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It was a curious alliance from the start. On the one hand, Donald Trump, who made antipathy toward electric vehicles a core part of his meandering rants. On the other hand, Elon Musk, the man behind the world’s largest EV company, who nonetheless put all his weight, his millions of dollars, and the power of his social network behind the Trump campaign.
With Musk standing by his side on Election Day, Trump has once again secured the presidency. His reascendance sent shock waves through the automotive world, where companies that had been lurching toward electrification with varying levels of enthusiasm were left to wonder what happens now — and what benefits Tesla may reap from having hitched itself to the winning horse.
Certainly the federal government’s stated target of 50% of U.S. new car sales being electric by 2030 is toast, and many of the actions it took in pursuit of that goal are endangered. Although Trump has softened his rhetoric against EVs since becoming buddies with Musk, it’s hard to imagine a Trump administration with any kind of ambitious electrification goal.
During his first go-round as president, Trump attacked the state of California’s ability to set its own ambitious climate-focused rules for cars. No surprise there: Because of the size of the California car market, its regulations helped to drag the entire industry toward lower-emitting vehicles and, almost inevitably, EVs. If Trump changes course and doesn’t do the same thing this time, it’ll be because his new friend at Tesla supports those rules.
The biggest question hanging over electric vehicles, however, is the fate of the Biden administration’s signature achievements in climate and EV policy, particularly the Inflation Reduction Act’s $7,500 federal consumer tax credit for electric vehicles. A Trump administration looks poised to tear down whatever it can of its predecessor’s policy. Some analysts predict it’s unlikely the entire IRA will disappear, but concede Trump would try to kill off the incentives for electric vehicles however he can.
There’s no sugar-coating it: Without the federal incentives, the state of EVs looks somewhat bleak. Knocking $7,500 off the starting price is essential to negate the cost of manufacturing expensive lithium-ion batteries and making EVs cost-competitive with ordinary combustion cars. Consider a crucial model like the new Chevy Equinox EV: Counting the federal incentive, the most basic $35,000 model could come in under the starting price of a gasoline crossover like the Toyota RAV4. Without that benefit, buyers who want to go electric will have to pay a premium to do so — the thing that’s been holding back mass electrification all along.
Musk, during his honeymoon with Trump, boasted that Tesla doesn’t need the tax credits, as if daring the president-elect to kill off the incentives. On the one hand, this is obviously false. Visit Tesla’s website and you’ll see the simplest Model 3 listed for $29,990, but this is a mirage. Take away the $7,500 in incentives and $5,000 in claimed savings versus buying gasoline, and the car actually starts at about $43,000, much further out of reach for non-wealthy buyers.
What Musk really means is that his company doesn’t need the incentives nearly as bad as other automakers do. Ford is hemorrhaging billions of dollars as it struggles to make EVs profitably. GM’s big plan to go entirely electric depended heavily on federal support. As InsideEVsnotes, the likely outcome of a Trump offensive against EVs is that the legacy car brands, faced with an unpredictable electrification roadmap as America oscillates between presidents, scale back their plans and lean back into the easy profitably of big, gas-guzzling SUVs and trucks. Such an about-face could hand Tesla the kind of EV market dominance it enjoyed four or five years ago when it sold around 75% of all electric vehicles in America.
That’s tough news for the climate-conscious Americans who want an electric vehicle built by someone not named Elon Musk. Hundreds of thousands of people, myself included, bought a Tesla during the past five or six years because it was the most practical EV for their lifestyle, only to see the company’s figurehead shift his public persona from goofy troll to Trump acolyte. It’s not uncommon now, as Democrats distance themselves from Tesla, to see Model 3s adorned with bumper stickers like the “Anti-Elon Tesla Club,” as one on a car I followed last month proclaimed. Musk’s newest vehicle, the Cybertruck, is a rolling embodiment of the man’s brand, a vehicle purpose-built to repel anyone not part of his cult of personality.
In a world where this version of Tesla retakes control of the electric car market, it becomes harder to ditch gasoline without indirectly supporting Donald Trump, by either buying a Tesla or topping off at its Superchargers. Blue voters will have some options outside of Tesla — the industry has come too far to simply evaporate because of one election. But it’s also easy to see dispirited progressives throwing up their hands and buying another carbon-spewing Subaru.
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Three tactics from Erin Burns, executive director of Carbon180, on how the industry can use this time wisely.
Erin Burns has been here before. The executive director of Carbon180, a carbon removal research and policy nonprofit, joined the organization as its first policy director in 2018, partway through Donald Trump’s first term as president. It was under that administration that she helped win the first ever dedicated federal research and development funding for carbon removal, a modest $60 million in 2019.
