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Canada may not be broken but Ottawa is definitely broke: Jack Mintz

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From the MacDonald Laurier Institute

By Jack Mintz

With growth flat and interest payments ballooning there’s no room for new spending unless deficits are cranked up again — a bad idea

In her economic update Tuesday, Finance Minister Chrystia Freeland just couldn’t help taking a swipe at Leader of the Opposition Pierre Poilievre when she declared: “Canada is not and has never been broken.” In the early 1990s, Canada did come close to needing IMF assistance, but Liberal finance minister Paul Martin’s 1995 budget pulled us back from the abyss by cutting program spending 20 per cent and putting the country back on a path towards balanced budgets. We did receive short-term finance from the IMF during the currency crisis of 1962, but we have never reneged on public debt, unlike hapless Argentina, which has defaulted nine times since its independence in 1816.

Canada may not be broken but the federal government is all but broke and is clearly running out of steam. With a weak economy growing only a little faster than population, there is not a lot of spending room left, not unless deficits and debts are cranked up again. As it is, debt as share of GDP jumps from 41.7 per cent in fiscal year 2022/23 to 42.4 per cent in 2023/24. So much for the fiscal anchors we were promised.

After that, the finance minister predicts, debt as a share of GDP will fall ever so gently to 39 per cent over the following four years. I am quite skeptical about five-year forecasts, especially from a government that over eight years has failed to keep any deficit and debt promises. The 2015 election commitment to cap the deficit at $10 billion is long gone. So is the promise to keep the debt/GDP ratio from rising.  Even before the pandemic, federal debt was creeping back up to over 30 per cent of GDP. After eye-popping spending during COVID, any plan to return to pre-pandemic levels has been ditched. Instead, we just accept debt at 40 per cent of GDP and move on. And if a recession hits, you can bet your bottom dollar — which may be the only dollar you have left — that federal debt/GDP will reach a new plateau, also never to be reversed.

As Albert Einstein once said, “Compound interest is the eighth wonder of the world. He who understands it, earns it … he who doesn’t … pays it.” With growing public debt charges, expenditures are rising 13.6 per cent over the next three years, faster than revenues, which are forecast to grow only 12.2 per cent. Much of this spending growth is due to interest payments that are rising by almost a half to $53 billion in 2025/26. That is a ton of money — many tons of money — that could have gone to health care, defence or even, yes, general tax cuts. Instead, we are filling the pockets of Canadian and foreign investors who find Canadian bonds very attractive at the interest rates they’re currently paying.

Small mercies: At least the Liberals feel obliged to say they will keep the lid on spending in the short term. Thus they forecast program spending rising by only 10.5 per cent over three years, with a program review expected to trim its growth by $15 billion. On the other hand, the forecast for deficits averages close to $40 billion a year for the next three years.

Economic updates used to be just that, reports on how things are going, but increasingly they are mini-budgets that introduce new measures. With the Liberals sinking in the polls, housing affordability is the focus. But with higher interest rates and more stringent climate and other regulations adding to construction costs, it is unclear how much more housing supply will grow even with the new measures. New spending over five years includes a $1-billion “affordable housing fund” and the previously announced $4.6 billion in GST relief on new rental construction. There’s also $15 billion in loans for apartment construction and $20 billion in low-cost, government-backed CMHC financing, neither of which adds to the deficit.

When money is scarce, of course, nanny-state regulations come into play, as well. A “mortgage charter” will guide banks on how to provide relief for distressed owners (even though banks already prefer to keep people in their homes rather than foreclose). Deductions incurred by operators of short-term rentals will be denied in those municipalities and provinces that prohibit such rentals. Temporary foreign workers in construction will get priority for permanent residence.

The housing plan wasn’t the only focus in the economic statement. To address affordability and climate change, the current government takes pride in its pyramid of budget-busting subsidies for clean energy and regulations dictating private-sector behaviour regarding such things as “junk fees” and grocery prices. There’s also GST relief for psychotherapists and more generous subsidies for journalists and news organizations. (I suppose I should bend a knee to the minister and doff my cap.)

What’s missing in the statement? It barely mentions the country’s poor productivity performance. And you will word-search in vain for “tax reform,” “general tax relief” or “deregulation” aimed at spurring private sector investment. No mention is made that accelerated tax depreciation for capital investment, introduced in 2018, is being phased out beginning January 1st, which will discourage private investment, including in housing construction. Instead, the Liberal economic plan is all about more government, not less, to grow the economy. Without the private sector, that’s not going to work.

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Automotive

Governments in Canada accelerate EV ‘investments’ as automakers reverse course

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From the Fraser Institute

By Kenneth P. Green

Evidence continues to accrue that many of these “investments,” which are ultimately of course taxpayer funded, are risky ventures indeed.

Even as the much-vaunted electric vehicle (EV) transition slams into stiff headwinds, the Trudeau government and Ontario’s Ford government will pour another $5 billion in subsidies into Honda, which plans to build an EV battery plant and manufacture EVs in Ontario.

