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From what it means for America’s climate goals to how it might make American cars smaller again
The Biden administration just kicked off the next phase of the electric-vehicle revolution.
The Environmental Protection Agency unveiled Wednesday some of the world’s most aggressive climate rules on the transportation sector, a sweeping effort that aims to ensure that two-thirds of new cars, SUVs, and pickups — and one-quarter of new heavy-duty trucks — sold in the United States in 2032 will be all electric.
The rules, which are the most ambitious attempt to regulate greenhouse-gas pollution in American history, would put the country at the forefront of the global transition to electric vehicles. If adopted and enforced as proposed, the new standards could eventually prevent 10 billion tons of carbon pollution, roughly double America’s total annual emissions last year, the EPA says.
The rules would roughly halve carbon pollution from America’s massive car and truck fleet, the world’s third largest, within a decade. Such a cut is in line with Biden’s Paris Agreement goal of cutting carbon pollution from across the economy in half by 2030.
Transportation generates more carbon pollution than any other part of the U.S. economy. America’s hundreds of millions of cars, SUVs, pickups, 18-wheelers, and other vehicles generated roughly 25% of total U.S. carbon emissions last year, a figure roughly equal to the entire power sector’s.
In short, the proposal is a big deal with many implications. Here are seven of them.
Heatmap Illustration/Getty Images
Every country around the world must cut its emissions in half by 2030 in order for the world to avoid 1.5 degrees Celsius of temperature rise, according to the Intergovernmental Panel on Climate Change. That goal, enshrined in the Paris Agreement, is a widely used benchmark for the arrival of climate change’s worst impacts — deadly heat waves, stronger storms, and a near total die-off of coral reefs.
The new proposal would bring America’s cars and trucks roughly in line with that requirement. According to an EPA estimate, the vehicle fleet’s net carbon emissions would be 46% lower in 2032 than they stand today.
That means that rules of this ambition and stringency are a necessary part of meeting America’s goals under the Paris Agreement. The United States has pledged to halve its carbon emissions, as compared to its all-time high, by 2020. The country is not on track to meet that goal today, but robust federal, state, and corporate action — including strict vehicle rules — could help it get there, a recent report from the Rhodium Group, an energy-research firm, found.
Heatmap Illustration/Getty Images
Until this week, California and the European Union had been leading the world’s transition to electric vehicles. Both jurisdictions have pledged to ban sales of new fossil-fuel-powered cars after 2035 and set aggressive targets to meet that goal — although Europe recently watered down its commitment by allowing some cars to burn synthetic fuels.
The United States hasn’t issued a similar ban. But under the new rules, its timeline for adopting EVs will come close to both jurisdictions — although it may slightly lag California’s. By 2030, EVs will make up about 58% of new vehicles sold in Europe, according to the think tank Transportation & Environment; that is roughly in line with the EPA’s goals.
California, meanwhile, expects two-thirds of new car sales to be EVs by the same year, putting it ahead of the EPA’s proposal. The difference between California’s targets and the EPA’s may come down to technical accounting differences, however. The Washington Post has reported that the new EPA rules are meant to harmonize the national standards with California’s.
Heatmap Illustration/Getty Images
With or without the rules, the United States was already likely to see far more EVs in the future. Ford has said that it would aim for half of its global sales to be electric by 2030, and Stellantis, which owns Chrysler and Jeep, announced that half of its American sales and all its European sales must be all-electric by that same date. General Motors has pledged to sell only EVs after 2035. In fact, the EPA expects that automakers are collectively on track for 44% of vehicle sales to be electric by 2030 without any changes to emissions rules.
But every manufacturer is on a different timeline, and some weren’t planning to move quite this quickly. John Bozella, the president of Alliance for Automotive Innovation, has struck a skeptical note about the proposal. “Remember this: A lot has to go right for this massive — and unprecedented — change in our automotive market and industrial base to succeed,” he told The New York Times.
The proposed rules would unify the industry and push it a bit further than current plans suggest.
