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The urgency of the green transition hasn’t made tribal concerns any less important.

It’s windy in the Great Plains and it’s sunny in the Southwest. These two basic geographic facts underscore much of the green energy transition in the United States — and put many Native American tribes squarely in the middle of that process.
The National Renewable Energy Laboratory has estimated that “American Indian land comprises approximately 2% of U.S. land but contains an estimated 5% of all renewable energy resources,” with an especially large amount of potential solar power. Over the past few months, a spate of renewable energy projects across the country have found themselves entangled with courts, regulators, and tribal governments over how and under what circumstances they are permitted on — or even near — tribal lands.
In Oklahoma, a federal judge ordered that dozens of wind turbines be removed after ruling that the developers had violated federal law by not seeking mineral rights. In Arizona, two tribes and two nonprofits sued the Bureau of Land Management, objecting to the planned route of a massive transmission project. Tribes objected to designating an area off the Oregon coast for wind farming, and federal energy regulators announced a new policy requiring energy developers to get tribal permission prior to seeking any permits for projects on tribal lands.
“We are establishing a new policy that the Commission will not issue preliminary permits for projects proposing to use Tribal lands if the Tribe on whose lands the project is to be located opposes the permit,” the Federal Energy Regulatory Commission said in a filing denying a trio of pumped-storage hydropower projects on Navajo Nation land in Arizona and New Mexico.
“Navajo Nation is in support of solar power, and the Navajo utility has developed some solar sites, which are operating right now,” George Hardeen, public relations director for the Navajo Nation leadership, told me. “But pumped storage, we’re not quite ready for that.” Just like everyone else in Arizona, New Mexico, or neighboring states, the Navajo Nation has a heavily contested relationship with its surrounding water resources. The Navajo Nation recently lost a case in the Supreme Court, where it argued the federal government had an obligation to meet its water needs under 1868 and 1849 treaties.
While the legal issues around tribal governance are distinct, the dilemmas and tradeoffs of energy development — renewable or otherwise — are not. Energy production itself is nothing new for the Navajo Nation. The now-shuttered Navajo Generating Station operated for almost 50 years with a workforce that was almost exclusively Navajo. Along with a neighboring mine, it generated tens of millions of dollars of royalty and other payments for the Navajo Nation and the neighboring Hopi Tribe.
But the competing goals of speedy renewable energy development versus protection of the landscape become heightened on native lands.
“You’ve always had consultation requirements,” Heather Tanana, a visiting professor at the University of California-Irvine, told me. “The big change is the weight of the tribal voice in that process,” describing FERC’s policy as a “shift to actual empowerment of tribal communities who decide what is going to happen.”
FERC’s decision is consistent with a Biden administration-wide effort to empower tribes on a “nation-to-nation” basis. This effort has naturally heavily involved the Department of Interior — led for the first time by a Native American, Pueblo of Laguna member Deb Haaland — which oversees the Bureau of Indian Affairs, as well as a bevy of agencies including the Bureau of Land Management and the Bureau of Ocean Energy Management, which play major roles in energy infrastructure.
“Having the agency take this position is consistent is what the administration has said it should do,” Tanana said. “It’s good because it shows something tangible and real, and not just good intentions that haven’t always played out well in the past.”
That’s putting it mildly. The history of energy development and Native Americans is marked by exploitation, whether the subject is the Osage murders of the 1920s, lung cancer among Navajo uranium mine workers, or the construction of dams that obliterated native fishing grounds.
“The Biden administration is very sensitive to tribal concerns,” Warigia Bowman, a law professor at the University of Tulsa, told me. But enforcement of the new requirements will be up to regulators and prosecutors across the country, Bowman said.
That enforcement has been especially harsh in Osage County. Typically, landowners control both the surface and mineral rights of their land, which essentially means they can sell both the land they own and the rights to what’s underneath it. But the mineral rights on the Osage Nation Reservation are exclusively owned by the Osage Tribe and overseen by the elected Osage Minerals Council, which can lease out mineral rights. And, like many in the petroleum business, the Osage Minerals Council has lamented limitations on drilling.
“What’s special about the Osage wind case is the specifics of land ownership for the Osage,” Bowman said. “It’s unusual to have surface and mineral rights separated.”
It’s these mineral rights that have turned into a massive headache for wind developers. The energy developers Enel and Osage Wind leased over 8,000 acres in Osage County for a wind farm starting in 2010. The Osage Minerals Council sued in 2011, saying the project would block its ability to develop any resources underneath the area the developers had leased. Then the federal government sued in 2014 when construction began, arguing that the excavation for the wind turbines’ foundations constituted mining without permission.
