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Economy

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

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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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Trump confirms 35% tariff on Canada, warns more could come

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Quick Hit:

President Trump on Thursday confirmed a sweeping new 35% tariff on Canadian imports starting August 1, citing Canada’s failure to curb fentanyl trafficking and retaliatory trade actions.

Key Details:

  • In a letter to Canadian Prime Minister Mark Carney, Trump said the new 35% levy is in response to Canada’s “financial retaliation” and its inability to stop fentanyl from reaching the U.S.
  • Trump emphasized that Canadian businesses that relocate manufacturing to the U.S. will be exempt and promised expedited approvals for such moves.
  • The administration has already notified 23 countries of impending tariffs following the expiration of a 90-day negotiation window under Trump’s “Liberation Day” trade policy.

Diving Deeper:

President Trump escalated his tariff strategy on Thursday, formally announcing a 35% duty on all Canadian imports effective August 1. The move follows what Trump described as a breakdown in trade cooperation and a failure by Canada to address its role in the U.S. fentanyl crisis.

“It is a Great Honor for me to send you this letter in that it demonstrates the strength and commitment of our Trading Relationship,” Trump wrote to Prime Minister Mark Carney. He added that the tariff response comes after Canada “financially retaliated” against the U.S. rather than working to resolve the flow of fentanyl across the northern border.

Trump’s letter made clear the tariff will apply broadly, separate from any existing sector-specific levies, and included a warning that “goods transshipped to evade this higher Tariff will be subject to that higher Tariff.” The president also hinted that further retaliation from Canada could push rates even higher.

However, Trump left the door open for possible revisions. “If Canada works with me to stop the flow of Fentanyl, we will, perhaps, consider an adjustment to this letter,” he said, adding that tariffs “may be modified, upward or downward, depending on our relationship.”

Canadian companies that move operations to the U.S. would be exempt, Trump said, noting his administration “will do everything possible to get approvals quickly, professionally, and routinely — In other words, in a matter of weeks.”

The U.S. traded over $762 billion in goods with Canada in 2024, with a trade deficit of $63.3 billion, a figure Trump called a “major threat” to both the economy and national security.

Speaking with NBC News on Thursday, Trump suggested even broader tariff hikes are coming, floating the idea of a 15% or 20% blanket rate on all imports. “We’re just going to say all of the remaining countries are going to pay,” he told Meet the Press moderator Kristen Welker, adding that “the tariffs have been very well-received” and noting that the stock market had hit new highs that day.

The Canadian announcement is part of a broader global tariff rollout. In recent days, Trump has notified at least 23 countries of new levies and revealed a separate 50% tariff on copper imports.

“Not everybody has to get a letter,” Trump said when asked if other leaders would be formally notified. “You know that. We’re just setting our tariffs.”

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Business

UN’s ‘Plastics Treaty’ Sports A Junk Science Wrapper

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From the Daily Caller News Foundation

By Craig Rucker

According to a study in Science Advances, over 90% of ocean plastic comes from just 10 rivers, eight of which are in Asia. The United States, by contrast, contributes less than 1%. Yet Pew treats all nations as equally responsible, promoting one-size-fits-all policies that fail to address the real source of the issue.

Just as people were beginning to breathe a sigh of relief thanks to the Trump administration’s rollback of onerous climate policies, the United Nations is set to finalize a legally binding Global Plastics Treaty by the end of the year that will impose new regulations, and, ultimately higher costs, on one of the world’s most widely used products.

Plastics – derived from petroleum – are found in everything from water bottles, tea bags, and food packaging to syringes, IV tubes, prosthetics, and underground water pipes.  In justifying the goal of its treaty to regulate “the entire life cycle of plastic – from upstream production to downstream waste,” the U.N. has put a bull’s eye on plastic waste.  “An estimated 18 to 20 percent of global plastic waste ends up in the ocean,” the UN says.

As delegates from over 170 countries prepare for the final round of negotiations in Geneva next month, debate is intensifying over the future of plastic production, regulation, and innovation. With proposals ranging from sweeping bans on single-use plastics to caps on virgin plastic output, policymakers are increasingly citing the 2020 Pew Charitable Trusts reportBreaking the Plastic Wave, as one of the primary justifications.

But many of the dire warnings made in this report, if scrutinized, ring as hollow as an empty PET soda bottle. Indeed, a closer look reveals Pew’s report is less a roadmap to progress than a glossy piece of junk science propaganda—built on false assumptions and misguided solutions.

Pew’s core claim is dire: without urgent global action, plastic entering the oceans will triple by 2040. But this alarmist forecast glosses over a fundamental fact—plastic pollution is not a global problem in equal measure. According to a study in Science Advances, over 90% of ocean plastic comes from just 10 rivers, eight of which are in Asia. The United States, by contrast, contributes less than 1%. Yet Pew treats all nations as equally responsible, promoting one-size-fits-all policies that fail to address the real source of the issue.

This blind spot has serious consequences. Pew’s solutions—cutting plastic production, phasing out single-use items, and implementing rigid global regulations—miss the mark entirely. Banning straws in the U.S. or taxing packaging in Europe won’t stop waste from being dumped into rivers in countries with little or no waste infrastructure. Policies targeting Western consumption don’t solve the problem—they simply shift it or, worse, stifle useful innovation.

The real tragedy isn’t plastic itself, but the mismanagement of plastic waste—and the regulatory stranglehold that blocks better solutions. In many countries, recycling is a government-run monopoly with little incentive to innovate. Meanwhile, private-sector entrepreneurs working on advanced recycling, biodegradable materials, and AI-powered sorting systems face burdensome red tape and market distortion.

Pew pays lip service to innovation but ultimately favors centralized planning and control. That’s a mistake. Time and again, it’s been technology—not top-down mandates—that has delivered environmental breakthroughs.

What the world needs is not another top-down, bureaucratic report like Pew’s, but an open dialogue among experts, entrepreneurs, and the public where new ideas can flourish. Imagine small-scale pyrolysis units that convert waste into fuel in remote villages, or decentralized recycling centers that empower informal waste collectors. These ideas are already in development—but they’re being sidelined by policymakers fixated on bans and quotas.

Worse still, efforts to demonize plastic often ignore its benefits. Plastic is lightweight, durable, and often more environmentally efficient than alternatives like glass or aluminum. The problem isn’t the material—it’s how it has been managed after its use. That’s a “systems” failure, not a material flaw.

Breaking the Plastic Wave champions a top-down, bureaucratic vision that limits choice, discourages private innovation, and rewards entrenched interests under the guise of environmentalism. Many of the groups calling for bans are also lobbying for subsidies and regulatory frameworks that benefit their own agendas—while pushing out disruptive newcomers.

With the UN expected to finalize the treaty by early 2026, nations will have to face the question of ratification.  Even if the Trump White House refuses to sign the treaty – which is likely – ordinary Americans could still feel the sting of this ill-advised scheme.  Manufacturers of life-saving plastic medical devices, for example, are part of a network of global suppliers.  Companies located in countries that ratify the treaty will have no choice but to pass the higher costs along, and Americans will not be spared.

Ultimately, the marketplace of ideas—not the offices of policy NGOs—will deliver the solutions we need. It’s time to break the wave of junk science—not ride it.

Craig Rucker is president of the Committee For A Constructive Tomorrow (www.CFACT.org).

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