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The EPA’s proposal would see sales of all-electric heavy trucks grow beginning with model year 2027. The agency estimates that by 2032, some 50% of “vocational” vehicles sold — like delivery trucks, garbage trucks, and cement mixers — will be zero-emissions, as well as 35% of short-haul tractors and 25% of long-haul tractor trailers. This would save about 1.8 billion tons of CO2 through 2055 — roughly equivalent to one year’s worth of emissions from the transportation sector.
But the proposal falls short of where the market is already headed, some environmental groups pointed out. “It’s not driving manufacturers to do anything,” said Paul Cort, director of Earthjustice’s Right to Zero campaign. “It’s following what’s happening in the market in a very conservative way.”
Last year, California passed rules requiring 60% of vocational truck sales and 40% of tractors to be zero-emissions by 2032. Daimler, the world’s largest truck manufacturer, has said that zero emissions trucks would make up 60% of its truck sales by 2030 and 100% by 2039. Volvo Trucks, another major player, said it aims for 50% of its vehicle deliveries to be electric by 2030.
Heatmap Illustration/Getty Images
One of the more interesting aspects of the new rules is that they pick up on a controversy that has been running on and off for the past 13 years.
In 2010, the Obama administration issued the first-ever greenhouse-gas regulations for light-duty cars, SUVs, and trucks. In order to avoid a Supreme Court challenge to the rules, the White House did something unprecedented: It got every automaker to agree to meet the standards even before they became law.
This was a milestone in the history of American environmental law. Because the automakers agreed to the rules, they were in effect conceding that the EPA had the legal authority to regulate their greenhouse-gas pollution in the first place. That shored up the EPA’s legal authority to limit greenhouse gases from any part of the economy, allowing the agency to move on to limiting carbon pollution from power plants and factories.
But that acquiescence came at a cost. The Obama administration agreed to what are called “vehicle footprint” provisions, which put its rules on a sliding scale based on vehicle size. Essentially, these footprint provisions said that a larger vehicle — such as a three-row SUV or full-sized pickup — did not have to meet the same standards as a compact sedan. What’s more, an automaker only had to meet the standards that matched the footprint of the cars it actually sold. In other words, a company that sold only SUVs and pickups would face lower overall requirements than one that also sold sedans, coupes, and station wagons.
Some of this decision was out of Obama’s hands: Congress had required that the Department of Transportation, which issues a similar set of rules, consider vehicle footprint in laws that passed in 2007 and 1975. Those same laws also created the regulatory divide between cars and trucks.
But over the past decade, SUV and truck sales have boomed in the United States, while the market for old-fashioned cars has withered. In 2019, SUVs outsold cars two to one; big SUVs and trucks of every type now make up nearly half the new car market. In the past decade, too, the crossover — a new type of car-like vehicle that resembles a light-duty truck — has come to dominate the American road. This has had repercussions not just for emissions, but pedestrian fatalities as well.
Researchers have argued that the footprint rules may be at least partially to blame for this trend. In 2018, economists at the University of Chicago and UC Berkeley argued Japan’s tailpipe rules, which also include a footprint mechanism, pushed automakers to super-size their cars. Modeling studies have reached the same conclusion about the American rules.
For the first time, the EPA’s proposal seems to recognize this criticism and tries to address it. The new rules make the greenhouse-gas requirements for cars and trucks more similar than they have been in the past, so as to not “inadvertently provide an incentive for manufacturers to change the size or regulatory class of vehicles as a compliance strategy,” the EPA says in a regulatory filing.
The new rules also tighten requirements on big cars and trucks so that automakers can’t simply meet the rules by enlarging their vehicles.
These changes may not reverse the trend toward larger cars. It might even reveal how much cars’ recent growth is driven by consumer taste: SUVs’ share of the new car market has been growing almost without exception since the Ford Explorer debuted in 1991. But it marks the first admission by the agency that in trying to secure a climate win, it may have accidentally created a monster.
Heatmap Illustration/Buenavista Images via Getty Images
The EPA is trumpeting the energy security benefits of the proposal, in addition to its climate benefits.
While the U.S. is a net exporter of crude — and that’s not expected to change in the coming decades — U.S. refineries still rely on “significant imports of heavy crude which could be subject to supply disruptions,” the agency notes. This reliance ties the U.S. to authoritarian regimes around the world and also exposes American consumers to wilder swings in gas prices.