Late last year, a federal judge ruled that the developers owed monetary damages and the “ejectment of the wind towers.” The developers estimated that complying with the injunction would cost almost $260 million.
And energy development doesn't have to be on tribal land in order to potentially run afoul of laws and regulations mandating consultation. The Tohono O’odham Nation and San Carlos Apache Tribe, along with the nonprofit groups the Center for Biological Diversity and Archeological Southwest, sued the Bureau of Land Management seeking an injunction to stop construction of the SunZia transmission line, a decades-in-the-waiting 4,500 megawatt project that seeks to bring wind energy west from New Mexico. The project got approval from BLM last spring. The suit filed in January argued that the developers failed to adequately consult with tribes over “sacred and cultural resources in the San Pedro Valley,” even if the proposed route was on a mixture of federal, state, and private land.
“Under the [National Historic Preservation Act], agencies are required to make a good faith effort to identify Indian tribes for consultation,” Tory Fodder, a law professor at the University of Arizona, explained to me in an email. “The NHPA provides fairly robust consultation mechanisms for tribal cultural and religious sites that are not necessarily confined to the reservation of a tribe.” Since, Fodder said, both the Tohono O’odham Nation and the San Carlos Apache claim “ancestral connections to the area,” they should have been consulted early on.
The BLM and Pattern Energy both claim they were. In a response to the suit, the federal government argued that it had “engaged in lengthy, good faith consultation efforts with the Tribes and other consulting parties regarding the San Pedro Valley,” and that the route had been finalized since 2015, giving the tribes and nonprofits years to intervene.
In an emailed statement, Pattern Energy’s vice president of environmental and permitting, Natalie McCue, said: “Respecting tribal sovereignty and completing the United States’ largest clean energy project is not a binary choice. We deeply respect the Tohono O’odham Nation’s and the San Carlos Apache Tribe’s right to self-governance and to express their views on cultural protection. Given this, we were saddened by the decision to pursue legal action, especially given our commitment to open, good-faith dialogue on these vital issues.” Oral arguments in the case are scheduled for March; in the meantime, construction has been allowed to continue.
On the West Coast, there's growing tribal opposition to the beginning of a process for offshore wind development. The Confederated Tribes of the Coos, Lower Umpqua, and Siuslaw Indians said they were “extremely disappointed” in the Bureau Ocean Energy Management’s decision to designate two areas off the Oregon coast for wind energy development.
While the BOEM said the designation only came after “extensive engagement and feedback from the state, Tribes, local residents, ocean users, federal government partners, and other members of the public,” the Confederated Tribes contend that the areas “are within the Tribe’s ancestral territory, contain viewsheds of significant cultural and historic significance to the Tribe, and are important areas for Tribal fishing,” and that the Tribes only became aware of the designation from the Oregon Governor’s office, not the BOEM directly.
Although the stakes of the zero-carbon transition are new, the issues of sovereignty and exploitation of Native American lands are as old as the United States. “The Tribe will not stand by while a project is developed that causes it more harm than good,” the Tribal Council Chair Brad Kneaper said in a release. “This is simply green colonialism.”
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Robotaxis are more likely to be EVs, and that’s not a coincidence.
Here in Los Angeles, the hot new thing in parenting is Waymo. One recent article argued that driverless electric vehicles have become the go-to solution for overscheduled parents who can’t be everywhere at once. No time to drive the kid to school dropoff or to practice? Hire a rideshare, preferably one without a potentially problematic human driver.
Perhaps it’s fitting that younger Americans, especially, are encountering electric cars in this way. Over the past few years, plenty of headlines have declared that teens and young adults have fallen out of love with the automobile; they’re not getting their driver’s licenses until later, if at all, and supposedly aren’t particularly keen on car ownership compared to their parents and grandparents. Getting around in a country built for the automobile leaves them more reliant on the rideshare industry — which, it so happens, is a place where the technological trends of electric and autonomous vehicles are rapidly converging.
This isn’t the way most people, myself included, talk about the EV revolution. That discourse typically runs through the familiar lens of our personal vehicles — which, it should be noted, Americans still lease or buy in the millions. In that light, EVs are struggling. Since buyers raced to scoop up electric cars in September before the federal tax credit lapsed, sales have slowed. Automakers have canceled or delayed numerous models and pivoted back to combustion engines or hybrids in response to the hostile Trump-era environment for selling EVs. While the world has carried on with electrification, America has backslid.
