racism in Japan had become highly uncommon, especially towards those who spoke fluent Japanese (which virtually all immigrants to Japan did, as it made coming to the country far easier) and those who had positions of authority. Japan's aging population made immigration much more common, as Japan's government did not wish to sacrifice its influential and powerful society to an aging population. This dramatic change had manifested itself in ever-greater connections between Japan and other nations, with Canada and Australia becoming two of the nations most favored by Japan and its citizens, particularly as English had by 2000 become the most common second language spoken by Japanese citizens and was seen by then as a sign of a highly-educated individual. If anything, that Commonwealth connection also filtered down to Hong Kong, as by the 2010s Japan was easily the single biggest investor in the city outside of China or the Commonwealth.

Korea was rather behind Japan in the adaptation of aspects of foreign life, but they made up for it in the "Korean Wave" that began first in Japan and Taiwan in the 1990s and then rapidly spread across the world. The Seoul Olympics in 1988 had been the point where Korea began to boot open the doors and allow its people access to the world around them in a big way, and it showed. The Koreans were hard workers even by the standards of Asians, and their growth from one of the world's poorest countries at the end of the Korean War in 1951 to one of its richest in 2001 despite being poor in natural resources was in many ways a success brought on by hard work and preserverence, and the proud Koreans weren't afraid to show it, though Korea rarely showed the levels of bigotry that had once existed in Japan, a result of having been the victims of decades of discrimination by the Japanese in the first half of the 20th Century. The Koreans did follow the Japanese in allowing immigration to their country as well, things weren't quite so smooth as in Japan, but despite that the Koreans too were plenty capable of holding their own in the world - and the Korean Wave also had the effect of growing the relationship between the two nations, that by the 2000s was seen as a relationship of equals.

This became most clearly seen in the aftermath of the Tohuku Earthquake and Tsunami in 2011. The titanic earthquake, the most powerful ever recorded in Japan measuring 9.1 on the Richter scale, produced a tsunami that was in some places over 120 feet high and reached over 10 kilometres inland, devastating the city of Sendai and hundreds of other communities - and worse, it caused the massive nuclear accident at the Fukushima Daiichi Nuclear Power Plant, the tsunami destroying the plant's backup power systems, causing three simultaneous meltdowns at the three of the power plant's reactors, leading to three hydrogen explosions and major releases of radioactive materials from the facility. The tsunami claimed nearly 16,000 lives and caused over $200 Billion in damage, and that didn't count the damage from the Fukushima Daiichi power station, the radioactivity forced the evacuation of 154,000 people from its exclusion zone. The damage was such that the Japanese Government openly asked for any help that they could get, and one of the first to respond was Korea, which quickly mobilized its own medical response and disaster relief units and was able to have them in Sendai less than 18 hours after the Earthquake, beauting numerous other countries - including Canada, the United Kingdom and Australia, as well as the United States - to the punch. Among the responders was the HMCS Terra Nova and her battle group, which had been heading for a port visit to Hong Kong and was 800 kilometres southeast of Honshu at the time, and which quickly did a right turn and raced north to the disaster area. Canada's DART team was followed by C-17 Globemasters carrying additional RCAF helicopters, allowing for the Canadians to have additional helicopters to help with rescue operations. The disaster at the nuclear power plant ended up being far more troublesome and difficult to repair.

Japan's government in the years preceding the 2011 Earthquake had been more nationalistic and had been pushing against many of the newer communities in Japan that had come as a result of the law changes, though this almost immediately stopped, as more than a few Japanese considered the devastation from the earthquake and tsunami to be a sign from unhappy Gods for the actions of Japan's government in the years before, though blame for the disaster at Fukushima Daiichi landed squarely on the shoulders of it's owner, the Tokyo Electric Power Company (TEPCO) and operators. Japan, highly reliant on nuclear power, quickly had a reckoning on the future of nuclear energy in the country, well aware that it couldn't soon dismiss the technology but unwilling to let another such disaster happen again. Abroad, the Fukushima Daiichi disaster led to a major campaign to assuage public fears, including in Canada where many who loudly campaigned the most against Canada's nuclear power industry in the months after the disaster were the ones invited to tour facilities and get a good idea of just how Canada's power stations. As Canada's commercial nuclear power stations had never suffered a loss-of-coolant incident and the operators (most of all Ontario Hydro, which was refurbishing the Bruce and Pickering sites at the time and added additional safety measures to these overhauls in response, and then retrofitted them to all its other reactors, at a cost of nearly $4.5 Billion for all of the facilities), the operators felt quite confident in their facilities, though that confidence wasn't always agreed upon in the United States.

The Americans' desire for the retiring of the older-design reactors after the accident at Fukushima ultimately did have a major effect, as the reputation of General Electric's Boiling Water Reactor design, the type that failed so spectacularly at Fukushima, was pretty much completely ruined after the disaster. Hitachi in November 2012 announced the end of its joint-venture agreement with General Electric and its desire to sell its nuclear division, and the month afterward the American Nuclear Regulatory Commission ordered all BWRs older than 30 years old - which was all but four of them - shut down for inspection and retrofitting. Facing losses in the billions as a result, GE joined Hitachi and began to look to sell.

Perhaps not surprisingly, Canada bought.

On August 10, 2013, the Nuclear Technology Development Corporation of Canada (NTDCC), a company formed with the involvement of the Nuclear Energy Corporation of Canada, Stantec, Canadian Hydro Engineers, Ellis-Don Contractors, Atlantic Canada Nuclear Training Corporation, Western Electric and Second Planet Resources, bought the assets of the General Electric and Hitachi nuclear power units, assuming the maintenance responsibility for older designs - though the company quickly said that all reactors of generations BWR-4 (the type that failed at Fukushima) and earlier would not be supported and recommended their immediate decommissioning. The NTDCC continued the development of the GE-Hitachi ESBWR design, even after it was approved by American and European authorities for use in 2014, developing a form of the ESBWR that used thorium fuel with a uranium-233 driver fuel and a thermal emergency-shutdown system, where the core temperature reaching a high enough point would cause a gravity-driven dump into the core of water containing large amounts of lithium-6, a strong neutron poison which in such quantities would result in an immediate cessation of a nuclear chain reaction.

The bold play into the world's nuclear power development came as the Asian friends of Japan were proposing a complete replacement of the aged reactors Japan operated. Mitsubishi's Pressurized Water Reactors had a near-flawless safety record and in the aftermath of Fukushima the Japanese regulators got a lot more finicky on the operation of nuclear facilities, resulting in many of them being permanently shut down though with Japan's energy needs pushing for replacements. As the newer designs of CANDU and now the ESBWR-TH would produce far more power than older designs - the ESBWR-TH could produce 1525 MWe per unit - and far more safely, the plans began to get attention. But before then, the first ESBWR-TH began to be built in Canada, commissioned by BC Hydro. The two-reactor facility at the west end of Shuswap Lake was built in place of expanding hydroelectric capacity in the province, and was approved by the province of British Columbia in May 2016. Local environmentalist opposition was fairly muted (helped along by BC Hydro taking Ontario Hydro's lead in proactive public relations with regards to the safety of nuclear power facilities) and the local First Nations were mostly in support of the project owing to desires for jobs and recognizing that the facility would provide a sizable amount of power in a way that would almost certainly have small effects on the local environment. The Lake Shuswap Nuclear Generating Station was the first of its kind, and after its opening in August 2020 would operate for over 50 years without any serious incidents.

Japan would indeed ultimately buy both the CANDU-20A design and the ESBWR-TH, replacing over two dozen older reactors with the new designs, and with Japan's media pointing out that Canada's nuclear industry had an enviable safety record and if it was safe enough for them to have them within sight of several major cities (indeed the Pickering and Fanshawe Nuclear Generating Stations in Ontario were ultimately surrounded as a result of the growth of the cities Toronto and London) then it was surely safe enough for Japan to use as a clean form of electricity. Recognizing that, Canadian nuclear energy operators were quick to invite Japanese nuclear critics to visit the facilities they operated, and the Nuclear Energy Corporation of Canada did the Japanese a huge favor in 2012 then they offered to build a clone of the Darlington Tritium Removal Facility in Japan, getting the go-ahead within weeks and building the facility on the north side of the town of Namie, opening it in May 2014. It was a similar story in the United States, and the revenue from the vast growth in nuclear power plant development ended up making billions for the companies involved.

