Federal government clearly misstates its economic record

“since 2015 Canada has posted some of the weakest economic growth numbers, measured on a per-person basis, in half a century”

“Denominator blindness” refers to situations where people fail to put what seem to be big numbers into proper context. The affliction is especially common among governments seeking to justify their spending and other policy decisions. In Canada, denominator blindness has become a central feature of the narratives peddled by many politicians.

For example, the Trudeau government’s recent economic update, which includes a forward by Finance Minister Chrystia Freeland where she notes that the International Monetary Fund expects Canada to have “the strongest economic growth in the G7 next year.” She also insists her government is fostering economic growth that “creates middle class jobs, raises incomes, and makes middle class communities more prosperous.”

Both claims lack context and misstate the government’s economic record.

Prosperity is measured using both a numerator, typically the amount of output the economy produces in a year, and a denominator, the size of the population. A larger population means the economic pie must be divided into more slices to estimate how much “output” is available to the average resident. With a rapidly expanding population, the economy must generate a lot more output merely to stop the individual pie slices from shrinking.

Minister Freeland is correct that Canada’s economy has been growing, both since the worst of the COVID shock in late-2020/early-2021 and over the period when the Trudeau government has been in power. But she ignores the bigger picture, which shows two important things.

First, since 2015 Canada has posted some of the weakest economic growth numbers, measured on a per-person basis, in half a century. The pattern of feeble economic growth was evident before the onset of COVID.

Second, Canada is among the few advanced economies where output or gross domestic product (GDP) per person in 2023 has still not returned to pre-pandemic levels. In part, this reflects surging population growth, which affects the denominator that helps determine whether economic growth is producing gains in average incomes and living standards. In Canada’s case, modest economic growth combined with a skyrocketing population has resulted in a multi-year decline in per-person income and erosion of overall prosperity. Adjusted for inflation, GDP per person is still 2 per cent lower than in 2019.

Denominator blindness also characterizes recent attempts by the federal, Ontario and Quebec governments to explain why they’re allocating up to $50 billion in subsidies and tax incentives to lure a handful of electric vehicle battery manufacturers to Canada. The politicians making these decisions point to the several thousand jobs the EV manufacturing facilities will support once they are fully operational. But they won’t discuss how this fits within the larger job market.

Total employment in Canada is 20.1 million, with almost 1.8 million jobs in manufacturing. The vast sums being thrown at EV battery manufacturers will have essentially no impact on the aggregate job numbers and barely make a ripple, even in the manufacturing sector. Moreover, not all the promised EV jobs will be “new” positions—many workers attracted to the EV industry will likely be drawn from other businesses, worsening skill shortages that are plaguing Canadian manufacturers.

Perhaps aspiring politicians should be required to study the basic arithmetic of fractions before they run for office.

Author:

Jock Finlayson

Senior Fellow, Fraser Institute

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The Trickster Politics of the Tanker Ban are Hiding a Much Bigger Reckoning for B.C.

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US Energy Secretary says price of energy determined by politicians and policies

Business

US Energy Secretary says price of energy determined by politicians and policies

Published on December 5, 2025

Todayville

From the Daily Caller News Foundation

By David Blackmon

During the latest marathon cabinet meeting on Dec. 2, Energy Secretary Chris Wright made news when he told President Donald Trump that “The biggest determinant of the price of energy is politicians, political leaders, and polices — that’s what drives energy prices.”

He’s right about that, and it is why the back-and-forth struggle over federal energy and climate policy plays such a key role in America’s economy and society. Just 10 months into this second Trump presidency, the administration’s policies are already having a profound impact, both at home and abroad.

While the rapid expansion of AI datacenters over the past year is currently being blamed by many for driving up electric costs, power bills were skyrocketing long before that big tech boom began, driven in large part by the policies of the Obama and Biden administration designed to regulate and subsidize an energy transition into reality. As I’ve pointed out here in the past, driving up the costs of all forms of energy to encourage conservation is a central objective of the climate alarm-driven transition, and that part of the green agenda has been highly effective.

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President Trump, Wright, and other key appointees like Interior Secretary Doug Burgum and EPA Administrator Lee Zeldin have moved aggressively throughout 2025 to repeal much of that onerous regulatory agenda. The GOP congressional majorities succeeded in phasing out Biden’s costly green energy subsidies as part of the One Big Beautiful Bill Act, which Trump signed into law on July 4. As the federal regulatory structure eases and subsidy costs diminish, it is reasonable to expect a gradual easing of electricity and other energy prices.

This year’s fading out of public fear over climate change and its attendant fright narrative spells bad news for the climate alarm movement. The resulting cracks in the green facade have manifested rapidly in recent weeks.

Climate-focused conflict groups that rely on public fears to drive donations have fallen on hard times. According to a report in the New York Times, the Sierra Club has lost 60 percent of the membership it reported in 2019 and the group’s management team has fallen into infighting over elements of the group’s agenda. Greenpeace is struggling just to stay afloat after losing a huge court judgment for defaming pipeline company Energy Transfer during its efforts to stop the building of the Dakota Access Pipeline.

350.org, an advocacy group founded by Bill McKibben, shut down its U.S. operations in November amid funding woes that had forced planned 25 percent budget cuts for 2025 and 2026. Employees at EDF voted to form their own union after the group went through several rounds of budget cuts and layoffs in recent months.

