Quotulatiousness

February 24, 2026

Canada’s climate follies, a brief update

Filed under: Business, Cancon, Environment, Government, Media, Politics — Tags: , , , , , , , — Nicholas @ 03:00

On Substack, John Robson looks at the Canadian federal government’s lofty climate goals and their pathetic strategies to achieve those goals and the vast chasm between the two:

Chinese electric vehicles are likely coming to Canadian roads, like these BYD models.

Forgive us for being fixated on Canada’s climate follies just because we live here. But they are revealing, including the U-turn on EVs that we mentioned last week where the government yanked the steering wheel so hard they did a 360 from banning gasoline vehicles by law to banning them by regulation. Raising the question whether they actually know what they’re doing and, if so, whether they regard themselves as commendably devious or just way smarter than everyone else. We hope not the latter because the policy is going to fail big-time. As Randall Denley just warned in the National Post, “To summarize, the Carney plan relies on electric vehicles (EVs) that Ontario plants don’t produce, a sudden and dramatic new appetite for buying EVs and an imagined export market that doesn’t exist. To top it off, the federal government will provide $2.3 billion in EV rebates that will encourage Canadians to buy cars made elsewhere.” Apart from that, a stroke of genius of the sort that, through decades of diligent effort, has made the nation tragically poorer without hitting any of our targets including the one where they get more humble.

As a Globe & Mail news story blurted out:

    A new study published Friday by the Canadian Climate Institute says Canada is not on track to meet any of its climate targets – not the 2026 interim emissions reduction target, the 2030 Paris Agreement commitment, or even the long-term goal of reaching net-zero emissions by 2050.

Oh. Pretty hard to make that one sound like an achievement, isn’t it? Or to sound as if the people who pulled it off should be trusted with the next one.

Now as we’ve complained before, the “Canadian Climate Institute” bills itself as some sort of dispassionate neutral observer when in fact it’s a creature of the state. And, worse, one of those lavishly-funded outfits (we deniers may have all the money, but they got $30 million from the Canadian government and we did not … uh no, that was just one grant, the total’s higher) that exists to push the government to do things it wants to do anyway but needs the appearance of “civil society” support to pull off.

Thus, the Globe sonorously informs us, the problem isn’t that the targets were impractical or the politicians and bureaucrats inept. Heck no. As usual with Thomas Sowell’s “unconstrained vision” of public policy, all you need is love:

    The report suggests Canada has moved away from its climate goals thanks to “a slackening of policy effort over the past year, marked by the removal or weakening of climate policies across the country”.

Which gives the impression they had been on track to meet their goals up until some recent backsliding, whereas in reality they have never shown any sign of meeting them. After all, what policies have actually changed since Carney took over as Prime Minister in ways that could possibly affect long-term trends? And how close was Canada to meeting “its climate goals” before this disastrous swerve into the camp of the deniers?

It’s not even true that “Canada” as a collective has collective “climate goals”. The government has climate goals, and they come bundled with a host of other policies at election time, especially since even our “Conservative” party is terrified of challenging climate orthodoxy. Public support for those goals is weak, sporadic and prone to vanish when real costs hove into view. But ignoring that piece of typical collectivist prose, Mark Carney has spent most of his prime ministership flying around virtue-signaling in the presence of others doing the same. (No, really. It’s been less than a year and he’s taken almost three dozen flights.) He hasn’t been in the office shredding this and demolishing that.

January 28, 2026

An ADA unintended consequence in Los Angeles

Filed under: Government, Law, USA — Tags: , , , , , — Nicholas @ 05:00

I’ve heard many people refer to the Americans with Disabilities Act as the worst piece of legislation in US history, and stories like this one make it easy to agree:

Los Angeles’s streets are in notoriously bad shape. Fewer than two-thirds are considered in a state of good repair, according to the city’s Department of Public Works. Broken sidewalks have spawned years of costly litigation, and Los Angeles pays out millions of dollars each year to drivers whose cars are damaged by potholes.

Many cities would see this situation as a mandate for change. And Los Angeles has indeed made a change: last summer, the city quietly stopped repaving its streets. Not slowed. Not fell behind. Stopped completely.

The Bureau of Street Services (StreetsLA) has not repaved a single street since last June, and the city’s latest budget practically zeros out repaving for next fiscal year. StreetLA crews are still doing some road repairs, fixing potholes and patching problem areas. But the most basic form of urban maintenance — full street resurfacing — has all but disappeared in America’s second-largest city.

Why has Los Angeles stopped repaving its streets? The answer, it turns out, has to do with federal disability rules that, paradoxically, have made fixing roads legally riskier than letting them fall apart. Though well-intentioned, L.A.’s shift shows how such policies can unintentionally worsen urban quality of life.

The clearest explanation of the city’s shift comes from L.A.–based housing and transportation advocate Oren Hadar. Digging through budget documents and engineering classifications, Hadar explained in an essay from late last year that the city didn’t necessarily abandon street work so much as reclassify it out of existence.

The city seems to have invented a new category of repair specifically designed to avoid triggering costly federal accessibility mandates. Instead of repaving streets, StreetsLA now performs what it calls “large asphalt repairs”. As Hadar explained, these repairs address localized damage — areas larger than a pothole but smaller than full resurfacing. Essentially, the city repaves only part of a street rather than the entire width, as shown below.

A “large asphalt repair” on L.A.’s Century Boulevard. Courtesy: StreetsLA on X

But, as Hadar wrote, “the thing about large asphalt repair is that it’s … not a real thing. It appears to be a term made up by the city some time in the last year.”