In the United States, the later years of the 20th Century had seen more than a little goalpost moving across its politics. After the 2008 Presidential election in the United States had been a tight affair between Democratic incumbents Paul Wellstone and Al Gore and Republicans Mitt Romney and Marco Rubio, in large part driven by a huge fundraising advantage the Romney campaign had as a direct result of campaign donation laws being steadily whittled away. Not happy with this, and with one of the key points of the 2008 election attacks by Wellstone and Gore on Romney being the candidate of big business, and Gore commented that he planned on introducing a constitutional amendment to limit third-party and insider influence on American elections, in his words "making the elections of the United States be decided by all of the people of the United States." Wellstone and Gore won their re-election, and within weeks of the beginning of Wellstone's secord term that push began. It became a long and rather tortuous process, but in the end Congress voted on the Twenty-Eighth, Twenty-Ninth and Thirtieth Amendments to the United States Constitution in 2010.

The Twenty-Eighth Amendment, the American Citizenship Amendment, defined American citizens as natural-born or naturalized human citizens of the United States, removing the possibility for corporate bodies to be able to claim any rights under the United States Constitution. This basically made corporate donations in any form to political campaigns, both directly and in the form of third-party campaigns, strictly limited. The Amendment also enshrined the possibility of those from other countries to apply for American citizenship "without prejudice on the part of the United States of America", making any forms of discrimination with regards to immigration and naturalization for race, gender, religion, ethnicity, sexual orientation or a variety of other conditions explicitly unconstitutional, and also provided an easy pathway to citizenship for those who had come to America illegally provided certain conditions were met. This Amendment also removed the requirement for the President or Vice-President to be natural-born Americans, but required someone seeking either of those positions to have been a citizen of the United States of America for at least twenty-five years before they were eligible for those offices.

The Twenty-Ninth Amendment, the Rights of American Voters Amendment, mandated that states develop a complete list of voters that were eligible to vote, allowed same-day confirmation of the right to vote and mandated a maximum distance to travel and a maximum wait time that one would have to wait in line to cast a ballot. Election Day was to become a national holiday, and those who worked in essential industries were required by be provided with early or alternative ballots, with it being the state's responsibility to make sure they got that ballot and that it was collected.

The Thirtieth Amendment was the American Territorial Lands Amendment, created with the intent of making the District of Columbia and Puerto Rico into full states of the United States, with the United States Virgin Islands becoming part of the state of Puerto Rico and thus able to vote as full American citizens, with the same rights offered for all citizens residing on the the United States' Pacific islands and territories, with the end goal of allowing them to choose between becoming full members of the United States or seeking independence on their own terms.

The Twenty-Ninth and Thirtieth Amendments found few willing to speak against them, but the Twenty-Eighth initially ran into some difficulties from the harder-right wing of American politics, who claimed it would not allow America to choose immigrants to fit its need, despite the fact that the amendment strictly held to genetic conditions that had nothing to do with one's achievements or qualifications - a fact that the United States Supreme Court agreed with when it was called to rule on the legality of the amendment in October 2010, finding no difficulties with the wording of it and ruling that it was entirely compatible with other amendments and that existing laws with regards to immigration selections and qualifications would not be unconstitutional under the amendment. Owing to this, the Twenty-Ninth Amendment cleared the United States Congress first, approved on September 18, 2010, with the Thirteth approved on September 27 and the Twenty-Eighth being approved on October 25, just in time for voting day in the United States. As the states now had to ratify it, those in favour of them got no less than twenty-three states to have the 2010 Election Day be declared a state holiday, and with turnout as a result way above the usual in these states, the State Legislatures in the United States had little difficulty being convinced of the merits of both amendments, and on January 10, 2011, Delaware became the first state to vote to ratify all three amendments. The ratification across the states was swift during the spring and summer of 2011, with the Twenty-Ninth and Thirtieth Amendments coming into force with the ratification of the Amendments by the thirty-eighth state, in this case North Carolina on May 22, 2011, with the Twenty-Eighth Amendment following it by about two months, with the thirty-eighth state in this case being Tennessee, which voted for it on July 19, 2011.

The effects were profound. Both of America's major political parties saw the possibility of benefitting massively from the Amendments, and in any case trying to say you are against growing the rights of American citizens and restricting those of corporate bodies wasn't likely be a position beneficial to one's political career. By the time of the 2012 election the battle lines were drawn, as the Republican ticket of Utah Governor Jon Huntsman Jr. and Maine Senator Susan Collins faced off against former Vermont Governor and Democratic National Committee chairman Howard Dean and Los Angeles Mayor Antonio Villaraigosa, with a wild presidential race marked by vast rallies and huge pushes for turnouts by both sides and huge plans and proposals and far less of the mudslinging that had defined previous campaigns for the White House. Huntsman and Collins came out victorious, but with Democrats in charge of both houses of Congress, the White House was quick to learn how to work with their fellow Americans even if they didn't always agree. It was a reality that quickly filtered down to the various state houses, with similar elections in 2012 and onward in many cases being decided by turnout and with the path to victory being making a case for why you are the best candidate for the job being sought. Such an environment practically begged for dreamers, and more than a few rose into position of political power in the 2010s and 2020s, with much of America's older political class having to catch up or get left behind by the new times. The Democrats tended to have an easier time living with the times, but the Republicans who rose into positions of power and authority during the Huntsman Presidency in more than a few cases were far more dynamic, imaginative and open-minded than the people they replaced, a reality that steadily eroded the once-formidable lead among Americans of color the Democrats had once enjoyed.

In Canada, Ottawa looked upon Washington's dramatic late-2000s and early-2010s shift with some happiness, as in many ways it closed the gap between the two nations in many aspects of politics. Having long practiced some level of economic nationalism, Canada saw the free trade orthodoxy the Republicans had been strong believers in for decade decay some as a result of a need to create jobs for smaller communities that hadn't always been the beneficiaries of economic growth or social change - a situation that Canada knew as well, and indeed that fact led to many pushes for co-operation on figuring out how to deal with such problems. Washington and Ottawa's vast relationships with each other if anything grew as America began a massive effort in the first half of the 21st Century to deal with the effects of climate change, and that effort included massive collaborations on energy and transportation policies.
 
Having just completed a re-read of the story; Well Done! The details you put into this examination of a Bright!World and the hopes and dreams realized, makes me want to cry at how our world has turned out so far. Thank you.
 
Having just completed a re-read of the story; Well Done! The details you put into this examination of a Bright!World and the hopes and dreams realized, makes me want to cry at how our world has turned out so far. Thank you.
Glad you're enjoying it. I've got more to come, working on another chapter as we speak. 🙂
 
Part 26 - The Vision of Society, the Vancouver Island Bridge and Canadian Spy Satellites
Part 26 - The Vision of Society, the Vancouver Island Bridge and Canadian Spy Satellites

While the world around Canada was indeed changing dramatically in the 21st Century, an inevitability owing to economic growth, climate change and changing social dynamics in societies all around the world, in Canada there were many aspects of life that weren't changing, as age-old respects and rivalries had indeed merely seen new conditions and new players in the games appear on the scene, and the growth of sports such as basketball, rugby and cricket in Canada had been matched in many ways by the newcomers to Canadian society being willing to take on Canada's sporting tradition in the winters sports, particularly hockey. Despite being one of the coldest countries in the world for ten of its fifteen provinces Canada had became famous for its clothing design by the 2000s and 2010s, and the wealth of the country combined with its nearly-unshakable political consensus over not leaving any part of its society behind, forged from over a century of welfare capitalism ideas and generation after generation of newcomers looking after their own as well as others, to make a nation whose social traditions were copied by sizable portions of the world and envied by just about everyone else, this seen nowhere more vividly than the Commonwealth of Nations and the United States. From black hockey players to white rappers and hip-hop and reggae musicians, from Indian sarees becoming common female formal wear in cosmopolitan cities like Toronto, Vancouver and Calgary to a trend among men of colour in formal wear to emulate old-school three-piece suits in the 2000s (even complete with top hats in some cases) to fusions of everyone's different foods in every place, Canadians more than just about anyone else in the world were happy to try out the aspects of culture, sport and style brought by newcomers for themselves, and for many established newcomers to show off their appreciation of all things Canadian, both the traditional and otherwise.

