Economy
After 140-Odd Years, Can’t We Figure Rail Out Yet?
From the Frontier Centre for Public Policy
A typical train these days has over 100 cars. Each rail car, depending on the load, is at least one, and often several truckloads. A train needs two crew to operate it. Are you going to come up with 100 to 200 truck drivers to replace that one, individual train, as well as the trucks, trailers, and space on the highways in a moment’s notice, and then do that for the entire economy?
In all the fuss about the Canadian rail disruption, one thing jumped out at me. Here’s how the National Post reported it:
“Despite the economic impacts, the Canadian Industrial Relations Board ruled earlier this month that the railway workers are not an essential service.”
Every member of this board should be sacked. Immediately. Because if rail is not essential, nothing is.
Did none of them pay attention in grade school? Canada was built on the railway. British Columbia joined confederation as a result, and all the gaps in between were filled in in large part because there was rail.
Yet every few years, Canadians and the Canadian economy is held hostage by some sort of disruption involving rail, usually a labour one, but occasionally a protest movement or even the weather, as if this is our first year living in the great white north.
The playbook is worn out already. After several days of pain and homage being paid to the rights of the workers to strike (yet no one talks about the rights of companies to lock out workers), the federal government eventually takes action and things get back to normal.
In this case, the feds let the entire rail network of CN and CPKC shut down on Thursday, Aug. 22, before ordering binding arbitration. But as I write this the morning of Friday, Aug. 23, the Teamsters have served strike notice on CN about an hour ago. I’m not going to try to keep up with all the developments. Maybe by the time this is published, it will all be resolved. But it seemed like that resolution was yesterday, and it fell apart today, so who knows?
And frankly, I don’t care, and I don’t think you should, either. Perhaps the union members have a point in their issues. Maybe the rail companies do, too. Fundamentally, it doesn’t matter. Sort it out. Put on you big boy/girl shorts/panties. Make it work.
At no point, ever, in the history of this nation, has rail service not been essential. From farmers needing to ship their grain at harvest to cities needing chlorine for water treatment to pavers needing asphalt from the Lloydminster refinery before the fall paving season ends, rail is utterly critical to our existence as a nation.
And anyone who says we can just backfill with trucks is a fool. A typical train these days has over 100 cars. Each rail car, depending on the load, is at least one, and often several truckloads. A train needs two crew to operate it. Are you going to come up with 100 to 200 truck drivers to replace that one, individual train, as well as the trucks, trailers, and space on the highways in a moment’s notice, and then do that for the entire economy?
Let’s look back at the rail blockades of 2020 in support of the Wet’suwet’en opposition to the Coastal GasLink pipeline. Because the blockades were related to First Nations politics, the federal Liberal government was loathe to step in. In a nod to George Orwell’s Animal Farm, it proved that in the 21st century, “some animals are more equal than others.” In this case, some First Nations were more equal than others, and could block rail lines at will, dramatically impacting parts of the economy. Never mind that the pipeline that was so ardently opposed is now the salvation for other First Nations bands to go ahead with their own Cedar LNG facility, dramatically improving their economic prospects.
Did the government perhaps learn something from the 2020 blockades – that rail disruption can’t allow these things to go on forever, especially because it would now impact the entire economy? Maybe. But if so, maybe the federal minister should have acted before an actual stoppage took place.
And that’s the key thing. Rail is nothing new to Canada. It’s almost as old as the nation itself. And yet there’s always something causing grief. Sometimes rail performance is blamed on snow in the mountains, or cold, as if this is the first time there’s ever been cold, or snow, or both, in Canada. Except they made it work for over 140-odd years, why are we now unable to make things work? Why, after the same 140-odd years of operation, we still have labour strife over rest periods and operations? Hasn’t that been enough time to figure it out, both from the company and labour sides?
How many more decades, nay, centuries do we need to figure out how to run a railroad?
Brian Zinchuk is editor and owner of Pipeline Online, and occasional contributor to the Frontier Centre for Public Policy. He can be reached at [email protected].
Alberta
Federal budget: It’s not easy being green
From Resource Works
Canada’s climate rethink signals shift from green idealism to pragmatic prosperity.
Bill Gates raised some eyebrows last week – and probably the blood pressure of climate activists – when he published a memo calling for a “strategic pivot” on climate change.
In his memo, the Microsoft founder, whose philanthropy and impact investments have focused heavily on fighting climate change, argues that, while global warming is still a long-term threat to humanity, it’s not the only one.
There are other, more urgent challenges, like poverty and disease, that also need attention, he argues, and that the solution to climate change is technology and innovation, not unaffordable and unachievable near-term net zero policies.
“Unfortunately, the doomsday outlook is causing much of the climate community to focus too much on near-term emissions goals, and it’s diverting resources from the most effective things we should be doing to improve life in a warming world,” he writes.
Gates’ memo is timely, given that world leaders are currently gathered in Brazil for the COP30 climate summit. Canada may not be the only country reconsidering things like energy policy and near-term net zero targets, if only because they are unrealistic and unaffordable.
It could give some cover for Canadian COP30 delegates, who will be at Brazil summit at a time when Prime Minister Mark Carney is renegotiating his predecessor’s platinum climate action plan for a silver one – a plan that contains fewer carbon taxes and more fossil fuels.
It is telling that Carney is not at COP30 this week, but rather holding a summit with Alberta Premier Danielle Smith.
The federal budget handed down last week contains kernels of the Carney government’s new Climate Competitiveness Strategy. It places greater emphasis on industrial strategy, investment, energy and resource development, including critical minerals mining and LNG.
Despite his Davos credentials, Carney is clearly alive to the fact it’s a different ballgame now. Canada cannot afford a hyper-focus on net zero and the green economy. It’s going to need some high octane fuel – oil, natural gas and mining – to prime Canada’s stuttering economic engine.
The prosperity promised from the green economy has not quite lived up to its billing, as a recent Fraser Institute study reveals.
Spending and tax incentives totaling $150 billion over a decade by Ottawa, B.C, Ontario, Alberta and Quebec created a meagre 68,000 jobs, the report found.
“It’s simply not big enough to make a huge difference to the overall performance of the economy,” said Jock Finlayson, chief economist for the Independent Contractors and Business Association and co-author of the report.
“If they want to turn around what I would describe as a moribund Canadian economy…they’re not going to be successful if they focus on these clean, green industries because they’re just not big enough.”
There are tentative moves in the federal budget and Climate Competitiveness Strategy to recalibrate Canada’s climate action policies, though the strategy is still very much in draft form.
Carney’s budget acknowledges that the world has changed, thanks to deglobalization and trade strife with the U.S.
“Industrial policy, once seen as secondary to market forces, is returning to the forefront,” the budget states.
Last week’s budget signals a shift from regulations towards more investment-based measures.
These measures aim to “catalyse” $500 billion in investment over five years through “strengthened industrial carbon pricing, a streamlined regulatory environment and aggressive tax incentives.”
There is, as-yet, no commitment to improve the investment landscape for Alberta’s oil industry with the three reforms that Alberta has called for: scrapping Bill C-69, a looming oil and gas emissions cap and a West Coast oil tanker moratorium, which is needed if Alberta is to get a new oil pipeline to the West Coast.
“I do think, if the Carney government is serious about Canada’s role, potentially, as an global energy superpower, and trying to increase our exports of all types of energy to offshore markets, they’re going to have to revisit those three policy files,” Finlayson said.
Heather Exner-Pirot, director of energy, natural resources and environment at the Macdonald-Laurier Institute, said she thinks the emissions cap at least will be scrapped.
“The markets don’t lie,” she said, pointing to a post-budget boost to major Canadian energy stocks. “The energy index got a boost. The markets liked it. I don’t think the markets think there is going to be an emissions cap.”
Some key measures in the budget for unlocking investments in energy, mining and decarbonization include:
- incentives to leverage $1 trillion in investment over the next five years in nuclear and wind power, energy storage and grid infrastructure;
- an expansion of critical minerals eligible for a 30% clean technology manufacturing investment tax credit;
- $2 billion over five years to accelerate critical mineral production;
- tax credits for turquoise hydrogen (i.e. hydrogen made from natural gas through methane pyrolysis); and
- an extension of an investment tax credit for carbon capture utilization and storage through to 2035.
As for carbon taxes, the budget promises “strengthened industrial carbon pricing.”
This might suggest the government’s plan is to simply simply shift the burden for carbon pricing from the consumer entirely onto industry. If that’s the case, it could put Canadian resource industries at a disadvantage.
“How do we keep pushing up the carbon price — which means the price of energy — for these industries at a time when the United States has no carbon pricing at all?” Finlayson wonders.
Overall, Carney does seem to be moving in the right direction in terms of realigning Canada’s energy and climate policies.
“I think this version of a Liberal government is going to be more focused on investment and competitiveness and less focused around the virtue-signaling on climate change, even though Carney personally has a reputation as somebody who cares a lot about climate change,” Finlayson said.
