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I won’t sugar coat this: The election of Donald Trump to a second term with a likely governing trifecta has dealt a devastating blow to U.S. efforts to cut climate-warming pollution.
I’ve spent the past four years analyzing the progress made under the Biden-Harris Administration as leader of the REPEAT Project, which uses energy systems models to rapidly assess the impact of federal energy and climate policies. In that time, the passage of landmark legislation — the Inflation Reduction Act and Bipartisan Infrastructure Law — and finalization of key federal regulations on greenhouse gas emissions from power plants, cars and trucks, and oil and gas supply chains put the U.S. on track to more than double its pace of decarbonization and avoid about 6 billion tons of cumulative emissions through 2035. Though even that progress was not enough: Recent policies would do only about half the work required to bend U.S. emissions onto a net-zero pathway by 2035.
A President Harris would have fought to protect and build on the efforts of the past four years. Now that opportunity is lost. One notable climate scientist even declared a second Trump term “game over for the climate.”
With Trump once again ascendant and seemingly committed to dismantling the historic climate progress made by the United States over the past four years, one can be forgiven for feeling anguish about the opportunities we’ve lost, rage about the very real suffering that will result from further delay, or deep despair about the darker days ahead.
But only for a moment. Because the fight to defend that progress begins today, and there is no time to lose.
In 1992, the nations of the world established the United Nations Framework Convention on Climate Change and pledged to "prevent dangerous human induced interference with the climate system." As the parties to the UNFCCC gather once again in Azerbaijan this December, one thing should be clear to all: We have failed in that task. This year is virtually certain to be the warmest on record and the first to breach 1.5 degrees Celsius above pre-industrial temperatures. Wildfires and droughts, hurricanes and floods now seem to strike with alarming frequency and terrible ferocity.
Yet the best science tells us that climate change is not like an asteroid hurtling towards earth, an all-or-nothing battle for survival. Rather, scientists tell us that every billion tons of CO2 and every 10th of a degree of warming we prevent will save lives, prevent suffering, and avoid countless damage.
The fight cannot be surrendered, and the project of building a world where the lives and aspirations of 8-going-on-10 billion people can be powered by clean, abundant energy remains essential.
Indeed, I have been in this fight long enough to have experienced several gutting defeats before — and to have witnessed real, transformative progress.
When I began my career nearly two decades ago, a good onshore wind project cost $100 to $200 per megawatt-hour, two to five times the average cost of fossil power. Germany had just launched a subsidy program paying a lavish €400 to €500 per megawatt-hour for solar photovoltaics. And it would be several years still before the first Tesla Roadster would even hit the streets.
Today, either solar or wind power is the cheapest way to generate new electricity almost everywhere in the world, and the International Energy Agency expects solar to overtake nuclear, wind, hydro, gas, and, finally, coal, to become the largest source of electricity in the world by 2033. Here in the U.S., clean electricity and battery storage constitute virtually all of the more than 2.5 terawatts of projects requesting interconnection to our grids. Likewise, electric vehicles (whether two-, three-, or four-wheeled) are now the cheapest and fastest growing mobility solution for those in emerging economies and the rich world alike. One in five cars and trucks sold globally are now electric — in China, that figure is nearing 50%.
Annual U.S. emissions are more than a billion metric tons (or 16%) lower than their peak in 2007, even as the economy is 40% larger. The European Union has cut emissions by 37% from their peak, and by 8% in 2023 alone. Even China, the world’s top polluter, may have seen its emissions peak in 2023 — seven years ahead of schedule.
In sum, the trajectory of global emissions has been wrestled down from inexorable rise to plateau and impending peak. That may not be enough to prevent dangerous climate change, but it is sufficient to transform the outlook from a bleak world of around 4 degrees of warming and put a much more manageable world of 2 degrees within reach.
