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“I am increasingly becoming irrelevant in the public conversation,” says Kate Marvel, a climate scientist who until recently worked at NASA’s Goddard Institute for Space Studies. “And I love it.”
For years, such an exalted state was denied to Marvel. Every week, it seemed, someone — a high-profile politician, maybe, or a CEO — would say something idiotic about climate science. Journalists would dutifully call her to get a rebuttal: Yes, climate change is real, she would say, yes, we’re really certain. The media would print the story. Rinse, repeat.
A few years ago, she told a panel, half as a joke, that her highest professional ambition was not fame or a Nobel Prize but total irrelevance — a moment when climate scientists would no longer have anything useful to tell the public.
That 2020 dream is now her 2023 reality. “It’s incredible,” she told me last week. “Science is no longer even a dominant part of the climate story anymore, and I think that’s great. I think that represents just shattering progress.”
We were talking about a question, a private heresy, I’ve been musing about for some time. Because it’s not just the scientists who have faded into the background — over the past few years, the role of climate science itself has shifted. Gradually, then suddenly, a field once defined by urgent questions and dire warnings has become practical and specialized. So for the past few weeks, I’ve started to ask researchers my big question: Have we reached the end of climate science?
“Science is never done,” Michael Oppenheimer, a professor of geosciences and international affairs at Princeton, told me. “There’s always things that we thought we knew that we didn’t.”
“Your title is provocative, but not without basis,” Katharine Hayhoe, a climate scientist at Texas Tech University and one of the lead authors of the National Climate Assessment, said.
Not necessarily no, then. My question, I always clarified, had a few layers.
Since it first took shape, climate science has sought to answer a handful of big questions: Why does Earth’s temperature change so much across millennia? What role do specific gases play in regulating that temperature? If we keep burning fossil fuels, how bad could it be — and how hot could it get?
The field has now answered those questions to any useful degree. But what’s more, scientists have advocated and won widespread acceptance of the idea that inevitably follows from those answers, which is that humanity must decarbonize its economy as fast as it reasonably can. Climate science, in other words, didn’t just end. It reached its end — its ultimate state, its Really Big Important Point.
In the past few years, the world has begun to accept that Really Big Important Point. Since 2020, the world’s three largest climate polluters — China, the United States, and the European Union — have adopted more aggressive climate policies. Last year, the global clean-energy market cracked $1 trillion in annual investment for the first time; one of every seven new cars sold worldwide is now an electric vehicle. In other words, serious decarbonization — the end of climate science — has begun.
At the same time, climate science has resolved some of its niggling mysteries. When I became a climate reporter in 2015, questions still lingered about just how bad climate change would be. Researchers struggled to understand how clouds or melting permafrost fed back into the climate system; in 2016, a major paper argued that some Antarctic glaciers could collapse by the end of the century, leading to hyper-accelerated sea-level rise within my lifetime.
Today, not all of those questions have been completely put aside. But scientists now have a better grasp of how clouds work, and some of the most catastrophic Antarctic scenarios have been pushed into the next century. In 2020, researchers even made progress on one of the oldest mysteries in climate science — a variable called “climate sensitivity” — for the first time in 41 years.
Does the field have any mysteries left? “I wouldn’t go quite so far as angels dancing on the head of a pin” to describe them, Hayhoe told me. “But in order to act, we already know what we need.”
“I think at the macro level, what we discover [next] is not necessarily going to change policymakers’ decisions, but you could argue that’s been true since the late 90s,” Zeke Hausfather, a climate scientist at Berkeley Earth, agreed.
“Physics didn’t end when we figured out how to do engineering, and now they are both incredibly important,” Marvel said.
Yet across the discipline, you can see research switching their focus from learning to building — from physics, as it were, to engineering. Marvel herself left NASA last year to join Project Drawdown, a nonprofit that focuses on emissions reduction. Hausfather now works at Frontier, a tech-industry consortium that studies carbon-removal technology. Even Hayhoe — who trained as a climate scientist — joined a political-science department a decade ago. “I concluded that the biggest barriers to action were not more science,” she said this week.
