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His intellectual influences include longtime climate action skeptics — and Bill Gates’ favorite author.

Donald Trump’s nominee for Secretary of Energy, Chris Wright, is a nerd — and he’ll tell you about it. “I’m Chris Wright, and my short bio is, I started out as a science geek, I transitioned to a tech nerd, and then I’ve been an energy entrepreneur my whole life,” he told energy journalist Robert Bryce on the Power Hungry podcast in 2020. “In addition to an energy nerd, I’ve been a climate nerd for quite some time,” he said in a talk hosted by Veriten, the energy consulting firm in 2023.
This is a far cry from Trump’s first Energy Secretary, the former Texas Governor Rick Perry, who famously failed to remember on the Republican primary debate stage the third of the three agencies he sought to eliminate (it was the Department of Energy) and who reportedly didn’t know that the Energy Department’s responsibilities — and budget — then lay heavily with maintaining the country’s nuclear stockpile.
But Wright’s extensive energy experience — studying nuclear fusion at the Massachusetts Institute of Technology and working early in his career on solar and geothermal engineering (his company, Liberty Energy, the fracking powerhouse he founded in 2011, has invested in the next-generation geothermal company Fervo, and Wright sits on the board of the nuclear company Oklo) — has not won him any plaudits from environmental groups or Democrats who focus on climate change. After Trump announced his nomination, the Sierra Club called Wright a “climate denier who has profited off of polluting our communities and endangering our health and future.” Illinois Rep. Sean Casten, one of the House’s most vocal proponents of climate action, also called Wright a “climate denier who prioritizes the wants of energy producers over the needs of American consumers.”
Few Republicans — and certainly few high-level Trump appointees — are as conversant in climate and energy data as Wright. That may make him an even more effective advocate for Trump’s “energy dominance” strategy, built around increased production of fossil fuels and, almost certainly, fewer subsidies for clean energy and electrification.
Typically when a person gains some notoriety by coming out against immediate, large-scale climate action and restrictions on fossil fuel extraction, climate advocates try to link that person to the fossil fuel industry and its long history of deliberate and knowing climate denial. Wright’s associations, however, are perfectly straightforward: Liberty Energy fracks oil and gas in the United States and Canada on behalf of large oil companies. He thinks the company’s contribution to the good of the world consists of its producing more hydrocarbons — full stop.
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Wright calls this philosophy “energy sobriety,” fully conceding that climate change is real while also diminishing the urgency of mounting a response. In seemingly countless speeches, interviews, and legislative testimonies, as well as in Liberty Energy’s annual “Bettering Human Lives” report — its version of an environmental, social, and governance review — Wright is perfectly comfortable acknowledging climate change while also patiently assaulting many key pillars of climate policy as it’s practiced in the United States, Europe, and other countries in the developed world seeking to sharply reduce greenhouse gas emissions.
While Wright’s written and spoken record adds up to tens of thousands of words and hours of talks, it can be distilled into a few core ideas: Energy consumption makes people better off; energy access, especially in the developing world, is a greater global challenge than climate change; and existing alternatives to hydrocarbons are not capable of replacing the status quo energy system, which still overwhelmingly relies on fossil fuels, with little prospect of a rapid transition.
He cites a wide range of thinkers, including members of a group of scholars — including the Danish political scientist Bjorn Lomborg (whose book, False Alarm, is “fantastic,” Wright said in a Liberty talk), University of Colorado science policy scholar Roger Pielke, Jr. (“a real intellectual”), and the Canadian energy scholar and historian Vaclav Smil (“the greatest energy scholar of my lifetime by far”) — who share elements of this deflationary view of climate change.
Lomborg and Pielke have long been bêtes noires of the climate movement, mostly as the subjects of years of furious back and forth in every form of media for the past two-plus decades. (Though in Pielke’s case, there was also an investigation in 2015 over alleged conflicts of interest led by House Democrat Raul Grijalva, who is retiring from Congress this year.) Lomborg has for decades argued that climate change ranks relatively low on global challenges compared to, say, global public health, while Pielke contends that many climate change policy advocates overstate what the Intergovernmental Panel on Climate Change actually says about the connection between climate change and extreme weather, a point that has made him the object of intense criticism for going on 15 years.
