Archives for May 12, 2019

Visa rejections frustrating

At a time when Canada is attracting more students from around the world, there are concerns qualified applicants from certain countries are getting turned away because of its visa process.

Most students have been coming to Canada in recent years from India and China. Fazley Siddiq, a University of New Brunswick professor who served as dean of the business department, said visas have been a headache for applicants from countries like Pakistan and Nigeria.

“It’s frustrating for the students, it’s frustrating for universities,” Siddiq said.

“The security checks were so stringent that no one could make it. Or at least, in my experience, very few were given visas.”

He added that the issue has been of particular concern in Atlantic Canada, where some universities are desperate for international students and “bend over backwards” to attract them.

Siddiq said the situation has improved for applicants from Nigeria, but those from Pakistan have continued to see more refusals — in some years eight Pakistanis received acceptance letters from his department but none could get a visa.

Canada wants to draw in more international students as a way to diversify classrooms and increase the economic benefits they bring, which already amount to billions of dollars each year. The economic impacts of foreign students rival Canada’s exports of auto parts, aircraft and lumber.

Pakistan’s High Commission in Ottawa has urged federal government officials to address what its spokesman calls a “very high” visa rejection rate for the Asian country’s students.

“Canadian universities are popular among Pakistani students, but due to visa difficulties increasing numbers of students is turning towards other countries,” Nadeem Kiani said in an email.

“Consequently, Canadian universities are losing both high-quality students and revenue.”

For example, Kiani pointed to numbers in government documents obtained through access-to-information law that show 2015 student permit applications from Pakistan had a success rate of about 32 per cent. The student-permit success rate for applicants from India that year was more than 68 per cent, say the data.

Immigration Minister Ahmed Hussen said the approval rate for visas for Pakistani nationals has gone up under the Liberal government.

Hussen also said the government will soon announce an expansion to a program — known as the student direct stream — to include applicants from Pakistan. The program, which already covers applicants from China, India, the Philippines and Vietnam, is designed to speed up the processing of student visas.

A spokesman for Hussen said all applications are assessed in a fair manner, based on the merits of the case and in accordance with Canadian law.

“You can’t compare one country to another,” Hussen said in an interview. “Each country has its own country conditions, economic circumstances, people have different travel history.”

The application decisions are made by visa officers. Therefore, a key to helping more students receive permits, Hussen said, is connecting the schools directly to visa offices and embassies to explain the government’s criteria.

It’s also important for applicants to demonstrate they can support themselves financially while in Canada, he said.

Denise Amyot, the head of Colleges and Institutes Canada, said it’s often difficult for students from emerging economies to show that they have financial means to pay for their stays.

More collaboration between visa offices and post-secondary institutions is also important to ensure applications are complete, she said.

“(The visa officers) don’t have a lot of time when they examine an application, so as soon as there’s a doubt they could reject it,” Amyot said.

“That’s we need to ensure as much as possible that all the info is there and it’s clear, and that there’s integrity to whatever information is there.”

Pot users still turning to black market, stats show

Nearly one in three cannabis users continues to buy their pot on the street, Statistics Canada says.

6 months after legalization, 38 per cent of cannabis users continue to buy on the street

Nearly six months after legalization, one in every three Canadian cannabis users is still buying their weed on the street, according to new statistics.

According to Statistics Canada’s National Cannabis Survey, which covers the first quarter of 2019, 38 per cent of Canadian pot consumers continue turning to the black market.

It just comes down to dollars and cents.

– Jonathan Hull, cannabis user

That’s despite Ontario’s online cannabis retailer going live on Oct. 17, and Ottawa’s first bricks-and-mortar pot shops opening their doors April 1.

Most customers who are eschewing those legal sources say they’re too expensive.

“It just comes down to dollars and cents,” Jonathan Hull told CBC. “An ounce on the streets is going for about anywhere from a $160 to $180, and in [licensed shops] you’re going to be paying $260 to $280.”

Hull said the stores have their allure, but for him, they’re still not worth it.

“The convenience of those stores is a nice thing, to be able to just pop into a store here when you need something is really good. But I still go onto the black market quite frequently, just due to the cost.”

Erica Martin says she purchases pot at Hobo Recreational Cannabis Store on Bank Street for convenience, but still turns to an illegal source, too.

Nearly $3 cheaper on street

Since the drug was legalized last fall, Canadians purchasing cannabis from legal sources have paid an average of $9.99 per gram, while those getting it from illegal sources have paid an average of $6.37 per gram, according to Statistics Canada.

People will go where they get a better deal.

– Rosalie Wyonch, C.D. Howe Institute

According to Eugene Oscapella, an Ottawa-based lawyer and professor of criminology and drug policy at the University of Ottawa, a shortage since legalization of both product and the shops selling it have helped turn customers back to more familiar sources.