With the mosaic-style multiculturalism that Canada had preached for its entire history having hit its likely ultimate destination in the mosaic being a strong core made up of countless smaller pieces, the forging of ever-stronger pieces was a theme of Canada of the 21st Century. With the bilingualism in Canada's both large-scale official languages virtually universal among natural-born Canadians of all colours and increasingly-common amongst newcomers joining the new languages that were ever-more-common in Canada with the passage of time - Spanish, Chinese (of both the Mandarin and Cantonese varieties), Arabic, Hindi - were joined by languages that had been kept very much alive by communities of its speakers in Canada - Portuguese, Italian, Russian, Dutch, Japanese - and that didn't include the countless Native Canadian languages, but even in the various Chinatowns and Navi Mumbais and Little Italys and Latin Quarters of Canadian cities large and small, English and French would still be commonly heard, usually out of respect for where people were and for those who sought to experience what was new for themselves. Despite those vast differences and the influence of many aspects of so many ethnic cultures, the Canadian identity in so many regards remained unshakable, and while the ethnic neighborhoods would forever remain the center of so many communities, by the 21st Century the populations of Canada spread into many communities regardless of background. Neighborhoods like Sunset, Victoria, Gastown and Downtown Eastside in Vancouver, Pointe-Sainte-Charles, Griffintown and Saint-Michel in Montreal and Parkdale, St. James Town, Davisville and Thorncliffe Park in Toronto became the landing points for those who had just come to Canada regardless of background, and the long-standing traditions of Canada meant that while these neighborhoods were frequently of lower-income than many, they were not slums, particularly after Canada's National Drug Strategy, passed in 1998, went a long way to changing the dynamics with drugs in Canada, as it led to the decriminalization of just about all forms of drug possession in favour of a strategy of harsher penalties on dealers and distributors and extensive rehabilitation and support programs for addicts and former addicts that went a long way to fixing many of the problems. That same year Toronto opened its landmark 30th Street Community, a 1650-unit community in south Etobicoke built on a disused industrial property which had been dedicated specifically to dealing with Toronto's homeless population by giving them a place to go every night as well as supports for the people who lived there. The project worked so well that three other such developments - The Junction Towers, Wynford Place and Adam Roberts Community Homes - were built by the Toronto Community Housing Corporation, housing over 7500 additional people that had otherwise been homeless, projects that were joined by funds from Ottawa to help those who had been homeless to find a place to put a roof over their heads. The success of these projects drove similar projects across Canada, allowing the 2000s to be the decade that several major Canadian cities more or less eradicated homelessness.

Governments in Canada pushed for such ambitious projects, not short of funds to do so and in many cases seeing projects to helping Canada's poor have benefits far beyond merely helping the most vulnerable populations, lower crime and higher educational results being the top of the list for these results, but Toronto was in large part successful as it was found that providing homes to the homeless and supports for them was far less costly than providing support for them on the streets. Climate change supercharged many efforts for societal advancement for those of First Nations descent, as the "Indian Plumbers" joke that had lived in Canada for generations (with some truth to it) only grew further as the First Nations' populations provided, per-capita, far more of those involved in the trades than other groups of Canadians. Far from this being the demeaning joke of the past, the tribes in many cases hadn't failed to notice that these tradesmen in most cases made an extraordinarily good living, with the most industrious or lucky (or both) tribes becoming peoples of extraordinary wealth, especially in British Columbia, Alberta and Northern Ontario. As climate change saw more and more people move ever further northward across Canada, these tradesmen became the backbones of their communities, in many cases being the ones who brought greater wealth and services to the North. By the 2010s, most of the Northern communities linked to the rest of Canada's transport network had long since ditched the dilapitated prefabricated housing of times past, replacing them with concrete-and-steel well-styled properties with rock gardens, greenhouses and pools or hot tubs under the stars as money allowed them to. Nowhere was this seen more than the Nunavut capital of Iqaluit, which by the 2010s had paved its roads using many of the same techniques used for airport runways and as a result had become a commercial center clustered by an its port and airport with neighborhoods of pretty houses on winding roads overlooking the sea.

Into this came the issue of Vancouver Island's status with the mainland. Having been serviced by efficient ferry and helicopter service for over a century, by the 21st Century the local residents were only too aware of the fact that the island's population and growing economy meant that a connection with the mainland was becoming a serious need. Having first proposed a link across the Salish Sea at Expo 86, the Province of British Columbia spent the 1980s and 1990s studying the issue. The primary problems were technical - no matter where the bridge was located, there was going to be some truly monumental bridges needed to make such a crossing. Ultimately it was decided that the best way to build the project was to island-hop from Anacortes on the mainland to Saanichton on Vancouver Island through the San Juan Islands, as bridging well to the north at Campbell River, while much easier from an engineering standpoint, was deemed to be impractical for economic ones and would require vast additional transport infrastructure in any case. The Province developed its proposed route in the late 1990s, and in 1998 passed off the proposals to engineering giant SNC-Lavalin to develop more detailed plans.

The Vancouver Island Link route would use a Vancouver Island-James Island-Sidney Island-Henry Island-San Juan Island-Lopez Island-Blakely Island-Cypress Island-Guemes Island-Mainland route, the most practical under the circumstances by the judgement of the engineers from the British Columbia Government. SNC-Lavalin agreed, and they proposed to have the link use double-deck bridges to allow cars on the top deck with trains on the lower deck. Cypress Island and Blakely Island would be tunneled through, with the route requiring six tunnels in all as well as eleven bridges for the 90-kilometre route. The rail line got priority on grades for obvious reasons, and the plan was that the whole route would be for cars at least four lanes wide, and that a toll would be collected on cars both for the whole route as well as traffic getting off of the route on the San Juan, Lopez, Blakely or Guemes Islands. SNC-Lavalin's engineering work allowed the British Columbia Government in February 2001 to put out an international competition for the design of the Link, hoping for a decent result.

What they got was massive. A vast selection of the world's great architects - Renzo Piano, Frank Gehry, Norman Foster, Fumihiko Maki, Robert Venturi, Zaha Hadid - all bid on the project, producing a selection of incredible designs for the project. The hardest part of the project - the 5,015-metre bridge from Henry Island to Sidney Island - was handled in every case by a suspension bridge, even as the architects all admitted the engineering of the structure would be a monumental challenge owing to the depth of the water off of Henry Island, the region being seismically active and the fact that the waterway underneath was a very busy shipping route, which necessitated a towering clearance of 270 feet beneath the bridge. Ultimately Gehry and Piano's work was selected for the project, and the two giants teamed up with SNC-Lavalin and three separate major construction firms to build the project. The final plan was approved by the Province on May 26, 2002, and the project's construction began.

There ended up being numerous hurdles to deal with, but all were dealt with. Canadian Pacific kicked in a sizable chunk towards the construction cost in order to have trackage rights across the Link as well as the British Columbia Railway and they assisted in the building of railroad operations on both ends of the link, and to the surprise of many objections on the islands were relatively muted (though not entirely so, of course) and while construction on the roadway and tunnels was fairly smooth, the long bridge proved challenging to build and the bridge-to-tunnel to Blakely to Cypress Islands proved challenging as well. Despite that, and the development of a road surface that could handle the conditions of the area while not being too slippery. The vast project was the largest individual construction project in the province's history and was only rivalled by the Confederation bridge and the largest of Ontario, Quebec or Alberta's nuclear power stations, and had a cost to match, this running it into some trouble with the voters in BC. Despite that the fate of the project was never in doubt, and the entire Link was opened after eight years of building by Prime Minister Jack Layton and British Columbia Premier Christy Clark on July 18, 2010. The link proved to be an immediate success, with the Victoria-Sidney-Esquimault area rapidly becoming a third city in rival to Vancouver and Seattle that were to the northeast and southeast of it in large part because of the Link and the Link itself becoming something of a tourist attraction in its own right. The building of the Vancouver Island Link extended the end of the Trans-Canada Highway from Vancouver to Victoria, and eventually the highway was extended from there up the coast to Port Hardy, which became the "official" west end of the Trans-Canada, with the expressway section extending as far as Campbell River on the island.