But the new greenhouse gas rules are expected to severely diminish the country’s dependence on foreign oil. Between cars and trucks, the rules would cut crude oil imports by 124 million barrels per year by 2030, and 1 billion barrels in 2050. For context, the United States imported about 2.2 billion barrels of crude oil in 2021.
This would also be a turning point for gas stations. Americans consumed about 135 billion gallons of gasoline in 2022. The rules would cut into gas sales by about 6.5 billion gallons by 2030, and by more than 50 billion gallons by 2050. Gas stations are going to have to adapt or fade away.
Heatmap Illustration/Getty Images
Although it may seem like these new electric vehicles could tax our aging, stressed electricity grid, the EPA claims these rules won’t change the status quo very much. The agency estimates the rules would require a small, 0.4% increase in electricity generation to meet new EV demand by 2030 compared to business as usual, with generation needs increasing by 4% by 2050. “The expected increase in electric power demand attributable to vehicle electrification is not expected to adversely affect grid reliability,” the EPA wrote.
Still, that’s compared to the trajectory we’re already on. With or without these rules, we’ll need a lot of investment in new power generation and reliability improvements in the coming years to handle an electrifying economy. “Standards or no standards, we have to have grid operators preparing for EVs,” said Samantha Houston, a senior vehicles analyst at the Union of Concerned Scientists.
The reduction in greenhouse gas emissions from replacing gas cars will also far outweigh any emissions related to increased power demands. The EPA estimates that between now and 2055, the rules could drive up power plant pollution by 710 million metric tons, but will cut emissions from cars by 8 billion tons.
This article was last updated on April 13 at 12:37 PM ET.
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Two former Department of Energy staffers argue from experience that severe foreign entity restrictions aren’t the way to reshore America’s clean energy supply chain.
The latest version of Congress’s “One Big, Beautiful Bill” claims to be tough on China. Instead, it penalizes American energy developers and hands China the keys to dominate 21st century energy supply chains and energy-intensive industries like AI.
Republicans are on the verge of enacting a convoluted maze of “foreign entity” restrictions and penalties on U.S. manufacturers and energy companies in the name of excising China from U.S. energy supply chains. We share this goal to end U.S. reliance on Chinese minerals and manufacturing. While at the U.S. Department of Energy and the White House, we worked on numerous efforts to combat China’s grip on energy supply chains. That included developing tough, nuanced and, importantly, workable rules to restrict tax credit eligibility for electric vehicles made using materials from China or Chinese entities — rules that quickly began to shift supply chains away from China and toward the U.S. and our allies.
That experience tells us that the rules in the Republican bill will have the opposite effect. In reality, they will make it much more difficult for U.S. companies to move supply chains away from Chinese control. The GOP’s proposed restrictions require every developer of a critical minerals project, advanced manufacturing facility, or clean energy power plant to sift through their supply chains and contracts for any relationship with a Chinese (or Russian, Iranian, or North Korean) entity. Using a Chinese technology license, or too many subcomponents, or materials produced in China — even if there are few or no alternatives — would be enough to render a company ineligible for the very incentives they need to finance and build new U.S. energy production or manufacturing facilities.
This would put companies in the position of having to prove the absence of Chinese entanglements (and guarantee that there will be none in the future) to qualify for tax credits, an all but impossible task, particularly given the untested set of new rules. Huge portions of the supply chain have flowed through China for decades, including 65% of global lithium processing and 97% of solar wafer manufacturing. American companies are already working to distance themselves from Chinese expertise and components, but the complex, commingled nature of global supply chains and corporate business structures make it infeasible to flip the switch overnight.
On top of that, the latest version of the bill would impose a brand new tax on any new solar and wind projects that have too much foreign entity “assistance,” while providing the Treasury Secretary carte blanche for determining what that might be. The result: An impossible bind, whereby the very sectors that need the most support to disentangle from China are now the ones most penalized by the new Republican “foreign entity” restrictions.
The fact is that China is ahead, not behind, in many energy sectors, and America desperately needs help playing catch-up. Ford’s CEO has called Chinese battery and electric vehicle technologies “an existential threat” to U.S. automaking. In energy supply chains for nuclear, solar, batteries, and critical minerals, China is not merely producing cheap knockoffs of American inventions, it is churning outcutting-edge battery chemistries, advancedmanufacturing processes, and high-speedcharging systems, all at lower cost. And at least until the Inflation Reduction Act enacted incentives for U.S. manufacturing and deployment, the gap between the U.S. and China waswidening.