Smil, meanwhile, is deeply skeptical of any effort to wean the world from fossil fuels considering their role in the production of steel, cement, plastics, and fertilizers — the materials that he describes as essential to the modern world. Smil also counts among his fans Bill Gates (“Vaclav Smil is my favorite author”), who is also one of the biggest funders and promoters of climate action through his research and investment group Breakthrough Energy and funding for companies like TerraPower, which is currently building the country’s first next-generation nuclear facility in Wyoming.
Pielke called both Wright and Doug Burgum, Trump’s nominee for Secretary of the Interior and the designated head of a planned National Energy Council “super competent. They know energy, and that’s a fantastic starting point,” he told me.
“There is polarization of the climate debate, and the idea that fossil fuels are evil and the fossil industry are arch-villains — that’s part of the framing from the progressive left about how climate wars are to be fought,” Pielke said. “I’m not particularly wedded to that sort of Manichean evil vs. good framing of the debate.”
But the differences are real. Wright strongly contests much of what is the mainstream of climate policy. While he acknowledges that increased concentrations of carbon dioxide cause higher temperature, he says it’s “actually sort of slow-moving in our lifetimes” and a “relatively modest phenomenon that’s just been wildly abused for political reasons,” he said in a talk to the conservative policy group American Legislative Exchange Council.
While the Department of Energy has only limited authority over energy policy, per se, especially the permitting and public lands issues that typically concern fossil fuel companies, Wright does have some levers he can pull. He will likely act quickly to approve more export facilities for liquified natural gas, though the Energy Department’s recently released study of LNG’s long-term effects — particularly on domestic energy prices — may complicate that somewhat. Beyond that, he will inherit a massive energy research portfolio through the national labs, putting him in charge of developing the energy technology that he says are currently insufficient to replace oil and gas.
“I’ve worked on alternatives. I’d love it if fusion energy arrives,” Wright said in an interview with the conservative website Power Line. “I love energy technology, and I think there’s good things going on, but it’s now become political.”
He believes that reaching net zero greenhouse gas emissions by 2050 is “neither achievable nor humane,” he wrote in the foreword to the 2024 edition of “Bettering Human Lives.” He also disagrees with the idea of subsidizing the world’s predominant forms of alternative energy, solar and wind.
“Wind and solar are never going to be dominant sources of energy in the world,” Wright told Bryce on the 2020 podcast. The “main impact” of subsidies for wind and solar, Wright said in another 2023 podcast episode with Bryce, “is just to make our electricity grids less reliable and electricity prices more expensive, and to do nothing for the demand for oil and very little for the demand for natural gas.”
“Oil and gas make the world go round,” he added. “[People] want higher quality of lives. That’s what drives the demand for oil and gas.”
Bryce, a persistent critic of green energy policies, told me in an email that he thinks Wright is “the right person for the DOE. He’s not apologetic about being an energy humanist. Regardless of what anyone thinks about climate change, it is obvious that we are going to need a lot more energy in the future, and the majority of that new supply will come from hydrocarbons.”
While Wright’s arguments certainly have wide purchase among his peers in the energy industry executive corps, he nevertheless stands out from the rest for his willingness to express them. In contrast to the stance taken by large, multinational energy companies, which are willing at least to pay lip service to carbon reduction goals and have, at times, embraced branding and marketing strategies to make them seem like something other than oil and gas companies (e.g. ExxonMobil’s algae-based fuel initiative and BP’s notorious “Beyond Petroleum” campaign), Wright and his company see their contribution to a better world as their work extracting oil and gas.
Other executives “don’t want to deal with the criticism that will come with taking a higher-profile stance,” Bryce told me. “They don’t have time or the inclination. It takes a lot of time, courage, and conviction to engage with the media, get on the speaking circuit, and do so in a thoughtful way.”
Wright’s emphasis on the energy poverty faced by poor countries could potentially serve as a diplomatic bridge to the developing world, especially in Africa, where some observers think there’s space for the United States to start funding natural gas development through the International Development Finance Corporation. For Wright, expanding energy production — and specifically fossil fuel development — is crucial to providing cheap energy to the developing world. He mentions in almost every talk the billions of people who use wood, dung, or other biofuels on open fires to cook indoors, causing 3 million premature deaths per year.