While the development of the infrastructure projects across Canada continued at a fast pace, particularly with the extending of highways north into the increasingly-populated hinterland - a situation that grew as development of mining resources first in Northern Ontario and then in the Northwest Territories and Nunavut, growth that accelerated with the discovery of the Denehdeh Reef in the Northwest Territories in 2007, with prospectors looking through the area for diamonds (knowing of the productive Ekati Mine to the east) but instead discovering rare-earth metals in truly vast amounts, as well as further exploration in the 2010s discovering chromium, platinum-group metals, copper-nickel and vermiculite. The possibilities of such resources were part of the driver that grew the population boom in the Yukon and Northwest Territories in the 21st Century, a boom that brought with it plenty of other interests, as the vast forests of the Northwest Territories brought with it vast lumber concerns, many of these organized by the native communities of the area who went about the harvesting of lumber in the area in a much more environmentally-conscious way than had once been the norm for such operations. The Northwest Territories Expressway, which ran from Edmonton to Yellowknife via Fox Creek, Peace River, High Level and Fort Providence, was completed in 2018, and what followed the highways and new roadways and railways was both more people and better standards of living for those who had lived there before.

The need to defend this area led to the re-organization and dramatic expansion of the Canadian Rangers in the 2000s, with the Rangers getting both new weapons, gear and vehicles (including tracked vehicles, M113 armored personnel carriers, light trucks with arctic modifications and lots of helicopters) and also led to the further development of Canada's own armed forces in terms of their electronic warfare abilities, with the ultimate example being the Spectre Project, which had begun in the 2010s but began to have a real result in the late 2010s, with the Skylon project resulting in a launch platform for the Spectre Project, the Canadian Spy Satellite project.

Having developed the greatest spacecraft in human history in the 2010s in the Skylon, the Canadians and Commonwealth were keen to use it, particularly as the nations that might create a rival - most of all the United States - were many years behind in the development of such spacecraft. While communications satellites were launched first, it wasn't long before military satellites from the Commonwealth began to be launched, and knowing of Skylon's development long before it was flying, the Canadian Armed Forces and the partner companies in the project - Research in Motion, Dalsa Electronics, IMAX Corporation, Vektris Engineering, Canadair, Mohawk Electrotechnic and Heroux-Devtek - were well into a major development of spy satellites, taking advantage of the incredibly-advanced imaging technology long developed by IMAX and Dalsa and some of the world's best military electronics from Research in Motion to create the satellite. As with the Americans' KH-11 system, the first satellites launched were geosynchronous communications satellites meant to provide telecommunications service to northern Canada, while also having the ability to be contacted from Earth and allowing the satellites to be able to real-time information back to Earth.

The Spectre Project ended up being more successful than was initially hoped. The first satellite, CSA-44A, was launched by the Skylon in August 2017, and proved capable of imagery with resolution of around than 50mm, not enough to recognize faces but certainly enough to get a very good idea of what was being photographed by the satellite, and they had been quite cunningly designed with low-observable features and were soon proven to be as capable as anything developed by Russia, China or the United States, something that would have surprised either nation had they known - it was known that Canada had launched such satellites, but everyone who sought information on the satellites found that getting the information was quite difficult, as the contractors involved had all done an extraordinary job of security, and Canada's armed forces had a very good record of security, particularly on matters such as this one. Canada ultimately launched five such satellites, spending quite a large sum but getting some of the world's best intelligence capabilities as a direct result. While Canada was by no means the first Commonwealth nation to build such satellites, their effort was far better than many others. The effort didn't stop there of course, as Canadian radar-intelligence satellites and signals intelligence satellites were soon to follow, and by the late 2020s the Canadian Security and Intelligence Service was able to access as good a network of intelligence as any nation on Earth.

Indeed while the idea of spying on people wasn't exactly what one thought of when they thought of Canadians, starting with its rather inglorious creation as a result of RCMP misconduct in 1984, CSIS rapidly grew into one of the world's better intelligence agencies by the end of the 2000s, primarily because of the organization's strong esprit de corps, ability to draw on Canadians of just about every nationality and background and a reputation for discovering all kinds of unsavoury activity both inside Canada and outside of it. While the cases of the likes of Maher Arar after the 9/11 Attacks earned the organization a few black eyes (and Arar's case resulted in seven CSIS officials being fired and a public apology to him by Prime Minister Martin in 2007), CSIS does have an excellent reputation, and Canada's wide network of human intelligence assets that developed after 9/11 and its effective pushback against numerous countries' possibly-hostile actions (China most of all, though they are not the only ones of course) gave the organization something of a reputation, as well as their abilities in the hunting down of war criminals (this is most true in Africa) and major international criminals, with the likes of Semion Mogilevich, John Paul Sr., Renato Cinquegranella and James "Whitey" Bulger all being arrested entirely because of or in part due to the actions of CSIS's Global Criminal Intelligence Division.
 
Can we please have an information post of the Prime Ministers please, I see you have Martin, Layton, and Harper all in a short window.
 
Can we please have an information post of the Prime Ministers please, I see you have Martin, Layton, and Harper all in a short window.
Stephen Harper is never the PM here, he's the head of the Reform Party and the finance minister in Peter MacKay's government, which runs from 2000 to 2007, where they are ousted by Paul Martin (Liberal) and Jack Layton (Progressive). Martin loses the leadership of the alliance to Layton in 2011, with Jack Layton becoming PM and leading until he does of cancer in 2015. Thomas Mulcair is PM for seven months before he loses the 2016 election and Justin Trudeau takes his place in the PM's office. MacKay retires after the 2016 elections. (OOC: I'm not sure who to have be the Conservative leader after MacKay - I think most of the current CPC crop suck.)
 

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What is the status of Crown Corporations, did they expand and became more efficient? How is worker ownership viewed? Did the Mountain Equipment Cooperative closed down?
 
What is the status of Crown Corporations, did they expand and became more efficient?
Yes and yes. Crown corporations are an integral part of this Canada, and the biggest ones on the federal level - Petro-Canada, Air Canada, Canadian National Railways, Canadair, Via Rail, Nuclear Energy Corporation of Canada, Canada Lands Company, Canadian Broadcasting Corporation, Canada Post, Cameco, Ingenium - are genuine behemoths in many cases.

Petro-Canada is the largest of these and, courtesy of them being the drivers of offshore oil development in the Maritimes and of oil sands crude and the development of synthetic crude oil, is Canada's largest oil producer by a mile and easily the biggest earner for Ottawa of the crown corporations. The Federal Natural Resources Trust is the second-biggest earner, but its generally seen as less of a crown corporation and more of a manager of Ottawa's Natural Resources funds.

Most of the other major corporations - CNR, Canada Lands, NECC, Marine Atlantic, Business Development Bank of Canada, Agricultural Exports Corporation, Cameco - are profitable enterprises, in the case of CNR and the BDC quite substantially so. Canada Post tends to run at a small loss but is regarded as an essential service for all of the obvious reasons. Air Canada tends to run at about the break-even point or a little above it in large part because it operates many routes that are of dubious profitability but of importance to Ottawa. Canadair is partially privatized (the Canadian Government owns 51% stake of it but generally keeps a fairly hands-off approach as investors) and is a profitable firm. Via Rail runs at a profit on its higher-city intercity operations but loses some on its transcontinental and long-distance trains. The CBC has never made money to any great degree, but in fairness its not supposed to, it's more meant as a cultural development mechanism and a source of top-quality media and information both for Canadians and others abroad who want to learn about Canada, and in this role it does very well, and Ingenium primarily functions in many of the same ways.