“People are naturally going to continue to go to the illegal market, and many people have longstanding relations with the people who’ve been selling them cannabis in the past,”  Oscapella said.

Rosalie Wyonch, a policy analyst at the C.D. Howe Institute in Toronto, predicts the black market is here to stay until the price of legal pot drops.

“Until the price of legal marijuana is comparable to that in a black market, you’re always going to see some consumption in the black market simply because people will go where they get a better deal,” Wyonch said.

Libs want in on gas probe

Opposition Liberal Leader Andrew Wilkinson says he wants to be part of a probe of high gasoline prices by British Columbia’s independent energy regulator.

Wilkinson says he’s applied to participate as an intervener in any examination to identify factors impacting gasoline prices in the province.

Premier John Horgan asked the B.C. Utilities Commission to investigate why gasoline in Metro Vancouver and Vancouver Island is so much more expensive than the rest of the country.

A date and terms for an investigation have not been set but David Morton, chairman of the utilities commission, says in a statement the regulator is interested in conducting a fair, transparent and inclusive process to identify the factors impacting the price of gasoline.

Wilkinson says in a letter to Morton he encourages a review that includes examinations of provincial taxes and any connections between the Trans Mountain pipeline expansion project and fuel supplies.

Horgan’s letter says BCUC is a trusted and respected regulator and has the ability to conduct detailed hearings that will provide residents with necessary evidence and recommendations for the best path forward.

Survey suggests Sask. residents want Western Canada to separate

In Saskatchewan, 53 per cent of respondents agreed with the statement, “Western Canada gets so few benefits from being part of Canada that they might as well go it on their own.”

A recent survey suggests Saskatchewan residents think Western Canada would be better off if it separates from the rest of the nation.

The Environics Institute polled 5,732 people online, across all Canadian provinces and territories, from December 2018 to January 2019.

In Saskatchewan, 53 per cent of respondents agreed with the statement, “Western Canada gets so few benefits from being part of Canada that they might as well go it on their own.”

In Alberta and Saskatchewan the proportions agreeing with the statement have jumped 28 and 25 percentage points, respectively, since 2010. Manitobans are less likely than other westerners to share this perspective, but even in this province support for going it alone has increased by 16 points

Q.22b. Please tell me whether you strongly agree, somewhat agree, somewhat disagree or strongly disagree with the following statement: Western Canada gets so few benefits from being part of Canada that they might as well go it on their own.

Overall, the survey says Westerners’ agreement with that statement has strengthened significantly since 2010, and is now at the highest level recorded since 1987.

The province’s economic minister Jeremy Harrison said Saskatchewan residents feel ignored by Ottawa.

“I can tell you from my own constituency in northwest Saskatchewan, there’s a high degree of frustration, particularly directed at the national government, the Liberal government, about policy initiatives that they’ve undertaken which have undoubtedly harmed Western Canadian economic interests,” Harrison said.

Harrison pointed to pipelines, carbon tax and the energy and resource sector, as files leading to discontent.

“All of these things add up to a population that are deeply, deeply frustrated with the Liberal government nationally,” he said.

Three billboards in Regina and one in Saskatoon are advertising the Prairie Freedom Movement.

In March, a group advocating for Canada’s Prairie provinces to secede has put up three billboards in Regina and one in Saskatoon bearing the question, “Should Saskatchewan leave Canada?”

The leader of the group told CBC people are upset with equalization payments, taxation, and even the Canada Food Guide.

Harrison said it the findings of the survey, don’t necessarily mean people want to follow through with a separatist movement.

“I think people are committed to Canada,” Harrison said. “I think what it’s a reflection of is that frustration with the Liberal government and their unwillingness to listen to Western Canadians.”

Support for separation from Canada is equally strong among younger and older westerners. This represents a significant shift since 2010, when it was older residents who were most likely to express this sentiment.

“I know there’s some frustration in Western Canada but Saskatchewan people, I think, will recognize that we’re stronger as part of Canada and we’re Canadians, but certainly we have important files in Western Canada and in Saskatchewan that need action,” said NDP MLA Trent Wotherspoon.

Q.10. In your opinion, how much influence does [PROVINCE] have on important national decisions in Canada?

Forty-nine per cent of Westerners said the federal government has become virtually irrelevant to them. That’s up from 38 per cent in 2003.

And 66 per cent said Saskatchewan has less than its fair share of influence when it comes to important national decisions.

Ralph Goodale, Liberal MP for Regina — Wascana, said there are always regional tensions at play within Canada.

“Whenever there are concerns, tensions or frustrations in the west, the Government of Canada has to work especially hard to ensure westerners are heard, and feel that they are fully heard and respected at national level,” Goodale said in an emailed statement. “Our government is redoubling our efforts to deliver on measures to make life better for people in Saskatchewan and all across Canada.”