“The biggest problem today is a third of humanity doesn’t have hydrocarbons,” Wright told Bryce in 2023. In a 2023 speech to the American Conservation Coalition, a conservative environmental group, he described strictures against financing fossil fuel development as “not just ignorant or bad policy” but “immoral.” His solution: distributing propane stoves as widely as possible, in part through his Bettering Human Lives Foundation.
Here might be the greatest challenge for advocates of climate action: Even if most of the world’s leaders have accepted the reality of anthropogenic climate change, much of the world, especially outside North America and Europe, is still eagerly increasing its use of fossil fuels. In the United States, coal plant shutdowns are being pushed out further and natural gas investment may soon pick up again to power new demand for electricity. Globally, coal use is set to grow over the next few years. That’s thanks in large part to demand from China, the world’s largest emitter and second-largest cumulative emitter behind the United States, defying predictions that demand there was near peaking. The biggest new source of oil demand is India, a country with a per-capita gross domestic product less than 1/30th of the United States.
And so the greatest danger to aggressive action to lower global emissions may not be Chris Wright and his “sober” ideas at the helm of the Department of Energy. It may be that much of the world agrees with him.
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Trump’s new tariffs seem to make few exemptions for clean energy.
Is this how a new wave of inflation starts?
The international crude oil benchmark leapt to $100 a barrel on Thursday, its highest level since May. The surge came after the Iran-backed Houthi group in Yemen attacked two Saudi oil tankers in the Red Sea.
Those strikes pinched one of the remaining fossil-fuel export routes from the Arabian Peninsula, but they also revealed new constraints on President Trump’s Iran strategy. Throughout most of the spring, the president was able to keep a lid on oil prices by vowing to end the war that he started — and when he said he wanted a ceasefire, investors believed him. Now the White House is running out of options to end the conflict, and the president may be losing his ability to jawbone prices lower.
Now, these high prices haven’t quite hit in America yet. The U.S. oil benchmark, West Texas Intermediate, stands at $92, having increased 25% over the past month. But gasoline and diesel prices are rising fast. And in any case, Americans may be about to deal with a new one-time price hike from another source: tariffs.
The Office of the U.S. Trade Representative announced a new array of global tariffs on Thursday afternoon; the government will start levying 10% to 12.5% taxes on most imports from more than 80 countries tonight. (By the Trump administration’s own reckoning, these countries supply 99.4% of America’s imports.) The new tariff regime, which is allegedly designed to withstand the Supreme Court’s scrutiny, has some crucial exemptions, including drugs, cars, phones, planes, semiconductors, and oil and natural gas.
But it will fall heavily on goods and exporters that supply electricity and clean energy inputs to the United States. I’d love to be wrong, but on my initial read, solar panels, lithium-ion batteries, inverters, motors, and other power equipment are all covered by these new tariffs (to name a few categories). These new taxes will stack on top of the existing anti-dumping tariffs that already apply to, say, Southeast Asia-made solar panels. You have to squint for silver lining here, but perhaps there’s an upside for manufacturers: These additional tariffs won’t apply to the “critical mineral” inputs that they rely on to make some of these technologies in the U.S. Most transformers also seem to be exempt because they’re already covered under an earlier tariff regime. Alas, many other goods that manufacturers do need — such as factory equipment — will face the new levies.
The United States economy is resilient; it looked through the spring’s run-up in oil prices as well as Trump’s earlier round of trade levies. (I’m half-convinced that tariffs are likely to outlive the Trump administration, no matter what happens in the next few months, because the federal government would otherwise be starved of revenue without them.) But as my colleague Matthew Zeitlin wrote last week, we know the U.S. energy system is already wheezing under current price levels. A new surge in oil prices, a price hike for renewable energy inputs, and a continued surge in electricity demand do not set us up for a beautiful macroeconomic outcome.
The company’s latest sustainability report, shared exclusively with Heatmap, shows that carbon intensity per kilometer traveled has dropped 81% since 2019.
Lime, the electric scooter and bike-sharing company that recently raised $174 million in its initial public offering, estimates that it replaced 38 million car trips across the globe last year. Even as it helped prevent substantial vehicle pollution, though, Lime racked up about 90,000 metric tons of carbon emissions tied to its own activities.
While that number pales in comparison to the tens of millions of tons of carbon that tech companies like Microsoft and Google emit, or the hundreds of millions of tons that traditional car companies like Ford report, the point stands: Even companies producing solutions to climate change have emissions to deal with.