To fully understand whether climate science has ended, it might help to go back to the very beginning of the field.
By the late 19th century, scientists knew that Earth was incredibly ancient. They also knew that over long enough timescales, the weather in one place changed dramatically. (Even the ancient Greeks and Chinese had noticed misplaced seashores or fossilized bamboo and figured out what they meant.) But only slowly did questions from chemistry, physics, and meteorology congeal into a new field of study.
The first climate scientist, we now know, was Eunice Newton Foote, an amateur inventor and feminist. In 1856, she observed that glass jars filled with carbon dioxide or water vapor trapped more of the sun’s heat than a jar containing dry air. “An atmosphere of that gas,” she wrote of CO₂, “would give to our earth a high temperature.”
But due to her gender and nationality, her work was lost. So the field began instead with the contributions of two Europeans: John Tyndall, an Irish physicist who in 1859 first identified which gases cause the greenhouse effect; and Svante Arrhenius, a Swedish chemist who in 1896 first described Earth’s climate sensitivity, perhaps the discipline’s most important number.
Arrhenius asked: If the amount of CO₂ in the atmosphere were to double, how much would the planet warm? Somewhere from five to six degrees Celsius, he concluded. Although he knew that humanity’s coal consumption was causing carbon pollution, his calculation was a purely academic exercise: We would not double atmospheric CO₂ for another 3,000 years.
In fact, it might take only two centuries. Atmospheric carbon-dioxide levels are now 50 percent higher than they were when the Industrial Revolution began — we are halfway to doubling.
Not until after World War II did climate science become an urgent field, as nuclear war, the space race, and the birth of environmentalism forced scientists to think about the whole Earth system for the first time — and computers made such a daring thing possible. In the late 1950s and 1960s, the physicists Syukuro Manabe and Richard Wetherald produced the first computer models of the atmosphere, confirming that climate sensitivity was real. (Last year, Manabe won the Nobel Prize in Physics for that work.) Half a hemisphere away, the oceanographer Charles Keeling used data collected from Hawaii’s Mauna Loa Observatory to show that fossil-fuel use was rapidly increasing the atmosphere’s carbon concentration.
Suddenly, the greenhouse effect — and climate sensitivity — were no longer theoretical. “If the human race survives into the 21st century,” Keeling warned, “the people living then … may also face the threat of climatic change brought about by an uncontrolled increase in atmospheric CO₂ from fossil fuels.”
Faced with a near-term threat, climate science took shape. An ever-growing group of scientists sketched what human-caused climate change might mean for droughts, storms, floods, glaciers, and sea levels. Even oil companies opened climate-research divisions — although they would later hide this fact and fund efforts to discredit the science. In 1979, the MIT meteorologist Jules Charney led a national report concluding that global warming was essentially inevitable. He also estimated climate sensitivity at 1.5 to 4 degrees Celsius, a range that would stand for the next four decades.
“In one sense, we’ve already known enough for over 50 years to do what we have to do,” Hayhoe, the Texas Tech professor, told me. “Some parts of climate science have been simply crossing the T’s and dotting the I’s since then.”
Crossing the T’s and dotting the I’s—such an idea would have made sense to the historian Thomas Kuhn. In his book, The Structure of Scientific Revolutions, he argued that science doesn’t progress in a dependable and linear way, but through spasmodic “paradigm shifts,” when a new theory supplants an older one and casts everything that scientists once knew in doubt. These revolutions are followed by happy doldrums that he called “normal science,” where researchers work to fit their observations of the world into the moment’s dominant paradigm.
By 1988, climate science had advanced to the degree that James Hansen, the head of NASA’s Goddard Institute, could confidently warn the Senate that global warming had begun. A few months later, the United Nations convened the first Intergovernmental Panel on Climate Change, an expert body of scientists asked to report on current scientific consensus.
Yet core scientific questions remained. In the 1990s, the federal scientist Ben Santer and his colleagues provided the first evidence of climate change’s “fingerprint” in the atmosphere — key observations that showed the lower atmosphere was warming in such a way as to implicate carbon dioxide.