The truth is that Donald Trump can only slow, not stop the clean energy transition. The U.S. is only responsible for about a 10th of global emissions, and China, not America, is now the world’s largest market (by far) for cars and trucks, electricity, and industrial commodities like steel and cement. Trump cannot wind back the clock on technological innovation or dampen the appetite for EVs and clean energy in the rest of the world. Emerging climate technologies like decarbonized steel, cement and industrial heat can take root elsewhere, even if they face dimmer prospects in America. And a bipartisan consensus to advance technologies like geothermal, nuclear, and carbon capture in the U.S. remains.
While executive actions can be easily repealed, the legislative achievements of the past four years lower energy prices for American consumers and businesses, have sparked a long-promised American manufacturing renaissance, and direct substantial investment and job creation to Republican-represented districts and states. Texas, that paragon of conservatism, is now the undisputed king of clean energy. Factories producing batteries, EVs and solar panels are sprouting across Georgia, the Carolinas, Kentucky, Indiana, Michigan, and beyond. Clean energy is now big business, and influential companies stand to lose billions if the Inflation Reduction Act is repealed. With Republicans securing razor-thin legislative majorities, these laws could thus prove surprisingly durable.
In times of struggle and defeat, those brave champions of civil rights would remind themselves that, though long, the arc of history bends towards justice. Today, it remains our collective task to continue to bend the arc of global emissions towards net zero.
Vice President Harris began her historic campaign by declaring, “When we fight, we win!” That isn’t always the case, but we can say with absolute certainty that if we give up the fight, we are guaranteed defeat.
There is no “game over” in the fight against climate change. The next battle begins today.
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Ford reveals a promising tidbit about its upcoming electric pickup.
When the Ford Fathom debuts in 2027, much of the attention will focus on its size and its price. As it should: The all-electric mid-size truck is promised to start under $30,000, and the success or failure of that car at that price will tell us a lot about the future of Ford, as well as mainstream America’s true appetite for EVs.
While we wait for our first real look at the truck and the full list of its specifications, Ford just revealed a promising tidbit. The automaker has been working in the background to make it simpler and cheaper for Fathom drivers to use bidirectional charging: the ability for power to flow both ways so that EV drivers can use the energy stored in the vehicle battery to power secondary loads, to back up a home power supply during a blackout, or even to feed back onto the power grid.
Specifically, Ford announced on Tuesday that the Fathom will be the first EV from a U.S. automaker with a starting price below $30,000 that does not need a separate wall-mounted inverter — the piece needed to transform the DC power stored in the car’s battery to the AC power used in the house. Instead, engineers built one into the truck’s “e-box” module that houses much of its electronics. That on-board unit is good enough to supply more than 10 kW of AC power to a home, Ford says.
Bidirectional charging isn’t new to American EVs or to Ford. The F-150 Lightning EV got this feature when it debuted five years ago. The trouble is that this game-changing technology doesn’t come cheap: The Lightning — now discontinued, soon to be revived as an extended-range EV — was an expensive ride starting above $50,000. The electrical hardware needed to connect the truck to one’s home power supply added thousands of dollars on top of the truck’s price.
The same was true for other EV makers. Two years ago, when I interviewed EV pickup drivers after Hurricane Helene hit North Carolina, I found F-150 Lightning and Tesla Cybertruck owners alike who hadn’t forked over more money for the extra tech needed to hook directly into the home. They got themselves through the blackout the Macgyver way, plugging the refrigerator and other critical appliances right into the power outlets in the back of the truck.
Ford’s Fathom, though, comes closer to giving the best of bidirectional charging to the masses. In addition to installing an on-board inverter, Ford says it will make the Ford Home Power Station and Home Backup Panel — the hardware that drivers will need to connect to the house — cost at least 60% less than the brand’s first-generation tech. The Detroit giant also says it’s working with a consortium of utilities, including American Electric Power, BC Hydro, Consumers Energy, Exelon, and Pacific Gas and Electric Co., to iron out how Fathom owners across the country will connect to their homes and the grid.
As Ford notes in its release: “There are more than 3,000 utilities across the U.S. and Canada with largely unique interconnection processes. Interconnection processes were primarily written for rooftop solar and stationary battery storage, which are fixed assets. Bidirectional EVs bring new considerations since they are vehicles first, not stationary equipment.”