For such a small player, Lime has made quite a bit of progress reducing its climate impact. Since 2019, when Lime first began tracking its carbon footprint, the number of kilometers traveled by Lime’s bikes and scooters each year has grown nearly 250%, while the carbon intensity of each kilometer has decreased by 81%. All in all, Lime has reduced its total reported emissions from direct and indirect sources by 35%. The company made much of that progress in just the past two years.
According to Lime’s latest sustainability report, shared exclusively with Heatmap, its biggest recent strides came from doing something that is generally considered to be pretty difficult: It decarbonized part of its supply chain.
Most of the emissions related to Lime’s business come from activities that are not within the company’s control. Its biggest source has always been the manufacture of the vehicles and batteries it uses, and more specifically from the manufacture of aluminum, which requires a huge amount of electricity to smelt.
Lime doesn’t manufacture its own vehicles, so it had to convince its partners to find and use lower-carbon metals and batteries. “One of the strategic advantages we have is that we design our own vehicles. We’re not buying them off the shelf,” Andrew Savage, Lime’s vice president of sustainability, told me. “So we don’t own the manufacturing, but we have a large amount of input and ability to work with suppliers to modify a supply chain.”
Savage said that a significant sourcing effort in 2024 paid off in 2025, when the company increased the amount of aluminum in its products that was made using renewable electricity and sourced more batteries made with renewable power. That combination of efforts cut the company’s total capital goods-related emissions in half compared to the previous year, and reduced the carbon intensity of each Lime vehicle by more than 25%. It also didn’t cost too much, Savage told me, adding that the expenditure was “marginal enough that it has made sense for us.”
Lime has also invested in its repair capabilities, which allows the company to keep its vehicles and parts in circulation much longer and avoid buying as many new ones. This has helped to keep emissions down even as its business has grown.
Another major source of emissions for Lime is shipping and logistics — again, a part of the business that is somewhat out of its hands. Lime hires third parties to pick up its bikes and scooters from major ports, transport them to regional hubs, and then distribute them to the markets where it operates. Initially, the vehicles were transported in trucks fueled by diesel. In 2024, Lime found partners that would be able to pick up its cargo at the ports of Los Angeles and Long Beach and bring them to its logistics hubs in electric drayage trucks.
The company made similar moves throughout its European business, transitioning most of its port-to-hub shipments to trucks running on a bio-based diesel fuel called HVO100, which is made from used cooking oil and other waste oils and estimated to reduce emissions by 89% compared to conventional diesel. This past year, Lime expanded its use of HVO100-fueled trucking partners to cover shipments from hubs to 16 cities.
The problem with HVO100, according to Nikita Pavlenko, the program director for fuels and aviation at the International Council on Clean Transportation, is that there will never be enough of it to fully decarbonize heavy duty trucking. “Particularly in Europe, where the transport sector is more reliant on diesel, it could never feasibly be met with waste oils entirely,” he told me. Purpose-grown crops like palm and soy could meet the increased demand for bio-based diesel, but that starts to come at the expense of land-use emissions and deforestation.
Savage was well aware of the limitations, and told me he views HVO100 as an interim solution. “We looked across Europe and somewhat shockingly found very few options on the electrification side,” he said. Even a country like Norway, which is famous for its adoption of electric vehicles, does not yet have much in the way of electric trucking and logistics, he said. “But it’s something that we absolutely expect to come in as part of our decarbonization roadmap.”
Interestingly, Lime reported that its upstream shipping and logistics emissions slightly increased in 2025 compared to 2024, although the company has cut this category in half overall since 2019. Lime attributed this to an increased use of expedited shipping for certain parts last year, but said its increased use of EVs and HVO100 helped mitigate the impacts.
Lime currently operates on five continents and in 230 cities. While it’s made some progress on low-carbon shipping within the EU and U.S., there’s still Australia, South America, and Asia to figure out. Looking ahead to next year, Savage said he wants to expand the number of markets and the amount of goods the company moves using lower-carbon vehicles. He also wants to augment the company’s repair practice.
“We view the work we’re doing on decarbonizing the business as going completely hand in hand with our mission and objective as a company,” Savage said. “It’s not a sideshow.”
