Business
Biden’s Greenhouse Gas ‘Greendoggle’ Slush Fund Is Unraveling

From the Daily Caller News Foundation
By Michael Chamberlain
We warned you: this gas didn’t smell right from the beginning.
The Greendoggle has made the big time! Not every shady government giveaway to special interests gets its own Wall Street Journal editorial.
But how often does the new EPA administrator announce that his staff has discovered that $20 billion that had been appropriated for the Greenhouse Gas Reduction Fund (GGRF or “Greendoggle”) had been “parked” in a bank by the Biden EPA until it could be ladled out as grants to climate industry cronies? That’s what Administrator Lee Zeldin announced back in February, referencing a Biden appointee who was infamously caught on tape explaining that the agency was “throwing gold bars off the Titanic” – trying to get the unspent money out of the reach of the Trump administration. Zeldin’s “clawing back” that money, and the lawsuit by “public-private investment fund” Climate United to get the $7 billion it was awarded, has got the media paying attention. Finally.
Administrator Zeldin’s announcement that EPA is taking back the $2 billion awarded to an organization tied to prominent political figures marks another auspicious turn in the GGRF saga, which Protect the Public’s Trust (PPT) has followed and warned about since the beginning. Passed as part of the Inflation Reduction Act (Mr. Orwell, please call your office …), the GGRF was a massive spending program that would provide funds to environmentalist groups to finance green technology projects. The sheer amount of money Congress shoveled at the EPA was unprecedented. Unfortunately, it didn’t come with commensurate oversight resources – Mr. Zeldin says this was by design. The result was the Greendoggle, an environmentalist slush fund administered by insiders for insiders.
According to emails PPT obtained via FOIA request, the EPA invited a group of green activist organizations and thinktanks to a highly irregular November 2022 meeting to “provide early feedback on the RFI and ask clarifying questions.” And, as PPT foresaw, several groups with ties to EPA officials are on the invitation list. EPA’s “revolving door” with radical environmental groups spun fast in the Biden years.
PPT dug in and researched the green banks, finding multiple insider connections to the Biden administration. “With $27 billion dollars sloshing around, the American public should be on high alert for waste, fraud and abuse,” we warned in October 2023.
The next month, when the “short list” of coalitions vying to become GGRF distributors was announced, the Daily Caller News Foundation’s Nick Pope, whose reporting on the GGRF since early on has been essential in exposing the Greendoggle, revealed it featured “several organizations with considerable connections to the Biden administration, as well as the Democratic Party and its allies.” To put it mildly.
As the Greendoggle came together, the legacy media remained incurious, but for anyone paying attention, it smelled bad. There seemed to be no accountability, and given the Biden EPA’s ethical track record, that was concerning, to say the least.
One of the eight entities eventually chosen was the Coalition for Green Capital (CGC), a green bank whose mission is to “accelerate the deployment of clean energy technology throughout the US while maintaining a targeted focus on underserved markets.” CGC board member David Hayes left the organization for nearly two years to join the Biden White House Climate Policy Office as a special assistant to the president. He then went back to the CGC board. As PPT put it in a complaint it filed in June 2024 with the U.S. Office of Government Ethics and the EPA’s inspector general (and which the Zeldin EPA cited in its legal defense of the clawback), while at the White House Hayes “presumably worked at the highest level on the very GGRF program from which CGC sought funding upon his return. This timing is suspect considering CGC itself publicly announced his return to its board as part of its effort to obtain GGRF funding.” Not very subtle, but it worked. CGC got a $5 billion windfall out of the Greendoggle.
It just so happened that, while Mr. Hayes was in the administration, so was another CGC veteran, Jahi Wise. Like Hayes, Wise was a special climate assistant to the president, until he joined the EPA in December 2022 as … founding director of GGRF. Subtlety doesn’t seem to be among the skill sets CGC looks for in its people. Wise at least didn’t return to CGC after that. He joined a George Soros foundation.
The GGRF should become a metaphor for congressional shortsightedness, bureaucratic arrogance and the venality of special interests at the government trough. The “green” industry is an industry like any other, green special interests are special interests and the color of a taxpayer dollar doesn’t change because it’s being wasted in a nominally noble cause.
The Greendoggle stank, gas and all.
Michael Chamberlain is Director of Protect the Public’s Trust.
Business
Saskatchewan becomes first Canadian province to fully eliminate carbon tax