The goals of the companies varies, but in every case the companies are well-managed and so efficiency isn't a real big issue. Petro-Canada, CNR, Via Rail, the CBC and NECC are all renowned for their esprit de corps in large part because they take good care of their workforce and are run by people who make their way through the companies' hierarchies. As a practical matter, the relationships between the Crown Corporations and Ottawa is one of the government being a semi-silent partner, though while the Corporations are used for public policy goals (this is seen all the time in the provinces) micro-management is highly uncommon.

The provinces are mostly the same, particularly with the hydroelectric companies - Ontario Hydro and Hydro-Quebec are the first and second largest producers of hydroelectric power on the planet, and all of the provincial power authorities (the above as well as NB Power, Newfoundland Hydroelectric, Nova Scotia Power, Manitoba Hydro, SaskPower, Alberta Energy System, BC Hydro, Canadian Caribbean Power, Jamaica Electric, Trinidad and Tobago Power Corporation, Yukon Power, Northwestern Electric and Qulliq Energy) are all profitable companies, though in some cases finding profitability has been a challenge, with Nova Scotia Power having to be re-organized by the provincial government in 1986 due to huge debts from nuclear power station building. Many of the above (especially Ontario Hydro, Hydro-Quebec and BC Hydro) have large amounts of excess power generation capacity, power that is sold to customers in the United States at a considerable profit. (This was sufficiently profitable for Ontario Hydro that when demand growth threatened their power surplus in the 1980s, they built three additional nuclear power stations and rebuilt several coal-fired power stations into biomass facilities to keep this surplus available, effectively getting power customers in the United States to pay for it all.) Many provinces also operate natural gas distribution networks. The majority of the provinces use Crown Corporations for the sale and distribution of alcoholic beverages, and all do so for lottery and gaming products as this is required by federal law.

Some of the provinces operate other forms of crown corporations for everything from telecommunications networks (SaskTel, MTS, Atlantic Telecommunications) to railroads (British Columbia Railway, Ontario Northland) to transit authorities (BC Transit) to ferry services (Atlantic Ferries, BC Ferries). Alberta and British Columbia both partially privatized their telecommunications crown corporations to form Telus, which became a massive success story with the dot-com boom and its growth, something that had made both provinces a fortune in its own right.

How is worker ownership viewed?
Depends on the circumstances. As there are thousands of cases of workers buying businesses from corporate owners (in many cases quite successfully) this is seen as a highly-positive thing, but there have been cases where unions have ended up at loggerheads with management, particularly in high-volume, low-margin industries such as airlines and grocery store chains. For small and medium-sized businesses, shares of the business being sold to or given to employees is very common, and most large companies include employee representation on their board of directors.
Did the Mountain Equipment Cooperative closed down?
Nope, still very much in business. 🙂
 
Nuclear Power Stations List
And just for the record, this is Canada's nuclear power station fleet (going roughly east to west):

Orange Valley
Carapichaima, Trinidad and Tobago
- 2x CANDU 1025C, 1,985 MW

Sir Alexander Bustamante
St. Elizabeth Parish, Jamaica
- 4x CANDU 791A, 2,878 MW

Terra Nova
Holyrood, Newfoundland and Labrador
2x CANDU 750B, 1,610 MW

Lingan
Sydney, Nova Scotia
- 3x CANDU 750A, 2,414 MW

Trafalgar
Governor Lake, Nova Scotia
- 2x CANDU 791A, 1,465 MW

Point Lapreau
Musquash, New Brunswick
- 1x CANDU 750B, 1x CANDU 850, 1,660 MW

Gentilly
Bećancour, Quebec
- 1x CANDU-BWR (shut down 1975), 2x CANDU 770, 1,516 MW (operating)

Saint-Francois Xavier
Saint-Felix-de-Kingsey, Quebec
- 8x CANDU 620C, 4,645 MW

Chalk River
Deep River, Ontario
- 2x CANDU 500A, 1x ESBWR-TH, 2,490 MW

Darlington
Bowmanville, Ontario
- 4x CANDU 850A, 4x CANDU 960B, 7,705 MW

Pickering
Pickering, Ontario
- 4x CANDU 620B, 4x CANDU 791A, 5,116 MW

Beausoleil
Hope Island, Ontario
- 4x CANDU 850A, 3,512 MW

Bruce
Kincardine, Ontario
- 1x CANDU 200 (shut down 1984), 2x CANDU 791, 2x CANDU 750A, 4x CANDU 750B, 6,384 MW (operating)

Fanshawe
London, Ontario
- 2x CANDU 960, 1,877 MW

North Saskatchewan
Wynyard, Saskatchewan
- 2x CANDU 850, 1,680 MW

Peter Lougheed
Fort McMurray, Alberta
- 8x CANDU 1025A, 7,400 MW

Sylvan Lake
Birchcliff, Alberta
- 4x CANDU 620D, 4x CANDU 791A, 5,165 MW

Sir Michael Kennedy
Kapasiwin, Alberta
- 4x CANDU 850, 3,512 MW

Blackfoot
Vulcan County, Alberta
- 2x CANDU 1025B, 2,006 MW

Lake Shuswap
Lee Creek, British Columbia
- 2x ESBWR-TH, 3,026 MW

Harrison Lake
Silver River, British Columbia
- 4x CANDU 850, 3,512 MW

Pacific Ridge
Satsop, British Columbia
- 2x CANDU 770, 1,519 MW
 
Stephen Harper is never the PM here, he's the head of the Reform Party and the finance minister in Peter MacKay's government, which runs from 2000 to 2007, where they are ousted by Paul Martin (Liberal) and Jack Layton (Progressive). Martin loses the leadership of the alliance to Layton in 2011, with Jack Layton becoming PM and leading until he does of cancer in 2015. Thomas Mulcair is PM for seven months before he loses the 2016 election and Justin Trudeau takes his place in the PM's office. MacKay retires after the 2016 elections. (OOC: I'm not sure who to have be the Conservative leader after MacKay - I think most of the current CPC crop suck.)
Michael Chong, perhaps? Likely one of the last decent Joe Clark-esque CPC MPs left. Or perhaps a Caribbean conservative like Andrew Holness of Jamaica or Keith Mitchell of the Caribbean Islands?
 
Ultimately it was decided that the best way to build the project was to island-hop from Anacortes on the mainland to Saanichton on Vancouver Island through the San Juan Islands, as bridging well to the north at Campbell River, while much easier from an engineering standpoint, was deemed to be impractical for economic ones and would require vast additional transport infrastructure in any case.
Glad to see Campbell River stays a little more out of the way ITTL...
The building of the Vancouver Island Link extended the end of the Trans-Canada Highway from Vancouver to Victoria, and eventually the highway was extended from there up the coast to Port Hardy, which became the "official" west end of the Trans-Canada, with the expressway section extending as far as Campbell River on the island.
Sounds good...the route up there from the ferry is stunning...but slow. Or maybe the distance didn't look that big on the map to our British eyes and then we got a shock...
 

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For small and medium-sized businesses, shares of the business being sold to or given to employees is very common, and most large companies include employee representation on their board of directors.
Do you have situations where employee-owned shareholding and employees sitting on the board of directors happen? In other words, democratic ESOPs?

Is there more emphasis on ESOPs over worker cooperatives? In comparison to conventional businesses?

Lastly, do institutions exist to help in the startup of worker cooperatives (ie. giving out the capital)?

Public ownership questions: In public ownership, is there employee shareholding and codetermination there? Like what France does?

Are any banks publicly owned in Canada? The Central Bank of Canada was publicly owned until the 1970's when it was ordered by the branch of the IMF to stop become like that. If I remember correctly, they were one of the forces for lowering the GDP to debt ratio until it skyrocketed in the 80's ITTL.

What about medicine? Some facilities and centres did cutting edge medical innovation (including synthetic insulin) were done on publicly-owned medical labs?

How is the Canadian Infrastructure Bank? Are they compromised by Blackrock? Or are they fully public, enabling the government to borrow the money at low interest rates than private banks for infrastructure and roads?

