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Canada’s federal government disregards its own fiscal rules—unlike Sweden

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From the Fraser Institute

By Grady Munro and Jake Fuss

During the 1970s and 1980s, Canada and Sweden both saw a deterioration in government finances. However, hard times in the early 1990s transformed the approach to fiscal policy by governments in both countries, including reducing spending and borrowing, and ultimately returning to balanced budgets. While Swedes have carried on the legacy of fiscal responsibility in subsequent decades, Canadians seem to have forgotten the hard lessons of recent history and have fallen back on the fiscal approach that got us into trouble in the first place.

In his recent book, Swedish economist Johan Norberg explains that for most of its modern history Sweden has been a testament to the success of the free market, rather than a model socialist economy. The country only experimented with socialism for a short period, with disastrous results.

Sweden’s socialist experiment during the 1970s and 1980s saw substantial income redistribution and the introduction of a large welfare state. As a result, the size of government doubled as a share of the economy (measured by GDP). Yet despite increases in taxes, particularly targeting corporations and the wealthy, the government could not raise the funds to pay for such a sizable expansion of the welfare state. Instead, Sweden ran deficits in every year from 1970 to 1987, government debt rose from less than 18 per cent of the economy (GDP) in 1970 to over 70 per cent in 1985, and the private sector completely stagnated.

This approach brought about a financial crisis in the early 1990s that saw interest rates briefly rise as high as 500 per cent. In the wake of this crisis, the Swedish government declared the socialist experiment a failure, and the country saw substantial reform that emphasized balanced budgets, lower taxes, and an open business environment. Rules were set in place to ensure fiscal discipline, and as a result the country has enjoyed consistent surpluses and government debt has fallen from 83.2 per cent of the economy in 1998 to 58.8 per cent in 2021, despite still maintaining a large welfare state.

During the 1970s and 1980s, Canada also experienced a deterioration in government finances. Canada’s issues stemmed from a substantial expansion in the size and role of government in conjunction with rising interest rates. The federal government ran uninterrupted budget deficits from 1970 through to the mid-1990s. Federal government debt rose to over 70 per cent of GDP during this period and debt interest costs were consuming more than one-third of federal government revenues.

By the early 1990s federal finances were in shambles and the economy was stagnant. A new federal government was elected, led by Jean Chrétien, which implemented significant fiscal reform in 1995 based on spending restraint, balanced budgets and lower taxes. The provinces enacted similar reforms, and from the late 1990s through the 2000s, Canadians enjoyed consistent surpluses, debt reduction, and strong economic growth.

While there are clear parallels between the countries, unlike Sweden, Canadians has since reverted back to the risky fiscal approach of the 1970s and 1980s. Since 2015, Canada has seen historically high federal spending, and a string of federal and provincial budget deficits. Consequently, government debt and its associated costs have grown substantially.

Since the 1990s, both Canada and Sweden have had fiscal rules in place to help ensure the health of government finances. But while the Swedish government has largely stuck to its surplus goal by being disciplined with finances, Canada’s current federal government has consistently disregarded its own commitments. Indeed, it has violated its own fiscal anchors several times since 2015, and rather than adopt the discipline necessary to get back on track, the government simply moves the goalposts.

Simply put, Swedes have learned their lesson from their experience in the 1970s to 1990s, whereas Canadians appear to have forgotten. This raises the question—do Swedes have better memories?

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Alberta

Pierre Poilievre – Per Capita, Hardisty, Alberta Is the Most Important Little Town In Canada

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From Pierre Poilievre

The tiny town of Hardisty, Alberta (623 people) moves $90 billion in energy a year—that’s more than the GDP of some countries.

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Business

Why it’s time to repeal the oil tanker ban on B.C.’s north coast

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The Port of Prince Rupert on the north coast of British Columbia. Photo courtesy Prince Rupert Port Authority

From the Canadian Energy Centre

By Will Gibson

Moratorium does little to improve marine safety while sending the wrong message to energy investors

In 2019, Martha Hall Findlay, then-CEO of the Canada West Foundation, penned a strongly worded op-ed in the Globe and Mail calling the federal ban of oil tankers on B.C.’s northern coast “un-Canadian.”