The fading of climate fears in turn caused the ESG management and investing fad to also fall out of favor, leading to a flood of companies backtracking on green investments and climate commitments. The Net Zero Banking Alliance disbanded after most of America’s big banks – Goldman Sachs, J.P. Morgan Chase, Citigroup, Wells Fargo and others – chose to drop out of its membership.

The EV industry is also struggling. As the Trump White House moves to repeal Biden-era auto mileage requirements, Ford Motor Company is preparing to shut down production of its vaunted F-150 Lightning electric pickup, and Stellantis cancelled plans to roll out a full-size EV truck of its own. Overall EV sales in the U.S. collapsed in October and November following the repeal of the $7,500 per car IRA subsidy effective Sept 30.

The administration’s policy actions have already ended any new leasing for costly and unneeded offshore wind projects in federal waters and have forced the suspension or abandonment of several projects that were already moving ahead. Capital has continued to flow into the solar industry, but even that industry’s ability to expand seems likely to fade once the federal subsidies are fully repealed at the end of 2027.

Truly, public policy matters where energy is concerned. It drives corporate strategies, capital investments, resource development and movement, and ultimately influences the cost of energy in all its forms and products. The speed at which Trump and his key appointees have driven this principle home since Jan. 20 has been truly stunning.

David Blackmon is an energy writer and consultant based in Texas. He spent 40 years in the oil and gas business, where he specialized in public policy and communications.

Business

Oil tanker traffic surges but spills stay at zero after Trans Mountain Expansion

Published on December 4, 2025

Todayville

From the Canadian Energy Centre

Bigger project maintains decades-long marine safety record

The Trans Mountain system continues its decades-long record of zero marine spills, even as oil tanker traffic has surged more than 800 per cent since the pipeline’s expansion in May 2024.

The number of tankers calling at Trans Mountain’s Westridge Marine Terminal in the Port of Vancouver in one month now rivals the number that used to go through in one year.

A global trend toward safer tanker operations

Trans Mountain’s safe operations are part of a worldwide trend. Global oil tanker traffic is up, yet spills are down, according to the International Tanker Owners Pollution Federation, a London, UK-based nonprofit that provides data and response support.

Graph courtesy International Tanker Owners Pollution Federation

Transport Canada reports a 95 per cent drop in ship-source oil spills and spill volumes since the 1970s, driven by stronger ship design, improved response and better regulations.

“Tankers are now designed much more safely. They are double-hulled and compartmentalized to mitigate spills,” said Mike Lowry, spokesperson for the Western Canada Marine Response Corporation (WCMRC).

WCMRC: Ready to protect the West Coast

One of WCMRC’s new response vessels arrives in Barkley Sound. Photo courtesy Western Canada Marine Response Corporation

From eight marine bases including Vancouver and Prince Rupert, WCMRC stands at the ready to protect all 27,000 kilometres of Canada’s western coastline.

Lowry sees the corporation as similar to firefighters — training to respond to an event they hope they never have to see.

In September, it conducted a large-scale training exercise for a worst-case spill scenario. This included the KJ Gardner — Canada’s largest spill response vessel and a part of WCMRC’s fleet since 2024.

“It’s part of the work we do to make sure everybody is trained and prepared to use our assets just in case,” Lowry said.

Expanding capacity for Trans Mountain

The K.J. Gardner is the largest-ever spill response vessel in Canada. Photo courtesy Western Canada Marine Response Corporation

WCMRC’s fleet and capabilities were doubled with a $170-million expansion to support the Trans Mountain project.

Between 2012 and 2024, the company grew from 13 people and $12 million in assets to more than 200 people and $213 million in assets.

“About 80 per cent of our employees are mariners who work as deckhands, captains and marine engineers on our vessels,” Lowry said.

“Most of the incidents we respond to are small marine diesel spills — the last one was a fuel leak from a forest logging vessel near Nanaimo — so we have deployed our fleet in other ways.”

Tanker safety starts with strong rules and local expertise

Tanker loading at the Westridge Marine Terminal in the Port of Vancouver. Photo courtesy Trans Mountain Corporation

Speaking on the ARC Energy Ideas podcast, Trans Mountain CEO Mark Maki said tanker safety starts with strong regulations, including the use of local pilots to guide vessels into the harbour.

“On the Mississippi River, you have Mississippi River pilots because they know how the river behaves. Same thing would apply here in Vancouver Harbour. Tides are strong, so people who are familiar with the harbor and have years and decades of experience are making sure the ships go in and out safely,” Maki said.

“A high standard is applied to any ship that calls, and our facility has to meet very strict requirements. And we have rejected ships, just said, ‘Nope, that one doesn’t fit the bill.’ A ship calling on our facilities is very, very carefully looked at.”

Working with communities to protect sensitive areas

Beyond escorting ships and preparing for spills, WCMRC partners with coastal communities to map sensitive areas that need rapid protection including salmon streams, clam beds and culturally important sites like burial grounds.

“We want to empower communities and nations to be more prepared and involved,” Lowry said.

“They can help us identify and protect the areas that they value or view as sensitive by working with our mapping people to identify those areas in advance. If we know where those are ahead of time, we can develop a protection strategy for them.”