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An era of Indigenous economic leadership in Canada has begun

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Energy for a Secure Future (ESF), the Institute of Energy Economics, Japan (IEEJ), and the First Nations LNG Alliance have signed a Memorandum of Understanding (MOU) to increase energy trade between Canada and Japan. The MOU was signed at the Canadian Embassy in Tokyo and recognizes the growing importance of Indigenous-led LNG projects in Canada’s energy security, reducing global emissions, and driving economic growth for First Nations and the country as a whole.

With Canada’s trade relationship with the U.S. uncertain—especially with U.S. President Donald Trump threatening a 25 per cent tariff on Canadian exports, including 10 per cent on energy—the need to diversify markets has never been more pressing. Canada ships 97 per cent of its oil and gas to the U.S., leaving the country exposed to the political whims of Washington. Expanding trade partnerships with key allies like Japan provides an opportunity to mitigate these risks and build a more resilient economy.

At the heart of Canada’s modern energy industry are First Nations-led LNG projects, which are proving to be a model for economic reconciliation and environmental responsibility. The Haisla Nation’s Cedar LNG, the Squamish Nation’s involvement with Woodfibre LNG, and the Nisga’a Nation’s Ksi Lisims LNG project exemplify Indigenous leadership in Canada’s energy future. These projects bring economic prosperity to Indigenous communities and position Canada as a key player in low-emission energy for the world.

Few people embody this leadership more than Chief Crystal Smith of the Haisla Nation, who received the 2025 Testimonial Dinner Award on February 7. Her vision and determination have brought Cedar LNG—the world’s first Indigenous-majority-owned LNG facility—to life. Under her leadership, this $4-billion project will start up in 2028 and will be one of the most sustainable LNG facilities in the world, powered entirely by BC Hydro’s renewable electricity. Her work is not just about resource development—it represents a country-changing shift in Indigenous economic leadership. By owning the majority of the Cedar LNG project, the Haisla Nation has set a precedent for economic self-determination, long-term job creation, revenue generation, and skills training for Indigenous youth.

She is echoed by Karen Ogen, CEO of the First Nations LNG Alliance, who has been a long-time advocate for Indigenous participation in LNG. As she says, “Our involvement in LNG not only represents an opportunity for economic growth for our communities and for Canada but will help the world with energy security and emissions reduction.”

The MOU signed in Tokyo signals Japan’s growing interest in Canadian LNG as part of its energy security strategy. Japan is phasing out coal and needs reliable, low-emission energy sources—Canadian LNG is the answer. Shannon Joseph, Chair of Energy for a Secure Future, said, “Japan wants diverse energy partners, and on this mission, we’ve heard clearly that they want Canada to be one of those partners.”

This partnership also highlights Canada’s missed opportunities over the last decade. As industry leaders like Eric Nuttall of Ninepoint Partners have pointed out, Canada could have avoided its current dependence on U.S. markets had it built more pipelines to the east and west coasts. The cancellation of the Northern Gateway and Energy East pipelines left Canada without the infrastructure to reach Asian and European markets.

Now, with the expansion of Trans Mountain (TMX) and the rise of Indigenous-led LNG projects, Canada has a second chance to shape its energy future.

As B.C. Minister of Economic Development Diana Gibson has said, expanding trade relationships beyond the U.S. is key to Canada’s future.

The First Nations-led LNG sector is demonstrating that Indigenous leadership is driving economic reconciliation and strengthening Canada’s geopolitical influence in global energy markets. For too long, Indigenous communities were merely stakeholders in resource projects—now they are owners and partners. First Nations are proving that responsible development and environmental stewardship can coexist.

With the MOU between Canada and Japan, the growth of LNG projects, and the recognition of Chief Crystal Smith, a new era of Indigenous economic power is emerging. These developments make one thing clear: First Nations are not just leading their communities—they are leading Canada.

In times of trade uncertainty, their vision, resilience, and business acumen are building the foundation for Canada’s energy future, ensuring prosperity is shared between Indigenous peoples and all Canadians.

Business

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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