Indeed, cooperation between car companies and utilities is suddenly a pressing matter as more EVs hit the roads, and the grid. Rivian and other electric car makers are trying to make their vehicles play nice with the power grid as a way for their customers to save money and reduce grid strain by having EVs charge when demand is low and electricity is cheap. And at some point, electric cars will become a major cog in virtual power plants — the ability of the power grid to pull energy from sources like EVs, backup batteries, and homeowner solar in times of need.
That day is finally approaching. Although bidirectional charging is a striking bonus feature for EVs, something so much more interesting and sophisticated than what a fossil fuel car can accomplish, the tech has flown fairly under the radar in the U.S. One could blame not only the lagging pace of EV adoption here, but also the fact that Tesla, far and away the market leader, has been slow to get on board. Just this month, it finally said that Model Y and Model 3 vehicles, the two best-selling electric cars in America, would get bidirectional capability.
The Ford Fathom, then, may do more than revitalize the lagging fortunes of Ford, which lost billions upon billions in its first forays into electrification and started up a skunkworks team to design the new truck in a totally different way. Their creation might also show Americans the EV’s enormous role in the home, and the grid, of tomorrow.
Current conditions: Tropical Storm Olana is headed for Hawaii with yet more flooding and powerful winds as the state continues to recover from previous storms • Tropical Cyclone Arnab is strengthening into a “severe” storm as it approaches the northern coast of India’s Andhra Pradesh state near the port city of Visakhapatnam • In-fa has become a typhoon, en route by the end of this week to the Northern Mariana Islands, the U.S. territory that took the brunt of this month’s Super Typhoon Champi.
Call it Anthropic’s magnum Opus 5.5. The Claude maker filed its public paperwork Monday ahead of its planned stock market debut. Aside from the basic details of how the company makes money and what risks its technology may pose to humanity itself, Anthropic mentions the word “energy” at least 14 times in the section of the document outlining the risks to its business. “Climate” and “climate change” are mentioned just four times. The overarching concern, per my colleague Matthew Zeitlin’s rundown of the S-1 filing, is that the company “might not get enough power for data centers running its large language models,” and that “the pace of the energy infrastructure build-out “is generally behind the need.
Brazil’s national oil company, meanwhile, had a brutal day of trading on the stock market following left-wing Brazilian President Luiz Inácio Lula da Silva’s surprise surge to reelection in Sunday’s runoff. Shares of Petrobras plunged 14% on the New York Stock Exchange by the time trading ended Monday evening. While conservative candidate Flávio Bolsonaro had promised more privatization and fewer environmental regulations, Lula has ramped up drilling, particularly offshore, as he seeks to capitalize on South America’s oil boom.

EQT Corporation bills itself as “America’s only large-scale, vertically integrated natural gas producer.” Soon it will also be the largest gas company in the nation. On Monday, the company announced plans to acquire Range Resources Corporation in a deal to create a North American gas giant worth more than $50 billion. The all-stock transaction would also establish the biggest gas producer in the U.S. by output. Combined, EQT and Range pump out 9 billion cubic feet of natural gas equivalent per day. The next largest shale gas producer in the U.S. is Expand Energy, at 7.5 billion cubic feet per day. The merged company would also command a network of pipelines and other midstream infrastructure that tops 3,700 miles. “This transaction brings together two of the highest-quality, longest-duration asset bases in North America and creates a company uniquely positioned for the next era of natural gas,” EQT CEO Toby Z. Rice said in a statement. “We believe this combination creates a must-own energy company capable of generating durable, through-cycle free cash flow while compounding value for shareholders for decades to come.”
The deal is a sign “U.S. gas consolidation is accelerating,” Salih Yilmaz, a senior oil analyst at the consultancy Bloomberg Intelligence, wrote in a post on X. “The bigger theme is consolidation: scale, concentration, and infrastructure control are becoming increasingly important in US gas, especially as LNG exports and power demand grow.”