Why invent a new classification? The reason lies in federal disability law. Under regulations implementing the Americans with Disabilities Act, when a city alters a street, it must also bring associated pedestrian infrastructure into compliance. That means installing ADA-compliant curb ramps at every intersection along the way.

Repaving is considered an alteration that triggers these requirements. Maintenance activities, such as filling potholes or making minor repairs, are not. The city claims that large asphalt repairs are “pavement maintenance activity” and therefore do not require ADA upgrades.

That distinction carries enormous financial and logistical consequences. Hadar found that each curb ramp costs roughly $50,000, totaling about $200,000 per intersection. With roughly ten intersections per mile, curb ramps alone can add around $2 million per mile to the cost of repaving — a figure that often exceeds the cost of the asphalt itself. Design and construction typically take 9 to 12 months per ramp, and federal rules require the ramps to be completed by the time the street is resurfaced.

Update, 29 January: Welcome, Instapundit readers! Have a look around at some of my other posts you may find of interest. I send out a daily summary of posts here through my Substack – https://substack.com/@nicholasrusson that you can subscribe to if you’d like to be informed of new posts in the future.

January 18, 2026

Mark Carney’s actual jobs before becoming Prime Minister

Filed under: Britain, Business, Cancon, China, Government — Tags: , , , , , , — Nicholas @ 03:00

On the social media site formerly known as Twitter, Ezra Levant explains the various jobs Mark Carney has held compared to what many Canadians think he’s done:

    Laura Stone @l_stone
    Unifor President Lana Payne calls China EV deal “a self-inflicted wound to an already injured Canadian auto industry”. Says providing a foothold to cheap Chinese EVs “puts Canadian auto jobs at risk while rewarding, labour violations and unfair trade practices”. #onpoli

I think there’s a misconception amongst Canada’s chattering classes that Mark Carney is an experienced and successful businessman and executive.

He wasn’t. He wasn’t CEO of Brookfield. He was its chairman, overseeing quarterly board meetings and spending the rest of his time flying around to different globalist conferences at the UN or WEF.

He was more of a mascot, a symbol, an ambassador of Brookfield. He didn’t negotiate deals or turn around companies. He did photo-ops.

Before that, he worked at the Bank of England, and before that, the Bank of Canada.

No Googling: can you name a single actual duty of that job? Can you tell me what Carney actually achieved?

He wafted up from fake job to fake job — like Justin Trudeau did, but instead of being a surf instructor and a substitute teacher, he had meaningless executive jobs.

And now when it’s time to shine … he doesn’t know what to do.

It’s been a year, and he has no deal with Trump, despite saying that was his chief focus.

What exactly did he achieve in Beijing? The tariffs against Saskatchewan were lifted — so that merely brings us back to the status quo ten months ago. Nothing else. No investments in Canada, which was the pretext of the trip. Just a capitulations, to allow the dumping of 49,000 Chinese EV cars, with their spyware and malware.

But he looks good in a suit and says ponderous words like “catalyze” and “transformative”. And that’s enough to impress the Parliamentary Press Gallery. Not that they needed much impressing — they’re all on his payroll already, through his massive journalism subsidies. They’re too busy holding the opposition to account to take notice of this latest disaster.

But the regime media shouldn’t feel too bad about being conned. Carney tricked Doug Ford pretty good, didn’t he?

December 11, 2025

US Democrats, like Canadian Liberals, love performative gestures but ghost on delivery

Filed under: Cancon, Media, Politics, USA — Tags: , , , , , , — Nicholas @ 05:00

I’ve remarked many times that Canada’s federal Liberals love themselves some photo ops, sound bites, ribbon-cuttings, and making announcements in front of temporary stages … they can’t help themselves, they’re what happens to theatre kids who don’t have to grow up. The American Democrats seem to be falling into the same pattern of “putting on a show” rather than implementing policies that address whatever the declared problem really is:

In 2015, the City of Los Angeles announced an ambitious plan (led by the person we then referred to as Mayor Yogapants) to completely eliminate traffic deaths by 2025. It was a vision: Vision Zero, they called it. Ten years later, traffic deaths in Los Angeles have doubled. A wonderfully progressive local government announced a plan to eliminate something, so we got much more of that thing. A community group, @peoplesvisionzero, is now trying to carry out some version of the failed plan with guerilla traffic engineering, sneaking new safety infrastructure into place without city permission. Recent result:

In similar fashion, Gavin Newsom announced his ten-year plan to end California homelessness in 2008. I struggle with the math, but there’s a possibility that we’ve passed the ten-year mark since then. […]

Theater-kid governance is the empty-to-the-point-of-ruin declaration of a symbol-desire, a performance about what we want and don’t want. It doesn’t do anything; it’s a posture, not an action. To the extent that it does do any actual thing in physical reality, it creates pots of money to be looted by NGOs and metastasizing government bureaucracies.

Infamously, when California audited $24 billion in state homelessness spending last year, auditors couldn’t track where a bunch of the spending went, or figure out what it had paid for. See also the growing scandal over Somalian immigrant social services fraud in Minnesota. Facial expressions are made. Symbols are invoked. Money goes … somewhere. It’s a show, with a rich loot bucket, not an actionable set of policies that produce positive trends toward declared goals. By the way, it’s been fifteen years since the Obama administration and a Democratic-majority Congress made healthcare affordable.

California infrastructure is a persistent disaster, because the California legislature and our sociopathic idiot governor are deeply invested in signaling about warm and wonderful trans kids and standing up to Mean Orange Hitler. They don’t stoop to highways and bridges — they’re much too progressive. Related, the increasingly sharp near-term projected decline of fuel production in California is becoming a national security problem in a state that needs to gas up a lot of military traffic. The state performs constantly against Big Oil and its mean climate change agenda, and somehow keeps losing refineries. The endless symbol-gestures cause the loss of real things.