These untested foreign entity rules will widen that gap once more. Since the start of the year, developers have abandoned more than $14 billion in domestic clean energy deployment and manufacturing projects, citing the uncertain tariff and tax policy environment, and that was before the new tax on solar and wind. New analysis from Energy Innovation finds that the latest version of the bill would reduce U.S. generation capacity by 300 gigawatts over the next decade — multiple times what we will need to power new data centers for artificial intelligence. Stopping clean energy projects in their tracks is also likely to trigger an energy price shock by constraining the very energy technologies that can be built most quickly. In the end we will cede not only our supply chains to China, but also our competitive edge in the race for AI and manufacturing dominance.
Fortunately, we have all the ingredients in this country already to achieve energy leadership. The U.S. boasts deep capital markets, a highly skilled manufacturing and construction workforce, a strong consumer economy driving demand, and, in spite of recent attacks, the world’s greatest universities and national labs. We simply need policy to provide a workable path for companies to invest with certainty, bring factories back to the United States, hire American workers, and learn to produce these technologies at scale.
With the Inflation Reduction Act’s domestic production incentives and supply chain restrictions, hundreds of companies stepped up over the past few years and made that bet, pouring billions of dollars into American supply chains. Should they be enacted, the reconciliation bill’s foreign entity rules would slam the brakes on all that activity, playing right into China’s hands.
There is a way to apply a set of carefully crafted restrictions to wean us off Chinese supply chains, but we cannot afford to saddle American energy with new taxes and red tape. If we scatter rakes across the floor for companies to step on, they will just throw up their hands and send their investments overseas, leaving us more reliant on China than before.
On taxing renewables, climate finance, and Europe’s heat wave
Current conditions: Parts of Northern California are under red flag warnings as warm air meets whipping winds • China’s southwestern Guizhou province is flooded for the second time in a week • A potential bomb cyclone is taking aim at Australia’s east coast.
Late on Friday Senate Republicans added a new tax on solar and wind projects to the budget reconciliation megabill that sent many in the industry into full-blown crisis mode. The proposal would levy a first-of-its-kind penalty on all solar and wind projects tied to the quantity of materials they source from companies with ties to China or other countries designated as adversaries by the U.S. government. “Taken together with other factors both in the bill and not, including permitting timelines and Trump’s tariffs, this tax could indefinitely undermine renewables development in America,” wrote Heatmap’s Jael Holzman. Here are a few reactions from politicians and industry insiders:
The Senate began debating the GOP’s megabill yesterday. Republican Senator Thom Tillis of North Carolina was one of two from the majority party who voted on Saturday against debating the bill. Shortly thereafter, he announced he wouldn’t run for re-election next year after President Trump threatened to back his primary challenger. On Sunday evening, Tillis took to the Senate floor to give an impassioned speech denouncing the bill’s Medicaid cuts and defending wind and solar tax credits. The Senate will resume work on the bill today with what’s known as a “vote-a-rama,” during which senators will offer and vote on amendments that could yet introduce significant changes. A final vote from the Senate on the bill is expected sometime today.
The fourth International Conference on Financing for Development kicks off today in Spain, offering world leaders an opportunity to reform the world’s financial aid systems. The conference happens once per decade. This year’s delegates have already adopted the “Sevilla Commitment,” which commits to closing the $4 trillion financing gap for global goals such as ensuring everyone has affordable and reliable energy, making cities sustainable, and mobilizing $100 billion in climate mitigation funding each year toward developing countries. As Reuters explained, the text focuses on helping poor nations pay for adaptation through debt swaps, potential pollution taxes, and other creative funding mechanisms. More than 70 world leaders will be there, as will World Bank President Ajay Banga and representatives from the Gates Foundation. The U.S. government will not have a representative at the talks. The Trump administration withdrew after trying and failing to remove any mention of “climate” and “sustainability” from the conference’s draft text. Some sources told Reuters the event could be more successful without the U.S. there to “water down objectives.”
