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A victory for activists also represents a political gamble for the president.
Perhaps the biggest political test of the climate movement has now arrived.
There are a few ways to think about this. But first, the facts: The Biden administration will temporarily stop approving new liquified natural gas export terminals, allowing the Energy Department to study the effect that they have on the climate, the White House announced on Friday.
The decision is a victory for climate activists, who had demanded President Joe Biden halt the growth of what may be the country’s most important fossil fuel industry. It also throws into question whether some of the biggest pending LNG projects — such as Calcasieu Pass 2, or CP2, a proposed Louisiana terminal that activists have dubbed a “carbon mega bomb” — will ultimately get built.
The pause could also complicate Biden’s foreign policy, which has used America’s status as a major energy supplier to pacify allies and wield economic might. Since Russia invaded Ukraine in 2022 and throttled gas supplies to Europe, the United States has used its vast stores of liquified natural gas to supply allied countries with energy that conventional estimates say is less climate-polluting than coal.
In a statement, Biden framed the pause as a crucial part of his administration’s ambitious climate policy.
“From Day One, my administration has set the United States on an unprecedented course to tackle the climate crisis at home and abroad,” Biden said. “This pause on new LNG approvals sees the climate crisis for what it is: the existential threat of our time.
While the approvals are paused, the Energy Department will study the effect liquified natural gas export terminals could have on domestic and global greenhouse gas emissions. That review will likely last more than a year, almost certainly pushing a final decision until after the presidential election.
Biden also said the pause could be suspended in the case “of unanticipated and immediate national security emergencies.”
Energy Secretary Jennifer Granholm joined a call with reporters on Thursday. “As our exports increase,” she said, “we must review export applications using the most comprehensive up-to-date analysis of the economic, environmental and national security considerations.”
Although the United States only began exporting liquified natural gas in 2016, it is now the world’s top exporter of the fossil fuel. And the country’s dominance in the industry is growing. By 2027, a slate of new liquified natural gas facilities
are set to open in North America, including several in the U.S., doubling the continent’s export capacity.
I think it’s fair to say that the Biden administration took many climate experts — a different class than activists, to be clear — by surprise. Liam Denning, a Bloomberg columnist who is no enemy of the green transition, dubbed the pause “clever, clever politics and bad policy.”
The activist case against liquified natural gas turns on an incendiary new analysis by Robert Howarth, a Cornell professor of ecology and environmental biology, that claims exporting natural gas could be significantly worse than coal for the climate. Howarth’s analysis has not been published in a scientific journal, but it has been cited repeatedly by the climate journalist and activist Bill McKibben, who has emerged as perhaps the leading opponent of building the new terminals. Using Howarth’s math, CP2 and other export terminals start to look worse than the Willow pipeline in Alaska that the Biden administration approved last year.
It’s hard to imagine Biden making this decision if the campaign wasn’t freaking out about getting Gen Z and younger Millennials to vote. The president’s polling among young voters has been so abysmal lately that it defied belief at first, and young voters widely oppose how America is handling Israel’s war in the Gaza Strip. This is more than a messaging problem: Young voters have a substantive policy disagreement with the Biden administration about the most salient international issue of the last six months.
The administration seems to be hoping a pause on LNG approvals will help reverse that dismal momentum. Yet doing so will bring its own electoral risks. In November, Heatmap polled roughly 1,000 Americans about key climate issues. While we didn’t ask what Biden should do about natural gas pipelines specifically, we did ask a more wide-ranging question about the recent March to End Fossil Fuels, which drew tens of thousands of demonstrators to New York in September. Protesters demanded, among other things, that Biden suspend or revoke approvals for all new fossil-fuel infrastructure.
Here was our mouthful of a poll question:
In September, more than 50,000 people marched in New York City demanding that the Biden administration and Congress “end fossil fuels.” These activists want the Biden administration to stop all oil exports, block new oil and gas pipelines from being built, and ban any company from drilling on government-owned land. These policies would increase gasoline prices, but some scientists say they are essential to slowing down the dangerous increase in global temperatures. Do you support or oppose the Biden administration and Congress adopting policies aimed at permanently ending the oil, gas, and coal industries?
Respondents were split — and, frankly, confused. Forty-two percent of Americans opposed ending the fossil-fuel industry; 41% supported it. Nearly 20% of Americans said they were unsure what Biden and Congress should do. And while sunsetting the fossil fuel industry won majority support among Democrats and liberal independents, a plurality of moderate independents said they would oppose such a policy. Two-thirds of Republicans rejected it, too.
