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To change minds, first you have to understand them.
Evangelicals have a reputation as America’s biggest climate change deniers, religious obsessives who’ve let ancient prophecies for the end of the world preclude rational acceptance of environmental science. The “climate alarmist cult want[s] you to think the world is gonna end in 12 years,” longtime Fox host Sean Hannity, apparently eager to fulfill the stereotype, said last year. “My feeling is: If it really was gonna end in 12 years, to hell with it all! Let’s have one big party for the last 10 years, and then we’ll all go home and see Jesus.”
That language won’t surprise anyone familiar with long-standing polling data and political theorizing on (white) evangelicals and climate change. “In general,” as a 2022 Pew Research study summarized, “evangelical Protestants tend to be the most likely of all major U.S. religious groups to express skeptical views” of climate science. And by Pew’s count, evangelicals are both the single largest religious group in the country and markedly more homogenous as a voting bloc than the two next largest factions, “nones” and Catholics. For environmental activists looking for the single greatest public obstacle to climate policy progress, then, evangelicals are the obvious pick.
But American evangelicals aren’t uniformly skeptical of climate science, and even among those who say climate change is real but caused by “natural patterns” (36 percent) or who deny the change altogether (17 percent), a straightforward narrative of wild-eyed apocalypticism is misleading at best. Yet so too is a simple story of political partisanship, a glib assumption that evangelicalism is irrelevant if we’re already dealing with Republicans.
For many evangelical climate skeptics, particularly those who came of age in the last quarter of the 20th century, theology, politics, history, and culture are tightly interwoven on this issue, reinforcing one another in ways that may not be apparent outside the subculture. There’s no way to untangle those factors, to address politics and ignore theology or vice versa. To understand — let alone shift — evangelical thinking on climate change, you have to see the whole tapestry of influences.
Imagine a white evangelical boomer who votes Republican and is skeptical of anthropogenic climate change. He may have first heard about global warming in the 1970s, perhaps in connection to Paul Ehrlich’s 1968 book, The Population Bomb, a dire prediction of explosive overpopulation, environmental degradation, and mass famine. (The book is newsy again because of Ehrlich’s recent appearance on 60 Minutes, but suffice it to say the forecasts didn’t exactly hold up.) Or maybe this boomer started paying attention to climate policy in the early 2000s, when lifestyle changes like recycling were going mainstream and the climate cause was championed by former Vice President Al Gore, newly loosed from his role as second-in-command to evangelical bête noire Bill Clinton.
It wasn’t inevitable, at this point, that our imagined evangelical Republican would reject the notion of human-caused climate change.
We can envision, for example, an alternate history in which free market types opposed pollution on private property grounds; gun-toting cultural conservatives followed in Teddy Roosevelt’s footsteps as rugged conservationists; and evangelicals — as many have, in fact, done — became champions of “creation care” whose end times theology told them to partner with God in restoring the world.
Of course, that’s not what happened. Our evangelical boomer likely learned about climate change from people who were already his political and social opponents: people with whom he disagreed on a host of other issues, people who protested wars he supported and maybe denounced the religion that gave his life meaning, people who might have even told him he was killing the planet by having his third kid. Evangelicals see climate activism “as another political movement out to get them, one that hates big families,” conservative commentator Erick Erickson toldThe Washington Post in 2017.
Meanwhile, evangelicals’ political allies — which, with increasing uniformity, meant Republicans — insisted climate science wasn’t a sure thing. “Should the public come to believe that the scientific issues are settled, their views about global warming will change accordingly,” advised an early 2000s memo by GOP strategist Frank Luntz. “Therefore you need to continue to make the lack of scientific certainty a primary issue.'”
Republicans talking to evangelical constituents wouldn’t have had a hard sell here, because evangelicals’ recent history made skepticism about climate science unusually easy to swallow. The Scopes Monkey Trial of 1925 and subsequent political scuffles over the origins of the Earth had long since primed the movement to be leery of scientific expertise.
And then there’s the eschatology: theological beliefs about the end of the world as we know it. Our imagined boomer came of age when Hal Lindsey’s The Late Great Planet Earthwas “the top-selling nonfiction book” of the decade. He’d probably read it and come away convinced that signs of the nearing apocalypse would be reported on the nightly news.
