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A conversation with former congressman Bob Inglis.
Bob Inglis was snorkeling in Australia’s Great Barrier reef in 2008 when he had what he called “an epiphany.’’
The then-Republican congressman from a very conservative district in South Carolina had scoffed at climate change throughout his two terms in the House, but his certainty had begun to give way four years earlier when his son told him, upon turning 18, that he needed to “clean up his act on the environment.’’
The comment stung. Inglis was still thinking about it in 2008 during a congressional trip to Antarctica, where he saw researchers extract ice cores that showed steadily rising levels of carbon dioxide since the Industrial Age began. His belief that climate change was a hoax began to weaken.
It was on another fact-finding trip that Inglis toured the Great Barrier Reef. Alongside the Australian oceanographer Scott Heron, he saw that the once-colorful reef was being bleached and killed by warmer, more acidic waters. It was visible proof of the destructive power of climate change.
Heron, a fellow Christian, talked about the need to save the reef and the planet with such passion, Inglis said, that “I could see that he was worshipping God in what he was showing me. My metamorphosis was complete. I decided that I was ready to act.’’
The next year, Inglis co-sponsored legislation to impose a tax on carbon emissions. That “heresy’’ did not go over well in his district, and he was crushed in the 2010 primary, 71% to 29%. (The bill, meanwhile, never made it out of committee.) “I knew that I was making the right choice,’’ he said. “It’s a choice that I’d make again.’’
His newfound commitment to addressing climate change led him to launch a nonprofit group, RepublicEn, devoted to bringing conservatives into the climate conversation. Today, Inglis tours the country, doing about 100 events a year at conservative groups such as College Republicans, Rotary Clubs, hunting and fishing clubs, and local GOP organizations.
The following interview has been edited for length and clarity.
You’ve talked about how, as a Republican congressman, you refused to accept climate change because the issue was associated with Al Gore, a Democrat. Do you think that what political scientists call “negative partisanship’’ is a major reason why conservatives still resist action on climate change?
Yes, it is. That’s why we need credible messengers who can speak the language of the tribe and who can make the tribe believe that conservative ideas can add something to this conversation. Conservatives have an undeserved inferiority complex on climate and energy. We understand the concepts of negative externalities and market distortion and accountability. Free enterprise — accountable free enterprise — can fix climate change.
You are referring to the libertarian concept of negative externalities, actions that negatively affect other people. Can you explain how it relates to carbon emissions?
When you burn fossil fuels, you’re basically dumping trash into the sky. You don’t pay a tipping fee for putting carbon waste into the atmosphere and contributing to climate change, so there is an implicit subsidy for burning these fuels and belching carbon — in fact, it’s the granddaddy of all energy subsidies.
Take that subsidy away and everything changes. Virtually all coal would be quickly replaced with natural gas and wind and solar and other methods. If you use a tax to set the real price of carbon, the free market will figure out cheaper and better ways to produce electricity. Things will start happening faster. You’ll see more development of hydrogen and better batteries that don’t use lithium to store the energy created by solar and wind. Climate change is an economic problem. Just fix the economics and innovation will happen. That’s the language of conservatism, and it’s how I talk to conservatives about it.
Why do you believe a carbon tax is the best way to bring Republicans aboard?
It is still the most obvious way to solve climate change, and the most efficient. This is an idea that goes back to Milton Friedman in the 1980s, when he said, instead of trying to regulate polluters, tax pollution. Make them pay for their negative externalities. You tax the trash they dump into the sky, just the way we impose a cost for dumping trash on land. It has to be a substantial tax, and it has to be steadily rising to increase incentives to find other forms of energy that don’t turn the sky into a dump for emissions. If you do that, you don’t need tax incentives for solar and wind — the rising cost of fossil fuels will provide all the incentives they need. But you also need to make this tax apply to other nations and the goods they import into the U.S.
How do you do that?