By this point, any major scientific questions about climate change were effectively resolved. Paul N. Edwards, a Stanford historian and IPCC author, remembers musing in the early 2000s about whether the IPCC’s physical-science team should pack it up: They had done the job and shown that climate change was real.
Yet climate science had not yet won politically. Santer was harassed over his research; fossil-fuel companies continued to seed lies and doubt about the science for years. Across the West, only some politicians acted as if climate change was real; even the new U.S. president, Barack Obama, could not get a climate law through a liberal Congress in 2010.
It took one final slog for climate science to win. Through the 2010s, scientists ironed out remaining questions around clouds, glaciers, and other runaway feedbacks. “It’s become harder in the last decade to make a publicly skeptical case against mainstream climate science,” Hausfather said. “Part of that is climate science advancing one funeral at a time. But it’s also become so clear and self-evident — and so much of the scientific community supports it — that it’s harder to argue against with any credibility.”
Three years ago, a team of more than two dozen researchers — including Hausfather and Marvel — finally made progress on solving climate science’s biggest outstanding mystery, cutting our uncertainty around climate sensitivity in half. Since 1979, Charney’s estimate had remained essentially unchanged; it was quoted nearly verbatim in the 2013 IPCC report. Now, scientists know that if atmospheric CO₂ were to double, Earth’s temperature would rise 2.6 to 3.9 degrees Celsius.
That’s about as much specificity as we’ll ever need, Hayhoe told me. Now, “we know that climate sensitivity is either bad, really bad, or catastrophic.”
So isn’t climate science over, then? It’s resolved the big uncertainties; it’s even cleared up climate sensitivity. Not quite, Marvel said. She and other researchers described a few areas where science is still vital.
The first — and perhaps most important — is the object that covers two-thirds of Earth’s surface area: the ocean, Edwards told me. Since the 1990s, it has absorbed more than 90% of the excess heat caused by greenhouse gases, but we still don’t understand how it formed, much less how it will change over the next century.
Researchers also know some theories need to be revisited. “Antarctica is melting way faster than in the models,” Marvel said, which could change the climate much more quickly than previously imagined. And though the runaway collapse of Antarctica now seems less likely, we could be wrong, Oppenheimer reminded me. “The money that we put into understanding Antarctica is a pittance compared to what you would need to truly understand such a big object,” he said.
And these, mind you, are the known unknowns. There’s still the chance that we discover some huge new climatic process out there — at the bottom of the Mariana Trench, perhaps, or at the base of an Antarctic glacier — that has so far eluded us.
Yet in the wildfires of the old climate science, a new field is being born. The scientists who I spoke with see three big projects.
First, in the past decade, researchers have gotten much better at attributing individual weather events to climate change. They now know that the Lower 48 states are three times more likely to see a warm February than they would without human-caused climate change, for instance, or that Oregon and Washington’s record-breaking 2021 heat wave was “virtually impossible” without warming. This work will keep improving, Marvel said, and it will help us understand where climate models fail to predict the actual experience of climate change.
Second, scientists want to make the tools of climate science more useful to people at the scales where they live, work, and play. “We just don’t yet have the ability to understand in a detailed way and at a small-enough scale” what climate impacts will look like, Oppenheimer told me. Cities should be able to predict how drought or sea-level rise will affect their bridges or infrastructure. Members of Congress should know what a once-in-a-decade heat wave will look like in their district five, 10, or 20 years hence.
“It’s not so much that we don’t need science anymore; it’s that we need science focused on the questions that are going to save lives,” Oppenheimer said. The task before climate science is to steward humanity through the “treacherous next decades where we are likely to warm through the danger zone of 1.5 degrees.”
That brings us to the third project: That climatologists must create a “smoother interface between physical science and social science,” he said. The Yale economist Richard Nordhaus recently won a Nobel Prize for linking climate science with economics, “but other aspects of the human system are still totally undone.” Edwards wanted to get beyond economics altogether: “We need an anthropology and sociology of climate adaptation,” he said. Marvel, meanwhile, wanted to zoom the lens beyond just people. “We don’t really understand ... what the hell plants do,” she told me. Plants and plankton have absorbed half of all carbon pollution, but it’s unclear if they’ll keep doing so or how all that extra carbon has changed how they might respond to warming.