November 29, 2025

“There comes a point where government waste stops looking like incompetence and starts looking like treason”

Filed under: Bureaucracy, Cancon, Government — Tags: , , , , , , , — Nicholas @ 03:00

Canadians must be literally the most passive and forgiving people on Earth. It’s the only thing that can account for how we are governed by incompetents or idiots, yet keep re-electing them despite all the clear signs of failure and opportunistic crony looting of the public purse:

Image from Blendr News

There comes a point where government waste stops looking like incompetence and starts looking like treason. Canada has long passed that point. What we are witnessing now is not mere mismanagement or bureaucratic drift — it is the systemic looting of a nation by the people meant to serve it. Billions vanish with no oversight, no accountability, and no shame. The numbers have grown so grotesque that one struggles not to call this what it is: organized theft.

Take Stellantis. Ottawa handed the automaker $15 billion — the largest corporate subsidy in Canadian history — and the industry minister didn’t even read the contract before approving it. This, despite Stellantis shifting Jeep production to the U.S., delaying its employment targets at the Windsor battery plant, and refusing to appear before Parliamentary Committee hearings. Honda received a major subsidy without full Treasury Board review. Volkswagen hid its cost estimates. Northvolt was showered with subsidies and then slipped into insolvency. Each scandal blurs into the next until you realize the pattern is not incompetence but a business model.

Then there’s the LNG project in British Columbia. The main industrial partner is an American firm. The terminal will be built overseas, floated to Nisga’a land, and subsidised by Canadian taxpayers. In other words: Canadians take the risk while the profits flow abroad and the jobs go to Korea or Japan.

Or consider Telesat. They received $2.14 billion to connect rural Canadians to high-speed internet — with no obligation to connect a single home, no penalties for failure, no clawbacks if the project collapses, and no enforced timelines. Three years later, the network still does not exist. Meanwhile, Starlink already worked, already served rural communities, could have done it for half the cost, and offered immediate deployment — but was rejected because Elon Musk is “polarizing”.

ArriveCAN? $54 million spent on an app worth $80,000, much of it funnelled to GC Strategies, a boutique firm that admitted it didn’t actually build anything. Then the Sustainable Development Fund — the so-called green slush fund — where $400 million flowed into Liberal-friendly firms.

The State tells us its creed is “responsible governance”. Yet almost every act defies that claim. What we have instead is a system run by well-dressed operators who treat the public purse as their own. Canada is now a nation run by criminals, for criminals.

November 12, 2025

Bike lanes are only the start

Filed under: Britain, Bureaucracy, Government, Media, Politics — Tags: , , , , , — Nicholas @ 05:00

Spaceman Spiff explains how aspirational schemes proposed by our technocratic governments at all levels seem to quickly and effortlessly shift from a nice non-intrusive improvement in life to an overbearing imposition of ever tighter controls on our lives:

Bike lanes on Yonge Street north of Bloor Street in downtown Toronto.
Image from Google Street View

The adoption of cultural novelties follows a predictable path. Some bright idea is proposed and there is nominal support or at least not widespread opposition.

Soon after implementation begins its opposite is condemned. This is the first warning the lunatics have taken over the asylum. We move from a positive, optimistic drive to condemning a perceived negative. By then the intolerant are amassing, attracted to a secular pulpit with which to lecture the rest of us.

More time passes and condemnation of the opposite is not enough. We are commanded to behave in ways more pleasing to our public servants. We learn a key aspect of our future has been decided by a shadowy committee we have never heard of. A well-meaning experiment has become an imperative used to control us.

This absurd sequence is more common than it should be.

A common example in Britain is the creation of bike lanes.

The idea sounds benign. Let’s build cycle lanes to encourage exercise. It is broadly popular, a kind of inoffensive fad to encourage better health despite the weather being an impediment for most.

Few people actively object which is taken to mean they endorse these projects.

It is not long before support for helping cyclists degenerates into discouraging cars since people should be cycling more anyway. The initiative lends moral weight to an otherwise fringe view. The construction of the bike lanes accelerates these ideas as roads are narrowed and traffic slows, frustrating many. There are too many vehicles on the road we are told, all the more reason to get on your bike.

Soon suggestions are made to ban cars completely. The new idea proposed is to shut down the congested roads and replace them with even more bike lanes and pedestrian zones.

Some even openly discuss intentionally making driving awkward and expensive as an explicit goal. The technocratic mind often forgets its charges are people not slaves.

Before long everything shifts, then we wonder how we got to the point our own paid employees can openly gloat we will soon be banned from travelling in ways they dislike as if they are our controllers.

An idea appealing to a minority is imposed on all. Acquiescence to novelties becomes weaponized and subsumed into the ambitions of others. No one ever votes for these things. They seem to just appear.

The end result is often the destruction of goodwill as popular initiatives are rammed down our throats and used to berate us for failing to live up to the standards our public servants impose upon us.

We then tire of the lectures. We wonder where these lunatics come from.

A moment of complacency means unwanted bike lanes but before long it is banned cars, government-controlled IDs and digital currencies. Those who pay attention to the activist world often sense they’d build concentration camps if they could get away with it and all thanks to some benign-sounding scheme we didn’t object to.

October 29, 2025

The Making Of Modern London – The Heyday of London Transport 1914 – 1939

Filed under: Britain, History, Railways — Tags: , , , , — Nicholas @ 02:00

Classic Vehicle Channel
Published 15 May 2020

A lovely documentary telling the story of the development of the London transport system from 1914 to 1939 — The heyday of London Transport. This film features awesome archive footage of buses, trams and London street scenes from the time. It’s one of a number of episodes this one featuring London’s transport system.

