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Hegseth welcomes DOGE to the Pentagon, says national debt a security issue

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Defense Secretary Pete Hegseth said he plans to welcome President Donald Trump’s Department of Government Efficiency to the Pentagon.

Hegseth, who joined troops for morning physical training excercises on Tuesday, spoke to reporters as he was leaving the U.S. Africa Command headquarters in Stuttgart, Germany, during his first official trip overseas.

Hegseth said he wants to see additional investment in the U.S. military but noted the consequences of growing U.S. debt.

“You always want more, but we live in fiscally constrained times where we need to be responsible with taxpayer dollars,” he said. “We’re $37 trillion in debt. That’s a national security liability as well.”

Secretary of Defense Pete Hegseth speaks to reporters in Germany on February 11th, 2025

The U.S. Department of the Treasury reports the country holds about $36.2 trillion in debt, but the real figure is much larger. The Penn Wharton Budget Model estimates that extending tax and spending projections to cover all current and future generations, the infinite horizon fiscal imbalance is $162.7 trillion, or 6.6% of the present value of all future GDP, according to a recent report. GDP, or gross domestic product, is a measure of economic output.

Hegseth also said he would welcome DOGE and its leader Elon Musk to review the Pentagon’s $849.8 billion budget.

“We’ve been talking with them, in partnership with them and as I said on social media, we welcome DOGE to the Pentagon,” Hegseth said. “There are waste, redundancies and headcounts and headquarters that need to be addressed. There’s just no doubt – look at a lot of the climate programs that have been pursued at the Department of Defense. Defense Department is not in the business of climate change, solving the global thermostat. We’re in the business of deterring and winning wars.”

Secretary of Defense Pete Hegseth speaks to reporters about DOGE on February 11th, 2025

He also mentioned weapon system procurement as potentially ground for DOGE to investigate.

“There’s plenty of places where we want the keen eyes of DOGE, but we’ll do it in coordination,” he said. “We’re not going to do things that are to the detriment of American operational or tactical capabilities.”

Hegseth suggested there could be “billions” to cut from the Pentagon’s budget.

Shortly after Trump created DOGE, Musk turned his eye to the U.S. Department of Defense. U.S. Sen. Bernie Sanders, an independent from Vermont, has publicly said he agrees with Musk when in comes to the Pentagon’s budget.

“Elon Musk is right,” Sanders wrote on X. “The Pentagon, with a budget of $886 billion, just failed its 7th audit in a row. It’s lost track of billions.”

Musk wrote in a November op-ed that the military was on his list.

“The Pentagon recently failed its seventh consecutive audit, suggesting that the agency’s leadership has little idea how its annual budget of more than $800 billion is spent,” the op-ed said.

The U.S. Department of Defense’s annual audit once again resulted in a disclaimer opinion. That means the federal government’s largest agency can’t fully explain its spending. The disclaimer this year was expected. And it’s expected again next year. The Pentagon previously said it will be able to accurately account for its spending by 2027.

Musk has gone even further in his criticism of military spending. He called the military’s most expensive ever project, the F-35 stealth fighter, “obsolete.”

In May 2024, the U.S. Government Accountability Office found the cost of the Pentagon’s most expensive weapon system was projected to increase by more than 40% despite plans to use the stealth fighter less, in part because of reliability issues.

The U.S. Department of Defense’s F-35 Lightning II is the most advanced and costly weapon system in the U.S. arsenal. It’s a joint, multinational program that includes the Air Force, Navy, Marine Corps, seven international partners and foreign military sales customers.

The Pentagon has about 630 F-35s. It has noted plans to buy about 1,800 more, and it intends to use them through 2088. DOD estimates the F-35 program will cost over $2 trillion to buy, operate, and sustain over its lifetime.

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Saskatchewan becomes first Canadian province to fully eliminate carbon tax

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From LifeSiteNews

By Clare Marie Merkowsky

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.

“The immediate effect is the removal of the carbon tax on your Sask Power bills, saving Saskatchewan families and small businesses hundreds of dollars a year. And in the longer term, it will reduce the cost of other consumer products that have the industrial carbon tax built right into their price,” said Moe.

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.

“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.

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Automotive

Electric cars just another poor climate policy

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From the Fraser Institute

By Bjørn Lomborg

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 320440 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.

Bjørn Lomborg

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