It’s a very different world today than it was then, so she wasn’t exactly here. There’s now billions of dollars in federal funding appropriated to pull carbon from the atmosphere — not just for research and development, but also for building commercial-scale projects and purchasing carbon removal services. At the same time, this new Trump administration is moving more quickly and aggressively than the last one to undo anything resembling climate policy, and future attempts to re-allocate some of that money are not out of the question.
I recently spoke to Burns about how she’s looking to make progress on carbon removal under these circumstances. Here are my big takeaways from the conversation.
It’s not yet clear how the Trump administration or new Congress is going to act on existing carbon removal programs. Although the industry has a history of receiving bipartisan support and federally-funded carbon removal projects are happening in Republican states and districts, that doesn’t mean these programs are safe. “The rollback of certain policies are not ultimately going to be about how people feel about direct air capture or carbon removal,” Burns told me. “It’s going to be a broader ideology around the role of a place like the Department of Energy, and what kinds of supports the federal government should provide.”
With that in mind, Burns’ motto is “the best defense is a good offense.” That means working with the congresspeople who supported the direct air capture hubs to highlight why the government should continue investing in them. It also involves working with labor unions with members in heavy industry who see the jobs potential. It’s time to double down on a more expansive argument for the benefits of these projects, she said. “There are additional benefits to every carbon removal pathway. We should always be talking about them. Climate’s not going to be the argument that gets you those really durable political coalitions.”
Playing offense also means planning for the next opening. The reason the Biden administration made so much progress on carbon removal, Burns said, is that advocates like her spent two years under the Trump administration meeting weekly, developing policy and “socializing” it, so that it was “ready to go.” As policy enactment in Washington slows down, advocates will have more capacity to sit down and develop the next wave of ideas. To Burns, that means thinking about a more tailored, ground-up approach.
“To be honest, we don’t really have carbon removal policy in the United States,” Burns told me. “We have direct air capture policy, and even that is, like, point-source carbon capture policy that’s been tweaked to fit direct air capture.” An example is the 45Q tax credit, which was originally created to support projects that capture carbon from the smokestacks of coal plants, but was expanded to support direct air capture projects as well.
But carbon removal is not just direct air capture — it’s also planting trees and grinding rocks, activities that likely require different policies and supports than big air-sucking machines to scale up. Leveraging all that to its fullest extent will require a more expansive policy regime.
“Let’s start from scratch,” Burns said. “Start to grapple with the fundamental nature of carbon removal as a unique thing that isn’t going to be deployed only with the policies that we’ve used to deploy technologies like solar. Because carbon removal is not going to create electricity, for example. It’s not just about making it cheap enough that there’s going to be this market force. Making it cheaper is great, but you also have to think about the other barriers.”
Before coming to Carbon180, Burns worked at the center-left think tank Third Way on carbon capture and nuclear energy policy. While she was there, Trump proposed dramatically slashing the Department of Energy’s budget for energy efficiency and renewable energy research and eliminating the Advanced Research Projects Agency-Energy, which supports the early development of technologies that are too risky for private investment.
“You can get some unusual bedfellows together when you have an administration that’s trying to cut, say, all of the Department of Energy,” Burns said. Instead of renewable developers and nuclear power companies and carbon removal startups all fighting for a piece of the pie, there’s incentive to come together and “make sure the pie still exists.”
It’s not just about preserving funding. The carbon removal industry also needs to be making inroads with adjacent industries because they have common interests. Direct air capture facilities need renewable energy to operate. and right now the future of renewable energy is under major threat. Similarly, direct air capture projects need the Environmental Protection Agency to be well-staffed enough to continue permitting carbon sequestration wells — a process that was slow to start but starting to pick up at the end of Biden’s term. “I think there’s value in us thinking about what it means to not just defend carbon removal, but defend all of this climate infrastructure that is going to be necessary for us to be successful.”
In her past work on carbon capture, Burns grew familiar with a divide between players who were genuinely trying to fight climate change and those for whom carbon capture was just a line in their advertising budget. In her view, the carbon removal industry has been different, with most companies genuinely trying to do the right thing for the climate. It’s an open question as to whether that might change in this new political environment, she said.
Under the Biden administration, the Department of Energy was staffed with some of the leading carbon removal experts in the country. Now there may be less pressure on companies to have high standards for measuring, reporting, and verifying carbon removal outcomes — meaning more of an opening to fudge the truth of how much benefit their projects are providing.