Economics, sociology, botany, politics — you can begin to see a new field taking shape here, a kind of climate post-science. Rooted in climatology’s theories and ideas, it stretches to embrace the breadth of the Earth system. The climate is everything, after all, and in order to survive an era when human desire has altered the planet’s geology, this new field of study must encompass humanity itself — and all the rest of the Earthly mess.
Nearly a century ago, the philosopher Alexander Kojéve concluded it was possible for political philosophy to gain a level of absolute knowledge about the world and, second, that it had done so. In the wake of the French Revolution, some fusion of socialism or capitalism would win the day, he concluded, meaning that much of the remaining “work to do” in society lay not in large-scale philosophizing about human nature, but in essentially bureaucratic questions of economic and social governance. So he became a technocrat, and helped design the market entity that later became the European Union.
Is this climate science’s Kojéve era? It just may be — but it won’t last forever, Oppenheimer reminded me.
“Generations in the future will still be dealing with this problem,” he said. “Even if we get off fossil fuels, some future idiot genius will invent some other climate altering substance. We can never put climate aside — it’s part of the responsibility we inherited when we started being clever enough to invent problems like this in future.”
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Adorable as they are, Japanese kei cars don’t really fit into American driving culture.
It’s easy to feel jaded about America’s car culture when you travel abroad. Visit other countries and you’re likely to see a variety of cool, quirky, and affordable vehicles that aren’t sold in the United States, where bloated and expensive trucks and SUVs dominate.
Even President Trump is not immune from this feeling. He recently visited Japan and, like a study abroad student having a globalist epiphany, seems to have become obsessed with the country’s “kei” cars, the itty-bitty city autos that fill up the congested streets of Tokyo and other urban centers. Upon returning to America, Trump blasted out a social media message that led with, “I have just approved TINY CARS to be built in America,” and continued, “START BUILDING THEM NOW!!!”
He’s right: Kei cars are neat. These pint-sized coupes, hatchbacks, and even micro-vans and trucks are so cute and weird that U.S. car collectors have taken to snatching them up (under the rules that allow 25-year-old cars to be imported to America regardless of whether they meet our standards). And he’s absolutely right that Americans need smaller and more affordable automotive options. Yet it’s far from clear that what works in Japan will work here — or that the auto execs who stood behind Trump last week as he announced a major downgrading of upcoming fuel economy standards are keen to change course and start selling super-cheap economy cars.
Americans want our cars to do everything. This country’s fleet of Honda CR-Vs and Chevy Silverados have plenty of space for school carpools and grocery runs around town, and they’re powerful and safe enough for road-tripping hundreds of miles down the highway. It’s a theme that’s come up repeatedly in our coverage of electric vehicles. EVs are better for cities and suburbs than internal combustion vehicles, full stop. But they may never match the lightning-fast road trip pit stop people have come to expect from their gasoline-powered vehicles, which means they don’t fit cleanly into many Americans’ built-in idea of what a car should be.
This has long been a problem for selling Americans on microcars. We’ve had them before: As recently as a dozen years ago, extra-small autos like the Smart ForTwo and Scion iQ were available here. Those tiny cars made tons of sense in the United States’ truly dense urban areas; I’ve seen them strategically parked in the spaces between homes in San Francisco that are too short for any other car. They made less sense in the more wide-open spaces and sprawling suburbs that make up this country. The majority of Americans who don’t struggle with street parking and saw that they could get much bigger cars for not that much more money weren’t that interested in owning a car that’s only good for local driving.
The same dynamic exists with the idea of bringing kei cars for America. They’re not made to go faster than 40 or 45 miles per hour, and their diminutive size leaves little room for the kind of safety features needed to make them highway-legal here. (Can you imagine driving that tiny car down a freeway filled with 18-wheelers?) Even reaching street legal status is a struggle. While reporting earlier this year on the rise of kei car enthusiasts, The New York Times noted that while some states have moved to legalize mini-cars, it is effectively illegal to register them in New York. (They interviewed someone whose service was to register the cars in Montana for customers who lived elsewhere.)