I’ve cut out the LWT adverts but I have left two in that I think you’ll love!

This film was broadcast by London Weekend Television in 1984 and later by CH4.

Written, Directed & Narrated by Gavin Weightman

October 17, 2025

Stellantis took the bribe, left Canada anyway

Filed under: Business, Cancon, Government, Politics, USA — Tags: , , , , , — Nicholas @ 04:00

The former American Motors plant in Brampton, now owned by Stellantis, was supposed to be the manufacturing site for a new Jeep vehicle. The federal government under Justin Trudeau handed about $15 billion to Stellantis to build an EV battery complex in Windsor, Ontario. It was apparently just assumed that this meant that Stellantis would keep the Brampton facility open and operating, but that assumption was faulty:

Stellantis has announced they’re leaving Brampton. That’s it. End of story.

Three thousand workers. Gone. A manufacturing base gutted. A city thrown into economic chaos. And a federal government left holding a $15 billion bag it handed over like a drunk tourist at a rigged poker table.

The Jeep Compass — the very vehicle they promised would anchor Ontario’s role in the so-called “EV transition” — will no longer be built in Canada. Production is moving to Belvidere, Illinois. The same company that cashed billions of your tax dollars under the banner of “green jobs” and “economic transformation” has slammed the door and walked out. And no, this isn’t a surprise. This was baked into the cake from day one.

Let’s rewind.

In April 2023, under Justin Trudeau’s government, Chrystia Freeland — then Finance Minister — and François-Philippe Champagne, the Industry Minister, announced what they called a “historic” agreement: a multi-billion-dollar subsidy package to Stellantis and LG Energy Solution to build an EV battery plant in Windsor, Ontario.

It was sold as a turning point. The future. A Green Revolution. Thousands of jobs. A new industrial strategy for Canada. But in reality? It was a Hail Mary pass by a government that had already crippled Canada’s energy sector and needed a shiny new narrative heading into an election cycle.

And here’s what they didn’t tell you: the deal had no enforceable commitment to keep auto production in Brampton. There were performance-based incentives — yes — but only for the battery plant. Not for the Brampton assembly line. Not for the existing workforce. And certainly not for ensuring the long-term health of Canada’s domestic auto industry.

They tied this country’s future to a globalist fantasy. A fantasy that assumed the United States would remain under the control of climate-obsessed technocrats like Joe Biden. A fantasy that required a compliant America pushing carbon neutrality, electric vehicle mandates, and billions in matching subsidies for green infrastructure.

But in November 2024, Americans said no.

Donald Trump was elected president. And just as he promised, he tore Biden’s green agenda to shreds. He pulled out of the Paris Climate Accord — again. He dismantled the EV mandates. He unleashed American oil and gas. But he didn’t stop there. Trump imposed a sweeping America First manufacturing policy, pairing 25% tariffs on imported goods with aggressive incentives to bring factories, jobs, and supply chains back onto U.S. soil.

And, as Conservative deputy leader Melissa Lantsman points out, it’s just the beginning:

You probably heard the news by now: Stellantis is cancelling its opening of a Jeep factory planned in Brampton, taking over 3,000 jobs and USD $600 million of investment out of Canada and moving it to the U.S.

This is the latest development in the growing trend of companies scaling back their operations in our country and choosing instead to grow in the US. Whisky maker Diageo found its name in the headlines last month when they announced they’d move their Crown Royal bottling facility south. GM laid off or cut down shifts for 750 autoworkers in Oshawa and 900 in Ingersoll while sending $4 billion to the U.S. Those are the ones that drew the headlines.

Why is this happening? Well – the reason on everyone’s mind right now is tariffs. And it’s true – tariffs are having a big impact on the Canadian economy and on our trading relationships. But there are other, deeper reasons at play, too.

Companies don’t just make decisions on a whim – especially those related to long-run production and fixed investments totalling hundreds of millions or even billions of dollars. Those decisions are made as part of detailed, multi-year analyses that take into account predicted economic conditions, market forces, and many other factors. A massive move of your production facility isn’t a temporary, six-month decision to be trifled over – it’s a permanent thing and that means they aren’t coming back.

The objective is to decrease uncertainty, cut costs, increase production, etc. etc. all to work in favour of any company’s ultimate goal, which is, of course, to make money.

So let me translate what all these investment and job cuts really mean: they’re not a knee-jerk reaction to the tariffs, although those play a part. They’re a statement about the long-term trajectory of the Canadian economy and the kind of climate that a decade of Liberal government has built for businesses in this country.

If these companies thought the U.S. tariffs would be transitory, a six-month blip, an economic fad – then they’d have no reason to cancel factories that will be producing goods for 20 or 30 years. That wouldn’t make financial sense.

[…]

If things get worse, the government might resort to its favourite strategy of just offering more hand-outs for businesses to try and entice them to stay here, but that only works for so long. That Stellantis plant in Brampton? The one that’s moving to the U.S.? The Ontario government promised them over $500 million just a few years ago – and the feds followed.

Turns out, you can promise to cut somebody a giant cheque and it’s still unprofitable for them to do business here.

As I mentioned, the continued trade uncertainty doesn’t help our situation, and the Prime Minister’s failure to get a deal is costing us big-time – especially as he promises to drive a trillion dollars of investment southbound at the expense of our workers here.

But as long as the Liberals keep the same old approach towards economics and business in this country, as long as the Liberals keep the taxes high, the productivity low, and the red tape piled up high — expect to see more headlines like the one about Stellantis, not fewer.