From LifeSiteNews
Saskatchewan has become the first Canadian province to free itself entirely of the carbon tax.
On March 27, Saskatchewan Premier Scott Moe announced the removal of the provincial industrial carbon tax beginning April 1, boosting the province’s industry and making Saskatchewan the first carbon tax free province.
Under Moe’s direction, Saskatchewan has dropped the industrial carbon tax which he says will allow Saskatchewan to thrive under a “tariff environment.”
“I would hope that all of the parties running in the federal election would agree with those objectives and allow the provinces to regulate in this area without imposing the federal backstop,” he continued.
The removal of the tax is estimated to save Saskatchewan residents up to 18 cents a liter in gas prices.
The removal of the tax will take place on April 1, the same day the consumer carbon tax will reduce to 0 percent under Prime Minister Mark Carney’s direction. Notably, Carney did not scrap the carbon tax legislation: he just reduced its current rate to zero. This means it could come back at any time.
Furthermore, while Carney has dropped the consumer carbon tax, he has previously revealed that he wishes to implement a corporation carbon tax, the effects of which many argued would trickle down to all Canadians.
The Saskatchewan Association of Rural Municipalities (SARM) celebrated Moe’s move, noting that the carbon tax was especially difficult on farmers.
“I think the carbon tax has been in place for approximately six years now coming up in April and the cost keeps going up every year,” SARM president Bill Huber said.
“It puts our farming community and our business people in rural municipalities at a competitive disadvantage, having to pay this and compete on the world stage,” he continued.
“We’ve got a carbon tax on power — and that’s going to be gone now — and propane and natural gas and we use them more and more every year, with grain drying and different things in our farming operations,” he explained.
“I know most producers that have grain drying systems have three-phase power. If they haven’t got natural gas, they have propane to fire those dryers. And that cost goes on and on at a high level, and it’s made us more noncompetitive on a world stage,” Huber decalred.
The carbon tax is wildly unpopular and blamed for the rising cost of living throughout Canada. Currently, Canadians living in provinces under the federal carbon pricing scheme pay $80 per tonne.
Automotive
Electric cars just another poor climate policy

From the Fraser Institute
The electric car is widely seen as a symbol of a simple, clean solution to climate change. In reality, it’s inefficient, reliant on massive subsidies, and leaves behind a trail of pollution and death that is seldom acknowledged.
We are constantly reminded by climate activists and politicians that electric cars are cleaner, cheaper, and better. Canada and many other countries have promised to prohibit the sale of new gas and diesel cars within a decade. But if electric cars are really so good, why would we need to ban the alternatives?
And why has Canada needed to subsidize each electric car with a minimum $5,000 from the federal government and more from provincial governments to get them bought? Many people are not sold on the idea of an electric car because they worry about having to plan out where and when to recharge. They don’t want to wait for an uncomfortable amount of time while recharging; they don’t want to pay significantly more for the electric car and then see its used-car value decline much faster. For people not privileged to own their own house, recharging is a real challenge. Surveys show that only 15 per cent of Canadians and 11 per cent of Americans want to buy an electric car.
The main environmental selling point of an electric car is that it doesn’t pollute. It is true that its engine doesn’t produce any CO₂ while driving, but it still emits carbon in other ways. Manufacturing the car generates emissions—especially producing the battery which requires a large amount of energy, mostly achieved with coal in China. So even when an electric car is being recharged with clean power in BC, over its lifetime it will emit about one-third of an equivalent gasoline car. When recharged in Alberta, it will emit almost three-quarters.
In some parts of the world, like India, so much of the power comes from coal that electric cars end up emitting more CO₂ than gasoline cars. Across the world, on average, the International Energy Agency estimates that an electric car using the global average mix of power sources over its lifetime will emit nearly half as much CO₂ as a gasoline-driven car, saving about 22 tonnes of CO₂.
But using an electric car to cut emissions is incredibly ineffective. On America’s longest-established carbon trading system, you could buy 22 tonnes of carbon emission cuts for about $660 (US$460). Yet, Ottawa is subsidizing every electric car to the tune of $5,000 or nearly ten times as much, which increases even more if provincial subsidies are included. And since about half of those electrical vehicles would have been bought anyway, it is likely that Canada has spent nearly twenty-times too much cutting CO₂ with electric cars than it could have. To put it differently, Canada could have cut twenty-times more CO₂ for the same amount of money.
Moreover, all these estimates assume that electric cars are driven as far as gasoline cars. They are not. In the US, nine-in-ten households with an electric car actually have one, two or more non-electric cars, with most including an SUV, truck or minivan. Moreover, the electric car is usually driven less than half as much as the other vehicles, which means the CO₂ emission reduction is much smaller. Subsidized electric cars are typically a ‘second’ car for rich people to show off their environmental credentials.
Electric cars are also 320–440 kilograms heavier than equivalent gasoline cars because of their enormous batteries. This means they will wear down roads faster, and cost societies more. They will also cause more air pollution by shredding more particulates from tire and road wear along with their brakes. Now, gasoline cars also pollute through combustion, but electric cars in total pollute more, both from tire and road wear and from forcing more power stations online, often the most polluting ones. The latest meta-study shows that overall electric cars are worse on particulate air pollution. Another study found that in two-thirds of US states, electric cars cause more of the most dangerous particulate air pollution than gasoline-powered cars.
These heavy electric cars are also more dangerous when involved in accidents, because heavy cars more often kill the other party. A study in Nature shows that in total, heavier electric cars will cause so many more deaths that the toll could outweigh the total climate benefits from reduced CO₂ emissions.
Many pundits suggest electric car sales will dominate gasoline cars within a few decades, but the reality is starkly different. A 2023-estimate from the Biden Administration shows that even in 2050, more than two-thirds of all cars globally will still be powered by gas or diesel.
Source: US Energy Information Administration, reference scenario, October 2023
Fossil fuel cars, vast majority is gasoline, also some diesel, all light duty vehicles, the remaining % is mostly LPG.
Electric vehicles will only take over when innovation has made them better and cheaper for real. For now, electric cars run not mostly on electricity but on bad policy and subsidies, costing hundreds of billions of dollars, blocking consumers from choosing the cars they want, and achieving virtually nothing for climate change.
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