Goodale referred to a number of actions by the federal government, including defending jobs at Evraz steel in Saskatchewan and Alberta, investments in the TMX pipeline across the West and $500 million for job training in Saskatchewan.

Q.22c. Please tell me whether you strongly agree, somewhat agree, somewhat disagree or strongly disagree with the following statement: The West usually gets ignored in national politics because the political parties depend upon Quebec and Ontario for most of their votes.

According to the survey, 20 per cent of Saskatchewan respondents said the province receives its fair share of federal spending.

A whopping 85 per cent said the West usually gets ignored in national politics because the political parties depend on Quebec and Ontario for most of their votes — a belief shared mostly by residents 55 and older.

How Android Q supports 5G apps and why you should care

A tool for developers could optimize apps for superfast next-gen data speeds.

When Francesco Grilli and his peers were working on the 4G standard, they had a few ideas as to what the popular use cases might be. Video calls over the internet, perhaps, or rich messaging content, they thought. “In the end, none of that really happened on a larger scale,” Grilli said. “Other stuff we were thinking about didn’t materialize.” As vice president of product management at Qualcomm Technologies, Grilli’s job largely revolves around imagining how people would use advanced networks.

What he didn’t expect, back when he was helping define 4G, was that video streaming would explode in popularity the way it did and become the most obvious benefit of the new network technology. “4G made it possible to do video streaming, which was not conceivable before,” Grilli told Engadget at Google I/O this week.

The biggest users of 4G’s video streaming capacity today are Facebook and YouTube, according to Grilli, something the world wouldn’t have imagined back when the standard was being drawn up. The increased bandwidth paved the way for Snapchat, Instagram, Facebook and Twitter to add video posts to users’ feeds, and the explosion of mobile video spurred generations of flagship phones designed to display and capture high-quality footage.

During his 20 years at Qualcomm, Grilli has worked on technologies for UMTS, 4G and now 5G standards. He thinks 5G will spur the same sort of unanticipated trend the way 4G did for video streaming. “Maybe there will be a moment when some developer will come up with an application that doesn’t run well on this generation that will work well on the next to become the killer app,” he said.

Instagram phone

As for the “killer use case” for 5G? That depends on developers, and that’s why this week’s announcement that Android Q is designed to let apps detect the 5G network performance matters. Basically, Qualcomm and Google extended an existing Android API tool that provides developers with network performance information to work with 5G as well. Since the calculation at the modem level is different for 4G and 5G, Grilli said, some work had to be done to enable Android Q to deliver this information to developers.

Armed with that data, developers can code different options into their app. “I can enable some new attributes of the app that I couldn’t use before because it wasn’t feasible,” Grilli explained. Say you find you’re experiencing high throughput and fast speeds. A video streaming app, for example, can choose to immediately push through high-res video at 60 fps or 120 fps, while loading just 720p clips at 30 fps on slower networks.

YouTube is one of the biggest users of this tool, Grilli said, as it checks a device’s downlink speed to adjust buffer rates. Grilli also gave an example of how game developers could use this feature to create a “5G mode.” Players on faster networks can compete against users with similar latency and speeds, instead of having an advantage over others on slower connections. This advanced mode could also serve up higher frame rates for smoother gameplay.

Grilli and his colleague Ignacio Contreras spent Thursday morning at a “Thinking in 5G” workshop with Google’s vice president of marketing, platforms and ecosystems Bob Borchers (and close to 100 developers). After Borchers and Grilli gave a brief presentation, developers broke into groups to come up with proposals on ways to use 5G. Each team’s favorite idea was submitted into a pool, and participants were given stickers to vote for the best suggestions.

Google I/O 2019

While Grilli believes some popular uses for 5G will involve 4K and VR streaming, many of the ideas developers came up with at the workshop had to do with live sports experiences and broadcasting over multiple cameras.

There were some unique, intriguing ideas, too. One participant from Korea suggested using 5G and AR to leave video restaurant reviews that could be overlaid on top of the actual location. Future guests could stream the clip over 5G and see the reviewer inside the restaurant talking about their experience.

A woman with a passion for music suggested tapping 5G’s promised low latency for live jam sessions with remote instrumentalists. Playing in sync over existing networks has been challenging since there are delays between one musician hitting a note and it actually sounding on the other end. If 5G’s latency is low enough, it could enable real-time remote jam sessions with no lag.

Whether 5G truly changes our lives hinges on how we use it. Developers are a key piece of the puzzle, and at this Google I/O, they certainly appeared to be thinking about the next-gen technology. As networks come online and compatible devices begin to proliferate, the next step is clear: apps must evolve and make full use of 5G’s promised benefits. “We need to encourage and explain to them what 5G is and why they need to pay attention to it,” Grilli said. “If they don’t, someone else will and they’ll be left behind.”