How many more job losses will it take for our leaders to realize that?

September 13, 2025

“It was about control before green policy became popular, and it is about control now”

Filed under: Cancon, Environment, Government, Media, Politics — Tags: , , , , , , — Nicholas @ 04:00

In the National Post, Carson Jerema identifies the common thread among all of Prime Minister Mark Carney’s efforts since becoming Liberal party leader:

Then-Governor of the Bank of Canada Mark Carney at the 2012 Annual Meeting of the World Economic Forum in Davos, Switzerland.
WEF photo via Wikimedia Commons.

Prime Minister Mark Carney may not be as obnoxiously progressive as Justin Trudeau, but that doesn’t mean he isn’t stubbornly left wing in his own right, though he has managed to convince many critics otherwise.

Over the past decade, the Liberals were particularly self-righteous over climate policy, so much so that the deviations made by Carney since assuming office have been met with praise — or, on the left, with scorn — that he is somehow pro-business and represents the return of the centre-right Liberals. Some even think he’s a conservative. Others have suggested that Conservative Leader Pierre Poilievre is now entirely redundant.

This narrative is just more proof of how utterly captured the media is in this country by the Liberal party. It is true that Carney gives the appearance that he is abandoning many of the government’s environmental policies. He set the carbon tax rate to zero, paused the EV mandate and, on Thursday, he refused to endorse his government’s own carbon-emissions targets.

None of this, however, should be taken as evidence that Carney represents some sort of rightward or pro-business shift in the Liberal party. He is not proposing to let markets determine what infrastructure projects get built. Nor is he proposing to minimize regulations to attract investment.

Instead, Carney wants to command the economy by himself, laying bare the reality that what attracts left-wing politicians to climate policy is not saving the planet from carbon, but using environmental objectives to manage the economy. It was about control before green policy became popular, and it is about control now. For Carney specifically, before he entered politics, “decarbonizing” markets was quite remunerative in his various banking roles.

Noticeably absent from the five infrastructure projects that the prime minister said on Thursday would be fast-tracked under the Major Projects Office was an oil and gas pipeline. Also noticeable was the fact that all five of the projects had already been approved, but the government tried to pass them off as something new anyway.

Even if the projects had been all brand new, the lack of a pipeline would still be of no surprise, as what private investor would be willing to back a pipeline when the Liberals’ Impact Assessment Act, tanker ban and emissions cap all exist to conspire against energy projects of any kind?

One thing that became incredibly obvious early in Justin Trudeau’s premiership was that the prime minister — and his ministers in general — really did seem to believe that talking about doing something was as effective in solving problems as actually doing the thing. Many had hoped that Mark Carney would be different … but as Dan Knight points out, he may actually be worse:

From there, [Poilievre] broadened the attack. He spoke of an entire generation priced out of homeownership, of immigration growing “three times faster than housing and jobs”, of crime rising, and of what he called “the worst economy in the G7”. And then he turned squarely on Carney: “Mr. Carney is actually more irresponsible than even Justin Trudeau was“, citing an 8% increase in government spending, 37% more for consultants, and 62 billion dollars in lost investment — the largest outflow in Canadian history, according to the National Bank.

The message was simple: Liberals talk, Conservatives build. Poilievre painted Carney as a man of speeches and promises, not results. “The mistake the media is making is they’re judging him by his words rather than his deeds“, he said.

It was an opening statement designed less to introduce policy — those details came later — and more to frame the battle. For Poilievre, Carney isn’t just Trudeau’s replacement. He’s Trudeau’s sequel, and in some ways worse.

[…]

Pierre Poilievre didn’t hold back when asked about Mark Carney’s record. His words: “Mr. Carney is actually more irresponsible than even Justin Trudeau was“. That’s not a throwaway line, he backed it with numbers.

According to Poilievre, Carney inherited what he called a “morbidly obese government” from Trudeau and made it worse: 8% bigger overall, 37% more for consultants, and 6% more bureaucracy. He says Carney’s deficit is set to be even larger than Trudeau’s.

Then the jobs number: 86,000 more unemployed people under Carney than under Trudeau. That, Poilievre argued, is the real measure, not the polished speeches Carney gives. His line: “The mistake the media is making is they’re judging him by his words rather than his deeds“.

September 4, 2025

Net Zero targets and Britain’s ever-declining car industry

Filed under: Britain, Business, China, Environment, Government, USA — Tags: , , , , , — Nicholas @ 03:00

At the Foundation for Economic Education, Jake Scott charts the decline of the British auto manufacturing centres and the government’s allegiance to its Net Zero programs:

Custom image by FEE

Britain was once a giant of car manufacturing. In the 1950s, we were the second-largest producer in the world and the biggest exporter. Coventry, Birmingham, and Oxford built not just cars, but the reputation of an industrial nation; to this day, it is a source of great pride that Jaguar–Land Rover, a global automotive icon, still stands between Coventry and Birmingham. By the 1970s, we were producing more than 1.6 million vehicles a year.

Today? We have fallen back to 1950s levels. Last year, Britain built fewer than half our peak output—800,000 cars, and the lowest outside the pandemic since 1954. Half a year later, by mid-2025, production has slumped a further 12%. The country that once led the automotive revolution is now struggling to stay afloat, and fighting to remain relevant.

This is why the news that BMW will end car production at Oxford’s Mini plant, shifting work to China, is so damning, bringing this decline into sharp focus. The Mini is not only a classic British car; Alec Issigonis’s original design made it an international icon. For decades, the Mini has been the bridge between British design flair and foreign investment. Its departure leaves 1,500 jobs at risk at a time when the government is desperate to fuel growth and convince a wavering consumer market that there is no tension between industrial production and Net Zero goals.

