Business
Myth-busting will help accelerate ESG retreat

From the Fraser Institute
By Matthew Lau
In recent years the ESG movement, which holds that corporate managers and investors should consider environmental, social and governance issues to benefit various “stakeholders”—in contrast to the more conventional view that the responsibility of business is to increase its profits for the benefit of its shareholders—has gathered force. Despite considerable evidence of ESG retrenching, it remains in wide currency. However, many points made in its favour are not supported by evidence. It’s important to separate myths from reality.
The Fraser Institute’s ESG essay series is a good resource. In one essay, Steven Globerman reviews the research on ESG scores and investor returns and finds that the claim made by many ESG promoters—that companies with higher ESG scores produce higher investor returns—lacks supporting evidence.
In another essay, 2013 Economics Nobelist Eugene F. Fama notes that competitive market forces better address corporate governance issues than externally imposed top-down structures. Many environmental and social problems too are better handled by bottom-up market forces than top-down initiatives, particularly from government.
Additional essays refute other ESG fallacies including that the ESG movement is the result of widespread demand from individual investors, consumers and workers (in fact, it’s primarily a top-down initiative of elites including government); that regulation-imposed ESG mandates improve corporate governance (they actually make it worse); and that business profit-maximization is harmful to stakeholders other than shareholders (in reality, businesses focusing on profits is generally good for their consumers, employees and suppliers). The entire series is worth reading.
Also worth reading is an article in the Financial Analysts Journal by Alex Edmans, a professor of finance at London Business School, which identifies and refutes 10 common ESG myths including the myth that a focus on shareholder value is harmful because maximizing shareholder value promotes an inefficient focus by management on short-term profit maximization. As Edmans explains, “Finance 101 teaches us that shareholder value is an inherently long-term concept. It is the present value of all future cash flows, from now until the end of time.”
To the extent that financial markets are efficient, expected future profits and losses are reflected in company share prices today, so even if corporate managers care only about today’s stock price, they will still try to maximize long-term value.
Edmans also takes aim at the claim that ESG stocks earn higher returns, again appealing to Finance 10. If ESG actually enhances a company’s shareholder value and this is known, it will be reflected in today’s stock price, so investors who buy the stock shouldn’t expect superior returns. “Feel-good” stocks should actually be expected to generate lower returns because if investors like holding certain stocks for non-financial reasons and dislike holding others, they’ll demand higher returns on the disfavoured stocks than the feel-good ones.
Various other myths include that “more ESG is always better” (in fact, ESG “exhibits diminishing returns and trade-offs exist,” Edmans writes) and that people improve ESG performance by paying for it (if people pay for improvements in some areas, it will cause companies to underweight other ESG dimensions). The final myth often promoted by ESG advocates and refuted in Edmans’s article is that regulation is justified because the market is imperfect. The blindingly obvious counterpoint—government is also imperfect.
ESG may be popular, but careful reading on the topic reveals that many points made in its favour are not supported by evidence. That may be one reason the ESG tide, at least in some places, is retreating.
Author:
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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