Latest news with #APMA
Time of India
a day ago
- Business
- Time of India
Waste treatment & mgmt discussed at water conclave
Ludhiana: Ludhiana Water Conclave, a focused industry gathering aimed at addressing the critical issues of wastewater treatment and sustainable water management across industrial sectors, was held here Saturday. It was organised by Water Today in association with the Chamber of Industrial & Commercial Undertakings (CICU) and the Auto Parts Manufacturers' Association (APMA). The conclave brought together leading industry experts, technology providers, and policymakers for a day of dialogue, demonstration, and collaboration. The event provided a timely platform to discuss practical, scalable, and regulatory-compliant wastewater treatment solutions, especially in the context of water-intensive sectors like textile processing, electroplating, and auto component manufacturing. Inaugurating the event, Upkar Singh Ahuja, president of CICU, emphasised the importance of such platforms in catalysing environmental responsibility within industry operations. He also emphasised on the importance of rainwater harvesting in industrial units. Gurpreet Singh Kahlon, vice-president of APMA, underlined the need for industries in Ludhiana and beyond to adopt cutting-edge water conservation and recycling technologies. Lalit Handa, CEO & director (operations), Spray Engineering Devices, said, "Ludhiana is a hub of industrial growth, and with that comes the responsibility of sustainable water usage. This conclave has been designed to empower industry leaders with knowledge, solutions & partnerships that support eco-friendly and compliant wastewater practices." tnn
Globe and Mail
11-06-2025
- Automotive
- Globe and Mail
Industry Minister Joly sees role for automakers in boosting Canada's defence capacity
Canada's auto-making sector can play a key role in the federal government's $9.3-billion plan to bolster the country's defence, Industry Minister Mélanie Joly says. Prime Minister Mark Carney said Monday that Canada would fulfill its NATO commitment of spending 2 per cent of gross domestic product on its military in this fiscal year. Ms. Joly, speaking at an automotive industry conference Tuesday, said the sector, battered by U.S. tariffs, could use its manufacturing muscle to help Canada reach its defence goals. 'We are in a wartime cabinet right now,' Ms. Joly told reporters at the Automotive Parts Manufacturers' Association's annual meeting. 'We must build our defence capacity.' Ms. Joly did not provide specifics but said she will have talks with various industries, including autos, steel, aluminum and artificial intelligence. She pointed to General Motors' Oshawa operations, which have made military vehicles based on existing truck platforms. 'We know the Canadian Armed Forces need more vehicles and need to be protected better,' she said. 'We will build through our defence investments. That means more than $9-billion, and that includes investment in our industrial defence capacity, and that in turn could help the auto sector.' Carney lays out defence boost, says era of U.S. dominance over Flavio Volpe, president of APMA, said defence spending is welcome but is no substitute for the passenger-vehicle manufacturing that has sustained the domestic sector for more than 100 years. Military manufacturing involves different engineering tolerances, regulations and markets, he said. 'Good that we are thinking about it. I think we need to be creative and figure out how we feed into that, but it's not a replacement,' Mr. Volpe said. The day-long conference gave industry representatives an opportunity to hear from political and business leaders amid a tariff war with the United States that has already cost thousands of jobs and threatened the Canadian auto sector. U.S. President Donald Trump has imposed 25-per-cent tariffs on the non-U.S. content in Canadian- and Mexican-made cars. Canadian auto parts have been spared the tariff applied to Canadian-assembled cars. Rob Wildeboer, executive chair of parts maker Martinrea International Inc., told the conference how he helped Trump advisers at the White House understand that duties on parts would quickly shut down the industry across North America, as suppliers would refuse to make money-losing components. It was a message they were not hearing from the U.S. industry for fear of reprisals, Mr. Wildeboer said. Still, the suppliers rely on Ontario's assembly plants for about half their sales. 'We got the tariffs off parts. We got to do it on cars,' Mr. Volpe said. Industry Minister Joly signals action on steel dumping into Canada coming The trade tensions come amid falling North American car sales and production, said Joe McCabe of AutoForecast Solutions, a Pennsylvania-based consultancy. Even before the tariff war, Ontario's auto plants owned by the Detroit Three faced uncertain futures: idled and awaiting new vehicles, making niche-market minivans and muscle cars, or operating under capacity. The tariffs have amplified those risks, Mr. McCabe said in an interview on the sidelines of the conference. Ontario's plants have been hit by layoffs and production cuts this year as automakers delay new models and extend the life of existing ones, trying to buy time while gauging the tariffs' effect on production and sales. For parts makers and their customers, this has meant a freeze in new investments, illustrated by Honda Canada's recent move to postpone its $15-billion EV project in Ontario. 'There's no question there is a chill,' said Vic Fedeli, Ontario's Minister of Economic Development. Mr. McCabe said automakers will pass on the tariffs to buyers of luxury models, eat them at the low end and share the cost with consumers on mid-priced autos. Victor Dodig, CEO of Canadian Imperial Bank of Commerce, said the tariffs have put Canada in a 'war-footing' economic state that will mean uncertainty for 10 or 15 years. He said Canada will get through the tough times, but faces a changed world. 'It's not going to be like it was before,' he said. 'It's going to be different.' Still, he said, the U.S. will remain Canada's largest trading partner, likely forever.