It’s a bitter reminder that we in Britain have been here before: letting an industrial crown jewel slip away.

The usual explanations will be offered: global competition, exchange rates, supply chains. All true, in the midst of a global trade war that is heating up and damaging major British exports. But such a diagnosis is incomplete. The truth is that Britain’s car industry is being squeezed by a mix of geopolitical realignment and government missteps.

The car industry has become the frontline of a new trade war. Washington has already moved aggressively to shield its own firms: the Inflation Reduction Act offers vast subsidies for US-made EVs and batteries, an unapologetic attempt to onshore production, and something that became a flashpoint of tension in Trump’s negotiation with the EU in the latest trade deal. On the production side, the Act has poured billions into US manufacturing: investment in EV and battery plants hit around $11 billion per quarter in 2024.

Ripples have been sent across the world in the US’s wake: Europe, faced with a flood of cheap Chinese EVs, has imposed tariffs of up to 35% after an anti-subsidy investigation. Talks have even turned to a system of minimum import prices instead of tariffs. Unsurprisingly, China has threatened retaliation against European luxury marques, while experts warn the tariffs may slow the EU’s green transition by raising prices.

This is no longer a free market: cars are treated as strategic assets, the 21st-century equivalent of shipbuilding or steel. Whoever controls the supply chains, particularly for EV batteries and the mining of lithium, controls not only the future of the industry but an important lever of national power.

The results are visible. In July 2025, Tesla’s UK sales collapsed nearly 60%, while Chinese giant BYD’s deliveries quadrupled. Europe responded by talking up new tariffs. Britain did nothing. In this asymmetric contest, our market risks becoming a showroom for foreign producers — subsidizing both sides of the trade war without defending our own.

July 7, 2025

The federal government’s EV mandate cannot stand

Filed under: Cancon, Economics, Government, Technology — Tags: , , , , , — Nicholas @ 03:00

Following its established pattern, the Canadian government will seek any possible path other than economic reality, especially when it comes to things like mandating that all vehicles sold in Canada must be EVs by 2035:

Nissan Leaf electric vehicle charging.
Photo by Nissan UK

It’s not always the unexpected that gets governments in trouble — often enough it’s their own bad judgement, poor timing or general clumsiness that gets in the way. But the unanticipated does happen a lot.

Parties and politicians put time and effort into concocting a set of policies aimed at winning votes by proposing remedies to problems identified as occupying top rungs of current voter concern. If they’re lucky they get elected, presumably intending to put those policies into effect at the earliest opportunity. Then the world shifts and pulls the rug from under them.

Former prime minister Justin Trudeau was a big fan of the attention-getting promise. Especially if it was a pledge timed well into the future when he was unlikely to still be around to be held responsible. Carbon reductions too ambitious to be realistic. Budget targets too unlikely to be believed. Statist planning projects that tended increasingly to the surreal.

Mark Carney is left with the detritus and the problem of what to do about it. As prime minister he’s already acted on a few of the problematic leftovers, ditching the carbon tax even though he’d previously supported it as a good idea; scrapping an increased tax on capital gains although the Treasury could certainly use the money; “caving,” as the Trump administration so tastefully put it, on a digital services tax that was a bad idea to begin with but pushed through by the Trudeau government anyway.

There’s an argument to be made, and not a bad one, that each retreat was the right move for the moment. And if there are mistakes that need abandoning, the early days of a new government is proverbially the best time to do it.

But righting wrongs has confronted Carney with a new predicament, in that there are so many Trudeau-era wrongs that need righting. Washington was still in the midst of its victory dance over its digital tax triumph when Canada’s auto industry came along to plead for similar treatment from Ottawa, insisting automakers couldn’t possibly meet previously-set electric vehicle targets and urging the new Liberal government to backtrack post haste.

Carney hosted the session with Canada’s chief executives for Ford, Stellantis and General Motors. Brian Kingston, chief executive of the Canadian Vehicle Manufacturers Association, was blunt in identifying the targets set for electric vehicle (EV) production as the main topic.

“The EV mandate itself is not sustainable. The targets that have been established cannot be met,” he said on arriving for the meeting. Afterwards he told Politico‘s online news site, “At a time when the industry is under immense pressure, the damaging and redundant ZEV mandate must be urgently removed”.

June 13, 2025

QotD: The Subaru BRAT

Filed under: Business, Government, History, Japan, Quotations, USA — Tags: , , , — Nicholas @ 01:00

Imagine, if you can, a truck with factory-mounted seats in the bed — and spotlights the size of a 747’s landing lights mounted on its T-topped roof.

If you know this truck, you also know why it’s no longer available.

Such fun things are no longer allowed.

They are not saaaaaaaaaaaaaaaaafe! “Moms” are “concerned”!

But in 1977, the Safety Cult — which ended such fun things — was still a backwater aberration, like dancing with rattlesnakes — and most people still esteemed fun over fear. There were roofless Broncos and K5 Blazers — and cars with beds.

You could buy all kinds of different stuff back when America was still a fairly free country — and the Subaru BRAT was as different as it got.

BRAT — all caps — was short for Bi-Drive Recreational All-Terrain Transporter. It was superficially similar to other small import pickups of the ’70s, such as the Datsun 620 and similar models from Toyota (SR5), Mazda (B210), and Chevy (via Isuzu) Luv.

But unlike them, it was a four seater — with two of the four in the bed, facing the other way. The seats were made of all-weather plastic and far from the most comfortable — but the view was spectacular. Watching the world recede as you progressed is another one of many freedoms denied today in the name of “safety”.