Nope, still very much in business. 🙂
I meant whether if the MEC demutualized, and sold off the shares to some American equity firm? Did they restructure internally to include workers, making it multistakeholder?

I like what you do in your work, keep it up! It's been a long time since you have updated, and I am happy that it did.
 
Do you have situations where employee-owned shareholding and employees sitting on the board of directors happen? In other words, democratic ESOPs?
Yes, that has happened on quite a number of occasions in this Canada, with the largest examples of this include a number of steel and minerals companies.
Is there more emphasis on ESOPs over worker cooperatives? In comparison to conventional businesses?
There is plenty of both, mostly in smaller-scale businesses, though in this Canada capital is easy to get and quite cheap in terms of lending rates, owing to Canada's monstrous natural resource funds resulting in huge mountains of capital available, so ESOPs and worker co-operatives can both be done quite easily if the firm in question is well-managed.
Lastly, do institutions exist to help in the startup of worker cooperatives (ie. giving out the capital)?
See above. All of the "Big Eight" Canadian banks - the OTL Big Five (RBC Generale[1], Toronto-Dominion Canada Trust, Canadian Imperial Bank of Commerce, Bank of Nova Scotia and Bank of Montreal) plus National Bank of Canada, Desjardins Commonwealth and Pacific Western - all have major programs for small business lending and all have programs specifically for the providing of capital to businesses set up as co-operatives.
Public ownership questions: In public ownership, is there employee shareholding and codetermination there? Like what France does?
In most cases no, though Canadair does have such arrangements.
Are any banks publicly owned in Canada? The Central Bank of Canada was publicly owned until the 1970's when it was ordered by the branch of the IMF to stop become like that. If I remember correctly, they were one of the forces for lowering the GDP to debt ratio until it skyrocketed in the 80's ITTL.
The only sizable bank that is publicly-owned Canada is ATB Financial, which is owned by the governments of Saskatchewan and Alberta. Canada's Central Bank functions similarly to OTL, though here they are also the manager of Ottawa's massive natural resource funds, a role that in the provinces is assigned to a company controlled by the province whose fund is being managed. These investment firms didn't have much in the way retail operations once upon a time, but since Alberta mandated the Wildrose Fund Management Corporation work with ATB Financial and Pacific Western to offer funds to small businesses in Alberta in 1975, the rest of the provinces have all followed. The provinces have had the tendency to move their funds through banks of their choosing - Quebec, for example, almost exclusively uses Desjardins Commonwealth and National Bank for this - and that tends to annoy the bigger ones, especially RBC Generale and CIBC. Canadians here have a very high standard of living and very cheap essentials (particularly in food and utilities) and as a result have a much higher quantity of money in the bank, helped along by the fact that personal credit (credit cards, lines of credit) terms in Canada here are considerably stricter than OTL. The higher savings and lower exposure to personal credit losses means that the supply of capital for the big banks to lend out to businesses is huge, and as the largest corporations are often joined at the hip with one of the big financial institutions and many smaller companies are joined with said big ones (creating something of an informal keiretsu setup, something the banks frequently encourage) all of them can get capital at quite low interest rates, and for projects deemed by Ottawa to be "in the national interest" the undertakers of these projects are capable of getting loans directly from the Bank of Canada, which reduces the interest rates further.

Canada's debt-to-GDP is higher than what otherwise might be acceptable in some cases (about 70% when you count all of the provinces' debts as well) but as said debt is overwhelmingly owned by Canadians and the debt-to-GDP ratio doesn't take into account the absolutely immense natural resource funds (Alberta's Wildrose Fund could pay off most of that debt on its own, and Alberta has zero provincial government debt of any kind - nearly a century of hoarding oil money has its benefits), the government debt Canada has is mostly insignificant. Canada's currency is more or less pegged to the US Dollar at a rate of $1 CAD = $1.20 USD and as such it doesn't move around much, but as it is as about as safe an investment as there is, the interest paid on Canadian debts is very small, which helps the government's financial situation further.
What about medicine? Some facilities and centres did cutting edge medical innovation (including synthetic insulin) were done on publicly-owned medical labs?
And still do. Most of these are joined at the hip with Universities or operated by provinces, usually funded by their provincial Departments of Health, and several others are joined at the hip with the Canadian Forces' Medical Service.
How is the Canadian Infrastructure Bank? Are they compromised by Blackrock? Or are they fully public, enabling the government to borrow the money at low interest rates than private banks for infrastructure and roads?
The latter - the Canada Infrastructure Bank is a division of the Bank of Canada and supervised by them and is, along with the Canada Business Development Bank, the primary way for Ottawa to issue bonds for the building of infrastructure, and the provinces, municipalities and crown corporations (both federal and provincial) are able to apply to it. As a practical matter most provincial parastatals go to their provinces first (they are less likely to say no, and are usually the financial beneficiaries from project successes) but municipalities frequently go to the CIB, especially bigger ones like the major cities. BlackRock has no involvement in the CIB, and the Bank (like the Bank of Canada) usually draws its higher-ranking staff from those who worked their way through the system. Several Prime Ministers - Martin, Charest, Mulroney, Stanfield and Trudeau among them - all learned the hard way that appointing friends to such bank director positions has consequences if they are busted doing it, and the Postmedia and Torstar newspapers in particular absolutely love busting governments for such indirect payoffs.
I meant whether if the MEC demutualized, and sold off the shares to some American equity firm? Did they restructure internally to include workers, making it multistakeholder?
It never needed to restructure here, and the company remains a co-operative, though the company does have issues in modern times with board members trying to fix the elections and operations of the company in their favor.
I like what you do in your work, keep it up! It's been a long time since you have updated, and I am happy that it did.
Thank You, and more to come. 🙂

[1] RBC Generale is the result of the Trans-Atlantic merger in 1998 between the Royal Bank of Canada and France's Societe Generale, with the resulting company being based in Montreal and with a board split basically 50/50 between the two firms
 
Michael Chong, perhaps? Likely one of the last decent Joe Clark-esque CPC MPs left. Or perhaps a Caribbean conservative like Andrew Holness of Jamaica or Keith Mitchell of the Caribbean Islands?
Chong is for sure a player in the Conservatives here, though I'm not sure he's up to being Prime Minister. Holness I have with the Liberals. Mitchell and Timothy Harris certainly will be part of the Conservatives as well. I may end up making some names, though I'll do some research before then.
 
You could also come up with fictitious politicians given that you timeline begins in the 1840s.
I've already done that for the Progressive and Liberal parties, and so the Conservatives will surely also have that too. I just like also having more names that people know, and people who aren't the worst people still get to be players. TTL's Erin O'Toole is a player for example (shadow Defense Minister).
Perhaps someone from OTL Washington State? Or someone from the Caribbean provinces.
Holness, Harris and Mitchell are examples of that, and Portia Simpson-Miller, Perry Christie and Kamla Persad-Bissessar will definitely be players in Canadian politics as well. Holness is one of the LIberals, Harris, Christie and Mitchell are Conservatives, Simpson-Miller and Persad-Bissessar are members of the Progressives.
Gary Locke or Jay Inslee, perhaps? Just Wiki-ed past Governors of Washington State, and both men are from Seattle.
Inslee for sure, not sure about Locke. The governor between those two (Christine Gregoire) maybe as well, though she's originally from Michigan but she could have have immigrated to Canada at some point.
 
