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The president’s executive order is already too late to save at least one Arizona plant.

The Trump administration is trying to save coal again. But despite the president’s seemingly forceful actions, there’s little indication he’ll be any more successful at it this time than he was the last time around.
Backed by coal miners in hard hats and high visibility jackets, Trump on Tuesday announced a series of executive orders meant to boost “beautiful, clean coal.” The orders lift barriers to extracting coal on public lands, ask the Department of Energy to consider metallurgical coal a critical mineral, push out compliance with some air quality rules by two years, instruct the Department of Energy to use emergency authorities to keep coal plants open, and direct the attorney general to go after state climate laws that Trump claimed “discriminate” against greenhouse gas-emitting energy sources like coal.
What’s not clear is how much these orders will boost the coal industry, let alone save it. It’s not even clear whether the specific plant Trump said he was saving will burn coal again.
During the announcement, Trump said that his administration would keep open the Cholla Generating Station, an Arizona coal plant that began operating in 1962. The plant’s final two units were slated to be retired this year.
“We will ensure our nation’s critical coal plants remain online and operational,” Trump said. “To that end, I’m instructing Secretary Wright to save the Cholla coal plant in Arizona.”
But according to Arizona Public Service, the utility that co-owns the plant, the plant has already stopped generating power. A spokesperson told me the utility was “aware” of the president’s statement and is “evaluating what it means for the plant.” APS plans on preserving the site, possibly for nuclear power and has “procured reliable and cost-effective generation that will replace the energy previously generated by Cholla Power Plant,” the spokesperson said.
The Department of Energy didn’t return a request for comment.
Trump’s orders repeatedly cite Section 202 of the Federal Power Act, which allows the Secretary of Energy “during a continuance of a war in which the United States is engaged or when an emergency exists” to allow energy facilities to continue to operate on a temporary basis that otherwise would not.
In 2017, the first Trump administration used Section 202 to allow two coal plant units in Virginia to continue operating occasionally when necessary for grid reliability, despite their having been due to close to comply with air quality regulations. Two years later, the electricity market PJM told the Department of Energy that a new transmission line had rendered the emergency authorization unnecessary, and the plants closed in 2019.
The executive orders “don’t seem to realize that natural gas killed coal and if they aren’t banning fracking, none of this matters,” Grid Strategies president Rob Gramlich wrote on X. “Nothing here seems to change the economics, and it’s the economics that have held coal-fired power production down.” (Gramlich is also a Heatmap contributor.)
Of course, the United States has plenty of coal. But many of its uses — including electricity generation — can be easily substituted with other sources, such as natural gas. That’s why U.S. coal production has been falling since 2008.
“Coal is increasingly uncompetitive in deregulated electricity markets,” Seaver Wang, director of climate and energy at the Breakthrough Institute, told me. That’s because operating a coal-fired power plant comes with all sorts of extra costs that natural gas doesn’t, including the transportation and storage of coal — compare the barges and trains required to move rocks to the neat pipelines gas flows through. The energy research group Energy Innovation has found that nearly all coal plants are more expensive to run than the combinations of wind, solar, and storage that might replace them.
“I don’t see the demand drivers for this to remotely bring coal back. I have no idea who would ever invest as a result of this executive order or related policies,” Wang said.
While existing coal plants may stick around for another few years as a result of heightened demand or relaxed regulatory burdens, that’s a far cry from building new coal plants or opening new coal mines. A large coal plant hasn’t opened in the United States since 2013. In 2024, wind and solar generation surpassed coal generation on the grid, according to Ember.
Some 12.3 gigawatts of coal capacity are scheduled to be retired in 2025, according to the Energy Information Administration, making up two-thirds of planned retirements by capacity this year. But coal retirements have also been slowing down, according to EIA data. The 7.5 gigawatts retired last year was the least since 2011.
Jefferies analysts estimated that over 12 gigawatts of coal capacity is due for retirement in 2028. That could be pushed back thanks to the relaxation of the mercury and air toxics rules the president announced Tuesday.
“There is logic to delaying coal retirements to serve incremental high-density load customers like data centers,” the Jefferies analysts wrote. “Not all coal retirements are alike, and the economic-driven transitions will continue to draw support, but the calculus will change with more expensive renewables and natural gas alternatives from tariffs and potential changes to the Inflation Reduction Act.”
This is not the first time a Trump White House has tried to rescue this declining industry. During his first term, then Secretary of Energy Rick Perry proposed that coal and nuclear plants at risk of closing because of low demand have guaranteed payments, known as cost recovery, in order to stay open. The Federal Energy Regulatory Commission, with a Republican majority, said no to Perry by a vote of 5-0.
Despite the president’s promises throughout his campaign, the coal industry shrunk by a huge degree during his first term, part of a longer trend that brought down coal’s share in the electricity generating sector from about half in 2007 to 16% in 2023. During Trump’s time in office, coal mining jobs declined from 51,000 to 38,000 during the pandemic, and have recovered only to 40,000 today.
When it comes to mines, Wang said, investors would likely be leery of putting money into the sector, given the strong likelihood that a future Democratic administration would be far less friendly to coal. Coal investors “are going to be accounting for the fact that any policy swings are short lived,” Wang told me.
“We all know that lead times for mines are long. Everyone knows this administration only has four years in office. I don’t really expect that this will drive a lot of investment interest,” Wang said.
The critical mineral designation for coal, if it makes it through the Department of Energy’s process, may not change much initially, Wang explained. It could lead to some “beneficial outcomes in terms of agency prioritization,” he said. But much critical minerals policy is still being worked out, and there are few programs that specifically and programmatically target the critical minerals included on lists maintained by either the Department of Energy or the United States Geological Service.
“A lot of the politicking over critical minerals designation is about the expectation of future outcomes that would arise from broad bipartisan interest in critical minerals as a category,” Wang said.
And unlike with other critical minerals, the U.S. is essentially self-sufficient for coal’s industrial and energy uses. We’re not talking about graphite here, let alone praseodymium.
At least so far, the coal industry has not thrilled to having a more friendly figure in the White House, although the share prices of some coal companies are up in afternoon trading. Coal exports in January, the most recent month for which there is data, stood at 7.7 million short tons, compared to 8.4 million short tons a year prior. Central Appalachia coal prices stand at $78 per short ton, compared to $77.35 a year ago.
If nothing else, the announcements provided Trump with the type of photo-op he craves. He even got the opportunity to bash Hillary Clinton. “One thing I learned about the coal miners … they want to mine coal. She was gonna put them in a high-tech industry where you make little cell phones and things,” he told the audience in the White House. Of course, Secretary of Commerce Howard Lutnick on Sunday touted the “army of millions and millions of people screwing in little, little screws to make iPhones” that Trump’s tariffs will also help generate. But no matter what the president says or does, the coal industry may still be screwed.
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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.