Hitting the Books: Autonomous cars will do more than drive you around

They’ll be busy running errands when they aren’t acting as your chauffeur.

Welcome, dear readers, to Hitting the Books. With less than one in five Americans reading just for fun these days, we’ve done the hard work for you by scouring the internet for the most interesting, thought provoking books on science and technology we can find and delivering an easily digestible nugget of their stories.

The idea that the ideal future involves fleets of shared-use autonomous cars does not acknowledge the true nature of how humans interact with their personal transportation, nor does it acknowledge the motives of carmakers. Shared RTMs (Robotic Transportation Machine) make a lot of sense in dense urban areas, places where a high proportion of the population may not already own a car. This is a significant market, and I’m pretty sure there will, one day, be self-driving fleet vehicles to serve the transportation needs of the people there.

The idea that RTMs will bring about the death of private car ownership is taken almost as a given by many, including many Very Serious Business media outlets like the Wall Street Journal, which has published articles like “The End of Car Ownership,” or the Economist’s “Why driverless cars will mostly be shared, not owned,” or Business Insider, which in 2017 cited a study that predicted that in fifteen years only 20 percent of Americans will own a car.

These predictions are pretty out there, I think. Do any of these people have kids? Have they seen how much equipment, junk, and random stuff hauling around a human child generates? Have they thought about the logistics of moving all that stuff from car to car? No, of course they haven’t. Half the reason for having a car is that it is a mobile base for you and all the stuff you don’t know where else to put. Sure, in some dense cities, not having a car means a lot less hassle and an easier life. But everywhere? No. No way. Even in some dense but vast urban areas, like sprawling Los Angeles, where a lot of the population could be served with fleet cars, for logistical and cultural reasons private car ownership will still be desirable. Ever had an awful job and eaten lunch or taken a nap in your car because it was your only refuge? Do you keep jackets and umbrellas and other useful real-world things in your car? Do you like to listen to your own music in your car? Do you sometimes do multiple things in the course of a day that involves multiple packages or parcels or items and you don’t want to have to haul them around everywhere on your back like some refugee?

Of course you do, for all these things, because a car isn’t just a transportation device. It’s also a space. A location. A car is one of the few things that can be a means to a location and an independent location itself. Very often when we’re, say, talking to someone on the phone while driving (using our hands-free options of course, with our hands firmly gripping the wheel at 9 and 3) and the person asks where we are, an entirely acceptable answer is “in the car.” No further elaboration is often needed. You’re in the car, and the space of the car is sufficient description about your surroundings and what you’re likely to be doing.

There’s no reason why driverless cars can’t continue this in this role, and, very likely, even expand on it significantly. This is something I’ll be covering in more detail later, but the idea that the rise in self-driving vehicles will mean the death of the privately owned car is the sort of idea that only someone who has never owned a car would have.

The truth is that the reality will likely be a mix of shared and private cars, and the roads will be filled with a mix of human- and machine-driven cars. And in this possible upcoming reality, it will still make sense to stop ourselves from thinking of robotic vehicles as cars, and to accept that they’re robots.

Once we free ourselves from the constraints of thinking about autonomous cars as “cars,” many possibilities open up. These machines could be errand-running robots that have the potential to significantly improve our quality of life, once we realize that, since they’re robots, we don’t necessarily have to be anywhere near them to use them.

Think about how many boring, stupid, but necessary errands you have to run in a given week. If you have a vehicle that can drive itself, why bother to do those errands yourself? Once robotic vehicles that have been proven safe start to make it onto public roads in any sort of numbers, and if there are laws that allow the vehicles to operate completely unmanned, then we will probably start to see fascinating new business models emerge.

The same process would work for any number of retail businesses. Why would you ever go to a pharmacy to pick up a prescription in person again? You could send your errand-bot to pick up packages from the post office, or you could even use the vehicle to courier packages to any address within the car’s user-set range. Small businesses could buy fleets of five to ten of these and be able to offer deliveries without hiring drivers (a mixed blessing, I know).

Once you start thinking about it, what’s to stop you from sticking your dog in the robot and sending it off to the vet? Or, since we’re already heading that way, putting your kid in there and sending him or her off to school? If you trust the car with your kid’s life when you’re riding in the robotic vehicle with him or her, why should it be any different if you’re not there?

The real potential for autonomous vehicles is not tied to how much we’ll be riding in them, it’s tied to how much we’ll be able to avoid getting in them. Sure, doing whatever you feel like while your car is stuck in traffic is a lot better than driving in stop- and-go traffic, inching along at 5 mph with your clutch leg aching and your mind screaming out of boredom, but what’s even better than that is not being in traffic at all. Let your robot car creep along at a walking pace to get you a drum of cheese balls and a pack of underpants from Costco. You have better things to do. Or, if not better, at least more fun.