While all this was happening, however, the rideshare industry was accelerating in the opposite direction. Waymo’s fleet of autonomous vehicles is all-electric, currently made up of Jaguar I-Pace SUVs. Uber just invested more than $1 billion in Rivian as part of a plan to add thousands of the brand’s new R2 EVs to its fleet of electric robotaxis. Tesla’s moves are particularly telling. Elon Musk is still selling plenty of normal, human-driven Model Y and Model 3 EVs to make some money for the moment, but the company’s future prospects are all-in on the Cybercab, a two-seater robotaxi that would never be driven by a person. Who’d buy such a thing? Rideshare companies — or, perhaps, people see the Cybercab as a passive income machine that shuttles their neighbors around town whenever they’re not riding in it.
Human-driven rideshare fleets are quickly electrifying, too. Uber now allows riders to request an EV explicitly, an option that has been growing in popularity, especially as rising gas prices make electric rides more appealing. The company has been offering thousands of dollars of incentives to drivers who want to buy an EV, a program that expanded nationwide this month. EV-maker Fisker went bankrupt and folded, but its orphaned Ocean vehicles are roaming New York City as rideshare cars. Sara Rafalson of the charging company EVgo recently told me that rideshare already accounts for a quarter of the energy it distributes.
Yes, gasoline carries certain advantages for a taxi service — a gas-burning cab can drive all night with just momentary refueling stops, for example, whereas an EV must go out of commission during its occasional charging stops. Nevertheless, it’s clear that the rideshare industry is going electric.
That isn’t just because EVs have a futuristic vibe. There are technological reasons, too. Tesla and Rivian have designed their vehicles to be effectively smartphones on wheels, which makes them ideally suited for robotaxis. EVs have plenty of battery power on hand to meet all the computational demands of self-driving. Plus, electric power is particularly efficient for stop-and-go urban driving.
On the EV side, the business case for electric robotaxis is particularly compelling. One reason electric cars have struggled with everyday Americans is that it’s more difficult for an individual to stomach the higher upfront cost of an EV to enjoy its longer-term rewards. That’s less true for a business, whose accountants know EVs mean less long-term maintenance.
In the case of the rideshare economy, EVs are becoming the clear choice even though they’re owned by individual drivers. While the EV purchasing tax credit is gone for individuals, drivers can get financial help from a company like Uber to purchase an EV, which allows them to insulate themselves from the volatility of gas prices and reduce their regular maintenance schedule. They can also charge strategically around their taxi trips; robotaxi fleets often concentrate their recharging to the overnight hours when electricity is cheapest.
There is plenty of evidence that the “Gen Z doesn’t want to own cars” narrative is as reductive and oversimplified as you’d think. Younger generations are interested in cars — and in electric cars, in particular — but they’re often put off by the soaring costs of owning and maintaining a vehicle. As EV prices continue to fall, you can expect EV adoption to accelerate among Gen Z and millennial drivers.
In the meantime, those folks don’t have to buy an EV to join the EV age. It’s getting more and more likely that the car that drives you to the airport will be an EV — and more likely that riders will opt for electric if given the choice.
$4 of gasoline will actually get you pretty far these days.
Everyone’s mad about high oil prices, but are they doing anything about it? With around 11 million barrels per day (about a tenth of global production) shut in, and thus missing from the global oil market, someone has to be using less of it. Maybe it’s petrochemical plants that run on tight margins slowing down. Maybe it’s European airlines cancelling flights.
At least so far, it’s probably not American drivers.
“In the U.S. we’re seeing an indifference, in terms of what we can see from consumption numbers,” David Doherty, head of natural resources research at BloombergNEF, told me on the sidelines of the research group’s annual summit last week. The Energy Information Administration’s proxy for gasoline consumption, “product supplied of finished motor gasoline,” shows no dramatic change following the beginning of the war or subsequent spike in oil prices.
Gas prices in the United States sit at $4.11 per gallon according to AAA, compared to $3.15 a year ago. But even in the context of the almost $5 per gallon in 2022 and the $4.11-ish gas hit in the summer of 2008, the impact on actual households is likely more mild.
“$4 now is very different to $4 five years ago. And it's definitely different to $4 in 2008, which is when the last price spikes came through,” Doherty said. “$4 doesn't get you a coffee now. $4 a decade ago got you coffee plus oat milk.”