A new 60-home pilot program aims to expand vehicle-to-grid charging.
When energy experts imagine the grid of the future, they often dream of millions of electric vehicles moonlighting as mobile power banks, using their hefty batteries to send electricity back to the grid when it needs a boost. But despite rapid EV adoption, this utopia has remained largely out of reach. Most vehicles don’t yet support bidirectional power flow, and most markets lack incentives for customers to feed power back to the grid in the first place.
That’s finally starting to change. While vehicle-to-grid — a.k.a. V2G — technology is still in its earliest innings, a new Massachusetts program announced on Thursday is working to make the technology something closer to commonplace. Funded by the Massachusetts Clean Energy Center, the state’s economic development agency, the initiative will install 60 bidirectional charging systems in participating residents’ homes.
The program has already begun enrolling its first participants, joining a small but growing group of V2G demonstrations across the country. But the field remains so nascent that even a 60-home project stands out. Kip Hack, who leads the distributed energy resource management company EnergyHub’s EV work, told me he very much considers it a “leading program for North America.”
The Massachusetts initiative brings together a wide variety of partners: utility companies Eversource and National Grid, EnergyHub, and technology partners Sunrun and The Mobility House, which each provide the software and device integrations needed to connect various EV models to the grid. Depending on their vehicle, eligible customers will enroll in the program through either Sunrun or The Mobility House, which will then connect them to their utility’s existing demand flexibility program, ConnectedSolutions. This decade-old initiative pays customers to reduce strain on the grid by leveraging smart thermostats, batteries, and other commercial and industrial energy systems. Now EVs will join the mix.
“They don’t actually care what the participating technology is. They only care about the output,” EnergyHub’s president, Seth Frader-Thompson told me, referring to ConnectedSolutions’ technology-agnostic design, which runs on EnergyHub’s software platform. That means the program can readily incorporate new distributed energy resources as they become available, simplifying the entire process in a way that many other regions have yet to figure out. “So when V2G technology was ready, nobody had to create a new program. You already had a program structure, an incentive structure, et cetera, that you could just have these vehicles participate in.”
Each distributed energy asset enrolled in the program can earn up to $275 per average kilowatt of grid support provided during the summer months. But customers don’t receive that payment directly from their utility. Rather Sunrun and The Mobility House set their own customer incentive structures based on that underlying $275 per kilowatt value.
Chip Silverman, Sunrun’s director of grid services and virtual power plants, told me that its customers will receive a fixed payment simply for signing up, just as the company’s stationary battery storage customers do. That gets new participants in the door — they can then earn additional performance incentives if they actually discharge power back to the grid during a demand response event. “We want to incentivize people to plug in 5:00 p.m. to 8:00 p.m. on weeknights because we want to get you to try to hit the peak events whenever possible,” Silverman told me.
The pool of qualifying vehicles remains quite limited, however. Sunrun’s system only supports the Ford F-150 Lightning, while The Mobility House’s software integrates with chargers compatible with the Kia EV9, Volvo XC90, Polestar 3, and several Nissan Leaf models. Teslas with V2G capability — which today means just the Cybertruck — are not eligible. That’s because while every other vehicle in this program places the requisite DC to AC power converter within the wall charger, Tesla installs this hardware in the car itself. While that will likely prove to be a smarter, cheaper long-term approach, for now it doesn’t align with how utilities certify and approve grid-connected equipment.
Yet even at this early stage, with limited scale and narrow eligibility requirements, Massachusetts’ early adopters are already demonstrating the technology’s value. “It has been quite hot, unseasonably hot in New England these last several weeks,” Hack told me, explaining that participants’ EV batteries have already been tapped to discharge power “more than once” since enrollment began earlier this month.
The potential for far greater impact is enormous. “The size of the battery in the car is remarkable,” Frader-Thompson told me. While a typical home battery stores around 10 to 15 kilowatt-hours of energy, an EV battery can hold on the order of 70 to 100 kilowatt-hours. “So if the vehicle is plugged in, it essentially has the ability to export the equivalent of an entire residential battery every hour during an event,” he explained.
To truly turn V2G from a promising concept into a reliable grid resource, however, utilities and grid operators will need much more data on when these batteries are available and how much power EV owners are actually willing to provide. By the end of this summer, Massachusetts’ latest experiment could offer some of the first real-world answers.