Northern Economist 2.0

Wednesday, 27 May 2026

Canada's Wheel of History

So in the Libyan fable it is told That once an eagle, stricken with a dart, Said, when he saw the fashion of the shaft, ‘With our own feathers, not by others’ hands, Are we now smitten.”

― Aeschylus

 

The merger of the Northwest Company of Montreal (NWC) and the Hudson Bay Company (HBC) in 1821 led to the complete absorption and end of the Montreal based fur trade.  The negotiations in London ultimately pitted the western based partners of the NWC against the eastern based Montreal agents who were apparently unaware the other was negotiating with the HBC.  In the end, the HBC negotiators were able to extract better terms as a result of the lack of unity amongst the NWC shareholders.  The tension between the western based Wintering Partners in the fur resource hinterlands and the capital raising Montreal Agents eventually proved to be the Achilles heel of the NWC. 

As noted by Harold Adams Innis, the NWC, whose operations stretched from east to west along the waterways of the Canadian Shield, was essentially the forerunner of the Canadian federation.  The east-west tensions of the fur trade have also been replicated within Confederation with the western resource-based provinces in particular tugging against capital intensive central provinces of Ontario and Quebec.  While history does not repeat, itself, the similarity of circumstances and economic forces does lead to what can best be termed repetitive patterns of issues. In the case of western Canada, much of the tension is rooted in historical grievance given that unlike Ontario and Quebec, the west did not get control of its natural resources from the federal government until 1930.  Moreover, federal resource and energy policy – in particular the National Energy Program of the early 1980s – was seen as directly counter to the economic and business interests of energy producing western provinces.

Which brings us to the present day and the current desire by some Albertans to separate from Canada.  Despite a federal government that appears quite sympathetic to Alberta’s current energy interests, Alberta is embarking on a referendum to decide whether to hold a referendum on separating from Canada. It appears that Canada will again be consumed with fate of the nation debates, dilemmas and brinksmanship.  And, depending on what happens this fall in Quebec, there is the distinct possibility that the Parti Quebecois will form the government with the prospects of yet another sovereignty referendum in that province.  Needless to say, there will again be a market for assorted Captain Canadas to come to the rescue.  When not railing against Ottawa, there is nothing Canada’s Premiers like better than embarking on heroic cross Canada tours professing their love for the country.   After all, what better way to divert constituents from their provincial problems than by their dashing Premier helping to save the country.

Canada has always been one of the most fortunate and blessed of countries possessing abundant resources, oceans on three sides to shield us from adversaries and despite recent frictions, a largely benign southern neighbour that served as an economic partner and yet was generally oblivious of our presence.  Canada developed a high material standard of living and by the measures of a dangerous world, a rather open and unique approach to international relations that allowed us to underspend on national security while moralizing and lecturing others without worry as to the consequences. We became a nation of happy Hobbits, dancing away the long summer days and celebrating our good fortune while ignoring the dark Mordorian clouds swirling about.

Taking Canada’s blessed situation for granted afforded us the luxury of consuming ourselves with questions of national existence.  It also created situations that by world standards, were somewhat comedic.  After all, what other country could have pulled off the self-absorbed 1990s drama of having a separatist as the Leader of Her Majesty’s Loyal Opposition?  On the one hand, that Canada could undergo such tensions and stresses and remain a bastion of civil order and discourse, is an achievement in itself.  On the other hand, how many times can a country continually come to the brink and then retreat?

It is now Alberta’s moment in the sovereignty sun and its Premier in typically Canadian fashion has decided that it will be a referendum if necessary but not necessarily a referendum.    The Premier of Alberta is not a separatist and notwithstanding legitimate concerns regarding equalization, resource management and energy policy, neither are the vast majority of Alberta’s people. However, the Alberta Premier is a politician and is forced to balance diverse interests and constituencies with a referendum stand that in the end will likely satisfy no one.  However, wielding the separatism spectre might be a convenient cudgel in making sure Alberta’s energy sector is in no way compromised in the upcoming CUSMA negotiations and that the federal government does not retreat from its advocacy for new pipelines.  It is however a dangerous game.  When you light a fire, you do not always get a controlled burn.