“Christian fascination with the end of the world has existed for a very long time,” as evangelical scholar Mark A. Noll explained in his landmark work, The Scandal of the Evangelical Mind, first published in 1994, but “recent evangelical fixation on such matters — where contemporary events are labeled with great self-confidence as the fulfillment of biblical prophecies heralding the End of Time — has been particularly intense.” In the framework of Late Great and its many imitators, any crisis could be interpreted as birth pangs of the apocalypse.
But despite the many images of environmental catastrophe in the book of Revelation, Christians’ primary apocalyptic text, the end of the world couldn’t come from manmade global warming. It would come from God (and probably the Soviet Union). The scientists were talking up the wrong apocalypse. And anyway, the story ends happily, with God “making everything new.” As theologian N.T. Wright has summarized the Christian anti-environmentalist position: “Why wallpaper the house if it’s going to be knocked down tomorrow?”
For outside observers, it might appear that evangelicals’ religious beliefs are driving their policy preferences. But the reality isn’t that tidy. The Late Great mindset was inextricably about politics and current events; its interest was as much — or more — in the leaders and headlines of the day as in the meaning of centuries-old scripture. And that kind of entanglement is a constant feature of evangelical thinking about climate.
For instance, the most comprehensive recent research into the role of evangelicals’ religious beliefs in shaping their climate politics likely comes from an October 2022 paper by political scientists Paul A. Djupe and Ryan P. Burge in the Politics and Religion journal of Cambridge University Press. The authors come to two key conclusions.
First, political ideology and party affiliation are the best predictors of climate attitudes: “Democrats are more likely to agree that the [federal government should do more to fight climate change], while Tea Party and Republican identifiers are more likely to disagree.”
And second, evangelicals who accept the scientific consensus on anthropogenic climate change are indistinguishable from other Americans on federal climate policy. It’s only among climate skeptics that evangelicals stand out (they’re unusually opposed to federal action). This means “religious beliefs are only effective when certain secular beliefs are held,” Djupe and Burge write.
It might be tempting to thus assume that evangelical views on climate matter a lot less than Republican skepticism of science. All that stuff about God and the end times isn’t irrelevant, but it’s not the main factor.
Yet that verdict rests on a big assumption: that evangelicals’ acceptance or rejection of the scientific consensus on anthropogenic climate change is indeed a secular belief. For many Americans, that’s a self-evidently nonreligious topic. But for lots of evangelicals, it’s not secular at all. It’s inseparable from explicit theological convictions about how God operates in history, from worries about whether “scientific materialism” leaves any room for divine purpose for humanity, and from a lingering, subconscious mindset that philosopher Charles Taylor called living in an “enchanted world,” a world in which invisible spiritual forces can have real influence over everything from intrusive thoughts to natural disasters.
Younger generations of American evangelicals are markedly more likely to be concerned about climate change and supportive of federal policy intervention. That tracks with generational, political shifts among Republicans, but it tracks with theological and cultural trends, too. Environmentally conscious lifestyle choices have long been normalized. Each generation’s mindset seems less enchanted than the last. And after 50 years of apocalypticism unfulfilled, millennial and gen-Z evangelicals are less interested in eschatology and prophecy-inflected politics. It’s “barely worth considering,” a 2009 essay on evangelical generation gaps explained, “unless, of course, we are mocking Left Behind among our peers.”
Evangelical climate politics were never just partisanship or just religion. For better and worse, it was always both. The rise of evangelical climate skepticism was a messy, multi-causal thing. Its decline among new generations of evangelicals will be too.
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Trump called himself “king” and tried to kill the program, but it might not be so simple.
The Trump administration will try to kill congestion pricing, the first-in-the-nation program that charged cars and trucks up to $9 to enter Manhattan’s traffic-clogged downtown core.
In an exclusive story given to the New York Post, Secretary of Transportation Sean Duffy said that he would rescind the U.S. Transportation Department’s approval of the pricing regime.
“The toll program leaves drivers without any free highway alternative, and instead, takes more money from working people to pay for a transit system and not highways,” Duffy told the Post.
He did not specify an end date for the program, but said that he would work with New York to achieve an “orderly termination” of the tolls. But it’s not clear that he can unilaterally end congestion pricing — and in any case, New York is not eager to work with him to do so.
The attempted cancellation adds another chapter to the decades-long saga over whether to implement road pricing in downtown New York. And it represents another front in the Trump administration’s war on virtually any policy that reduces fossil fuel use and cuts pollution from the transportation sector, the most carbon-intensive sector in the U.S. economy.