The European Union is considering changing its climate law to allow countries to lean on international carbon credits to reach emissions targets. The original goal was to cut direct emissions by 90% by 2040 compared to 1990 levels, but some countries have pushed back on that ambition, citing costs. A draft of the proposed change shows that the European Commission would allow high-quality carbon credits to account for 3% of the emissions cut starting in 2036. As Politico explains: “Such credits will allow the EU to pay for emissions-slashing projects in other, usually poorer countries, and count the resulting greenhouse gas reductions toward its own 2040 target, rather than the climate goals of the country hosting the project.” Accounting for 6% of global greenhouse gas emissions, the EU ranks fourth on the list of highest polluters, behind China, the U.S., and India.
Meanwhile, Europe is facing a punishing early-summer heat wave that is already smashing records and triggering weather alerts. A few numbers:
Nearly a third of the citizens of the Pacific island nation of Tuvalu have applied for the world’s first climate visa, which would allow them to permanently migrate to Australia.
As bad as previous drafts of the reconciliation bill have been, this one is worse.
Senate Republicans are in the final stages of passing their budget reconciliation megabill — which suddenly includes a new tax on solar and wind projects that has sent many in the industry into full-blown crisis mode.
The proposed tax was tucked inside the latest text of the Senate reconciliation bill, released late Friday night, and would levy a first-of-its-kind penalty on all solar and wind projects tied to the quantity of materials they source from companies with ties to China or other countries designated as adversaries by the U.S. government. Industry representatives are still processing the legislative language, but some fear it would kick in for certain developers as soon as the date of its enactment. Taken together with other factors both in the bill and not, including permitting timelines and Trump’s tariffs, this tax could indefinitely undermine renewables development in America.
On Saturday, as legislators began to digest the new text, Senator Brian Schatz declared on X not once, not twice, but three times that with the new penalty, this bill would on its own “kill” the U.S. solar energy industry, leading to energy shortages and raising costs across the board. "I promise you,” he wrote, “this bill is worse than you think.”
Senator Sheldon Whitehouse of Rhode Island, a staunch advocate for climate policy, said in a statement to Heatmap that the tax will help China and hurt American families, “all so Republican oil and gas donors can make even bigger profits. This isn’t policy; it’s pay-off.”
Without this new tax, energy companies might’ve quietly swallowed the bitter pill of losing the incentives established in the Inflation Reduction Act. In the weeks since the first version of this legislation was introduced in the House, I’ve interviewed numerous renewables developers, tax attorneys, and cleantech investors, who have emphasized the resilience of the industry given rising energy demand and explained that there would still be many ways for projects currently under development to qualify for the credits before they’d be phased out. The history of renewable energy tax credits in the U.S. is full of of phase-outs and restarts. The industry’s been at least somewhere like this before.
But the withdrawal of incentives is one thing. A targeted federal tax that could increase development costs by up to 20% that is levied over longstanding supply chain relationships that will take not years but rather decades to rebuild is another.
The American Council on Renewable Energy said in a statement that the latest iteration of the bill “effectively takes both wind and solar electric supply off the table, at a time when there is $300 billion of investments underway, and this generation is among the only source of electricity that will help to reduce costs and keep the lights on through the early 2030s.” The North America’s Building Trades Unions issued a statement after the text’s release calling it the “biggest job-killing bill in the history of this county” and adding that that “simply put, it is the equivalent of terminating more than 1,000 Keystone XL pipeline projects.”
“I think it’s impossible to overstate how this new version of the bill makes the House bill look moderate by comparison,” Andrew Reagan, president of Clean Energy 4 America, told me in an exasperated tone over the phone Saturday afternoon. “The hope as I see it is that as the full impact of how devastating this proposal would be for every state in the country comes into play, as this comes to the floor, Senate Republicans who claim to care about this issue come to [Majority Leader John] Thune and ask to amend this.”
The tax would apply to new solar and wind construction and be calculated based on the degree to which a project exceeds statutory limits for materials sourced from “foreign entities of concern,” i.e. Russia, North Korea, Iran, and most especially China. Solar projects would have to pay a 50% tax on the value of the overage, and wind projects would pay 30%.