U.S. orders for wind turbines vaulted to 2.8 gigawatts in the second quarter of this year — the highest since the end of 2023 — as developers scrambled to meet the deadlines to qualify for expiring tax credits, according to a new market analysis by the consultancy Wood Mackenzie. New Mexico saw the biggest surge as the SunZia megaproject, the largest wind farm ever built in the U.S., came online, raising the state to the top of the list of capacity additions. Despite the Trump administration’s efforts to kill or slow walk permits for wind projects, the industry is on track to add 39 gigawatts of new onshore wind farms by 2030. More than half the projects set to come online over the next two years are already under construction, meaning there’s little risk of disruption. Offshore wind, by contrast, tops out at 5 gigawatts, all of which is on course to be delivered in the next two years. “Policy is the variable with the greatest impact on wind installations,” Wood Mackenzie analyst Tyler Gifford said in a statement. “With tax credit expirations on the horizon, developers are prioritizing projects that can be operational by 2030, so the five-year onshore wind installation outlook remains stable.”
On the other side of the Atlantic, exports of wind turbines are booming. While Europe is still debating how to deal with the sudden rise of China’s wind companies, as I told you last week, the European Union's exports of wind turbines spiked by nearly 11% to $3.4 billion last year, Renewables Now reported.
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The climate movement, as virtually anyone involved will tell you, is broken. Even those who are part of it want to stop talking about “climate change,” according to the results of this year’s Heatmap Insiders Survey. Clean Air Task Force, one of the more pragmatic groups in the policy arena fighting for clean energy, is out with a new memo detailing the strategy it plans to use through the end of the decade. Dubbed CATF Forward, the plan is “designed to drive the global adoption of climate solutions, orienting around three clear impact priorities and rooted in the attributes that have made” the group “uniquely effective” since its launch 30 years ago. “The world’s increasingly complex climate and energy challenges require sober thinking and sharper focus,” Armond Cohen, CATF’s founder and executive director, said in a statement. “How do we protect climate in a world turned upside down?”
His answer:
All of that seems fairly straightforward. But the document is defined as much by what it omits as what it includes. Amid a growing debate over whether climate activists should keep targeting fossil fuel infrastructure, which my colleague Robinson Meyer aired out nicely on a recent episode of our podcast Shift Key, CATF isn’t pushing for boycotts of fossil fuels or, you know, committing crimes in the name of saving the planet.
India’s solar factories have boomed in recent years as the world’s most populous country turns to photovoltaics to meet surging domestic electricity demand and supply overseas buyers looking for alternatives to China. But the subcontinent has struggled to take on China’s dominance of the solar supply chain’s upstream elements. On Monday, Noida-based Jakson Solar announced plans to invest over $525 million into manufacturing solar cells, ingots, and wafers. The company plans to commission a 3-gigawatt cell factory by the end of next year, managing director Ivan Saha told Reuters on the sideline of a conference. The company then plans to stand up a 3-gigawatt ingot and wafer plant by the third quarter of 2028. That will all feed into Jakson’s existing 1.2-gigawatt module-making factory.
Indonesia and Malaysia have launched more than 100 cloud-seeding missions this year in an attempt to engineer rain to quench parched lands as El Niño worsens droughts. The worst wildfire season in decades has shrouded the region in devastating toxic smog. But the high cost of the effort, including using dry ice to break up warm air that traps smog on the ground, “have so far brought little in the way of lasting results,” Bloomberg reported. “Sometimes, there’s a lot of political pressure to do things that may not be really well-founded scientifically,” Steven Siems, a professor at Monash University in Melbourne and the co-chair of an expert team on weather modification at the World Meteorological Organization, told the newswire.
It’s amazing what you can do with a repurposed car engine.
Venture capitalists love a system that fits inside a shipping container. But that kind of modularity has been hard to pull off in the low-carbon fuels industry, where producers have generally remained yoked to the prevailing wisdom of economies of scale as the key to profitability. That’s led to enormous, capital-intensive facilities packed with complex, custom-built machinery churning out fuels and chemicals like hydrogen, methane, and ammonia.