“CONGESTION PRICING IS DEAD. Manhattan, and all of New York, is SAVED,” Trump posted on Truth Social, the social network that he owns. “LONG LIVE THE KING!”
The Metropolitan Transit Authority, the state agency that oversees New York’s tolling and transit system, has filed to block the cancellation in court. In a statement, New York Governor Kathy Hochul said that Trump didn’t have the authority to kill the tolling program.
“We are a nation of laws, not ruled by a king,” Hochul said. “We’ll see you in court.”
Since it started on January 5, congestion pricing has charged drivers up to $9 to drive into Manhattan south of 60th Street. With its launch, New York joined a small set of world capitals — including London, Singapore, and Stockholm — to use road pricing in its central business district.
Even in its first weeks in Gotham, congestion pricing had seemingly proven successful at its main goal: cutting down on traffic. Travel times to enter Manhattan have fallen and in some cases — such as driving into the Holland Tunnel from New Jersey — have been cut in half during rush hour, according to an online tracker built by economics researchers that uses Google Maps data.
Anecdotally, drivers have reported faster drive times within the city and much less honking overall. (I can affirm that downtown is much quieter now.) City buses zoomed through their routes, at times having to pause at certain stops in order to keep from running ahead of their schedules.
The program has been so successful that it had even begun to turn around in public polling. Although congestion pricing was incredibly unpopular during its long gestation, a majority of New Yorkers now support the program. In early February, six of 10 New Yorkers said that they thought Trump should keep the program and not kill it, according to a Morning Consult poll.
That matches a pattern seen in other cities that adopt congestion pricing, where most voters hate the program until they see that it successfully improves travel times and reduces traffic.
While Trump might now be claiming regal powers to block the program, the toll’s origin story has been democratic to a fault. Although congestion pricing has been proposed in New York for decades, the state’s legislature approved the program in 2019 as part of its long-running search for a permanent source of funding for the city’s trains and buses.
The federal government then studied the program for half a decade, first under Trump, then under Biden, generating thousands upon thousands of pages of environmental and legal review. At long last, the Biden administration granted final approval for the program last year.
But then congestion pricing had to clear another hurdle. In June, Hochul paused the program at the last moment, hoping to find another source of permanent funding for the city’s public transit system.
She didn’t. In November, she announced that the program would go into effect in the new year.
It’s not clear whether the Trump administration can actually kill congestion pricing. When the Biden administration approved the program, it did so essentially as a one-time finding. Duffy may not be able to revoke that finding — just like you can’t un-sign a contract that you’ve already agreed to.
In his letter to Hochul, Duffy argues that congestion pricing breaks a longstanding norm that federally funded highways should not be tolled. “The construction of federal-aid highways as a toll-free highway system has long been one of the most basic and fundamental tenets of the federal-aid Highway Program,” he says.
That argument is surprising because federal highways in Manhattan — such as the West Side Highway — are excluded from the toll by design. Drivers only incur the $9 charge when they leave highways and enter Manhattan’s street grid. And drivers can use the interstate highway system but avoid the congestion charge by entering uptown Manhattan through Interstate 95 and then parking north of 60th Street.
Duffy also argues that the tolling program is chiefly meant to raise revenue for the MTA, not reduce congestion. The federal government’s approval of pilot congestion pricing programs is aimed at cutting traffic, he says, not raising revenue for state agencies.
In its lawsuit, the MTA asserts that Duffy does not have the right to revoke the agreement. It also says that he must conduct the same degree of environmental review to kill the program that the first Trump administration required when the program was originally proposed.
“The status quo is that Congestion Pricing continues, and unless and until a court orders otherwise, plaintiffs will continue to operate the program as required by New York law,” the MTA’s brief says.
Whether they will or not depends on whether all politics really are local, anymore.
JD Vance had a message recently for Germans uneasy about the way Elon Musk has been promoting the far-right Alternative für Deutschland party ahead of their country’s upcoming elections: “If American democracy can survive 10 years of Greta Thunberg’s scolding, you guys can survive a few months of Elon Musk,” Vance said at the Munich Security Conference. It was supposed to be a joke, but apparently the vice president of the United States is still peeved at the fact that he had to see a Swedish teenager on his TV saying that we ought to do something about climate change.