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Travel + Leisure
28-05-2025
- Health
- Travel + Leisure
Podiatrists Love These Best-selling Hoka Sneakers—and They're Secretly on Sale Right Now
As someone with flat feet, I've spent years chasing the right pair of comfortable shoes—ones that don't leave me with shin splints after a jog or sore arches after a day of sightseeing. Hoka has long been my go-to for sneakers that are equal parts supportive and stylish, and now one of the brand's best-sellers, the Hoka Clifton 9 sneakers, are up to 35 percent off at Zappos in nine colorways. This ninth iteration of Hoka's beloved Clifton line is lighter, bouncier, and more cushioned than ever before. Designers trimmed excess weight while increasing the stack height by three millimeters, giving you more softness underfoot without compromising speed. Whether you're training for a race or tackling a cobblestone European road on foot, the Clifton 9s provide a plush yet responsive ride that adapts to every step. $145 $117 at REI $145 $116 at Zappos Made with a breathable and flexible upper, the shoes help keep your feet cool and dry, even during long travel days or humid runs. Underneath, a compression-molded EVA foam midsole adds that signature Hoka cushioning, often compared to walking on a memory foam mattress. Even better, the Clifton 9s are built with a gusseted tongue to keep out moisture and debris—a small but key detail for outdoor adventures. These shoes don't just feel good—they come with a stamp of approval from professionals. The American Podiatric Medical Association (APMA) awarded them the Seal of Acceptance for promoting foot health. They're also a favorite among nurses, runners, and those recovering from injuries. $145 $117 at REI $145 $116 at Zappos Jihan Brueggemann, a registered nurse who is on her feet all day, also recommends these shoes. 'These are my ultimate favorite because they offer more stability and ankle support, she previously told Travel + Leisure . 'I also love how they feel like I am walking on air.' One Zappos shopper, who was referred to the Clifton 9s by their orthopedic foot and ankle surgeon, said, 'It's taken me 13 years to find the right shoes after going through eight foot surgeries. These are all I can wear.' Another shopper, also a nurse, praised the supportive sole and shared that several colleagues swear by the same pair. Whether you're heading out for a jog in Central Park, packing light for a summer trip, or just want everyday walking shoes that don't leave your feet aching, the Clifton 9s tick all the boxes. The sale has already started, and sizes are flying off the shelves, so if you've been thinking about upgrading your footwear, now's the time. And if you're on the hunt for more travel-friendly, comfortable sneakers, we've rounded up even more deals at Zappos you won't want to miss. Love a great deal? Sign up for our T+L Recommends newsletter and we'll send you our favorite travel products each week.
Yahoo
23-05-2025
- Automotive
- Yahoo
Terence Corcoran: Is a plan to build an all-Canadian EV the key to our auto industry's future?