“It’s an awkward dance for them. I think they are trying to set out a different direction relative to the Trudeau years, but they’re still trying to hold on to the Trudeau climate narrative.”
Pictured is Mark Carney at COP26 as UN Special Envoy on Climate Action and Finance. He is not at COP30 this week. UNRIC/Miranda Alexander-Webber
Resource Works News
Business
Carney government needs stronger ‘fiscal anchors’ and greater accountability
From the Fraser Institute
By Tegan Hill and Grady Munro
Following the recent release of the Carney government’s first budget, Fitch Ratings (one of the big three global credit rating agencies) issued a warning that the “persistent fiscal expansion” outlined in the budget—characterized by high levels of spending, borrowing and debt accumulation—will erode the health of Canada’s finances and could lead to a downgrade in Canada’s credit rating.
Here’s why this matters. Canada’s credit rating impacts the federal government’s cost of borrowing money. If the government’s rating gets downgraded—meaning Canadian federal debt is viewed as an increasingly risky investment due to fiscal mismanagement—it will likely become more expensive for the government to borrow money, which ultimately costs taxpayers.
The cost of borrowing (i.e. the interest paid on government debt) is a significant part of the overall budget. This year, the federal government will spend a projected $55.6 billion on debt interest, which is more than one in every 10 dollars of federal revenue, and more than the government will spend on health-care transfers to the provinces. By 2029/30, interest costs will rise to a projected $76.1 billion or more than one in every eight dollars of revenue. That’s taxpayer money unavailable for programs and services.
Again, if Canada’s credit rating gets downgraded, these costs will grow even larger.
To maintain a good credit rating, the government must prevent the deterioration of its finances. To do this, governments establish and follow “fiscal anchors,” which are fiscal guardrails meant to guide decisions regarding spending, taxes and borrowing.
Effective fiscal anchors ensure governments manage their finances so the debt burden remains sustainable for future generations. Anchors should be easily understood and broadly applied so that government cannot get creative with its accounting to only technically abide by the rule, but still give the government the flexibility to respond to changing circumstances. For example, a commonly-used rule by many countries (including Canada in the past) is a ceiling/target for debt as a share of the economy.
The Carney government’s budget establishes two new fiscal anchors: balancing the federal operating budget (which includes spending on day-to-day operations such as government employee compensation) by 2028/29, and maintaining a declining deficit-to-GDP ratio over the years to come, which means gradually reducing the size of the deficit relative to the economy. Unfortunately, these anchors will fail to keep federal finances from deteriorating.
For instance, the government’s plan to balance the “operating budget” is an example of creative accounting that won’t stop the government from borrowing money each year. Simply put, the government plans to split spending into two categories: “operating spending” and “capital investment” —which includes any spending or tax expenditures (e.g. credits and deductions) that relates to the production of an asset (e.g. machinery and equipment)—and will only balance operating spending against revenues. As a result, when the government balances its operating budget in 2028/29, it will still incur a projected deficit of $57.9 billion when spending on capital is included.
Similarly, the government’s plan to reduce the size of the annual deficit relative to the economy each year does little to prevent debt accumulation. This year’s deficit is expected to equal 2.5 per cent of the overall economy—which, since 2000, is the largest deficit (as a share of the economy) outside of those run during the 2008/09 financial crisis and the pandemic. By measuring its progress off of this inflated baseline, the government will technically abide by its anchor even as it runs relatively large deficits each and every year.
Moreover, according to the budget, total federal debt will grow faster than the economy, rising from a projected 73.9 per cent of GDP in 2025/26 to 79.0 per cent by 2029/30, reaching a staggering $2.9 trillion that year. Simply put, even the government’s own fiscal plan shows that its fiscal anchors are unable to prevent an unsustainable rise in government debt. And that’s assuming the government can even stick to these anchors—which, according to a new report by the Parliamentary Budget Officer, is highly unlikely.
Unfortunately, a federal government that can’t stick to its own fiscal anchors is nothing new. The Trudeau government made a habit of abandoning its fiscal anchors whenever the going got tough. Indeed, Fitch Ratings highlighted this poor track record as yet another reason to expect federal finances to continue deteriorating, and why a credit downgrade may be on the horizon. Again, should that happen, Canadian taxpayers will pay the price.
Much is riding on the Carney government’s ability to restore Canada’s credibility as a responsible fiscal manager. To do this, it must implement stronger fiscal rules than those presented in the budget, and remain accountable to those rules even when it’s challenging.
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