Just a throwaway line meant to convey the Trump administration’s general belligerence and contempt for Europeans? Perhaps. But it also communicated that the administration has had it with scolding, not to mention any government actions meant to confront planetary warming; in its first month in power, it has moved swiftly and aggressively to suspend or roll back just about every climate-related policy it could find.
Now congressional Republicans have to pass a budget, and in so doing decide what the law — and not just a bunch of executive orders — will do about all the existing programs to promote clean energy and reduce emissions. That means we’re headed for an intra-GOP conflict. On one side is ideology, in the form of a desire by the administration and many Republicans in Congress to eviscerate government spending in general and climate spending in particular. On the other side are the parochial interests of individual members, who want to make sure that their own constituents are protected even if it means their party doesn’t get everything it wants.
Climate hawks got optimistic last summer when 18 House Republicans sent a letter to Speaker Mike Johnson imploring him not to push for wholesale repeal of the Inflation Reduction Act, the landmark 2022 climate law filled subsidies for clean energy, since their districts are benefiting from the boom in manufacturing the law helped spur. About 80% of the green energy funding from the IRA is going to Republican districts; in some places that means thousands of local jobs depend on the free flow of federal funds.
While some of the largest spending is concentrated in the South, especially the areas that have come to be known as the “Battery Belt,” there are hundreds of congressional districts around the country that benefit from IRA largesse. That’s an old best practice of policy design, one the defense industry has used to particularly good effect: The wider you spread the subcontracts or subsidies, the more members of Congress have jobs in their district that rely on the program and the safer it will be from future budget cuts.
The IRA could have some other allies in its corner; for instance, automakers that are struggling to bring the prices of their electric models to an affordable level will be lobbying to retain the tax subsidy that can reduce the sticker price of an electric vehicle by $7,500. There is already a backlash brewing to the administration’s freeze on climate-related programs in rural areas. Many farmers entered into contracts with the federal government in which they would be reimbursed for land conservation and renewable energy projects; after taking loans and laying out their own money believing the government would honor its part of the agreement, they’ve been left holding the bag.
So will Congress step in to ensure that some climate funding remains? This is the point in the story where we inevitably invoke former Speaker of the House Tip O’Neill’s dictum that “All politics is local.” No matter what issue you’re working on, O’Neill insisted, what matters most is how it affects the folks back home, and the most successful politicians are those who know how to address their constituents’ most immediate problems.
Like many such aphorisms, it’s often true, but not always. While there are many members of Congress whose careers live or die on their ability to satisfy the particular needs of their districts, today national politics and party loyalty exert a stronger pull than ever. The correlation between presidential and House votes has grown stronger over time, meaning that voters overwhelmingly choose the same party for president and their own member of Congress. Even the most attentive pothole-filling representative won’t last long in a district that doesn’t lean toward their party.
Which is perfectly rational: Given the limited influence a single House member has, you might as well vote for the party you hope will control Washington rather than splitting your ticket, no matter who is on the ballot. That doesn’t mean members of Congress have stopped working to bring home the bacon, but it does mean that the pressure on them to deliver concrete benefits to the voters back home has lessened considerably. And when the congressional leadership says, “We really need your vote on this one,” members are more likely to go along.
There will be some horse-trading and pushback on the administration’s priorities as Congress writes its budget — for instance, farm state members are already angry about the destruction of the U.S. Agency for International Development, which buys billions of dollars of agricultural products from American farmers to distribute overseas, and will press to get that funding restored. And with a razor-thin majority in the House, individual members could have more leverage to demand that the programs that benefit their districts be preserved.
On the other hand, this is not an administration of compromisers and legislative dealmakers. Trump and his officials see aggression and dominance as ends in and of themselves, apart from the substance of any policy at issue. Not only are they determined to slash government spending in ways never seen before, they seem indifferent to the consequences of the cuts. For their part, Republicans in Congress seem willing to abdicate to Trump their most important power, to determine federal spending. And if Trump succeeds in his goal of rewriting the Constitution to allow the president to simply refuse to spend what the law requires, Congress could preserve climate spending only to see it effectively cancelled by the White House.
Which he would probably do, given that it is almost impossible to overstate the hostility Trump himself and those around him have for climate-related programs, especially those signed into law by Joe Biden. That’s true even when those programs support goals Trump claims to hold, such as revitalizing American manufacturing.
