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After 140-Odd Years, Can’t We Figure Rail Out Yet?

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7 minute read

From the Frontier Centre for Public Policy

By Brian Zinchuk

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].

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Canadian Energy Centre

Emissions cap will end Canada’s energy superpower dream

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From the Canadian Energy Centre

By Will Gibson

Study finds legislation’s massive cost outweighs any environmental benefit

The negative economic impact of Canada’s proposed oil and gas emissions cap will be much larger than previously projected, warns a study by the Center for North American Prosperity and Security (CNAPS).

The report concluded that the cost of the emissions cap far exceeds any benefit from emissions reduction within Canada, and it could push global emissions higher instead of lower.

Based on findings this March by the Office of the Parliamentary Budget Officer (PBO), CNAPS pegs the cost of the cap to be up to $289,000 per tonne of reduced emissions.

That’s more than 3,600 times the cost of the $80-per-tonne federal carbon tax eliminated this spring.

The proposed cap has already chilled investment as Canada’s policymakers look to “nation-building” projects to strengthen the economy, said lead author Heather Exner-Pirot.

“Why would any proponent invest in Canada with this hanging over it? That’s why no other country is talking about an emissions cap on its energy sector,” said Exner-Pirot, director of energy, natural resources and environment at the Macdonald-Laurier Institute.

Federal policy has also stifled discussion of these issues, she said. Two of the CNAPS study’s co-authors withdrew their names based on legal advice related to the government’s controversial “anti-greenwashing” legislation.

“Legitimate debate should not be stifled in Canada on this or any government policy,” said Exner-Pirot.

“Canadians deserve open public dialogue, especially on policies of this economic magnitude.”

Carbon leakage

To better understand the impact of the cap, CNAPS researchers expanded the PBO’s estimates to reflect impacts beyond Canada’s borders.

“The problem is something called carbon leakage. We know that while some regions have reduced their emissions, other jurisdictions have increased their emissions,” said Exner-Pirot.

“Western Europe, for example, has de-industrialized but emissions in China are [going up like] a hockey stick, so all it’s done is move factories and plants from Europe to China along with the emissions.”

Similarly, the Canadian oil and gas production cut by the cap will be replaced in global markets by other producers, she said. There is no reason to assume capping oil and gas emissions in Canada will affect global demand.

The federal budget office assumed the legislation would reduce emissions by 7.1 million tonnes. CNAPS researchers applied that exclusively to Canada’s oil sands.

Here’s the catch: on average, oil sands crude is only about 1 to 3 percent more carbon-intensive than the average crude oil used globally (with some facilities emitting less than the global average).

So, instead of the cap reducing world emissions by 7.1 million tonnes, the real cut would be only 1 to 3 percent of that total, or about 71,000 to 213,000 tonnes worldwide.

In that case, using the PBO’s estimate of a $20.5 billion cost for the cap in 2032, the price of carbon is equivalent to $96,000 to $289,000 per tonne.

Economic pain with no environmental gain

Exner-Pirot said doing the same math with Canada’s “conventional” or non-oil sands production makes the situation “absurd.”

That’s because Canadian conventional oil and natural gas have lower emissions intensity than global averages. So reducing that production would actually increase global emissions, resulting in an infinite price per tonne of carbon.

“This proposal creates economic pain with no environmental gain,” said Samantha Dagres, spokesperson for the Montreal Economic Institute.

“By capping emissions here, you are signalling to investors that Canada isn’t interested in investment. Production will move to jurisdictions with poorer environmental standards as well as bad records on human rights.”

There’s growing awareness about the importance of the energy sector to Canada’s prosperity, she said.

“The public has shown a real appetite for Canada to become an energy superpower. That’s why a June poll found 73 per cent of Canadians, including 59 per cent in Quebec, support pipelines.”

Industries need Canadian energy

Dennis Darby, CEO of Canadian Manufacturers & Exporters (CME), warns the cap threatens Canada’s broader economic interests due to its outsized impact beyond the energy sector.

“Our industries run on Canadian energy. Canada should not unnecessarily hamstring itself relative to our competitors in the rest of the world,” said Darby.

CME represents firms responsible for over 80 per cent of Canada’s manufacturing output and 90 per cent of its exports.

Rather than the cap legislation, the Ottawa-based organization wants the federal government to offer incentives for sectors to reduce their emissions.

“We strongly believe in the carrot approach and see the market pushing our members to get cleaner,” said Darby.

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Business

Carney engaging in Orwellian doublethink with federal budget rhetoric

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From the Fraser Institute

By Jake Fuss

In George Orwell’s classic 1984, he describes a dystopian world dominated by “doublethink”—instances whereby people hold two contradictory beliefs simultaneously while accepting them both. In recent comments about the upcoming October federal budget, Prime Minister Carney unfortunately offered a prime example of doublethink in action.

During a press conference, Carney was critical of his predecessor’s mismanagement of federal finances, specifically unsustainable increases in spending year after year, and stated his 2025 budget will instead focus on “both austerity and investments.” This should strike Canadians as an obvious contradiction. Austerity involves lowering government spending while investing refers to the exact opposite.

Such doublethink may make for good political rhetoric, but it only muddies the waters on the actual direction of fiscal policy in Ottawa. The government can either cut overall spending to try to get a handle on federal finances and reduce the role of Ottawa in the economy, or it can increase spending (but call it “investment”) to continue the spending policies of the Trudeau government. It can’t do both. It must pick a lane when it comes to mutually exclusive policies.

Despite the smoke and mirrors on display during his press junket, the prime minister appears poised to be a bigger spender and borrower than Trudeau. Late last year, the Trudeau government indicated it planned to grow program spending from $504.1 billion in 2025/26 to $547.8 billion by 2028/29.

After becoming the Liberal Party leader earlier this year, Carney delivered a party platform that pledged to increase spending to roughly $533.3 billion this year, well above what the Trudeau government planned last fall, and then to $566.4 billion by 2028/29. Following the election, he then announced plans to significantly increase military spending.

While the prime minister has touted a plan to find “ambitious savings” in the operating budget through a so-called “comprehensive expenditure review,” his government is excluding more than half of all federal spending including transfers to individuals such as Old Age Security and transfers to the provinces for health care and other social programs. Even with the savings anticipated following the review, the Carney government will likely not reduce overall spending but rather simply slow the pace of annual spending increases.

Moreover, the Liberal Party platform shows the government expects to borrow $224.8 billion—$93.4 billion more than Trudeau planned to borrow. And that’s before the new military spending. That’s not austerity—even if Prime Minister Carney truly believes it to be.

Actual austerity would require a decrease in year-over-year expenses, smaller deficits than what the Trudeau government planned, and a path back to a true balanced budget in a reasonable timeframe. Instead, Carney will almost certainly hike overall spending each year, raise the deficits compared to his predecessor, and could even fall short of his tepid goal of balancing the operating budget within three years (which would still involve tens of billions more borrowed in a separate capital budget).

While budgets normally provide clarity on a government’s spending, taxing, and borrowing expect more doublethink from the October budget that will tout the government’s austerity measures while increasing spending and borrowing via “investments.”

Jake Fuss

Director, Fiscal Studies, Fraser Institute
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