But Massachusetts-based startup Emvolon thinks it can upend this model with its compact, prefabricated chemical plants powered by the likes of repurposed car engines. Its modular systems convert methane captured from landfills and other sources into energy-dense liquid methanol on-site, making it easier to transport to customers. On Tuesday, the company announced $22 million in new funding — an undisclosed mix of Series A equity and non-dilutive federal and state grants — to build its first commercial-scale system at a landfill near Houston, in partnership with biogas company Montauk Renewables.
The approach aims to solve a persistent logistics problem. Economics dictate that commodity producers typically locate near a high-volume source of feedstock or a pipeline that can deliver it. But for captured methane — a potential feedstock for lower-carbon fuels, chemicals, and fertilizers — that’s often not an option. The potent greenhouse gas escapes from geographically dispersed landfills, farms, and wastewater treatment plants, many of which are too small to support a large gas-to-liquids facility and too far from existing pipelines. Trucking the gas to a centralized plant is generally prohibitively expensive, often leaving operators to either flare it or let it escape unabated.
“We are really kind of burning money, creating a lot of emissions when we could be capturing this and making high-value products,” Emmanuel Kasseris, Emvolon’s CEO, told me in an August conversation about the company’s technology, which it spun out of MIT.
“We really try to flip the script completely,” Kasseris said of the startup’s modular approach. Rather than one large facility, the company aims to produce “a few tons to maybe tens of tons per day” of methanol for the $40 billion global market. For comparison, conventional gas-to-liquid facilities can produce hundreds of times more product daily.
Emvolon’s technology is “engine agnostic,” running on repurposed engines from used cars and diesel generators as well as new builds modified for the startup’s purposes. The engines take in captured methane from landfills, farms, or gas-flaring sites. But instead of burning the fuel completely like a standard combustion engine, Emvolon limits the oxygen supply, triggering only partial combustion of the methane to produce a mixture of hydrogen and carbon monoxide known as syngas. The company then feeds that mixture into a conventional reactor, where a catalyst converts it into liquid methanol that can be shipped in standard tanker trucks.
The process requires relatively few modifications to standard internal combustion engines, Kasseris told me, thereby bringing the economics of mass production to small-scale chemical production. “You’re taking something that comes from an assembly line, you repurpose it — changing sensors, controls, simple things that require a lot of [intellectual property] but are not expensive — and you build the plant around it,” he explained. The goal is to offer customers a four-year payback period sans low-carbon fuel subsidies.
Emvolon is now attempting to push that logic a step further. For the second stage of the conversion process, the company is working to swap out its conventional reactor with another modified engine in order to “replace even more one-off process equipment” with mass-produced components. The Department of Energy’s Advanced Research Projects Agency–Energy awarded Emvolon a $2.3 million grant to develop this part of its system.
But the startup doesn’t need to have this additional piece of technology dialed in to start securing customers. In August, global commodities merchant Freepoint Commodities signed on as the startup’s primary buyer, securing priority rights to purchase at least $450 million worth of Emvolon’s biomethanol for use across maritime shipping, aviation, heavy transport, and specialty chemicals. The agreement also gives Freepoint priority rights to invest in or lend to future Emvolon projects, a provision Kasseris described as the anchor for the startup’s project financing platform.
The company’s first commercial projects are designed to produce up to 50,000 metric tons of biomethanol annually across multiple sites, with the Freepoint agreement structured to scale that output to 300,000 metric tons per year. Because each plant should cost only “a few million dollars,” Kasseris said, the company can spread out its risk rather than bet on “the half a billion dollar e-fuels plant” common to the alternative fuels industry. If one plant runs into trouble, the setback should be manageable, and the company can keep churning out and deploying its modular units elsewhere.
“This is great for scaling,” Kasseris told me. “It’s just very different. It’s just more boxes.”