What those around Trump certainly don’t want to hear is any “scolding” about the effects of climate change, and they’re only slightly more open to arguments about the parochial interests of members of Congress from their own party. As in almost every budget negotiation, we probably won’t know until the last minute which programs survive and which get the axe. But there are going to be casualties; the only question is how many.
A new Data for Progress poll provided exclusively to Heatmap shows steep declines in support for the CEO and his business.
Nearly half of likely U.S. voters say that Elon Musk’s behavior has made them less likely to buy or lease a Tesla, a much higher figure than similar polls have found in the past, according to a new Data for Progress poll provided exclusively to Heatmap.
The new poll, which surveyed a national sample of voters over the President’s Day weekend, shows a deteriorating public relations situation for Musk, who has become one of the most powerful individuals in President Donald Trump’s new administration.
Exactly half of likely voters now hold an unfavorable view of Musk, a significant increase since Trump’s election. Democrats and independents are particularly sour on the Tesla CEO, with 81% of Democrats and 51% of independents reporting unfavorable views.
By comparison, 42% of likely voters — and 71% of Republicans — report a favorable opinion of Musk. The billionaire is now eight points underwater with Americans, with 39% of likely voters reporting “very” unfavorable views. Musk is much more unpopular than President Donald Trump, who is only about 1.5 points underwater in FiveThirtyEight’s national polling average.
Perhaps more ominous for Musk is that many Americans seem to be turning away from Tesla, the EV manufacturer he leads. About 45% of likely U.S. voters say that they are less likely to buy or lease a Tesla because of Musk, according to the new poll.
That rejection is concentrated among Democrats and independents, who make up an overwhelming share of EV buyers in America. Two-thirds of Democrats now say that Musk has made them less likely to buy a Tesla, with the vast majority of that group saying they are “much less likely” to do so. Half of independents report that Musk has turned them off Teslas. Some 21% of Democrats and 38% of independents say that Musk hasn’t affected their Tesla buying decision one way or the other.
Republicans, who account for a much smaller share of the EV market, do not seem to be rushing in to fill the gap. More than half of Republicans, or 55%, say that Musk has had no impact on their decision to buy or lease a Tesla. While 23% of Republicans say that Musk has made them more likely to buy a Tesla, roughly the same share — 22% — say that he has made them less likely.
Tesla is the world’s most valuable automaker, worth more than the next dozen or so largest automakers combined. Musk’s stake in the company makes up more than a third of his wealth, according to Bloomberg.
Thanks in part to its aging vehicle line-up, Tesla’s total sales fell last year for the first time ever, although it reported record deliveries in the fourth quarter. The United States was Tesla’s largest market by revenue in 2024.
Musk hasn’t always been such a potential drag on Tesla’s reach. In February 2023, soon after Musk’s purchase of Twitter, Heatmap asked U.S. adults whether the billionaire had made them more or less likely to buy or lease a Tesla. Only about 29% of Americans reported that Musk had made them less likely, while 26% said that he made them more likely.
When Heatmap asked the question again in November 2023, the results did not change. The same 29% of U.S. adults said that Musk had made them less likely to buy a Tesla.
By comparison, 45% of likely U.S. voters now say that Musk makes them less likely to get a Tesla, and only 17% say that he has made them more likely to do so. (Note that this new result isn’t perfectly comparable with the old surveys, because while the new poll surveyed likely voters , the 2023 surveys asked all U.S. adults.)
Musk’s popularity has also tumbled in that time. As recently as September, Musk was eight points above water in Data for Progress’ polling of likely U.S. voters.
Since then, Musk has become a power player in Republican politics and been made de facto leader of the Department of Government Efficiency. He has overseen thousands of layoffs and sought to win access to computer networks at many federal agencies, including the Department of Energy, the Social Security Administration, and the IRS, leading some longtime officials to resign in protest.
Today, he is eight points underwater — a 16-point drop in five months.
“We definitely have seen a decline, which I think has mirrored other pollsters out there who have been asking this question, especially post-election,” Data for Progress spokesperson Abby Springs, told me.
The new Data for Progress poll surveyed more than 1,200 likely voters around the country on Friday, February 14, and Saturday, February 15. Its results were weighted by demographics, geography, and recalled presidential vote. The margin of error was 3 percentage points.