Here’s a simplified example to illustrate how it would work: Say you are developing a solar project that will begin operating in 2028, and the total cost of all of your material inputs is $100,000. The new law would require that at least 50% of the value of all of your materials come from entities disconnected from Chinese companies and investment (the statutory limit for 2028), but your project is only able to achieve 40%. The extra $10,000 dollars you paid to companies with ties to China would be subject to the 50% solar tax, adding $5,000 to the total cost of your project. And this doesn’t even touch the new expense of capturing and reporting all of this supply chain data for the federal government.
The rules for how developers would actually calculate the value of their various material inputs will be subject to the Treasury’s interpretation and guidance, so it is impossible to determine how harshly this tax would fall on any individual solar or wind energy facility. Even so, Rhodium Group has estimated that it would increase project costs overall by 10% to 20% — a whopping total to eat on top of losing key tax credits.
This penalty for sourcing linked to China dates back to the IRA’s consumer electric vehicle tax credit. As I was first to report years ago for E&E News, Senator Joe Manchin successfully limited the credit’s scope by requiring qualifying cars to be made with an increasing percentage of materials from the U.S. or a country with a free trade agreement and mandating that materials could not come from a foreign entity of concern. This tactic mostly failed to reshore mineral supply chains as quickly Manchin had hoped it would, but it did ensure that relatively few vehicles qualified.
This anti-foreigner approach to energy policy has now been taken up by Republicans in Congress to erode the IRA overall. As my colleagues Emily Pontecorvo and Matthew Zeitlin have explained, the Senate legislation would deny tax credits to companies that have supply chains with any ties to China, which many say would effectively stop them from qualifying for the credits.
This specific policy approach is something I’ve previously dubbed the GOP’s “anti-China trap” for renewable energy. Now, on top of cutting off companies from tax credits, this trap will catch them for failing to reinvent their supply chains overnight with little if any warning. Of course, reshoring these supply chains will also be more difficult because of other provisions in the bill that would erode and eliminate advanced manufacturing tax incentives originally designed to encourage companies to make more of these components at home.
The only silver lining here is that the fight isn’t over. It wouldn’t surprise me to see a senator try to get rid of this tax as the bill moves through the amendment process on the Senate floor.
I expect some sort of intervention here because there appears to be momentum from powerful entities outside of Congress to get rid of this tax. Reviews of this piece of the bill are so bad, it has put the American Clean Power and the U.S. Chamber of Commerce on the same side as pro-fossil “philosopher” Alex Epstein, who is also calling on senators to oppose the tax.
“I just learned about the excise tax and it’s definitely not something I would support,” he posted to X yesterday, adding he’d rather they focus on removing the tax credits instead of creating a new cost. “I stand for energy freedom, always, in every situation,” he added in a separate post defending his opposition.
Elsewhere on X yesterday, Elon Musk spent hours (on his birthday, no less) going after the Senate bill, reposting energy wonks’ rants about the bill and its tax on renewables, including from Jesse Jenkins, the host of Heatmap’s very own Shift Key podcast.
So, okay, but will Musk, Epstein or any of these other critics convince at least one senator to force a successful vote on getting rid of the tax? That’s really the only way it can go away, because it’s very likely the Senate will force the House to pass whatever it passes.
I talked to Jenkins hours after Musk reposted him and filled up his replies. Like the iconoclastic billionaire, he told me he thinks this legislation is worse than anything congressional Republicans had released before it. A big reason for that is indeed the excise tax, a completely new idea that hadn’t been in any other previous draft of the bill or debated in committee, which he sees as a “obviously, deliberatively punitive attack on the wind and solar industry for what appears to be purely ideological reasons.”
“It’s going to kill hundreds of billions of dollars in investment and hundreds of gigawatts of new supply that would otherwise help us meet rapidly growing electricity demand. So, yeah, higher energy prices, less jobs, less investment in American energy production, and less confidence in the American business environment,” Jenkins said. “No one is asking for this.”
Debate on the bill is expected to begin later today, and the amendment process will stretch into Monday morning at least.
Additional reporting by Emily Pontecorvo
Editor’s note: This story has been updated to include a statement from Senator Sheldon Whitehouse.