The Trump administration is also scaling back the size of agencies’ staff and removing requirements for companies that receive financial assistance to do things like ensure that the communities hosting their projects also benefit from them. Burns said the onus is on organizations like Carbon180 and on corporate carbon removal buyers to maintain high standards not just for measurement, but also for community engagement. “If you care about deploying CDR, you need to care about local support for those projects,” she said.
For one, community opposition can shut down a project. But also, bringing benefits to host communities helps build political support for carbon removal that can lead to more federal aid down the line. “Those are keys for long-term success.”
A conversation with Peter Bonner, senior fellow for the Federation of American Scientists
This week’s Q&A is with Peter Bonner, senior fellow for the Federation of American Scientists. I reached out to Peter because this week, as I was breaking stories about chaos in renewables permitting, his organization released a report he helped author that details how technology and hiring challenges are real bottlenecks in the federal environmental review process. We talked about this report, which was the culmination of 18 months of research and involved detailed interviews with federal permitting staff.
The following interview was lightly edited for clarity.
Okay so walk me through why you did this report.
The reason for doing the report was to look at, why is permitting a bottleneck? What are some things that can improve the effectiveness and the efficiency of permitting to get permits done better and faster?
Depending on the type of permitting project and where the infrastructure is getting built, permitting could be very, very difficult, or it could go more easily. It depends on the number of stakeholders involved. It depends on the type of permitting project it is. But it also depends on each agency doing permitting somewhat differently, and leaning on different types of technology to enable them to do permitting better.
One agency may have one configuration of a permitting team and in another agency, that configuration of a permitting team may be quite different, sometimes independent of the type of permitting project they’re talking about. So there’s a need for greater consistency in how those teams are built, and also the skill and talent that goes into those teams and how they work with contractors to get the permits done.
In addition, each agency is leaning on their own types of technologies on case management and how to run the permitting project instead of there being consistency around the technologies they use as well.
What went into this report?
There were a couple pieces to it. One is a set of pretty extensive interviews with permitting program managers, hiring managers, and HR specialists who were bringing people into agencies to help with permitting functions and programs. We also did significant extensive research into the permitting process and what technologies permitting teams were using to document and guide their work in adherence to regulations. So a lot of it was primary research working directly with the agencies and the people who were on the ground doing the permitting.
How much of the backlog in permitting is Congress? Or is it just the executive branch?
Clarity in the laws and regulations that guide permitting – there’s still work there to be done. But our focus was less on laws and regulations and more around, how are permitting teams actually getting the work done? What talent do they need on those teams? What technologies can they use to support their work?
So you’re telling me a big issue might really be the government’s load bearing infrastructure, so to speak. Is it really just the back-end? The pipes?
A decent amount of it is the pipes and getting the right people in place.
The permitting workforce has been wanting for people and skillsets even before the increase in infrastructure spending over the past few years. You’re looking at a workforce that did not have enough people to do the job before this influx of projects came in.
It therefore depended on bringing in people and contracting people to do that work as well. And in the hiring process, we found significant delays in recruiting for permitting talent..
What we found was a lot of delays due to the bureaucracy around hiring that I think is well-documented in other places [in government]. Doing more, clear skills-based assessments up-front when you’re evaluating people for jobs so that highly qualified people then make it to the list that you can hire from. Making sure people get through the background check process properly. There’s lots of things that delay getting people on board faster and also reaching out and recruiting the right sorts of folks.
To what extent do you think your recommendations here on the pipes, so to speak, will have an audience with this administration? I’m particularly curious given all the headlines we’re seeing about staff reductions in the federal government.
It’s hard to project that and there’s a lot of clarity that needs still to come in terms of how this administration is viewing supporting permitting teams and the agencies to make sure that they can do their jobs better. The real answers to that are still to come.
I think there’s a lot of change going on in the permitting regulatory environment, the regulations. There’s also executive orders, legal decisions that have come down lately. We’re in a dynamic, changing situation.
My hope is that the administration would recognize that, take a look at the report we have and take a look at investing in the right people and the right technologies.
And more of the week’s top policy news around renewable energy.
Catching Up With the Trumps – You’d be forgiven if you’ve been confused by the news firehose that has been the early days of Trump 2.0. Here’s a quick breakdown of what matters most for developers…
We’re Watching Wyoming – Business groups successfully killed an effort in Wyoming to inhibit eminent domain powers in the name of stopping CO2 pipelines.
Oh, and local control legislation in Virginia we’ve told you about has failed to advance in the Senate.