Subaru wasn’t “unconcerned” about “safety”. Grab handles — to keep passengers from bouncing out of the bed — were included. Though holding onto them made it harder to reach for a cold one in the cooler. That was another fun thing people did in pickups back in the day — before the Safety Cult put the kibosh on that, too.

The seats were actually a dodge — of a federal fatwa known as the “chicken tax”, which was a retaliatory tariff of 25 percent applied to import-brand pickups manufactured outside the United States as tit-for-tat for tariffs applied by foreign countries to American chicken exported outside the United States.

The “chicken tax” hit trucks with just two seats — at the time almost exclusively the small import models, which didn’t offer the extended and crew cab configurations that are commonplace today.

By adding the extra seats in the bed, BRAT qualified as a passenger vehicle rather than a “light truck”, and thus Subaru evaded the chicken tax on a happy technicality — and was also able to sell the BRAT for less than two-seater rivals that had the cost of the tax folded into their MSRP.

Eric Peters, “Doomed: Subaru BRAT (1977-87)”, The American Spectator, 2020-04-26.

April 28, 2025

Unintended consequences of vehicle mileage regulation

Filed under: Bureaucracy, Business, Government, USA — Tags: , , — Nicholas @ 03:00

On the social media platform formerly known as Twitter, Sheel Mohnot explains the amazing unintended consequences of another “great idea with the best possible intentions”:

Ever wonder why sedans disappeared and every car is huge now?

“Thanks, Obama!”

His administration changed fuel economy standards in a way that had the perverse impact of making cars even bigger.

Here are all the vehicles for sale by the 3 largest US automakers. 62 vehicles, 4 sedans (6%). 20 years ago this chart would have been ~50% sedans!

What happened?

Obama administration changed auto fuel efficiency rules to tie fuel economy targets to vehicle size.

Under the new system:
-The bigger the car’s footprint, the easier the MPG target was.
-Light trucks (including SUVs and crossovers) had far lower requirements than passenger cars.
-Crossovers were quietly reclassified as “trucks,” giving them a huge regulatory advantage.

Instead of building lighter, more efficient cars, automakers simply made everything bigger, and made more trucks and SUVs.

Notice that cars that used to be sedans are now crossovers? They do this so it counts as a light truck – they raise ground clearance, square off the rear for cargo capacity, and meet off-road approach minimums so they get qualified as a light truck. Think Subaru Legacy > Subaru Outback.

As you can see in the chart, it’s a LOT easier to meet MPG requirements if your vehicle is classified that way.

So cars got LARGER to meet fuel efficiency goals. The new Honda Civic is 20 inches longer and 4 inches wider than it used to be, about the same size as an old Accord. By making the Civic larger, Honda slightly shifted it into a more favorable regulatory category.

… and smaller cars disappeared. The Honda Fit was a great little car, but would have had to hit 67 MPG in 2026, which would be nearly impossible … so instead, Honda stopped selling them.

So, the only way to make small vehicles now is to make them EV’s (Chevy Bolt).

The Slate truck that is all the rage now is only possible because it’s an EV … otherwise its footprint would have demanded an overly onerous MPG target.

So in short – Obama era CAFE standards had the opposite of the desired impact: sedans died, vehicles ballooned in size, and America’s streets turned into an SUV parking lot.

All thanks to a policy that accidentally incentivized bloat instead of efficiency.

Don’t get me started on “cash for clunkers!”

March 22, 2025

Fundraising is much tougher for Democrats right now … and they’re not coping well

Filed under: Media, Politics, USA — Tags: , , , , , , — Nicholas @ 03:00

It’s not just Canadian politicians getting driven completely insane by the Bad Orange Man’s antics — he’s even doing it to his domestic opponents in the Democratic party as well:

“REMINDER: It Is Offensive And Possibly Illegal To Photoshop Anything On These Democrats’ Signs That Would Make Them Look Foolish.
The Babylon Bee.

Kansas City Star:

    Democrats Suffer Blow Ahead of Senate Elections

It’s a goddamn slide show, but as it might be amusing I shall wade in. The things I do for you people …

    Sen. Jeanne Shaheen’s retirement is expected to significantly impact the Democratic Party’s prospects for the upcoming Senate elections, amplifying pressure on Senate Minority Leader Chuck Schumer (D-NY). The party’s challenges ahead have heightened with the departures of Sen. Gary Peters (D-MI) and Sen. Tina Smith (D-MN). Democrats must regain four seats to reclaim the majority.

It sure looks like the Donks are planning to get clobbered in 2026. Or, more likely, they anticipate a series of bruising primary fights as the old grift-and-grin Democrats are challenged by True Believers, because as HGG has taught us — credit where it’s due — SJWs always double down. Batshit insanity is the hill they’ve chosen to die on — Trump keeps handing them 80/20 issues, and they keep jumping on the 20 with both feet.

    CNN’s Chris Cillizza recently noted the Party’s challenges in the upcoming Senate elections. With the need for a net gain of four seats, Cillizza expressed concern over potential financial limitations that may hinder effective campaigning.

Yes. “Financial limitations”. Democrat donors are stupid — if they weren’t, they wouldn’t be Democrats — but even they can see that 80 is way, way bigger than 20.

Oh, and also: It doesn’t help that you’re openly, gleefully endorsing no-shit terrorism against Tesla dealerships — and drivers! — calling for Musk’s assassination, and so on. It’s a bad look in general, and a bad look in particular, because now the guys with the big checkbooks are wondering if that kind of thing won’t happen to them if they get crosswise with the most lunatic members of the lunatic fringe (hint: It will. As the scorpion said to the frog: can’t be ‘elped, mate, it’s me nature).