For one, a dollar is hardly a dollar anymore. There’s been higher than typical inflation since 2022, and a substantial rise in overall prices since 2008. This means that a dollar of gasoline (or even $4) is taking up a smaller portion of American consumer spending than it has in the past.
Looking back even further, the American auto fleet has gotten more efficient, meaning that drivers are getting more miles per gallon — and thus miles per dollar — than they were in the past. And that’s not even taking into account the rise of electric vehicles, which allow drivers to opt out of gasoline price volatility altogether.
Ironically, a big chunk of the credit comes from the now essentially scrapped Corporate Average Fuel Economy standards — themselves a response to the 1973 oil shock and designed to ease the American auto fleet’s dependency on fuels with volatile prices set by the global market by ratcheting up fuel economy over time. Then in 2007, President George W. Bush signed into law the first major tightening of CAFE standards in nearly 30 years.
“CAFE standards — which have just been neutered — ultimately have helped,” Doherty told me, referring to the Trump administration’s successful efforts to undo further fuel economy progress under the Obama and Biden administrations.
Overall, the U.S. economy has also gotten less “oil intensive” — we simply use less oil per dollar of economic activity than we used to. Since 1970, oil consumption has gone up by about 20%, while the size of the economy as measured in GDP has more than quadrupled.
When it comes to how the changing price of oil, and thereby gasoline, affects drivers, it’s a little trickier. I decided to calculate the “miles per dollar” on an annual basis, and then conservatively estimated how fleet efficiency would have increased by now.
To do this, I looked at the average miles per gallon of the U.S. car fleet and the “all grades” gasoline price for those same years. (“All grades” a little higher than the typical “regular” gas series, but the data goes back further.) The MPG data only goes back to 2024, so I conservatively projected it out to this year. While U.S. drivers are getting less out of their dollar than they did in 2024, they’re also going farther than they did in 2022 and 2008, the last time gas prices spiked dramatically.
I also wanted to get an idea of how much household spending is on gasoline. There’s no perfect way to do this with up-to-date data, but I was able to look at the relative importance of transportation fuel in the Consumer Price Index, which tells you the portion of spending on gasoline among the goods and services tracked by the Bureau of Labor Statistics. As expected, the relative importance rose dramatically in the 1970s and early 1980s, and hit a new high in 2007; in 2025, it fell close to its all time lows at just under 3%.
The Bureau of Labor Statistics also looks at annual household spending on gasoline. The latest data from 2024 agreed that it had been falling, from $2,805 in 2022, to $2,449 in 2023, and then $2,411 in 2024, but the 2025 data isn’t available yet.
Looking at more frequently updated data, the Republican staff of the Joint Economic Committee estimated that spending in February on “gasoline and other energy goods” was just over 1.9% of all personal consumption, a more than 0.2 percentage point decline from a year ago. This was, of course, before gasoline prices soared in March and into April.
“If you were to put [gasoline] beside the cost of your rent, for example, it's becoming a much smaller slice of your outlays,” Doherty said. This is the now-abandoned fuel efficiency standards actually working, Doherty said. “It's a different share of your budget. It's a more efficient car, and that’s through design.”
This also helps explain why in the United States, we’re not seeing the “demand destruction” that should accompany a contraction in oil supply, where consumers cut back consumption in response to high prices.
But with lines of empty tankers queuing up at the United States’ Gulf Coast petroleum export complex, looking to bring American crude to markets that can’t get their hands on oil from the Persian Gulf, prices may still have a way to go. Drivers in the United States are now in a barrel-for-barrel competition with the rest of the world.
On China’s fossil fuel controls, Maine data centers, and a faster NRC
Current conditions: Nearly two dozen states from Texas to Minnesota are bracing for days of thunderstorms, tornadoes, hail, and winds up to 70 miles per hour • Japan is deploying 1,400 firefighters to battle a wildfire in Iwate prefecture that has forced at least 3,000 people to evacuate • While it’s nearly 50 degrees Fahrenheit and sunny today in Chernobyl, Ukraine, exactly 40 years ago yesterday the weather worsened the world’s worst nuclear accident by blowing radiation from the melted-down reactor.
The Trump administration has dismissed every member of the independent board that oversees the National Science Foundation. In what The New York Times described as a “terse email” sent Friday afternoon, members of the 25-member National Science Board were told their position was “terminated, effective immediately.” Willie E. May, a terminated board member and a vice president at Morgan State University, told the newspaper: “I am deeply disappointed, though I cannot say I am entirely surprised. I have watched the systematic dismantling of the scientific advisory infrastructure of this government with growing alarm, and the National Science Board is simply the latest casualty.” The move to seize tighter control over funding for scientific research comes two months after the Environmental Protection Agency repealed the legal finding that underpins all federal climate regulations and days after the Department of Health and Human Services nixed publication of a study about the safety of COVID-19 vaccines.