If the automakers did follow Trump’s directive and stage a tiny car revival, it would be a welcome change for budget-focused Americans. Just a handful of new cars can be had for less than $25,000 in the U.S. today, and drivers are finally beginning to turn against the exorbitant prices of new vehicles and the endless car loans required to finance them. Individuals and communities have turned increasingly to affordable local transportation options like golf carts and e-bikes for simply getting around. Tiny cars could occupy a space between those vehicles and the full-size car market. Kei trucks, which take the pickup back to its utilitarian roots, would be a wonderful option for small businesses that just need bare-bones hauling capacity.
Besides convincing size-obsessed Americans that small is cool, there is a second problem with bringing kei cars to the U.S., which is figuring out how to make little vehicles fit into the American car world. Following Trump’s declaration that America should get Tokyo-style tiny cars ASAP, Transportation Secretary Sean Duffy said “we have cleared the deck” of regulations that would prevent Toyota or anyone else from selling tiny cars here. Yet shortly thereafter, the Department of Transportation clarified that, “As with all vehicles, manufacturers must certify that they meet U.S. Federal Motor Vehicle Safety Standards, including for crashworthiness and passenger protection.”
In other words, Ford and GM can’t just start cranking out microcars that don’t include all the airbags and other protections necessary to meet American crash test and rollover standards (not without a wholesale change to our laws, anyway). As a result, U.S. tiny cars couldn’t be as tiny as Japanese ones. Nor would they be as cheap, which is a crucial issue. Americans might spend $10,000 on a city-only car, but probably wouldn’t spend $20,000 — not when they could just get a plain old Toyota Corolla or a used SUV for that much.
It won’t be easy to convince the car companies to go down this road, either. They moved so aggressively toward crossovers and trucks over the past few decades because Americans would pay a premium for those vehicles, making them far more profitable than economy cars. The margins on each kei car would be much smaller, and since the stateside market for them might be relatively small, this isn’t an alluring business proposition for the automakers. It would be one thing if they could just bring the small cars they’re selling elsewhere and market them in the United States without spending huge sums to redesign them for America. But under current laws, they can’t.
Not to mention the whiplash effect: The Trump administration’s attacks on EVs left the carmakers struggling to rearrange their plans. Ford and Chevy probably aren’t keen to start the years-long process of designing tiny cars to please a president who’ll soon be distracted by something else.
Trump’s Tokyo fantasy is based in a certain reality: Our cars are too big and too expensive. But while kei cars would be fantastic for driving around Boston, D.C., or San Francisco, the rides that America really needs are the reasonably sized vehicles we used to have — the hatchbacks, small trucks, and other vehicles that used to be common on our roads before the Ford F-150 and Toyota RAV4 ate the American car market. A kei truck might be too minimalist for mainstream U.S. drivers, but how about a hybrid revival of the El Camino, or a truck like the upcoming Slate EV whose dimensions reflect what a compact truck used to be? Now that I could see.
Current conditions: In the Pacific Northwest, parts of the Olympics and Cascades are set for two feet of rain over the next two weeks • Australian firefighters are battling blazes in Victoria, New South Wales, and Tasmania • Temperatures plunged below freezing in New York City.
The U.S. military is taking on a new role in the Trump administration’s investment strategy, with the Pentagon setting off a wave of quasi-nationalization deals that have seen the Department of Defense taking equity stakes in critical mineral projects. Now the military’s in-house lender, the Office of Strategic Capital, is making nuclear power a “strategic technology.” That’s according to the latest draft, published Sunday, of the National Defense Authorization Act making its way through Congress. The bill also gives the lender new authorities to charge and collect fees, hire specialized help, and insulate its loan agreements from legal challenges. The newly beefed up office could give the Trump administration a new tool for adding to its growing list of investments, as I previously wrote here.