This comes on top of a long list of other such “investments” including $15 billion for Stellantis and LG Energy Solution, $13 billion for Volkswagen (with a real cost to Ottawa of $16.3 billion, per the Parliamentary Budget Officer), a combined $4.24 billion (federal/Quebec split) to Northvolt, a Swedish battery maker, and a combined $644 million (federal/Quebec split) to Ford Motor Company to build a cathode manufacturing plant in Quebec.

All this government subsidizing is of course meant to help remake the automobile, with the Trudeau government mandating that 100 per cent of new passenger vehicles and light trucks sold in Canada be zero-emission by 2035. But evidence continues to accrue that many of these “investments,” which are ultimately of course taxpayer funded, are risky ventures indeed.

As the Wall Street Journal notes, Tesla, the biggest EV maker in the United States, has seen its share prices plummet (down 41 per cent this year) as the company struggles to sell its vehicles at the pace of previous years when first-adopters jumped into the EV market. Some would-be EV makers or users are postponing their own EV investments. Ford has killed it’s electric F-150 pickup truck, Hertz is dumping one-third of its fleet of EV rental vehicles, and Swedish EV company Polestar dropped 15 per cent of its global work force while Tesla is cutting 10 per cent of its global staff.

And in the U.S., a much larger potential market for EVs, a recent Gallup poll shows a market turning frosty. The percentage of Americans polled by Gallup who said they’re seriously considering buying an EV has been declining from 12 per cent in 2023 to 9 per cent in 2024. Even more troubling for would-be EV sellers is that only 35 per cent of poll respondents in 2024 said they “might consider” buying an EV in the future. That number is down from 43 per cent in 2023.

Overall, according to Gallup, “less than half of adults, 44 per cent, now say they are either seriously considering or might consider buying an EV in the future, down from 55 per cent in 2023, while the proportion not intending to buy one has increased from 41 per cent to 48 per cent.” In other words, in a future where government wants sellers to only sell EVs, almost half the U.S. public doesn’t want to buy one.

And yet, Canada’s governments are hitting the gas pedal on EVs, putting the hard-earned capital of Canadian taxpayers at significant risk. A smart government would have its finger in the wind and would slow down when faced with road bumps. It might even reset its GPS and change the course of its 2035 EV mandate for vehicles few motorists want to buy.

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Automotive

Red States Sue California and the Biden Administration to Halt Electric Truck Mandates

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From Heartland Daily News

By Nick Pope

“California and an unaccountable EPA are trying to transform our national trucking industry and supply chain infrastructure. This effort—coming at a time of heightened inflation and with an already-strained electrical grid—will devastate the trucking and logistics industry, raise prices for customers, and impact untold number of jobs across Nebraska and the country”

Large coalitions of red states are suing regulators in Washington, D.C., and California over rules designed to effectively require increases in electric vehicle (EV) adoption.

Nebraska is leading a 24-state coalition in a lawsuit against the Environmental Protection Agency’s (EPA) recently-finalized emissions standards for heavy-duty vehicles in the U.S. Court of Appeals for the D.C. Circuit, and a 17-state coalition suing the state of California in the U.S. District Court for the Eastern District of California over its Advanced Clean Fleet rules. Both regulations would increase the number of heavy-duty EVs on the road, a development that could cause serious disruptions and cost increases across the U.S. economy, as supply chain and trucking sector experts have previously told the Daily Caller News Foundation.

“California and an unaccountable EPA are trying to transform our national trucking industry and supply chain infrastructure. This effort—coming at a time of heightened inflation and with an already-strained electrical grid—will devastate the trucking and logistics industry, raise prices for customers, and impact untold number of jobs across Nebraska and the country,” Republican Nebraska Attorney General Mike Hilgers said in a statement. “Neither California nor the EPA has the constitutional power to dictate these nationwide rules to Americans. I am proud to lead our efforts to stop these unconstitutional attempts to remake our economy and am grateful to our sister states for joining our coalitions.”

(RELATED: New Analysis Shows Just How Bad Electric Trucks Are For Business)

While specifics vary depending on the type of heavy-duty vehicle, EPA’s emissions standards will effectively mandate that EVs make up 60% of new urban delivery trucks and 25% of long-haul tractors sold by 2032, according to The Wall Street Journal. The agency has also pushed aggressive emissions standards for light- and medium-duty vehicles that will similarly force an increase in EVs’ share of new car sales over the next decade.

California’s Advanced Clean Fleet rules, meanwhile, will require that 100% of trucks sold in the state will be zero-emissions models starting in 2036, according to the California Air Resources Board (CARB). While not federal, the California rules are of importance to other states because there are numerous other states who follow California’s emissions standards, which can be tighter than those required by the EPA and other federal agencies.

Critics fear that this dynamic will effectively enable California to set national policies and nudge manufacturers in the direction of EVs at a greater rate and scale than the Biden administration is pursuing.

Trucking industry and supply chain experts have previously told the DCNF that both regulations threaten to cause serious problems for the country’s supply chains and wider economy given that the technology for electric and zero-emissions trucks is simply not yet ready to be mandated at scale, among other issues.

Neither CARB nor the EPA responded immediately to requests for comment.

Nick Pope is a contributor to The Daily Caller News Service.

Originally published by The Daily Caller. Republished with permission.

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