Meanwhile, a top Republican in Congress has confirmed the limits of President Donald Trump’s bid to cap pay at the Tennessee Valley Authority. The White House’s push to limit compensation at the nation’s largest public power utility to $500,000 only applies to the chief executive, Representative Chuck Fleischmann, Republican from Tennessee, told The Knoxville News Sentinel. The White House sought to fire TVA CEO Don Moul last year, but ultimately backed down.

Beijing has laid out plans for tighter controls over fossil fuel use and greater oversight of heavy emitters in what experts told Carbon Brief was “a signal of China’s ongoing commitment to climate action and bridging policy” between the government’s national and sectoral five-year plans. The policy document, totaling nearly 2,800 words when translated into English, is what’s known as a “guiding opinion,” and “is not strictly binding, it bears the stamp of the two highest bodies in China’s political system, conveying a strong sense of authority,” wrote Anika Patel, the China editor at Carbon Brief, noting that “this is the first high-level document to explicitly link decarbonisation efforts with energy security and industrial development.” As Qi Qin, a China analyst at the Centre for Research on Energy and Clean Air, told Heatmap’s Katie Brigham last month: “I don’t think China is creating these technologies as a niche climate experiment anymore. They’re being folded into a broader industrial strategy. I think that the more important question is which of them are moving into real deployment now, and which are still at the stage of strategic signaling.”
At roughly the same time, the Chinese government has published an atlas of deep-sea mineral deposits as the People’s Republic looks to ramp up its ambitions to harvest critical metals from the ocean floor.
At the start of this month, I told you Maine was poised to become the first state to ban construction of data centers, at least temporarily. Not anymore. On Friday, Governor Janet Mills vetoed the bill, the Portland Press-Herald reported. In her message to the legislature, the Democrat said that, while a moratorium “is appropriate given the impacts of massive data centers in other states on the environment and on electricity rates,” the “final version of this bil fails to allow for a specific project in the Town of Jay that enjoys strong local support from its host community and region.” The 2023 closure of Androscoggin Mill, a pulp and paper plant, dealt what she called “a devastating blow” to the town, located roughly an hour and 20 minutes north of Portland, and the server farm would help “promote reinvestment and job creation at the former mill,” she said. Mills is locked in a heated race with left-wing populist Graham Platner for the Democratic nomination to take on Republican Senator Susan Collins this November.
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The British-listed green fertilizer company Atome is set to build a first-of-a-kind project in Paraguay, taking advantage of low-cost hydropower to produce ammonia using green hydrogen instead of natural gas. The firm’s final investment decision on the $665 million plant in Villeta, south of the capital of Asunción, comes as the Iran War disrupts fertilizer markets and drives up costs. “We’ve proven that you can actually close and finance an industrial-scale, green fertilizer facility,” chief executive Olivier Mussat told the Financial Times. “It’s never been done before.”
Duke Energy’s Robinson nuclear power plant in South Carolina just won the Nuclear Regulatory Commission’s approval to operate for 80 years as part of the fastest license renewal review in the agency’s history. The NRC cleared Unit 2 of the Robinson Steam Electric Plant — a single-unit pressurized water reactor — to operate for another 20 years. This, according to World Nuclear News, is the unit’s “second, or subsequent, license renewal: it received a 20-year renewal of its original 40-year license in 2004.” The NRC formally accepted the license renewal application for docketing on April 28, 2025, then completed the review within a 12-month timeframe. That’s six fewer months than the previous schedule, in accordance with an executive order Trump issued last year. “This milestone proves we can deliver results quickly without compromising safety,” NRC Chairman Ho Nieh said in a statement. “By focusing on essential factors for sustained nuclear power plant safety and applying lessons learned from past renewals, our team was able to work efficiently while maintaining their commitment to enabling timely safety decisions.”
TotalEnergies may be exiting offshore wind in the U.S. for the price of $1 billion from the Trump administration. But over in Kazakhstan, the French energy giant is expanding its wind footprint. While the landlocked Central Asian country doesn’t have much in the way of shores off of which to build turbines, it does have vast, windy steppelands. TotalEnergies plans to invest in a gigawatt of wind power and 600 megawatt-hours of battery storage, Renewables Now reported.