The “Make America Healthy Again” wing of President Donald Trump’s political coalition is urging the White House to fire Environmental Protection Agency Administrator Lee Zeldin over his decisions to deregulate harmful chemicals. In a petition circulated online, several prominent activists aligned with the administration’s health secretary, Robert F. Kennedy, Jr., accused Zeldin of having “prioritized the interests of chemical corporations over the well-being of American families and children.” As of early Friday afternoon, The New York Times reported, more than 2,800 people had signed the petition. By Sunday afternoon, the figure was nearly 6,000. The organizers behind the petition include Vani Hari, a MAHA influencer known as the Food Babe to her 2.3 million Instagram followers, and Alex Clark, a Turning Point USA activist who hosts what the Times called “a health and wellness podcast popular among conservatives.”
The intraparty conflict comes as one of Zeldin’s more controversial rollbacks of a Biden-era pollution rule, a regulation that curbs public exposure to soot, is facing significant legal challenges. A lawyer told E&E News the EPA’s case is a “Hail Mary pass.”
The Democratic Republic of the Congo, by far the world’s largest source of cobalt, has slapped new export restrictions on the bluish metal needed for batteries and other modern electronics. As much as 80% of the global supply of cobalt comes from the DRC, where mines are notorious for poor working conditions, including slavery and child labor. Under new rules for cobalt exporters spelled out in a government document Reuters obtained, miners would need to pre-pay a 10% royalty within 48 hours of receiving an invoice and secure a compliance certificate. The rules come a month after Kinshasa ended a months-long export ban by implementing a quota system aimed at boosting state revenues and tightening oversight over the nation’s fast-growing mining industry. The establishment of the rules could signal increased exports again, but also suggests that business conditions are changing in the country in ways that could further complicate mining.
With Chinese companies controlling the vast majority of the DRC’s cobalt mines, the U.S. is looking to onshore more of the supply chain for the critical mineral. Among the federal investments is one I profiled for Heatmap: an Ohio startup promising to refine cobalt and other metals with a novel processing method. That company, Xerion, received funding from the Defense Logistics Agency, yet another funding office housed under the U.S. military.
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Last month, I told you about China’s outreach to the rest of the world, including Western European countries, to work together on nuclear fusion. The U.S. cut off cooperation with China on traditional atomic energy back in 2017. But France is taking a different approach. During a state visit to Beijing last week, French President Emmanuel Macron “failed to win concessions” from Chinese leader Xi Jinping, France24 noted. But Paris and Beijing agreed to a new “pragmatic cooperation” deal on nuclear power. France’s state-owned utility giant EDF already built a pair of its leading reactors in China.
The U.S. has steadily pushed the French out of deals within the democratic world. Washington famously muscled in on a submarine deal, persuading Australia to drop its deal with France and go instead with American nuclear vessels. Around the same time, Poland — by far the biggest country in Europe to attempt to build its first nuclear power plant — gave the American nuclear company Westinghouse the contract in a loss for France’s EDF. Working with China, which is building more reactors at a faster rate than any other country, could give France a leg up over the U.S. in the race to design and deploy new reactors.
It’s not just the U.S. backpedaling on climate pledges and extending operations of coal plants set to shut down. In smog-choked Indonesia, which ranks seventh in the world for emissions, a coal-fired plant that Bloomberg described as a “flagship” for the country’s phaseout of coal has, rather than shut down early, applied to stay open longer.
Nor is the problem reserved to countries with right-wing governance. The new energy plan Canadian Prime Minister Mark Carney, a liberal, is pursuing in a bid to leverage the country’s fossil fuel riches over an increasingly pushy Trump means there’s “no way” Ottawa can meet its climate goals. As I wrote last week, the Carney government is considering a new pipeline from Alberta to the West Coast to increase oil and gas sales to Asia.
There’s a new sheriff in town in the state at the center of the data center boom. Virginia’s lieutenant governor-elect Ghazala Hasmi said Thursday that the incoming administration would work to shift policy toward having data centers “pay their fair share” by supplying their own energy and paying to put more clean power on the grid, Utility Dive reported. “We have the tools today. We’ve got the skilled and talented workforce. We have a policy roadmap as well, and what we need now is the political will,” Hashmi said. “There is new energy in this legislature, and with it a real opportunity to build new energy right here in the Commonwealth.”