Part 27 - Supersonic Speeds and The Fate of Hong Kong
Part 27 - Supersonic Speeds and The Fate of Hong Kong

It was a bright day in Canada by the 2010s, as it had grown to be one of the richest nations in the world and, perhaps more importantly, one of the most harmonious. Money had been an immense help with that, but by the 2010s over 40% of Canada's population was people of colour, and those populations were of many different kinds. Native and Black Canadians were the largest communities, with the Indian-Canadian community being very large in size as well, and in all of Canada's major cities - both the biggest gateways of Toronto, Vancouver, Montreal, Calgary, Edmonton, Seattle and Ottawa but also in the others across Canada - Winnipeg, Quebec City, Hamilton, Halifax, Moncton, Regina, St. John's, Kingston (both Kingstons, really), London, Sherbrooke, Kitchener, Saskatoon. Different smaller cities often gained most from one or two individual ethnic backgrounds - Latin Americans in Winnipeg, Arabs in Hamilton, Japanese in Seattle, French-speaking Africans in Quebec City and Sherbrooke. Native Canadians were a comfortable majority across the Mineral Belt of Northern Ontario and Manitoba as well as much of British Columbia and parts of Southern Ontario, Black Canadians were the comfortable majority in many parts of the Caribbean, even as the warm weather meant that millions of those from the metropole moved to the islands seeking their place in the sun and almost always finding it. This was most clearly seen in Jamaica, where the waves of first a huge number of white Canadian immigrants seeking warmth and land in the 1970s and 1980s was followed by a large number of Indian-descent and Asian-descent Canadians in the 1990s, turning a nation which had been overwhelmingly African-descent at their entry into Confederation in 1965 into one that had nearly 40% of its population be people of other races by the 2000s. Trinidad was a similar story, though the vast number of Indians who had gone to the island during colonial times under the indentured servant programs had created an island where the Indian population was the largest single ethnic group. Where these people went they brought aspects of their culture.

Owing to the immense travel demand this created, by the 1990s and 2000s it had resulted in a huge growth in both air travel and train travel. While the Via Rail / Amtrak and Auto Train Canada services from the metropole to the Caribbean were well-patronized, air travel was still the preferred method of travel for the vast majority of the people moving between the islands and to the metropole, and it showed in the services offered by Air Canada, Canadian Airlines, Air Transat, Air Jamaica and Caribbean Airlines to and from the islands, with Canadian Airlines having to resort to Boeing 747-400s starting in the 1990s to go between Toronto and Montreal to Jamaica and Trinidad, something that led Air Canada to order the Airbus A380 for similar services, and even as high-speed trains and fast regional trains took away demand for many short-haul flights out of Toronto Pearson and Montreal Mirabel, the growth in demand from the Caribbean and from Trans-Atlantic and even Trans-Pacific flights - Japan Air Lines, Korean Air and Cathay Pacific were by 2010 regularly flying to Tokyo, Seoul and Hong Kong from Toronto and Montreal - was making up for the smaller demand for short-haul airlines, and led Toronto Pearson to build a sixth runway in the 2010s and expand both of its primary Terminals at the same time. As this international growth pressed on the airlines, even as Canada's airlines all used the Bombardier WA320 to take advantage of its extra speed compared to normal widebody airliners and bought the Boeing 747-8 and Airbus A380 to offer better capacity while not compromising on amentities, both airlines found that they were struggling to keep up with demand, and it allowed WestJet and Air Transat to begin carving out larger shares of the long-haul market that the big Canadian airlines had dominated for decades.

It was a similar story several long-distance airlines in the Commonwealth - British Airways, Qantas, Cathay Pacific, El Al, Air New Zealand - and by the 2000s all of the airlines were chasing a solution that allowed them to stand out from the crowd, and eventually Bombardier, having scored spectacularly with the WA320, Vickers, who had been highly successful with its VC-24 and VC-25 and Canadair, which wanted to expand beyond the smaller Metroliner II, all eventually came to agreement in 2010 to plan out a successor to the Vickers/Aerospatiale-built Concorde, which by then was nearing the end of its life with the airlines that operated it - British Airways, Air France and Air Canada. The announcement in June 2010 of the supersonic airliner plan led to guffaws from Airbus (who didn't believe such a project would be viable), but Boeing, having seen their stillborn Sonic Cruiser concept get turned into the Bombardier WA Series, took it very seriously indeed and began studying the possibilities of such a project of their own. Despite American airlines being less than keen on the idea (aside from Pan Am, which supported the project wholeheatedly) Boeing wasn't keen on being beaten again and began developing a supersonic airliner of their own, announcing so in April 2011 and setting off a massive contest between the American aerospace juggernaut and its Commonwealth competitors as to who would build a new generation of supersonic airliner first. Engines didn't prove to be an issue for either side, as Rolls-Royce Orenda wholeheartedly supported the Vickers/Bombardier/Canadair project and General Electric was quick to back Boeing's efforts, both sides developing new highly-efficient turbojet engines for the purpose.

Perhaps not surprisingly considering history, Boeing chose to go with a swing-wing design, trading complexity for better take-off and lower-speed performance, while the Vickers/Bombardier project chose to go with a wide delta-wing design that somewhat audaciously went for twin tails at the very edge of the wings. Both had four engines, two on each side, with Boeing putting theirs in pods below the wing gloves and Vickers/Bombardier putting theirs at the very back of the wide wing closer to the fuselage, something that was surely to help with the noise in the cabin on both airliners, and both were aware of the need to reduce sonic boom effect, which resulted in both having wide noses towards the front and every sonic boom measure that could be arranged. While the Boeing design had a fairly-conventional long fuselage, the Vickers/Bombardier design was much wider at the front of the wings and narrowed down as it went down the aircraft. The Boeing design was meant for 275 passengers while the Vickers/Bombardier design was meant for 225, but both were seen as legitimate rivals to each other, with both gunning for service speeds of about Mach 2.7, way faster than Concorde's Mach 2.04, and since neither needed afterburners, fuel efficiency was far, far better for both than the Concorde had ever been. With this and the additional size of both airliners both were designed for Trans-Pacific range, knowing that long-distance flights would be the bread-and-butter for all the customers who bought their aircraft. Both designed completely by computer (as had been the case for Boeing products since the 777 and for airliners of all of the Commonwealth partners), the design process was helped along by heaps of data developed by other supersonic aircraft and by the much-more-advanced state of design systems.

Boeing and Vickers/Bombardier showed off their first mockups days apart in 2014, and the following year both had their first test flights - the Vickers/Bombardier from Bombardier's base at Mirabel Airport in Quebec on May 10, Boeing from its Wichita, Kansas experimental base on June 16. Both flew exactly as they should, and the race began to see who would fly in commercial service first. By now the initial pessimism from the airlines was history, and both aircraft's capability to fly at March 0.96-0.98 over land and then accelerate to Mach 2.7 over water had made sure the speeds would be faster than anything seen before, and passengers were clearly willing to pay extra for the much-reduced flight time, particularly on long Trans-Pacific routes. The Vickers/Bombardier project, now named the Vickers/Bombardier VC-60 "Vision", now had orders from (among others) Air Canada, British Airways, Air France, Qantas, Cathay Pacific, El Al, Air India and South African Airways, while Pan Am, Delta, Continental, Japan Air Lines, Lufthansa, KLM, Iran Air, Singapore Airlines and Emirates Airlines had all ordered the Boeing 2717, and both of them were racing to see who could fly first in commercial service.

In the end, the Commonwealth project won - by two days. On August 26, 2016, the first commercial flight of the VC-60 was undertaken by Air Canada Flight AC2004, which flew from Vancouver, British Columbia to Tokyo, Japan, making the 7,550-kilometre trip in a scarcely-believable four hours and thirty-five minutes, nearly halving the previous flight time of the WA320s that operated on the route. Two days later, Pan Am Flight 701 flew from Washington, DC, to London, England, once again shaving over three hours off of the previous flight time and doing so absolutely perfectly. Pan Am's first 2717 gained the name "Clipper Starship" and with the name of the Vickers/Bombardier project being named the "Vision" the nickname "Starship" soon stuck to the 2717, despite Boeing never using the name due to the Beechcraft Model 2000 Starship which had proven a success in the 1980s and 1990s in the smaller aviation market. To the surprise of precisely no one, Airbus' ignorance of the supersonic projects came back to bite them and hard, as while the supersonics couldn't (and didn't) take over all of the aviation market due to their additional fuel cost, their success was an open sore to Airbus, and they ended up developing an SST of their own, the Airbus A500, which ultimately didn't fly until 2023. Within a few years the supersonics had all but taken over the first-class travel market for their operators, and if a major airline didn't have them for their first-class they needed to get them and quickly. A great many business-class travelers remained on the slower, cheaper-to-operate airliners, with airlines frequently offering better and better business class accomodations, taking advantage of the additional space available with the first-class market going to the supersonics.