I will confess that I am not sure that the American public, in practice, is as split on taking aggressive steps to end the fossil-fuel industry as the poll finds. That’s because elsewhere in our poll, we found that 62% of Americans said they supported the federal government “making it easier to drill for fossil fuels and build new fossil fuel pipelines.” Some sizable percentage of voters seemingly want Biden both to support fossil fuels and kill fossil fuels — a logical impossibility.
But the results of the fossil fuel march question become more interesting — and more politically relevant, I think — when you break them out by age group. The young and the old, we found, were divided on the fossil fuel industry. Slightly more than half of adults aged 18 to 34 said Biden and Congress should work to shut it down. But most older adults, defined here as anyone 65 and older, opposed such a move.
When you look deeper beneath the hood, those results get even more complicated. Of the young adults who support ending the fossil-fuel industry, most said they were “somewhat” in support of the idea. But of the older adults who opposed it, a majority were “strongly” against the idea. In other words, the largest share of young people were weakly for ending the fossil-fuel industry, while the largest share of older people were strongly against it.
That poses a dilemma for Biden. While younger and middle-aged adults drive social media discourse and shape media coverage, it is the old who consistently show up to vote. In that way, the fossil-fuel industry is — like the Gaza war — a young/old scissor issue; it divides the electorate along age lines in a way guaranteed to alienate some part of the president’s coalition. (Of course, most older Americans won’t see much of the consequences of greenhouse gas pollution from fossil fuels in their lifetime — but that fact, while ethically relevant, does not have immediate electoral bearing.)
The one grace for the president is that the fossil-fuel issue doesn’t divide Democrats as much, per se; about two-thirds of older Democrats said that they would back a plan to shut down the oil and gas industry. Yet self-identified independents, whom the president must win in November, were more evenly split. There is no easy out.
McKibben has declared provisional victory over the issue. “Joe Biden has just done more than any president before him to check the expansion of dirty energy,” he wrote on X when the first unconfirmed reports broke. “This is the biggest check any president has ever applied to the fossil fuel industry, and the strongest move against dirty energy in American history,” he later elaborated. I will be curious if that message breaks through — it is an endorsement that I think many young voters would be surprised to hear.
Under Biden, Congress has passed the most aggressive climate legislation in U.S. history — not only in the form of the Inflation Reduction Act, with its tax incentives for clean energy, but also the bipartisan infrastructure law, which directed hundreds of billions to public transit and next-generation energy research. Yet instead of celebrating that victory, many climate-concerned young voters — or at least the environmentalist groups that purport to speak for them — spent much of 2023 fixated on the president’s approval of the Willow pipeline. While I’ve never seen a scientific sample, it’s pretty clear that the negative news about Willow broke through among young voters to a far greater extent than the positive news about the IRA, even though the IRA will reduce greenhouse gas emissions far more than the Willow pipeline will increase them.
With the LNG pause, the Biden administration has avoided another Willow “betrayal”-style story among the youngs. But it may also have invited negative coverage from other factions of the press — including business and energy analysts who doubt Howarth’s analyses and remain more equivocal about LNG. This is why this moment is such a test for climate activists: If they cannot generate a positive news cycle for the president at this moment — or rather, if they can’t convince young people that Biden has done something good on climate change — then their utility in the coalition will come into question.
Below all of this lurks a possibility that would be truly toxic for climate politics: that the social media-driven environment in which younger adults marinate can only direct attention to negative stories. What if X, Instagram, and TikTok generate outrage and nihilism far more easily than support and solidarity? That would be dangerous not only for climate politics, but also for the entire progressive agenda, which requires the public — perhaps above all — to believe in the possibility of mutual uplift and civic competency.
Biden is presiding over a country in profound transition, trying to manage and redirect subterranean rivers of history that — much to his campaign’s chagrin — remain well outside his control. The United States is stuck between two regimes, two economies: the fossil-fueled, Middle East-managing policy of old, and the clean, climate-friendlier, Asia-focused policy of the future. Voters are split, too. As much as Biden officials and young people might want to push the economy toward the latter, America keeps getting dragged back toward the former — by its economy, by its electorate, and by events themselves.
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Give the people what they want — big, family-friendly EVs.
The star of this year’s Los Angeles Auto Show was the Hyundai Ioniq 9, a rounded-off colossus of an EV that puts Hyundai’s signature EV styling on a three-row SUV cavernous enough to carry seven.
I was reminded of two years ago, when Hyundai stole the L.A. show with a different EV: The reveal of Ioniq 6, its “streamliner” aerodynamic sedan that looked like nothing else on the market. By comparison, Ioniq 9 is a little more banal. It’s a crucial vehicle that will occupy the large end of Hyundai's excellent and growing lineup of electric cars, and one that may sell in impressive numbers to large families that want to go electric. Even with all the sleek touches, though, it’s not quite interesting. But it is big, and at this moment in electric vehicles, big is what’s in.
The L.A. show is one the major events on the yearly circuit of car shows, where the car companies traditionally reveal new models for the media and show off their whole lineups of vehicles for the public. Given that California is the EV capital of America, carmakers like to talk up their electric models here.
Hyundai’s brand partner, Kia, debuted a GT performance version of its EV9, adding more horsepower and flashy racing touches to a giant family SUV. Jeep reminded everyone of its upcoming forays into full-size and premium electric SUVs in the form of the Recon and the Wagoneer S. VW trumpeted the ID.Buzz, the long-promised electrified take on the classic VW Microbus that has finally gone on sale in America. The VW is the quirkiest of the lot, but it’s a design we’ve known about since 2017, when the concept version was revealed.
Boring isn’t the worst thing in the world. It can be a sign of a maturing industry. At auto shows of old, long before this current EV revolution, car companies would bring exotic, sci-fi concept cars to dial up the intrigue compared to the bread-and-butter, conservatively styled vehicles that actually made them gobs of money. During the early EV years, electrics were the shiny thing to show off at the car show. Now, something of the old dynamic has come to the electric sector.
Acura and Chrysler brought wild concepts to Los Angeles that were meant to signify the direction of their EVs to come. But most of the EVs in production looked far more familiar. Beyond the new hulking models from Hyundai and Kia, much of what’s on offer includes long-standing models, but in EV (Chevy Equinox and Blazer) or plug-in hybrid (Jeep Grand Cherokee and Wrangler) configurations. One of the most “interesting” EVs on the show floor was the Cybertruck, which sat quietly in a barely-staffed display of Tesla vehicles. (Elon Musk reveals his projects at separate Tesla events, a strategy more carmakers have begun to steal as a way to avoid sharing the spotlight at a car show.)
The other reason boring isn’t bad: It’s what the people want. The majority of drivers don’t buy an exotic, fun vehicle. They buy a handsome, spacious car they can afford. That last part, of course, is where the problem kicks in.
We don’t yet know the price of the Ioniq 9, but it’s likely to be in the neighborhood of Kia’s three-row electric, the EV9, which starts in the mid-$50,000s and can rise steeply from there. Stellantis’ forthcoming push into the EV market will start with not only pricey premium Jeep SUVs, but also some fun, though relatively expensive, vehicles like the heralded Ramcharger extended-range EV truck and the Dodge Charger Daytona, an attempt to apply machismo-oozing, alpha-male muscle-car marketing to an electric vehicle.
You can see the rationale. It costs a lot to build a battery big enough to power a big EV, so they’re going to be priced higher. Helpfully for the car brands, Americans have proven they will pay a premium for size and power. That’s not to say we’re entering an era of nothing but bloated EV battleships. Models such as the overpowered electric Dodge Charger and Kia EV9 GT will reveal the appetite for performance EVs. Smaller models like the revived Chevy Bolt and Kia’s EV3, already on sale overseas, are coming to America, tax credit or not.
The question for the legacy car companies is where to go from here. It takes years to bring a vehicle from idea to production, so the models on offer today were conceived in a time when big federal support for EVs was in place to buoy the industry through its transition. Now, though, the automakers have some clear uncertainty about what to say.
Chevy, having revealed new electrics like the Equinox EV elsewhere, did not hold a media conference at the L.A. show. Ford, which is having a hellacious time losing money on its EVs, used its time to talk up combustion vehicles including a new version of the palatial Expedition, one of the oversized gas-guzzlers that defined the first SUV craze of the 1990s.
If it’s true that the death of federal subsidies will send EV sales into a slump, we may see messaging from Detroit and elsewhere that feels decidedly retro, with very profitable combustion front-and-center and the all-electric future suddenly less of a talking point. Whatever happens at the federal level, EVs aren’t going away. But as they become a core part of the car business, they are going to get less exciting.
Current conditions: Parts of southwest France that were freezing last week are now experiencing record high temperatures • Forecasters are monitoring a storm system that could become Australia’s first named tropical cyclone of this season • The Colorado Rockies could get several feet of snow today and tomorrow.
This year’s Atlantic hurricane season caused an estimated $500 billion in damage and economic losses, according to AccuWeather. “For perspective, this would equate to nearly 2% of the nation’s gross domestic product,” said AccuWeather Chief Meteorologist Jon Porter. The figure accounts for long-term economic impacts including job losses, medical costs, drops in tourism, and recovery expenses. “The combination of extremely warm water temperatures, a shift toward a La Niña pattern and favorable conditions for development created the perfect storm for what AccuWeather experts called ‘a supercharged hurricane season,’” said AccuWeather lead hurricane expert Alex DaSilva. “This was an exceptionally powerful and destructive year for hurricanes in America, despite an unusual and historic lull during the climatological peak of the season.”
AccuWeather
This year’s hurricane season produced 18 named storms and 11 hurricanes. Five hurricanes made landfall, two of which were major storms. According to NOAA, an “average” season produces 14 named storms, seven hurricanes, and three major hurricanes. The season comes to an end on November 30.
California Gov. Gavin Newsom announced yesterday that if President-elect Donald Trump scraps the $7,500 EV tax credit, California will consider reviving its Clean Vehicle Rebate Program. The CVRP ran from 2010 to 2023 and helped fund nearly 600,000 EV purchases by offering rebates that started at $5,000 and increased to $7,500. But the program as it is now would exclude Tesla’s vehicles, because it is aimed at encouraging market competition, and Tesla already has a large share of the California market. Tesla CEO Elon Musk, who has cozied up to Trump, called California’s potential exclusion of Tesla “insane,” though he has said he’s okay with Trump nixing the federal subsidies. Newsom would need to go through the State Legislature to revive the program.
President-elect Donald Trump said yesterday he would impose steep new tariffs on all goods imported from China, Canada, and Mexico on day one of his presidency in a bid to stop “drugs” and “illegal aliens” from entering the United States. Specifically, Trump threatened Canada and Mexico each with a 25% tariff, and China with a 10% hike on existing levies. Such moves against three key U.S. trade partners would have major ramifications across many sectors, including the auto industry. Many car companies import vehicles and parts from plants in Mexico. The Canadian government responded with a statement reminding everyone that “Canada is essential to U.S. domestic energy supply, and last year 60% of U.S. crude oil imports originated in Canada.” Tariffs would be paid by U.S. companies buying the imported goods, and those costs would likely trickle down to consumers.
Amazon workers across the world plan to begin striking and protesting on Black Friday “to demand justice, fairness, and accountability” from the online retail giant. The protests are organized by the UNI Global Union’s Make Amazon Pay Campaign, which calls for better working conditions for employees and a commitment to “real environmental sustainability.” Workers in more than 20 countries including the U.S. are expected to join the protests, which will continue through Cyber Monday. Amazon’s carbon emissions last year totalled 68.8 million metric tons. That’s about 3% below 2022 levels, but more than 30% above 2019 levels.
Researchers from MIT have developed an AI tool called the “Earth Intelligence Engine” that can simulate realistic satellite images to show people what an area would look like if flooded by extreme weather. “Visualizing the potential impacts of a hurricane on people’s homes before it hits can help residents prepare and decide whether to evacuate,” wrote Jennifer Chu at MIT News. The team found that AI alone tended to “hallucinate,” generating images of flooding in areas that aren’t actually susceptible to a deluge. But when combined with a science-backed flood model, the tool became more accurate. “One of the biggest challenges is encouraging people to evacuate when they are at risk,” said MIT’s Björn Lütjens, who led the research. “Maybe this could be another visualization to help increase that readiness.” The tool is still in development and is available online. Here is an image it generated of flooding in Texas:
Maxar Open Data Program via Gupta et al., CVPR Workshop Proceedings. Lütjens et al., IEEE TGRS
A new installation at the Centre Pompidou in Paris lets visitors listen to the sounds of endangered and extinct animals – along with the voice of the artist behind the piece, the one and only Björk.
How Hurricane Helene is still putting the Southeast at risk.
Less than two months after Hurricane Helene cut a historically devastating course up into the southeastern U.S. from Florida’s Big Bend, drenching a wide swath of states with 20 trillion gallons of rainfall in just five days, experts are warning of another potential threat. The National Interagency Fire Center’s forecast of fire-risk conditions for the coming months has the footprint of Helene highlighted in red, with the heightened concern stretching into the new year.
While the flip from intense precipitation to wildfire warnings might seem strange, experts say it speaks to the weather whiplash we’re now seeing regularly. “What we expect from climate change is this layering of weather extremes creating really dangerous situations,” Robert Scheller, a professor of forestry and environmental resources at North Carolina State University, explained to me.
Scheuller said North Carolina had been experiencing drought conditions early in the year, followed by intense rain leading up to Helene’s landfall. Then it went dry again — according to the U.S. Drought Monitor, much of the state was back to some level of drought condition as of mid-November. The NIFC forecast report says the same is true for much of the region, including Florida, despite its having been hit by Hurricane Milton soon after Helene.
That dryness is a particular concern due to the amount of debris left in Helene’s wake — another major risk factor for fire. The storm’s winds, which reached more than 100 miles per hour in some areas, wreaked havoc on millions of acres of forested land. In North Carolina alone, the state’s Forest Service estimates over 820,000 acres of timberland were damaged.
“When you have a catastrophic storm like [Helene], all of the stuff that was standing upright — your trees — they might be snapped off or blown over,” fire ecologist David Godwin told me. “All of a sudden, that material is now on the forest floor, and so you have a really tremendous rearrangement of the fuels and the vegetation within ecosystems that can change the dynamics of how fire behaves in those sites.”
Godwin is the director of the Southern Fire Exchange for the University of Florida, a program that connects wildland firefighters, prescribed burners, and natural resources managers across the Southeast with fire science and tools. He says the Southeast sees frequent, unplanned fires, but that active ecosystem management helps keep the fires that do spark from becoming conflagrations. But an increase like this in fallen or dead vegetation — what Godwin refers to as fire “fuel” — can take this risk to the next level, particularly as it dries out.
Godwin offered an example from another storm, 2018’s Hurricane Michael, which rapidly intensified before making landfall in Northern Florida and continuing inland, similar to Hurricane Helene. In its aftermath, there was a 10-fold increase in the amount of fuel on the ground, with 72 million tons of timber damaged in Florida. Three years later, the Bertha Swamp Road Fire filled the storm’s Florida footprint with flames, which consumed more than 30,000 acres filled with dried out forest fuel. One Florida official called the wildfire the “ghost” of Michael, nodding to the overlap of the impacted areas and speaking to the environmental threat the storm posed even years later.
Not only does this fuel increase the risk of fire, it changes the character of the fires that do ignite, Godwin said. Given ample ground fuel, flame lengths can grow longer, allowing them to burn higher into the canopy. That’s why people setting prescribed fires will take steps like raking leaf piles, which helps keep the fire intensity low.
These fires can also produce more smoke, Godwin said, which can mix with the mountainous fog in the region to deadly effect. According to the NIFC, mountainous areas incurred the most damage from Helene, not only due to downed vegetation, but also because of “washed out roads and trails” and “slope destabilization” from the winds and rain. If there is a fire in these areas, all these factors will also make it more challenging for firefighters to address it, the report adds.
In addition to the natural debris fire experts worry about, Helene caused extensive damage to the built environment, wrecking homes, businesses, and other infrastructure. Try imagining four-and-a-half football fields stacked 10 feet tall with debris — that’s what officials have removed so far just in Asheville, North Carolina. In Florida’s Treasure Island, there were piles 50 feet high of assorted scrap materials. Officials have warned that some common household items, such as the lithium-ion batteries used in e-bikes and electric vehicles, can be particularly flammable after exposure to floodwaters. They are also advising against burning debris as a means of managing it due to all the compounding risks.
Larry Pierson, deputy chief of the Swannanoa Fire Department in North Carolina, told Blueridge Public Radio that his department’s work has “grown exponentially since the storm.” While cooler, wetter winter weather could offer some relief, Scheuller said the area will likely see heightened fire behavior for years after the storm, particularly if the swings between particularly wet and particularly dry periods continue.
Part of the challenge moving forward, then, is to find ways to mitigate risk on this now-hazardous terrain. For homeowners, that might mean exercising caution when dealing with debris and considering wildfire risk as part of rebuilding plans, particularly in more wooded areas. On a larger forest management scale, this means prioritizing safe debris collection and finding ways to continue the practice of prescribed burns, which are utilized more in the Southeast than in any other U.S. region. Without focused mitigation efforts, Godwin told me the area’s overall fire outlook would be much different.
“We would have a really big wildfire issue,” he said, “perhaps even bigger than what we might see in parts of the West.”