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Indonesia says survivors unlikely from Lion Air plane crash
KARAWANG, Indonesia — A Lion Air plane crashed into the sea just minutes after taking off from Indonesia’s capital on Monday, likely killing all 189 people on board, in a blow to the country’s aviation safety record after the lifting of bans on its airlines by the European Union and U.S.
The national search and rescue agency said human remains have been recovered from the crash area. Its director of operations, Bambang Suryo Aji, told a news conference the search effort is focusing on finding bodies, and survivors are not expected.
More than 300 people including soldiers, police and local fishermen were involved in the search that has also recovered ID cards, personal belongings and aircraft debris. At least a dozen ambulances were parked at a nearby beach.
Indonesia’s disaster agency posted photos online of a crushed smartphone, books, bags and parts of the aircraft fuselage that had been collected by search and rescue vessels.
President Joko Widodo ordered the transport safety commission to investigate and urged Indonesians to “keep on praying” as rescuers search for victims.
An air transport official, Novie Riyanto, said the flight was cleared to return to Jakarta after the pilot made a “return to base” request two to three minutes after taking off. It plunged into the sea about 10 minutes later. Weather conditions were normal but the brand new aircraft had experienced a technical issue on its previous flight.
Lion Air said the jet, on a 1 hour and 10 minute flight to Pangkal Pinang on an island chain off Sumatra, was carrying 181 passengers, including one child and two babies, and eight crew members.
It said there were two foreigners on board the plane: its pilot, originally from New Delhi, and an Italian citizen.
Distraught friends and relatives prayed and hugged each other as they waited at Pangkal Pinang’s airport and at a crisis
At the search agency’s headquarters in Jakarta, family members arrived, hoping desperately for news.
Feni, who uses a single name, said her soon to be married sister was on the flight, planning to meet relatives in Pangkal Pinang.
“We are here to find any information about my younger sister, her fiance, her in-law to be and a friend of them,” said Feni.
“We don’t have any information,” she said, as her father wiped tears from reddened eyes. “No one provided us with any information that we need. We’re confused. We hope that our family is still alive.”
Indonesian Finance Minister Sri Mulyani also arrived at the agency and met with its chief, seeking information about 20 ministry staff who were on the flight after attending a ministry event in Jakarta. Photos circulating online showed the distraught minister trying to comfort stunned colleagues.
The search and rescue agency said the flight ended in waters off West Java that are 30 to 35
The agency’s chief, Muhammad Syaugi, told a news conference that divers are trying to locate the wreckage.
Weather conditions for the flight were safe, according to the Indonesian meteorology agency. It said the type of clouds associated with turbulence was not present and winds were weak.
The Boeing 737 Max 8 was delivered to Lion Air in mid-August and put in use within days, according to aviation
Lion Air president-director Edward Sirait said the plane had a “technical problem” on its previous flight from Bali to Jakarta but it had been fully remedied. He didn’t know specifics of the problem when asked in a TV interview. The pilot of Flight 610 had more than 6,000 flying hours while the co-pilot had more than 5,000 hours, according to the airline.
“Indeed there were reports about a technical problem, and the technical problem has been resolved in accordance with the procedures released by the plane manufacturer,” he said. “I did not know exactly but let it be investigated by the authorities.”
Boeing Co. said it was “deeply saddened” by the crash and was prepared to provide technical assistance to Indonesia’s crash probe.
In a statement, the Chicago-based manufacturer expressed its concern for the 189 people onboard and offered “heartfelt sympathies to their families and loved ones.”
The Transport Ministry said the plane took off from Jakarta at about 6:20 a.m. and crashed just 13 minutes later. Data from FlightAware showed it had reached an altitude of only 5,200 feet (1,580
The crash is the worst airline disaster in Indonesia since an AirAsia flight from Surabaya to Singapore plunged into the sea in December 2014, killing all 162 on board.
Indonesian airlines were barred in 2007 from flying to Europe because of safety concerns, though several were allowed to resume services in the following decade. The ban was completely lifted in June this year. The U.S. lifted a decadelong ban in 2016.
Lion Air, a discount carrier, is one of Indonesia’s youngest and biggest airlines, flying to dozens of domestic and international destinations.
In 2013, one of its Boeing 737-800 jets missed the runway while landing on Bali, crashing into the sea without causing any fatalities among the 108 people on board.
___
Wright reported from Jakarta. AP writers Niniek Karmini and Ali Kotarumalos in Jakarta contributed to this report.
Achmad Ibrahim And Stephen Wright, The Associated Press
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Mortgaging Canada’s energy future — the hidden costs of the Carney-Smith pipeline deal
Much of the commentary on the Carney-Smith pipeline Memorandum of Understanding (MOU) has focused on the question of whether or not the proposed pipeline will ever get built.
That’s an important topic, and one that deserves to be examined — whether, as John Robson, of the indispensable Climate Discussion Nexus, predicted, “opposition from the government of British Columbia and aboriginal groups, and the skittishness of the oil industry about investing in a major project in Canada, will kill [the pipeline] dead.”
But I’m going to ask a different question: Would it even be worth building this pipeline on the terms Ottawa is forcing on Alberta? If you squint, the MOU might look like a victory on paper. Ottawa suspends the oil and gas emissions cap, proposes an exemption from the West Coast tanker ban, and lays the groundwork for the construction of one (though only one) million barrels per day pipeline to tidewater.
But in return, Alberta must agree to jack its industrial carbon tax up from $95 to $130 per tonne at a minimum, while committing to tens of billions in carbon capture, utilization, and storage (CCUS) spending, including the $16.5 billion Pathways Alliance megaproject.