Of course, there are some Albertans who would be happy to leave the most successful federation in modern history for a future as a landlocked country joining the ranks of Kyrgyzstan, Ethiopia and Uzbekistan. To be fair, these same Albertans probably see their future more as a unitary energy powered Switzerland or Austria.  Interestingly enough, these very successful countries are actually federations rather than unitary states and also not dependent on boom bust energy products for twenty percent of GDP and government revenues, as well as seventy percent of exports.  While Alberta has the highest per capita GDP in Canada and is riding a wave of prosperity, it risks creating investment uncertainty for itself and the rest of the country.  As economist Trevor Tombe has noted, a separate Alberta would be a poorer Alberta.  It is likely not a coincidence that never-ending threats of separation and referendums in Quebec until the 1990s were correlated with the stagnation of Montreal’s economy and the growth of Toronto’s.

Yet here we are.  This new wave of national torsion will come at a time not only of growing international political and economic uncertainty, but in the midst of what will likely be a most acrimonious and hardball renegotiation of our trading relationship with the United States.  Needless to say, Canada is the most self-indulgent of countries if it believes that internal divisions will not affect its role in the world and will not be taken advantage of by adversaries.  In the end, if we are unable to make our way in the world via improved trade arrangements and investment because of continued unfortunate distractions generating political and economic uncertainty, we will have no one but ourselves to blame.

 


 

 

 

Tuesday, 8 April 2025

Thunder Bay’s Port: The Renaissance of The East-West Connection

 

The Port of Thunder Bay is hosting its annual opening of Navigation Luncheon tomorrow and there is indeed much to celebrate moving into the future even given the current turbulence of the international economic environment.  The port has long been a key piece of infrastructure for Thunder Bay’s economy and is really the main reason that Thunder Bay exists.  Thunder Bay or "The Lakehead" as it was more commonly known was the transshipment point on the east-west economic axis erected by Canadian Confederation and the subsequent national policies that put through a railway linking the agricultural production of the west with the manufacturing production of the east.   

Thunder Bay exists in its current incarnation because of Canada and Canada in turn requires  Thunder Bay as a transport hub.  The role of the port was key in the east-west flow that defined Canada after Confederation.  The chief export product flowing through the Lakehead twin-ports of Port Arthur and Fort William was of course prairie grain but over time there was a diversification into other products though grain was always by far the most important product shipped.  At the peak of the grain trade, dozens of grain elevators lined Thunder Bay’s waterfront and thousands of people worked in either the railways, the grain elevators or the port.

Of course, change has been constant when it comes to the Port of Thunder Bay. And nowhere is that change more evident than in the data compiled and available through the Port Authority itself.  Figure 1 plots total tonnes of cargo from 1952 to 2023 with a polynomial trend fitted. Total tonnes of cargo peaked in 1983, and the port then underwent a decline in total cargo shipped.  Much of this decline was due to a reorientation of the grain trade away from traditional European markets to the Asia-Pacific region which generated more activity for grain facilities in Vancouver and Prince Rupert.  However, as Figure 2 illustrates, it was not just a decline in grain that affected the port but also the end of iron ore mining at Steep Rock in Atikokan as well as the phasing out of coal.  Indeed, as Figure 3 illustrates, grain as a share of total cargo became even more important over time with the linear trend showing an increase from 60 percent of cargo in the mid twentieth century to over 80 percent by the present.

 


 

 


 

 


What is also notable in these charts is that since the start of the 21st century, the Port of Thunder Bay has seen a recovery and activity is generally on an upward trend.  While activity is still well removed from the peaks of the early 1980s, the Port of Thunder Bay is poised to increase its role in Canada’s transportation network.  It is probably a coincidence but the decline of the port’s activity in the 1980s also paralleled the increasing north-south orientation of Canada’s economy in the wake of first the Canada-US Free Trade Agreement (1988) and later its NAFTA and CUSMA successors.  However, with the continental economic relationship with the United States under stress and a push to remove inter-provincial trade barriers and increase east-west economic activity within Canada, Thunder Bay and its port are well poised to again build on its historical role as the east-west transportation hub.  Thunder Bay and its port exist because of Canada’s east-west economic orientation and anything that strengthens that link will inevitably benefit the Port of Thunder Bay.  What is good for Canada, is good for Thunder Bay.

 

Tuesday, 7 February 2017

Some Federal Fiscal Highlights

I have a new report out by the Fraser Institute in celebration of Canada's 150th Anniversary.  It is titled A Federal Fiscal History: Canada, 1867 to 2017 and tracks federal government spending, revenue, deficits, debt and spending and revenue composition from 1867 to 2017.  You can get the executive summary and the full report here.  However, is a quick round-up of some federal fiscal highlights over the years: