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One of the world’s leading climate scientists agrees with Gates in spirit, but thinks we can go much further in practice.

There are a lot of things I agree with in Bill Gates’ new memo on climate change. The recent cutbacks on international spending on vaccination, malaria control, feeding the hungry, and poverty alleviation by many of the world’s richest countries (driven in part by a desire for more military spending) are a catastrophe that will cost thousands, if not millions of lives. Adaptation is a critically important part of addressing climate change, and a world with more prosperity and less inequality is one where we can better deal with the impacts of climate change — at least up to a point.
But in other areas I feel that it needlessly sets up a conflict between laudable goals. We can both mitigate emissions and alleviate poverty, disease, and hunger. While there are some tradeoffs, it is more a question of policy priority than a zero-sum game. Similarly, I feel that Gates is a bit too cavalier in his treatment of climate risk.
Given the strong reactions to Gates’ memo on both the left and the right, I thought it would be helpful to provide a more measured reaction and critique, and give some thoughts on how to move forward to — as Gates suggests — have the most positive impact on the world.
Bill Gates — through his philanthropic work with the Gates Foundation — has done more than almost anyone else on the planet to meaningfully improve the lives of the world’s poorest. The Gates Foundation was the founding funder of Gavi, which helped expand vaccination in the global south and drive down prices. They did key work to help eradicate polio and combat HIV, tuberculosis, and malaria, as well as deliver sanitation and clean drinking water, and worked to raise smallholder farmer yields and income through access to agricultural technology.
The recent gutting of the United States Agency for International Development — and smaller reductions in aid spending by other countries — is a humanitarian catastrophe and threatens to undo much of the work that the Gates Foundation supported over the past few decades. I can see why, in light of these urgent needs, he is suggesting that resources to combat climate change be repurposed toward dealing with poverty, hunger, and disease.
But this assumes that funding for climate and development cancel each other out. Here I think that Gates errs in his analysis for a few reasons.
First, the vast majority of spending on climate mitigation worldwide is not in low-income countries, and there is little reason to assume that cutting it would free up resources for development aid. The world spent more than $2 trillion on clean energy technologies (albeit somewhat expansively defined) in 2024, but the overwhelming majority of this was spent by middle- and high-income countries (e.g. China, the U.S., the EU, the UK, India, Japan) to build domestic clean energy, build transmission, buy electric vehicles, electrify heating, etc.
The idea that spending less on domestic mitigation would create more budget space for international development is fundamentally misguided. It’s hard to imagine that the Trump administration will revitalize development spending based on savings from cutting domestic green energy subsidies. Both development aid and climate mitigation spending represent relatively small shares of GDP in higher income countries, and there is space for policy to be able to prioritize spending on both without trading them off against each other. It is much more likely that any reduction in mitigation spending will be repurposed for other domestic priorities — leaving the poorest and most vulnerable parts of the world even worse off.
Second, there are a number of ways that technologies can accomplish goals of climate mitigation and development simultaneously: solar and storage for electrification of more remote areas, clean cookstoves to reduce deforestation, and technologies to reduce both outdoor and indoor air pollution that kills millions per year globally are just a few examples.
That being said, we should take a hard look at international spending priorities for programs in the poorest countries, which, in turn, are the least responsible for global emissions today. Here adaptation should be strongly prioritized, and restrictions around finance for some fossil fuels (e.g. natural gas development in Sub-Saharan Africa) that could help support greater clean energy deployment should be reconsidered. We should generally spend more than we are today on adaptation and development (though the two are strongly related), and mitigation should be less of a priority in low-income countries.
Richer countries should be the ones taking the lead on emissions reductions — and paying a premium that will help drive down the costs of clean energy technologies so that they can be adopted cost effectively by lower income countries. Indeed, that’s largely been the story of our successes here to date, with countries like China, India, and Brazil adopting ambitious net-zero goals in part because they see the cost of meeting them as modest and not trading off against their development priorities.
Third, the idea that we should “spend less” on climate adaptation is a dangerous misunderstanding of the problem. There is no world where we don’t spend money dealing with climate impacts. Rather, our choice is between spending money now, e.g. to build a seawall, or spend money later to rebuild the city after it floods. Our choice here should be guided by the fact that adaptation in advance is cheaper than adaptation after the disaster. In other words, spending money today on adaptation is the cheaper option that will better promote health and welfare of the world’s poorest citizens.
In his memo, Gates highlights the progress we’ve made on climate change to-date, noting that:
Ten years ago, the International Energy Agency predicted that by 2040, the world would be emitting 50 billion tons of carbon dioxide every year. Now, just a decade later, the IEA’s forecast has dropped to 30 billion, and it’s projecting that 2050 emissions will be even lower.
Read that again: In the past 10 years, we’ve cut projected emissions by more than 40%.
This progress is not part of the prevailing view of climate change, but it should be. What made it possible is that the Green Premium—the cost difference between clean and dirty ways of doing something—reached zero or became negative for solar, wind, power storage, and electric vehicles. By and large, they are just as cheap as, or even cheaper than, their fossil fuel counterparts.
Gates is right that cheap clean energy represents a remarkable success story, and is one of the reasons why projections of future warming have fallen from around 3.5 degrees Celsius a decade ago to around 2.7 degrees today.
But focusing on these precise temperature outcomes in 2100 is problematically reductionist. Our emissions are just one of three factors that will determine the future warming of the planet. (And we should remember that current policies represent neither a ceiling nor a floor on current emissions, particularly at a time when some governments are actively rolling them back.)
Even if we knew future emissions precisely, the warming in 2100 remains highly uncertain. It depends both on the sensitivity of the climate to our increased atmospheric greenhouse gas concentrations — the response of various climate feedbacks like clouds and surface reflectivity — and how the carbon cycle responds to both our emissions and the changing climate.
Due to the combination of these uncertainties, it’s possible that we could think we are heading for 2.7 degrees of warming and stop at 3.7 degrees (or even 4+ degrees) even if we roll 6s on the proverbial climate dice. And we won’t know precisely how sensitive the climate is (despite some recent progress) until it’s too late to avoid where we’ll end up.
This means that we should think of mitigation less as targeting (or avoiding) a particular outcome and more as hedging against risk. We should do more mitigation — all things considered — than if we had certainty in the climate response because of the high damages associated with less likely but still quite possible tail risks. Or as the late climate economist Marty Weitzman memorably put it, when it comes to climate change “the sting is in the tail.”
Gates is right to note that climate change “will not lead to humanity’s demise,” but I’d suggest that this represents a bit of a straw man. Outside a fringe community of climate doomers, there are few who think that climate change could realistically threaten the extinction of the human race (though some folks need to be a bit cautious about throwing around the term “existential threat” willy nilly). As the climate scientist Steven Schneider was fond of saying, for climate change, “the end of the world and good for you are the two lowest probability outcomes”.
But not being an existential threat does not tell us all that much, as almost nothing aside from a planet-killing asteroid or (possibly) an all-out global thermonuclear war rises to that highest of bars. Every other problem humanity deals with — war, violence, famine, poverty — is not existential but is still critically important. This is more or less Gates’ point, that climate should be treated as one of many problems we need to solve rather than an all-encompassing ur-problem. But by and large, the majority of people and policymakers have been treating it as just that.
Gates posits that society can best address climate change by working to reduce the green premium associated with clean energy technologies.
The idea of the green premium is compelling. As noted earlier, a lot of the progress that society has made on reducing emissions over the past 15 years has come on the back of near-miraculously rapid declines in the cost of clean energy technologies. Cheaper clean energy in turn enables more ambitious policy adoption, as the costs of getting to net-zero emissions turn from astronomical to manageable.
But I’d suggest that it is somewhat incomplete, at least in its more straightforward interpretation. There is an idea that innovation and markets alone will necessarily solve the problem in the absence of policy interventions — that if we can just make clean energy cheap enough, the world will sufficiently decarbonize to avoid potentially catastrophic impacts from climate change.
This may be the case, but it also may not. Innovation cuts both ways — the success of hydraulic fracturing and horizontal drilling technology has drastically reduced the cost of natural gas and oil production. There are lots of resources going into producing fossil fuels more cheaply, and while I’m hopeful that the cost of solar, batteries, wind, nuclear, geothermal, and other clean energy technologies will fall faster, there is no law of physics that says it will inevitably be cheaper.
Hoping that clean energy will be absolutely cheaper than fossil fuels at a scale needed to decarbonize our energy system is a gamble — and one with loaded dice. There are real costs associated with fossil fuel use — from air pollution, from climate change, from local environmental damage. These are currently borne by the public and not by the companies producing fossil fuels. As long as the costs remain socialized while the benefits are privatized, the market alone will not lead to the optimal level of deployment of clean energy technologies.
This is where policy comes in: We either need to include the “brown costs” of fossil fuels in their market price (e.g. a carbon tax, something that has been not very politically palatable to date) or be willing to pay some ongoing green premium in cases where clean energy remains more expensive to account for the real costs of climate and pollution.
Policy also plays a key role in technology. The rapid and amazing drop in the price of solar energy over the last few decades has been driven to a large extent by government support of the technology. The free market may have done this by itself, but it would have likely taken many decades longer.
I don’t think Gates would necessarily disagree with any of this, but it’s an important rejoinder for those who assume that innovation alone is sufficient to address the problem.
The reception of the Gates memo was an unfortunate reflection of our extremely polarized politics. Some climate advocates dismissed it as denialism or the second coming of Bjorn Lomborg, while those on the right (including President Trump) portrayed it as proof that the science was wrong and climate change was actually a hoax.
Gates tried at length and upfront to make his position clear that climate change is a big problem, and that his interest is on near-term prioritization of resources. But most interpreted the memo through their ideological priors (many likely without actually reading it).
To be clear: Climate change is a very important problem. It needs to be solved, along with other problems like malaria and malnutrition. Every tenth of a degree of heating that we prevent is hugely beneficial because a stable climate makes it easier to improve people’s lives.
Our inability to have nuanced discussions about these matters is detrimental to the broader societal discussion about serious issues like climate change. The portrayal of climate as an all or nothing problem, coupled with the U.S.’s thermostatic politics where control of government commonly switches between parties, is a recipe for a lack of clear long term action on climate or any other big societal problem that gets caught up in the politicized culture wars. While I don’t know how to change society to make science less politicized and to center the debate around the best solutions rather than the physical reality of the problem, a change is sorely needed.
Ultimately Gates’ memo is making the case that we need to set a higher priority on helping the world’s most vulnerable in a time when aid to them is being cut. I broadly agree. But deprioritizing mitigation spending is not a very effective way to accomplish that goal, outside of the relatively modest amount of money the world spends today on mitigation in the least developed countries.
When there is an option to spend money already going to these countries in a way that provides the greatest benefits for the population even if it does not reduce (or even increases) emissions, we should probably do it. But the vast majority of the resources we spend on decarbonization today in middle and upper income countries will not magically be repurposed for international development aid if we deprioritize climate change as an issue. And deprioritizing climate change as an issue risks substituting near-term benefits for long-term harms that are nearly impossible to reverse.
A world of unabated climate change will impact the poor most severely. Addressing it requires two strategies in tandem: prioritizing development and poverty alleviation to build adaptive capacity (and human flourishing), and reducing emissions rapidly in middle and upper-income countries to mitigate future climate impacts and drive down the cost of clean energy technologies so they can be more readily adopted by low income countries. Perhaps I’m unduly optimistic, but I think that society should be able to do both.
Editor’s note: A version of this article originally appeared in the author’s newsletter, The Climate Brink, and has been repurposed for Heatmap.
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Adorable as they are, Japanese kei cars don’t really fit into American driving culture.
It’s easy to feel jaded about America’s car culture when you travel abroad. Visit other countries and you’re likely to see a variety of cool, quirky, and affordable vehicles that aren’t sold in the United States, where bloated and expensive trucks and SUVs dominate.
Even President Trump is not immune from this feeling. He recently visited Japan and, like a study abroad student having a globalist epiphany, seems to have become obsessed with the country’s “kei” cars, the itty-bitty city autos that fill up the congested streets of Tokyo and other urban centers. Upon returning to America, Trump blasted out a social media message that led with, “I have just approved TINY CARS to be built in America,” and continued, “START BUILDING THEM NOW!!!”
He’s right: Kei cars are neat. These pint-sized coupes, hatchbacks, and even micro-vans and trucks are so cute and weird that U.S. car collectors have taken to snatching them up (under the rules that allow 25-year-old cars to be imported to America regardless of whether they meet our standards). And he’s absolutely right that Americans need smaller and more affordable automotive options. Yet it’s far from clear that what works in Japan will work here — or that the auto execs who stood behind Trump last week as he announced a major downgrading of upcoming fuel economy standards are keen to change course and start selling super-cheap economy cars.
Americans want our cars to do everything. This country’s fleet of Honda CR-Vs and Chevy Silverados have plenty of space for school carpools and grocery runs around town, and they’re powerful and safe enough for road-tripping hundreds of miles down the highway. It’s a theme that’s come up repeatedly in our coverage of electric vehicles. EVs are better for cities and suburbs than internal combustion vehicles, full stop. But they may never match the lightning-fast road trip pit stop people have come to expect from their gasoline-powered vehicles, which means they don’t fit cleanly into many Americans’ built-in idea of what a car should be.
This has long been a problem for selling Americans on microcars. We’ve had them before: As recently as a dozen years ago, extra-small autos like the Smart ForTwo and Scion iQ were available here. Those tiny cars made tons of sense in the United States’ truly dense urban areas; I’ve seen them strategically parked in the spaces between homes in San Francisco that are too short for any other car. They made less sense in the more wide-open spaces and sprawling suburbs that make up this country. The majority of Americans who don’t struggle with street parking and saw that they could get much bigger cars for not that much more money weren’t that interested in owning a car that’s only good for local driving.
The same dynamic exists with the idea of bringing kei cars for America. They’re not made to go faster than 40 or 45 miles per hour, and their diminutive size leaves little room for the kind of safety features needed to make them highway-legal here. (Can you imagine driving that tiny car down a freeway filled with 18-wheelers?) Even reaching street legal status is a struggle. While reporting earlier this year on the rise of kei car enthusiasts, The New York Times noted that while some states have moved to legalize mini-cars, it is effectively illegal to register them in New York. (They interviewed someone whose service was to register the cars in Montana for customers who lived elsewhere.)
If the automakers did follow Trump’s directive and stage a tiny car revival, it would be a welcome change for budget-focused Americans. Just a handful of new cars can be had for less than $25,000 in the U.S. today, and drivers are finally beginning to turn against the exorbitant prices of new vehicles and the endless car loans required to finance them. Individuals and communities have turned increasingly to affordable local transportation options like golf carts and e-bikes for simply getting around. Tiny cars could occupy a space between those vehicles and the full-size car market. Kei trucks, which take the pickup back to its utilitarian roots, would be a wonderful option for small businesses that just need bare-bones hauling capacity.
Besides convincing size-obsessed Americans that small is cool, there is a second problem with bringing kei cars to the U.S., which is figuring out how to make little vehicles fit into the American car world. Following Trump’s declaration that America should get Tokyo-style tiny cars ASAP, Transportation Secretary Sean Duffy said “we have cleared the deck” of regulations that would prevent Toyota or anyone else from selling tiny cars here. Yet shortly thereafter, the Department of Transportation clarified that, “As with all vehicles, manufacturers must certify that they meet U.S. Federal Motor Vehicle Safety Standards, including for crashworthiness and passenger protection.”
In other words, Ford and GM can’t just start cranking out microcars that don’t include all the airbags and other protections necessary to meet American crash test and rollover standards (not without a wholesale change to our laws, anyway). As a result, U.S. tiny cars couldn’t be as tiny as Japanese ones. Nor would they be as cheap, which is a crucial issue. Americans might spend $10,000 on a city-only car, but probably wouldn’t spend $20,000 — not when they could just get a plain old Toyota Corolla or a used SUV for that much.
It won’t be easy to convince the car companies to go down this road, either. They moved so aggressively toward crossovers and trucks over the past few decades because Americans would pay a premium for those vehicles, making them far more profitable than economy cars. The margins on each kei car would be much smaller, and since the stateside market for them might be relatively small, this isn’t an alluring business proposition for the automakers. It would be one thing if they could just bring the small cars they’re selling elsewhere and market them in the United States without spending huge sums to redesign them for America. But under current laws, they can’t.
Not to mention the whiplash effect: The Trump administration’s attacks on EVs left the carmakers struggling to rearrange their plans. Ford and Chevy probably aren’t keen to start the years-long process of designing tiny cars to please a president who’ll soon be distracted by something else.
Trump’s Tokyo fantasy is based in a certain reality: Our cars are too big and too expensive. But while kei cars would be fantastic for driving around Boston, D.C., or San Francisco, the rides that America really needs are the reasonably sized vehicles we used to have — the hatchbacks, small trucks, and other vehicles that used to be common on our roads before the Ford F-150 and Toyota RAV4 ate the American car market. A kei truck might be too minimalist for mainstream U.S. drivers, but how about a hybrid revival of the El Camino, or a truck like the upcoming Slate EV whose dimensions reflect what a compact truck used to be? Now that I could see.
Current conditions: In the Pacific Northwest, parts of the Olympics and Cascades are set for two feet of rain over the next two weeks • Australian firefighters are battling blazes in Victoria, New South Wales, and Tasmania • Temperatures plunged below freezing in New York City.
The U.S. military is taking on a new role in the Trump administration’s investment strategy, with the Pentagon setting off a wave of quasi-nationalization deals that have seen the Department of Defense taking equity stakes in critical mineral projects. Now the military’s in-house lender, the Office of Strategic Capital, is making nuclear power a “strategic technology.” That’s according to the latest draft, published Sunday, of the National Defense Authorization Act making its way through Congress. The bill also gives the lender new authorities to charge and collect fees, hire specialized help, and insulate its loan agreements from legal challenges. The newly beefed up office could give the Trump administration a new tool for adding to its growing list of investments, as I previously wrote here.

The “Make America Healthy Again” wing of President Donald Trump’s political coalition is urging the White House to fire Environmental Protection Agency Administrator Lee Zeldin over his decisions to deregulate harmful chemicals. In a petition circulated online, several prominent activists aligned with the administration’s health secretary, Robert F. Kennedy, Jr., accused Zeldin of having “prioritized the interests of chemical corporations over the well-being of American families and children.” As of early Friday afternoon, The New York Times reported, more than 2,800 people had signed the petition. By Sunday afternoon, the figure was nearly 6,000. The organizers behind the petition include Vani Hari, a MAHA influencer known as the Food Babe to her 2.3 million Instagram followers, and Alex Clark, a Turning Point USA activist who hosts what the Times called “a health and wellness podcast popular among conservatives.”
The intraparty conflict comes as one of Zeldin’s more controversial rollbacks of a Biden-era pollution rule, a regulation that curbs public exposure to soot, is facing significant legal challenges. A lawyer told E&E News the EPA’s case is a “Hail Mary pass.”
The Democratic Republic of the Congo, by far the world’s largest source of cobalt, has slapped new export restrictions on the bluish metal needed for batteries and other modern electronics. As much as 80% of the global supply of cobalt comes from the DRC, where mines are notorious for poor working conditions, including slavery and child labor. Under new rules for cobalt exporters spelled out in a government document Reuters obtained, miners would need to pre-pay a 10% royalty within 48 hours of receiving an invoice and secure a compliance certificate. The rules come a month after Kinshasa ended a months-long export ban by implementing a quota system aimed at boosting state revenues and tightening oversight over the nation’s fast-growing mining industry. The establishment of the rules could signal increased exports again, but also suggests that business conditions are changing in the country in ways that could further complicate mining.
With Chinese companies controlling the vast majority of the DRC’s cobalt mines, the U.S. is looking to onshore more of the supply chain for the critical mineral. Among the federal investments is one I profiled for Heatmap: an Ohio startup promising to refine cobalt and other metals with a novel processing method. That company, Xerion, received funding from the Defense Logistics Agency, yet another funding office housed under the U.S. military.
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Last month, I told you about China’s outreach to the rest of the world, including Western European countries, to work together on nuclear fusion. The U.S. cut off cooperation with China on traditional atomic energy back in 2017. But France is taking a different approach. During a state visit to Beijing last week, French President Emmanuel Macron “failed to win concessions” from Chinese leader Xi Jinping, France24 noted. But Paris and Beijing agreed to a new “pragmatic cooperation” deal on nuclear power. France’s state-owned utility giant EDF already built a pair of its leading reactors in China.
The U.S. has steadily pushed the French out of deals within the democratic world. Washington famously muscled in on a submarine deal, persuading Australia to drop its deal with France and go instead with American nuclear vessels. Around the same time, Poland — by far the biggest country in Europe to attempt to build its first nuclear power plant — gave the American nuclear company Westinghouse the contract in a loss for France’s EDF. Working with China, which is building more reactors at a faster rate than any other country, could give France a leg up over the U.S. in the race to design and deploy new reactors.
It’s not just the U.S. backpedaling on climate pledges and extending operations of coal plants set to shut down. In smog-choked Indonesia, which ranks seventh in the world for emissions, a coal-fired plant that Bloomberg described as a “flagship” for the country’s phaseout of coal has, rather than shut down early, applied to stay open longer.
Nor is the problem reserved to countries with right-wing governance. The new energy plan Canadian Prime Minister Mark Carney, a liberal, is pursuing in a bid to leverage the country’s fossil fuel riches over an increasingly pushy Trump means there’s “no way” Ottawa can meet its climate goals. As I wrote last week, the Carney government is considering a new pipeline from Alberta to the West Coast to increase oil and gas sales to Asia.
There’s a new sheriff in town in the state at the center of the data center boom. Virginia’s lieutenant governor-elect Ghazala Hasmi said Thursday that the incoming administration would work to shift policy toward having data centers “pay their fair share” by supplying their own energy and paying to put more clean power on the grid, Utility Dive reported. “We have the tools today. We’ve got the skilled and talented workforce. We have a policy roadmap as well, and what we need now is the political will,” Hashmi said. “There is new energy in this legislature, and with it a real opportunity to build new energy right here in the Commonwealth.”
Get up to speed on the SPEED Act.
After many months of will-they-won’t-they, it seems that the dream (or nightmare, to some) of getting a permitting reform bill through Congress is squarely back on the table.
“Permitting reform” has become a catch-all term for various ways of taking a machete to the thicket of bureaucracy bogging down infrastructure projects. Comprehensive permitting reform has been tried before but never quite succeeded. Now, a bipartisan group of lawmakers in the House are taking another stab at it with the SPEED Act, which passed the House Natural Resources Committee the week before Thanksgiving. The bill attempts to untangle just one portion of the permitting process — the National Environmental Policy Act, or NEPA.
There are a lot of other ways regulation and bureaucracy get in the way of innovation and clean energy development that are not related to NEPA. Some aren’t even related to permitting. The biggest barrier to building transmission lines to carry new carbon-free energy, for example, is the lack of a standard process to determine who should pay for them when they cross through multiple utility or state jurisdictions. Lawmakers on both sides of the aisle are working on additional bills to address other kinds of bottlenecks, and the SPEED Act could end up being just one piece of the pie by the time it’s brought to the floor.
But while the bill is narrow in scope, it would be sweeping in effect — and it’s highly unclear at this point whether it could garner the bipartisan support necessary to get 60 votes in the Senate. Just two of the 20 Democrats on the Natural Resources Committee voted in favor of the bill.
Still, the context for the debate has evolved significantly from a year ago, as artificial intelligence has come to dominate America’s economic prospects, raising at least some proponents’ hopes that Congress can reach a deal this time.
“We’ve got this bipartisan interest in America winning the AI race, and an understanding that to win the AI race, we’ve got to expand our power resources and our transmission network,” Jeff Dennis, the executive director of the Electricity Customer Alliance and a former official at the Department of Energy’s Grid Deployment Office, told me. “That creates, I think, a new and a different kind of energy around this conversation than we’ve had in years past.”
One thing that hasn’t changed is that the permitting reform conversation is almost impenetrably difficult to follow. Here’s a guide to the SPEED Act to help you navigate the debate as it moves through Congress.
NEPA says that before federal agencies make decisions, whether promulgating rules or approving permits, they must assess the environmental impacts of those decisions and disclose them to the public. Crucially, it does not mandate any particular action based on the outcome of these assessments — that is, agencies still have full discretion over whether to approve a permit, regardless of how risky the project is shown to be.
The perceived problem is that NEPA slows down infrastructure projects of all kinds — clean energy, dirty energy, housing, transit — beyond what should reasonably be expected, and thereby raises costs. The environmental assessments themselves take a long time, and yet third parties still often sue the federal government for not doing a thorough enough job, which can delay project development for many more years.
There’s a fair amount of disagreement over whether and how NEPA is slowing down clean energy, specifically. Some environmental and clean energy researchers have analyzed NEPA timelines for wind, solar, and transmission projects and concluded that while environmental reviews and litigation do run up the clock, that has been more the exception than the rule. Other groups have looked at the same data and seen a dire need for reform.
Part of the disconnect is about what the data doesn’t show. “What you don’t see is how little activity there is in transmission development because of the fear of not getting permits,” Michael Skelly, the CEO of Grid United, told me. “It’s so difficult to go through NEPA, it’s so costly on the front end and it’s so risky on the back end, that most people don’t even try.”
Underlying the dispute is also the fact that available data on NEPA processes and outcomes are scattered and incomplete. The Natural Resources Committee advanced two smaller complementary bills to the SPEED Act that would shine more light on NEPA’s flaws. One, called the ePermit Act, would create a centralized portal for NEPA-related documentation and data. The other directs the federal government to put out an annual report on how NEPA affects project timelines, costs, and outcomes.
During Biden’s presidency, Congress and the administration took a number of steps to reform NEPA — some more enduring than others. The biggest swing was the Fiscal Responsibility Act of 2023, which raised the debt ceiling. In an effort to prevent redundant analyses when a project requires approvals or input from multiple agencies, it established new rules by which one lead agency would oversee the NEPA process for a given project, set the environmental review schedule, and coordinate with other relevant agencies. It also codified new deadlines for environmental review — one year to complete environmental assessments, and two years for meatier "environmental impact statements” — and set page limits for these documents.
The 2021 bipartisan infrastructure law also established a new permitting council to streamline reviews for the largest projects.
The Inflation Reduction Act allocated more than $750 million for NEPA implementation across the federal government so that agencies would have more resources to conduct reviews. Biden’s Council of Environmental Quality also issued new regulations outlining how agencies should comply with NEPA, but those were vacated by a court decision that held that CEQ does not have authority to issue NEPA regulations.
Trump’s One Big Beautiful Bill Act, which he signed in early July, created a new process under NEPA by which developers could pay a fee to the government to guarantee a faster environmental review process.
None of these laws directly affected NEPA litigation, which many proponents of reform say is the biggest cause of delay and uncertainty in the process.
The most positive comments I heard about the SPEED Act from clean energy proponents were that it was a promising, though flawed, opening salvo for permitting reform.
Dennis told me it was “incredibly important” that the bill had bipartisan support and that it clarified the boundaries for what agencies should consider in environmental reviews. Marc Levitt, the director of regulatory reform at the Breakthrough Institute and a former Environmental Protection Agency staffer, said it addresses many of the right problems — especially the issue of litigation — although the provisions as written are “a bit too extreme.” (More on that in a minute.)
Skelly liked the 150-day statute of limitations on challenging agency decisions in court. In general, speeding up the NEPA process is crucial, he said, not just because time is money. When it takes five years to get a project permitted, “by the time you come out the other side, the world has changed and you might want to change your project,” but going through it all over again is too arduous to be worth it.
Industry associations for both oil and gas and clean energy have applauded the bill, with the American Clean Power Association joining the American Petroleum Institute and other groups in signing a letter urging lawmakers to pass it. The American Council on Renewable Energy also applauded the bill’s passage, but advised that funding and staffing permitting agencies was also crucial.
Many environmental groups fundamentally oppose the bill — both the provisions in it, and the overall premise that NEPA requires reform. “If you look at what’s causing delay at large,” Stephen Schima, senior legislative council for Earthjustice Action, told me, “it’s things like changes in project design, local and state regulations, failures of applicants to provide necessary information, lack of funding, lack of staff and resources at the agencies. It’s not the law itself.”
Schima and Levitt both told me that the language in the bill that’s supposed to prevent Trump from revoking previously approved permits is toothless — all of the exceptions listed “mirror almost precisely the conditions under which Trump and his administration are currently taking away permits,” Levitt said. The Solar Energy Industry Association criticized the bill for not addressing the “core problem” of the Trump administration’s “ongoing permitting moratorium” on clean energy projects.
Perhaps the biggest problem people have with the bill, which came up in my interviews and during a separate roundtable hosted by the Bipartisan Policy Center, is the way it prevents courts from stopping projects. An agency could do a slapdash environmental review, miss significant risks to the public, and there would be no remedy other than that the agency has to update its review — the project could move forward as-is.
Those are far from the only red flags. During a Heatmap event on Thursday, Ted Kelly, the director and lead counsel for U.S. energy at the Environmental Defense Fund, told me one of his biggest concerns was the part about ignoring new scientific research. “That just really is insisting the government shut its eyes to new information,” he said. Schima pointed to the injustice of limiting lawsuits to individuals who submitted public comments, when under the Trump administration, agencies have stopped taking public comments on environmental reviews. The language around considering effects that are “separate in time or place from the project or action” is also dangerous, Levitt said. It limits an agency’s discretion over what effects are relevant to consider, including cumulative effects like pollution and noise from neighboring projects.
The SPEED Act is expected to come to a vote on the House floor in the next few weeks. Then the Senate will likely put forward its own version.
As my colleague Jael Holzman wrote last month, Trump himself remains the biggest wildcard in permitting reform. Democrats have said they won’t agree to a deal that doesn’t bar the president from pulling previously-approved permits or otherwise level the playing field for renewable energy. Whether Trump would ever sign a bill with that kind of language is not a question we have much insight into yet.