Here’s the part none of the project’s boosters seem to want to mention: those concessions will make the production of Canadian hydrocarbon energy significantly more expensive.
As economist Jack Mintz has explained, the industrial carbon tax hike alone adds more than $5 USD per barrel of Canadian crude to marginal production costs — the costs that matter when companies decide whether to invest in new production. Layer on the CCUS requirements and you get another $1.20–$3 per barrel for mining projects and $3.60–$4.80 for steam-assisted operations.
While roughly 62% of the capital cost of carbon capture is to be covered by taxpayers — another problem with the agreement, I might add — the remainder is covered by the industry, and thus, eventually, consumers.
Total damage: somewhere between $6.40 and $10 US per barrel. Perhaps more.
“Ultimately,” the Fraser Institute explains, “this will widen the competitiveness gap between Alberta and many other jurisdictions, such as the United States,” that don’t hamstring their energy producers in this way. Producers in Texas and Oklahoma, not to mention Saudi Arabia, Venezuela, or Russia, aren’t paying a dime in equivalent carbon taxes or mandatory CCUS bills. They’re not so masochistic.
American refiners won’t pay a “low-carbon premium” for Canadian crude. They’ll just buy cheaper oil or ramp up their own production.
In short, a shiny new pipe is worthless if the extra cost makes barrels of our oil so expensive that no one will want them.
And that doesn’t even touch on the problem for the domestic market, where the higher production cost will be passed onto Canadian consumers in the form of higher gas and diesel prices, home heating costs, and an elevated cost of everyday goods, like groceries.
Either way, Canadians lose.
So, concludes Mintz, “The big problem for a new oil pipeline isn’t getting BC or First Nation acceptance. Rather, it’s smothering the industry’s competitiveness by layering on carbon pricing and decarbonization costs that most competing countries don’t charge.” Meanwhile, lurking underneath this whole discussion is the MOU’s ultimate Achilles’ heel: net-zero.
The MOU proudly declares that “Canada and Alberta remain committed to achieving Net-Zero greenhouse gas emissions by 2050.” As Vaclav Smil documented in a recent study of Net-Zero, global fossil-fuel use has risen 55% since the 1997 Kyoto agreement, despite trillions spent on subsidies and regulations. Fossil fuels still supply 82% of the world’s energy.
With these numbers in mind, the idea that Canada can unilaterally decarbonize its largest export industry in 25 years is delusional.
This deal doesn’t secure Canada’s energy future. It mortgages it. We are trading market access for self-inflicted costs that will shrink production, scare off capital, and cut into the profitability of any potential pipeline. Affordable energy, good jobs, and national prosperity shouldn’t require surrendering to net-zero fantasy.If Ottawa were serious about making Canada an energy superpower, it would scrap the anti-resource laws outright, kill the carbon taxes, and let our world-class oil and gas compete on merit. Instead, we’ve been handed a backroom MOU which, for the cost of one pipeline — if that! — guarantees higher costs today and smothers the industry that is the backbone of the Canadian economy.
This MOU isn’t salvation. It’s a prescription for Canadian decline.
The cost of the bureaucracy increased by $6 billion last year, according to newly released numbers in Public Accounts disclosures. The Canadian Taxpayers Federation is calling on Prime Minister Mark Carney to immediately shrink the bureaucracy.
“The Public Accounts show the cost of the federal bureaucracy is out of control,” said Franco Terrazzano, CTF Federal Director. “Tinkering around the edges won’t cut it, Carney needs to take urgent action to shrink the bloated federal bureaucracy.”
The federal bureaucracy cost taxpayers $71.4 billion in 2024-25, according to the Public Accounts. The cost of the federal bureaucracy increased by $6 billion, or more than nine per cent, over the last year.
The federal bureaucracy cost taxpayers $39.6 billion in 2015-16, according to the Public Accounts. That means the cost of the federal bureaucracy increased 80 per cent over the last 10 years. The government added 99,000 extra bureaucrats between 2015-16 and 2024-25.
Half of Canadians say federal services have gotten worse since 2016, despite the massive increase in the federal bureaucracy, according to a Leger poll.
Not only has the size of the bureaucracy increased, the cost of consultants, contractors and outsourcing has increased as well. The government spent $23.1 billion on “professional and special services” last year, according to the Public Accounts. That’s an 11 per cent increase over the previous year. The government’s spending on professional and special services more than doubled since 2015-16.
“Taxpayers should not be paying way more for in-house government bureaucrats and way more for outside help,” Terrazzano said. “Mere promises to find minor savings in the federal bureaucracy won’t fix Canada’s finances.
“Taxpayers need Carney to take urgent action and significantly cut the number of bureaucrats now.”
Table: Cost of bureaucracy and professional and special services, Public Accounts
| Year | Bureaucracy | Professional and special services |
|
$71,369,677,000 |
$23,145,218,000 |
|
|
$65,326,643,000 |
$20,771,477,000 |
|
|
$56,467,851,000 |
$18,591,373,000 |
|
|
$60,676,243,000 |
$17,511,078,000 |
|
|
$52,984,272,000 |
$14,720,455,000 |
|
|
$46,349,166,000 |
$13,334,341,000 |
|
|
$46,131,628,000 |
$12,940,395,000 |
|
|
$45,262,821,000 |
$12,950,619,000 |
|
|
$38,909,594,000 |
$11,910,257,000 |
|
|
$39,616,656,000 |
$11,082,974,000 |
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