    Cillizza said, “The money that gets spent there playing defense, just to hold Democratic seats, means money that doesn’t get spent playing offense in, let’s say, a state like Ohio, where Democrats are trying to recruit Sherrod Brown, the former senator, to take on John Huston, the appointed Republican senator.”

Yes, a dwindling asset pool forces those kinds of choices. It also doesn’t help that you keep going back to the well like that. One assumes there’s a reason Sherrod Brown is a former senator. Do you have no one else?

Haha, just kidding, obviously you don’t have anyone else. That’s one of the biggest problems with gerontocracy — the Groovy Fossils are going to have to be carried out at room temperature, so anyone with anything on the ball has been giving Government a pass since the 1980s. Trump went around the Official GOP for lots of reasons, but not the least of them was: he had to. They have the same gerontocracy problem as the other side of the Uniparty. It’s turtles all the way down.

    Cillizza concluded, “I just do not see it. I don’t see the money there. I don’t see the energy there. I don’t see the candidates there to expand the playing field”.

It won’t be for lack of trying, though. You’ve still got The Media in your pocket, and they can still do some damage. You’ll never get to the 80 side of those 80/20 issues, but you might get it to 50/50 — as has been done with abortion, gay “marriage”, and so on. On the other hand, those took 40, 50 years, and The Media hadn’t totally pissed away all its credibility back then. It’s a real corner you’ve backed yourselves into, guys gals persyns.

It also doesn’t help that you’re stupid:

    Democrats have identified potential pickup opportunities in Maine and North Carolina, targeting Sen. Susan Collins (R-ME) and Sen. Thom Tillis (R-NC).

Holy breakdancing Buddha, why would you target them? Thom Tillis is the very definition of “RINO”; Collins is a Leftist, full stop. The next time they vote against the Democrats on any issue of substance will be the first time they’ve ever done it. It’s as predictable as sunrise, so much so that it’s a joke to anyone right of Mao — the GOP officially has X number of seats, minus Collins and Murkowski.

    Vulnerabilities among current incumbents, especially Sen. Jon Ossoff (D-GA), have added to the party’s challenges.

    Oh, don’t worry about it — the GOP will find some way to throw it. Georgia, Georgia … hey, what’s Herschel Walker up to these days? Think he’s up for another run? Why not parachute in Alan Keyes or Ben Carson? They’re still alive, right? What about “Nikki” “Haley”? She’s gotta keep her arm loose for the 2028 primaries …

      Some Democrats have remained optimistic despite the hurdles. Discussions have included potential candidates such as Rep. Haley Stevens (D-MI) and State Sen. Mallory McMorrow (D-MI) for key races. New Hampshire Democrats have prepared for competitive primaries, with Rep. Chris Pappas (D-NH) considering a bid for Shaheen’s seat.

    As we know, when it comes to crime 13 does 50. When it comes to Leftism, though, it’s more like 20 does 100, and there’s no better illustration than New Hampshire. It should be the reddest state in the union, and people who live there tell me it really is… except for their Congresscritters, because the good people of New Hampshire didn’t shoot every Masshole they could catch. The fine folks in Oregon, Colorado, and (soon enough) Texas know what I mean — y’all didn’t introduce migrating Californians to wood chippers when you had the chance.

February 25, 2025

Argentina’s experience of life with high tariffs

Filed under: Americas, Business, Economics, Government, Politics, USA — Tags: , , , , , , — Nicholas @ 05:00

Marcos Falcone explains how Argentina’s unusually high tariff barriers distort ordinary economic activity for Argentines every day:

When Argentines go abroad, they usually go shopping. Many of the products they want cannot be bought at home, ranging from clothes to smartphones and all kinds of home appliances. Because of this, it has become a tradition to return from a trip with one or two extra suitcases filled with smuggled goods. Did you know that it is more expensive to buy an outdated iPhone in Argentina than it is to fly from Buenos Aires to Miami, stay for three days, and get the newest one?

[…]

Tariffs do not just make it difficult to get phones at home — they can make life dangerous as well. Argentina’s most sold car, which is artificially expensive because of protectionist measures, got 0 (zero) stars on one of Latin America’s most renowned safety tests. Cars in Argentina are not only more expensive than elsewhere in the region, but also markedly less safe.

To achieve these terrible results, the only thing Argentina had to do was enact tariffs, and now the US seems to be heading in the same direction. But in the past, protectionism has caused the same damage in the north as it caused in the south. Back in the first Trump administration, protecting the steel-production industry saved some jobs, but eliminated many more. Tariffs have also hurt businesses that rely on imports within the US and can continue to do so in a world of globally integrated supply chains. More generally, the 1933 Buy American Act, which forces the government to pay more for US-made goods, has been proven to be both ineffective and costly.

There is no escaping the negative effects of blocking outside competition. The more barriers a country enacts, the more damage it causes to itself. If we, as individuals, acted in a protectionist way, we should aim to grow our own food, build our own house, or make our own cars. But how does that make any sense? Economist Robert Solow once said, “I have a chronic deficit with my barber, who doesn’t buy a darned thing from me”. He meant it as a joke, but he had a point: What matters is to create wealth, which can be done both by selling and buying from others.

The revival of protectionism in the US is worrisome. To avoid it, Americans should take a look at the enormous destruction of wealth that tariffs have caused in other countries. Despite President Milei’s recent efforts to lift tariffs and take Argentina out of the “prison” in which it exists, the fact that the country shot itself in the foot decades ago has put it in a very delicate economic position. The US should not follow its path.

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