With no federal budget in sight there is no way of knowing which of the Liberal government's grand economic platform strategies and major government interventions are still on Prime Minister Mark Carney's must-do list. The only item on the official agenda at the moment is a July 1 reduction in the middle-class tax rate from 15 to 14 per cent, a move that will cost the government about $5 billion this year and raise the 2025-26 deficit closer to $50 billion. The deficit could soar in coming months and years, depending on the trajectory of global economic conditions and on whether Carney appears at his desk in the PMO to sign other pre-budget spending orders. On reflection, maybe it's a good thing that the government has decided to postpone budget delivery until the fall. While it would be useful to have an accurate federal fiscal outlook today, the last thing we need now is one of Ottawa's ritual 500-page tax, borrow and spend extravaganzas. Canadians can be grateful that as the United States charges uncertainly into a probable fiscal mess, Canada can drift through the summer giving careful second thought to some of the Liberal expansions of federal spending. Do we really need and want a $5-billion 'trade diversifications corridors fund' or a $3-billion annual Build Canada Homes plan, or a $2-billion plan to build an 'auto industry strategic response fund' as part of a plan to 'leverage government funding to prioritize and procure Canadian-built vehicles, catalyzing domestic investment to grow the Canadian auto industry.' The Canadian auto industry dreamscape is a big one that should be subjected to careful study before adding new initiatives to a national industrial strategy that is already off the road. As recent announcements from major auto companies (Honda, Stellantis) indicate, the global auto market is in a state of dramatic upheaval and Canada is in no position to be investing the dozens of billions already committed to a market filled with uncertainty. Some say Canada needs a dramatic shift in its national approach to the transitioning global auto industry, one that involves creating a Canadian-owned model to produce new made-in-Canada automobiles. One of the leaders of the make-it-in-Canada movement is Flavio Volpe, head of Canada's Automotive Parts Manufacturers' Association (APMA). For more than half a decade, the APMA under Volpe has been working on Project Arrow, a model of a potential fully Canadian EV designed and manufactured in Canada. Volpe told the National Observer earlier this month that it is time 'for a big rethink of the auto sector canon. We can't continue to think conventionally.' With Project Arrow, he added, 'Canada shows it has the technology and the people to do an 'all-Canadian' car.' Volpe said the Arrow is a 'platform and showcase' that contains 25 Canadian EV technologies, innovative drivetrains, 3D-printed chassis and state-of-the-art navigation systems. Whether the Arrow lives up to all the hype from APMA's 400 parts manufacturers is open to question. Federal Finance Minister François-Philippe Champagne has in the past supported the Arrow. Speaking as innovation minister prior to a 2023 Arrow promo tour to Las Vegas, Champagne said, 'Project Arrow is a shining example of what Canadian talent can accomplish. We have all the technical know-how and people required to do this successfully.' Terence Corcoran: Why BE$$ may not be the best electricity plan Terence Corcoran: Elbows up for a trade deal by anti-free-traders So far, however, the Arrow lacks momentum and faces major competitive realities. The target market price of an Arrow is said to be C$35,000, low by current EV standards in Canada but not by Made-in-China standards, where prices run to C$20,000 or lower. Would Canada continue to need 100 per cent tariffs on Chinese autos? Which is one reason Volpe told the Globe and Mail earlier this week that he would like Ottawa, the provinces and industry to modestly fund a 'feasibility study' into the possibility of getting a Canadian-owned EV manufacturing operation up and running. Such a study, he said, would cost somewhere between $5 million and $20 million. OK. Good idea. Let's do a $20-million study before we bring in a budget with a multibillion-dollar plan to create a new Canadian auto company. We should do that more often.
Globe and Mail
21-05-2025
- Automotive
- Globe and Mail
Is it time to finally take the dream of a Canadian automaker seriously? Flavio Volpe makes his case
As Prime Minister Mark Carney casts about for nation-building projects, the most prominent representative of Canada's auto sector has one in mind for him. Automotive Parts Manufacturers' Association (APMA) president Flavio Volpe, who advocates on behalf of hundreds of domestic companies that supply components to global automakers, thinks it's time for this country to seriously consider launching an automaker of its own. It's an idea that has been idly kicking around the industry, with only a few marginal failed attempts to show for it, through many decades of Canada boasting only foreign-owned assembly plants for passenger vehicles. But over the course of a lengthy interview, Mr. Volpe framed the crisis of U.S. President Donald Trump's trade wars – which has contributed to international carmakers slowing production, laying off workers and pausing investments at Ontario sites – as an opportunity. It's a chance to move past a branch-plant mentality and potentially reap long-term benefits from a Canadian-headquartered company, Mr. Volpe said. 'We are very likely to make peace with the Americans,' he said. 'But we should never go back to trusting that peace. We should never go back to the thing that I think people across the spectrum in this country criticize Canada for, which is lack of national ambition.' Building up a Canadian carmaker, he contended, would ensure that the country maintained broader manufacturing capacity that's important for its economic sovereignty. That's because of infrastructure that can be leveraged toward other products as well. At the same time, he said, it could boost domestic innovation and productivity. 