Six years later, her opinion hasn’t changed.

“It was bad legislation and the government should get rid of it,” said Hall Findlay, now director of the University of Calgary’s School of Public Policy.

The moratorium, known as Bill C-48, banned vessels carrying more than 12,500 tonnes of oil from accessing northern B.C. ports.

Targeting products from one sector in one area does little to achieve the goal of overall improved marine transport safety, she said.

“There are risks associated with any kind of transportation with any goods, and not all of them are with oil tankers. All that singling out one part of one coast did was prevent more oil and gas from being produced that could be shipped off that coast,” she said.

Hall Findlay is a former Liberal MP who served as Suncor Energy’s chief sustainability officer before taking on her role at the University of Calgary.

She sees an opportunity to remove the tanker moratorium in light of changing attitudes about resource development across Canada and a new federal government that has publicly committed to delivering nation-building energy projects.

“There’s a greater recognition in large portions of the public across the country, not just Alberta and Saskatchewan, that Canada is too dependent on the United States as the only customer for our energy products,” she said.

“There are better alternatives to C-48, such as setting aside what are called Particularly Sensitive Sea Areas, which have been established in areas such as the Great Barrier Reef and the Galapagos Islands.”

The Business Council of British Columbia, which represents more than 200 companies, post-secondary institutions and industry associations, echoes Hall Findlay’s call for the tanker ban to be repealed.

“Comparable shipments face no such restrictions on the East Coast,” said Denise Mullen, the council’s director of environment, sustainability and Indigenous relations.

“This unfair treatment reinforces Canada’s over-reliance on the U.S. market, where Canadian oil is sold at a discount, by restricting access to Asia-Pacific markets.

“This results in billions in lost government revenues and reduced private investment at a time when our economy can least afford it.”

The ban on tanker traffic specifically in northern B.C. doesn’t make sense given Canada already has strong marine safety regulations in place, Mullen said.

Notably, completion of the Trans Mountain Pipeline expansion in 2024 also doubled marine spill response capacity on Canada’s West Coast. A $170 million investment added new equipment, personnel and response bases in the Salish Sea.

“The [C-48] moratorium adds little real protection while sending a damaging message to global investors,” she said.

“This undermines the confidence needed for long-term investment in critical trade-enabling infrastructure.”

Indigenous Resource Network executive director John Desjarlais senses there’s an openness to revisiting the issue for Indigenous communities.

“Sentiment has changed and evolved in the past six years,” he said.

“There are still concerns and trust that needs to be built. But there’s also a recognition that in addition to environmental impacts, [there are] consequences of not doing it in terms of an economic impact as well as the cascading socio-economic impacts.”

The ban effectively killed the proposed $16-billion Eagle Spirit project, an Indigenous-led pipeline that would have shipped oil from northern Alberta to a tidewater export terminal at Prince Rupert, B.C.

“When you have Indigenous participants who want to advance these projects, the moratorium needs to be revisited,” Desjarlais said.

He notes that in the six years since the tanker ban went into effect, there are growing partnerships between B.C. First Nations and the energy industry, including the Haisla Nation’s Cedar LNG project and the Nisga’a Nation’s Ksi Lisims LNG project.

This has deepened the trust that projects can mitigate risks while providing economic reconciliation and benefits to communities, Dejarlais said.

“Industry has come leaps and bounds in terms of working with First Nations,” he said.

“They are treating the rights of the communities they work with appropriately in terms of project risk and returns.”

Hall Findlay is cautiously optimistic that the tanker ban will be replaced by more appropriate legislation.

“I’m hoping that we see the revival of a federal government that brings pragmatism to governing the country,” she said.

“Repealing C-48 would be a sign of that happening.”

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