Perhaps even more than the Crossbow strike fighter, the VC-60 was a technological triumph for the Commonwealth's aircraft industries, and while the aircraft were assembled in Canada over two-thirds of their parts came from other parts of the Commonwealth, most of all from the United Kingdom but also from many other places - tails and wing sections from Australia, seating, interior arrangements and AVOD components from India, landing gear and braking systems from South Africa, avionics components from Hong Kong. Most of the VC-60s came mostly equipped for first and higher-business-class passengers and their interiors reflected this, and their operators wasted no time in making sure all of the other elements of the flights matched up with the prices of the seats, from the staff service to the catering to the lounges at airports served by the supersonics. It was a new era in flight for the top, but it quickly filtered down on everyone's airlines to those who couldn't or wouldn't pay the five-figure ticket prices for a flight on the supersonics. It didn't take long, however, for the costs to begin to drop, and eventually Air Canada and Canadian Airlines began flying their VC-60s and 2717s from Toronto and Montreal to the Caribbean.

Indeed the presence of the Hong Kong-made components in the VC-60 showed what had indeed changed in the far-off British colony that had been so racked by protests in 1989 and 1990. Facing a hostile-to-say-the-least China across the 1990s, Hong Kong persevered, and ultimately over time the intimidation of China next door had the opposite effect Beijing desired, as over time the Hong Kongers developed something of a this-is-our-home-and-you-won't-have-it-without-a-fight attitude. The Basic Law, passed in April 1990, became the basis for the country's eventual growth in self-government. Having elected its own representatives to the Hong Kong Legislative Council after elections on March 16, 1991, Hong Kong's time under Governor Chris Patten, whose term began in July 1992, was the beginning of dramatic times for the colony. Patten and the new Legislative Council worked out a complete division of powers for both sides, effectively making Hong Kong a British territory in so far as Britain handled its foreign and external affairs while the Hong Kongers would handle many of their own affairs. Patten got the British Government to agree to this arrangement, formally voting it into law in the United Kingdom on August 11, 1994, and after Beijing's antics dring the Taiwan Straits Crisis in 1995, Patten and the Legislative Council made a bold move and set a referendum for Hong Kong's relationship, holding a plebiscite over the colony's future on July 25, 1995, in which Hong Kongers would have the right to vote for whether they wished to remain indefinitely under British rule under the terms of the Revised Basic Law made legal the previous year.

To say Beijing was not impressed was an understatement and while they attempted to effect the vote by every way possible, up to and including both carrot and stick offers, with public offers of much-increased autonomy and additional powers for Hong Kong itself from Beijing, while also repeatedly sending their armed forces around the city and loudly calling everyone from Patten on down every name in the book. For his part Patten wasn't fased a bit and his iron-willed Chief Secretary, Anson Chan, showed just as much resolve. Hong Kong's pro-Beijing elements also attempted to push for the 1984 Agreement to be honoured, but the Hong Kongers, having endured almost constant pushback from Beijing since Tiananmen Square and the Hong Kong Crisis, decisively voted against that, voting 70.74% to remain with the United Kingdom under the terms of the new agreement. London was happy at this, Hong Kong's pro-democracy elements were estatic and the Commonwealth, Hong Kong's Asian neighbours and the United States were all more than a little pleased and had no difficulty at all saying so. The following month the Legislative Council proposed a plan for an expansion of the under-construction Hong Kong International Airport to serve as a base for the operation of Royal Air Force units and a naval base to serve as the base for the Royal Navy, with one LegCo member going so far as to audaciously propose that the Royal Navy re-establish it's Pacific Fleet in Hong Kong. Patten had no difficulties with this, and with Hong Kong very much in approval, the UK Parliament approved just that on March 6, 1996, and the resulting Royal Navy base, HMNB Hong Kong, opened for business with the arrival of the Royal Navy's flagship, battleship HMS Vanguard, on August 15, 1999. The new airport opened with the closing of Kai Tak airport on July 6, 1998, and the RAF facilities on the airport's north side opened on February 22, 1999, with the following day seeing the first RAF aircraft assigned to Hong Kong, three squadrons of Panavia Tornado ADVs, land in Hong Kong along with aircraft delivering everything needed for the base's operations.

When Patten announced his retirement as Governor in September 1998, the new government in the United Kingdom chose to make a dramatic move by seeking a Hong Konger to be the colony's next governor, and Patten loudly supported his Chief Secretary for the role. When this news broke in Hong Kong in November 1998, it became huge news in the colony for a lot of reasons - not merely the first Hong Kong-born Governor, but the first ethnic Chinese Governor and the first female with true power in China in centuries. Despite more than a few deliberations by the Tony Blair government they indeed ended up taking Patten's advice, and on February 11, 1999, Chan flew to London to be formally introduced by Blair as the 29th Governor of Hong Kong. But that wasn't the biggest surprise of all, as Her Majesty herself, Queen Elizabeth II, was given the idea (almost certainly by Patten) of making her first visit to Hong Kong and formally introducing Chan herself. Her Majesty took that advice, and when Queen Elizabeth II arrived for her visit on February 20, 1999, she made a point of having Governor Chan descend from the aircraft first, with Her Majesty saying to Chan "This is your moment, Madam." Chan made a point of doing so, getting her welcome from the Hong Kong Police and their red carpet, then ceremonially waiting for Her Majesty to come down the airstairs. It ended up being a moment that defined a lot of Hong Kong's new relationship with its colonial power - partners and allies, not master and servant - and it worked well that way.

Anson Chan would break Sir Murray MacLehose's record for the length of time as Governor, holding the position from February 1999 until July 2012, and presiding over Hong Kong's re-establishment of itself as global city. The Naval base was completed and the city dramatically expanded its infrastructure projects, while also rapidly developing its high-tech manufacturing sectors. The former naval base on Stonecutters Island became the Hong King Shipbuilding Corporation and rapidly established itself as a serious builder of commercial vessels, while the city developed a number of industrial parks and projects in sectors such as aerospace technologies, high-end electronics, biotechnology and biosciences and specialized manufacturing, making everything from precision tools to movie props. As the Commonwealth wanted Hong Kong to succeed they made more than a few efforts to help them with this economic shift, and indeed several big-name Canadian firms, including Research in Motion, Pacific Alliance, Vektris Engineering and IMAX Corporation soon were among those involved in Hong Kong, and HK's efforts were supported by its Asian neighbours as well, most of all Japan. This involvement and Hong Kong's status basically made them a Central Commonwealth member, and one of the first actions by Governor Chan was to approve of just that, decreeing on March 21, 1999, that citizens of the nations of the Central Commonwealth would have wide rights to live, work, play and invest in Hong Kong. In the following years, more than a few did, particularly from Britain, Canada and Australia, and over time the status of Hong Kong within the Commonwealth shifted to being much more of an independent city as Britain generally took a less-involved approach to the city, recognizing that the Hong Kongers were more than capable of governing themselves. Perhaps notable was Hong Kong's hosting of the Commonwealth Heads of State meeting in July 2011, where the arrivals of so many of Her Majesty as well as so many of the high-profile Prime Ministers drew a regular, happy reception at the airport and an offer by one of Hong Kong's wealthiest men, industrialist Li Ka Shing, to give the Prime Ministers a "ceremonial" welcome by having them arrive by boat the Exposition Center where the meeting was being held. The Prime Ministers of Canada, Israel and New Zealand took him up on that offer, and it said a lot that Li Ka Shing's massive 414-foot-long yacht was escorted in by dozens of other boats and arrived to a roaring welcome at the Expo Center dock.
 
It's gorgeous, oh the dreams of supersonic flight! I do have a question about the environment given all the extra travel across the globe, how offset is it by cleaner vehicles than our TL? Given OTL's experience of 9/11 NA air shut down, and the climate data revealed, has there been Clean Fuels initiatives to slow down the smog at the higher air elevations?
 
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