'An automaker's headquarters does things that automaker operations can't do. Decision making, research and innovation, and engineering hubs cluster around it.' Mr. Volpe's pitch for a Canadian automaker flows somewhat from Project Arrow – a successful APMA-led effort to build a prototype electric vehicle made entirely of Canadian-made parts – although he stressed that he is not suggesting that particular model be commercialized. Nor, he said, is he calling for Mr. Carney's government to immediately launch some sort of publicly owned company. What he wants, he said, is for Ottawa – in partnership with industry, and with the provincial governments of Ontario and probably Quebec – to launch a feasibility study into what it would take to get a Canadian automaker off the ground and what form it could take. It would cost somewhere between about $5-million and $20-million to pull in the best and brightest from across the sector to thoroughly explore the prospect, he assessed, and in the process hopefully validate the concept and build momentum to attract potential private investors or proponents. Based on Globe and Mail interviews with others around the industry, the exploratory exercise would not lack for willing participants, after weeks of quiet canvassing by Mr. Volpe. That includes Unifor, the union representing Canadian autoworkers, whose president, Lana Payne, said a domestic automaker can no longer be dismissed out of hand amid shifting international trade relationships. Echoing a point emphasized by Mr. Volpe, Ms. Payne noted that several other countries that have previously only been automotive branch plants – including Mexico – are currently in the midst of trying to launch their own companies, and that Canada risks being an outlier if it doesn't seriously consider it. Dennis Darby, the president of the broader industry association, Canadian Manufacturers and Exporters, was slightly more skeptical but remains open-minded: 'The devil will be in the details,' he said, 'but it's certainly worth looking at.' At the same time, the prospect prompts eye-rolling from some veteran industry insiders, who tend to point toward fleeting and failed past attempts (most famously the Bricklin SV-1 sportscar, out of New Brunswick in the 1980s), lack of patient capital and problems of scale for a relatively small country. 'It's just not practical,' summarized Greig Mordue, a McMaster University chair in advanced manufacturing policy and former Toyota Canada executive. Mr. Volpe was ready to push back on some of those criticisms. For one thing, he said, the automaker he's loosely envisioning would be an industry-wide collaboration, drawing off more than enough core competencies in the country's industrial heartland to produce appealing vehicles – a far cry from the small startups attempted previously. For another, the industry is in enough flux globally, including through the transition to electric vehicles, to allow more room for new entrants. At the same time, it was clear – both from his pitch, and from the disparate reactions to it – that there are a couple of big, overarching questions that the feasibility study might usefully address. The first is around the potential market, and how a Canadian carmaker could reach enough of it to be viable, which would ultimately require selling hundreds of thousands of vehicles each year. The vast majority of vehicles assembled in Canada have long been exported to the U.S., which would presumably not be the aim given the circumstances under which this effort would be launched. That means figuring out how much of the Canadian market (with new vehicle sales a little under two million annually, currently consisting mostly of a wide variety of foreign-assembled cars) a Canadian company could reach, and whether it could also find overseas takers. The domestic reach could be helped a little by the fact that assembly platforms for EVs – which are what a new company would likeliest be producing – are more flexible than for gasoline-fuelled cars. In other words, it could be possible to make multiple models to suit different consumer tastes, more easily than previously. Still, all sorts of unknowns would need to be addressed, from whether there are enough niches to realistically be filled, to how exactly the infrastructure to get the vehicles to consumers (including dealership networks) would be set up. The other, even less settled question is around who would own it. Mr. Volpe expressed openness to some degree of government ownership – whether that meant launching and then selling it, or holding shares. He argued that such structures are already explicit in some countries (such as state-level government in Germany holding equity in Volkswagen Group) or effectively the case in others where governments have repeatedly intervened to prop up automakers when they've struggled. He also mentioned other potential proprietors or investors – from Canadian parts-making giants (Magna International being the most obvious example), to pension funds, to individual entrepreneurs. The feasibility study, he said, could help determine whether certain tax measures or other incentives could attract that sort of capital. And, he suggested, it could also take the measure of other options short of starting a company altogether from scratch, such as partnering with or even acquiring a distressed foreign automaker. Or maybe, Mr. Volpe acknowledged, the exercise would conclude that there simply wasn't a viable pathway – an outcome he said he'd be fine with. But perhaps his least contentious point is that if Canadian governments could commit billions of dollars in recent years to subsidizing foreign companies' EV and battery investments here – investments he supported – then it's not too much to ask that they invest a small fraction of that to explore more homegrown possibilities. 'The Prime Minister challenged the country to be more ambitious,' Mr. Volpe said. 'Well, in the automotive space, there could be nothing more ambitious than to launch a carmaker.'