Get up to speed on the SPEED Act.
After many months of will-they-won’t-they, it seems that the dream (or nightmare, to some) of getting a permitting reform bill through Congress is squarely back on the table.
“Permitting reform” has become a catch-all term for various ways of taking a machete to the thicket of bureaucracy bogging down infrastructure projects. Comprehensive permitting reform has been tried before but never quite succeeded. Now, a bipartisan group of lawmakers in the House are taking another stab at it with the SPEED Act, which passed the House Natural Resources Committee the week before Thanksgiving. The bill attempts to untangle just one portion of the permitting process — the National Environmental Policy Act, or NEPA.
There are a lot of other ways regulation and bureaucracy get in the way of innovation and clean energy development that are not related to NEPA. Some aren’t even related to permitting. The biggest barrier to building transmission lines to carry new carbon-free energy, for example, is the lack of a standard process to determine who should pay for them when they cross through multiple utility or state jurisdictions. Lawmakers on both sides of the aisle are working on additional bills to address other kinds of bottlenecks, and the SPEED Act could end up being just one piece of the pie by the time it’s brought to the floor.
But while the bill is narrow in scope, it would be sweeping in effect — and it’s highly unclear at this point whether it could garner the bipartisan support necessary to get 60 votes in the Senate. Just two of the 20 Democrats on the Natural Resources Committee voted in favor of the bill.
Still, the context for the debate has evolved significantly from a year ago, as artificial intelligence has come to dominate America’s economic prospects, raising at least some proponents’ hopes that Congress can reach a deal this time.
“We’ve got this bipartisan interest in America winning the AI race, and an understanding that to win the AI race, we’ve got to expand our power resources and our transmission network,” Jeff Dennis, the executive director of the Electricity Customer Alliance and a former official at the Department of Energy’s Grid Deployment Office, told me. “That creates, I think, a new and a different kind of energy around this conversation than we’ve had in years past.”
One thing that hasn’t changed is that the permitting reform conversation is almost impenetrably difficult to follow. Here’s a guide to the SPEED Act to help you navigate the debate as it moves through Congress.
NEPA says that before federal agencies make decisions, whether promulgating rules or approving permits, they must assess the environmental impacts of those decisions and disclose them to the public. Crucially, it does not mandate any particular action based on the outcome of these assessments — that is, agencies still have full discretion over whether to approve a permit, regardless of how risky the project is shown to be.
The perceived problem is that NEPA slows down infrastructure projects of all kinds — clean energy, dirty energy, housing, transit — beyond what should reasonably be expected, and thereby raises costs. The environmental assessments themselves take a long time, and yet third parties still often sue the federal government for not doing a thorough enough job, which can delay project development for many more years.
There’s a fair amount of disagreement over whether and how NEPA is slowing down clean energy, specifically. Some environmental and clean energy researchers have analyzed NEPA timelines for wind, solar, and transmission projects and concluded that while environmental reviews and litigation do run up the clock, that has been more the exception than the rule. Other groups have looked at the same data and seen a dire need for reform.
Part of the disconnect is about what the data doesn’t show. “What you don’t see is how little activity there is in transmission development because of the fear of not getting permits,” Michael Skelly, the CEO of Grid United, told me. “It’s so difficult to go through NEPA, it’s so costly on the front end and it’s so risky on the back end, that most people don’t even try.”
Underlying the dispute is also the fact that available data on NEPA processes and outcomes are scattered and incomplete. The Natural Resources Committee advanced two smaller complementary bills to the SPEED Act that would shine more light on NEPA’s flaws. One, called the ePermit Act, would create a centralized portal for NEPA-related documentation and data. The other directs the federal government to put out an annual report on how NEPA affects project timelines, costs, and outcomes.
During Biden’s presidency, Congress and the administration took a number of steps to reform NEPA — some more enduring than others. The biggest swing was the Fiscal Responsibility Act of 2023, which raised the debt ceiling. In an effort to prevent redundant analyses when a project requires approvals or input from multiple agencies, it established new rules by which one lead agency would oversee the NEPA process for a given project, set the environmental review schedule, and coordinate with other relevant agencies. It also codified new deadlines for environmental review — one year to complete environmental assessments, and two years for meatier "environmental impact statements” — and set page limits for these documents.
The 2021 bipartisan infrastructure law also established a new permitting council to streamline reviews for the largest projects.
The Inflation Reduction Act allocated more than $750 million for NEPA implementation across the federal government so that agencies would have more resources to conduct reviews. Biden’s Council of Environmental Quality also issued new regulations outlining how agencies should comply with NEPA, but those were vacated by a court decision that held that CEQ does not have authority to issue NEPA regulations.
Trump’s One Big Beautiful Bill Act, which he signed in early July, created a new process under NEPA by which developers could pay a fee to the government to guarantee a faster environmental review process.
None of these laws directly affected NEPA litigation, which many proponents of reform say is the biggest cause of delay and uncertainty in the process.
The most positive comments I heard about the SPEED Act from clean energy proponents were that it was a promising, though flawed, opening salvo for permitting reform.
Dennis told me it was “incredibly important” that the bill had bipartisan support and that it clarified the boundaries for what agencies should consider in environmental reviews. Marc Levitt, the director of regulatory reform at the Breakthrough Institute and a former Environmental Protection Agency staffer, said it addresses many of the right problems — especially the issue of litigation — although the provisions as written are “a bit too extreme.” (More on that in a minute.)
Skelly liked the 150-day statute of limitations on challenging agency decisions in court. In general, speeding up the NEPA process is crucial, he said, not just because time is money. When it takes five years to get a project permitted, “by the time you come out the other side, the world has changed and you might want to change your project,” but going through it all over again is too arduous to be worth it.
Industry associations for both oil and gas and clean energy have applauded the bill, with the American Clean Power Association joining the American Petroleum Institute and other groups in signing a letter urging lawmakers to pass it. The American Council on Renewable Energy also applauded the bill’s passage, but advised that funding and staffing permitting agencies was also crucial.
Many environmental groups fundamentally oppose the bill — both the provisions in it, and the overall premise that NEPA requires reform. “If you look at what’s causing delay at large,” Stephen Schima, senior legislative council for Earthjustice Action, told me, “it’s things like changes in project design, local and state regulations, failures of applicants to provide necessary information, lack of funding, lack of staff and resources at the agencies. It’s not the law itself.”
Schima and Levitt both told me that the language in the bill that’s supposed to prevent Trump from revoking previously approved permits is toothless — all of the exceptions listed “mirror almost precisely the conditions under which Trump and his administration are currently taking away permits,” Levitt said. The Solar Energy Industry Association criticized the bill for not addressing the “core problem” of the Trump administration’s “ongoing permitting moratorium” on clean energy projects.
Perhaps the biggest problem people have with the bill, which came up in my interviews and during a separate roundtable hosted by the Bipartisan Policy Center, is the way it prevents courts from stopping projects. An agency could do a slapdash environmental review, miss significant risks to the public, and there would be no remedy other than that the agency has to update its review — the project could move forward as-is.
Those are far from the only red flags. During a Heatmap event on Thursday, Ted Kelly, the director and lead counsel for U.S. energy at the Environmental Defense Fund, told me one of his biggest concerns was the part about ignoring new scientific research. “That just really is insisting the government shut its eyes to new information,” he said. Schima pointed to the injustice of limiting lawsuits to individuals who submitted public comments, when under the Trump administration, agencies have stopped taking public comments on environmental reviews. The language around considering effects that are “separate in time or place from the project or action” is also dangerous, Levitt said. It limits an agency’s discretion over what effects are relevant to consider, including cumulative effects like pollution and noise from neighboring projects.
The SPEED Act is expected to come to a vote on the House floor in the next few weeks. Then the Senate will likely put forward its own version.
As my colleague Jael Holzman wrote last month, Trump himself remains the biggest wildcard in permitting reform. Democrats have said they won’t agree to a deal that doesn’t bar the president from pulling previously-approved permits or otherwise level the playing field for renewable energy. Whether Trump would ever sign a bill with that kind of language is not a question we have much insight into yet.