You can put a tax on the carbon produced in goods imported from China. Sen. Bill Cassidy [R-Louisiana] recently proposed a foreign pollution tax like the carbon border adjustment mechanism the European Union has already adopted. We very much welcome this idea because it’s a way of making the transition away from fossil fuels worldwide. Many Republicans say it’s not fair if the U.S. lowers emissions while China can do what it wants. The beauty of a foreign pollution fee is that it addresses this problem in an efficient way. It creates economic incentives for China to reduce its own emissions.
A carbon tax has been talked about for a long time but has gone nowhere in Congress. Do you see any evidence that it’s more politically palatable today?
I think a carbon tax is like the rescue of the banks after the financial crisis in 2008. Until the banks collapsed, bailing out the U.S. financial system seemed impossible. But when the consequences of not doing it became clear, the bailout went from impossible to inevitable without passing through probable.
Several catalyzing events could propel the carbon tax forward. The most likely is the momentum created by the European border adjustment mechanism, which is really a carbon tariff. Companies in the U.S. who deal with Europe are going to be calling their members of Congress and Senators and saying, wouldn’t you really rather collect that revenue for carbon emissions here at home through a carbon tax rather than sending the money to Europe? At some point, the light will go on at the U.S. Capitol — wow, the Europeans are getting a lot of revenue with a tariff on carbon, and we could do that, too. We could do that to China. We could say, the stuff you are selling here, you have to pay a carbon tariff.
Another momentum-maker is our federal debt. If interest rates stay high, interest will really start eating more and more of the federal budget. I have always said that a carbon tax should be revenue neutral, but given what’s happening to the deficit, it could also provide that revenue. Necessity may force Congress to turn to what used to seem impossible.
Could extreme weather provide another incentive?
Yes, there could be some catalyzing climate event that really focuses the mind. I don’t know what it will be. During the civil rights movement, when Americans saw segregated cities turn the police dogs and fire hoses on protestors, it really turned the tide on Jim Crow. We’ve had so much extreme weather that people are getting desensitized to it, but there still might be a catastrophic event that changes people’s priorities.
This year, we’ve already seen some of the most extreme weather and weather-related disasters in recent human history — massive wildfires that darkened skies across the country, relentless heat waves, fierce storms, and destructive flooding. Do you see evidence that this is registering with conservatives?
A lot of people won’t change their minds because of what a scientist says. But experience is different. Experience is a harsh teacher. You can’t argue with the thermometer. You can’t argue with the yardstick showing that sea is rising. You can’t argue with the water coming into your home. In 2010, when I was getting tossed out of Congress, there was a lot of aggressive disbelief in climate change. People told me, I don’t believe in climate change, and you shouldn’t, either.
Right now, it’s quite different. Conservatives say to me, sure, you can switch to clean energy here, but what difference does it make if you don’t get the rest of the world in on this? Why should we do this alone? That’s when I talk about negative externalities and a carbon tax, and imposing a carbon tariff on China and other countries. That changes their perspective.
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What do you say to The Wall Street Journal conservatives who concede that climate change is occurring but insist that it’s less disruptive and cheaper to invest in adaptation to a hotter, more extreme climate?
Adaptation is a defeatist argument. Good luck building a seawall in Miami-Dade, for example. As sea levels rise, the water there is coming up into streets through the porous bedrock under that area. In South Carolina, go to coastal areas and you’ll see the big stands of pine trees dying because of salt water intrusion. In Montana, the forests are now filled with dead and dying trees because bark beetles that used to die in the winter now survive and go on attacking the trees year-round.
Adaptation won’t work in many places where people are going to lose what they love. It won’t work in New England when maple trees no longer produce maple sap for syrup because the winters are too warm. It won’t work at ski resorts that no longer have snow. When you stop arguing and pay attention to what you’re losing, you start saying, wow, how do we fix this?
Polls show there is still a big partisan divide on climate change. Do you think that can change?
The problem is no longer a lack of information. People can see what is happening. The problem is a lack of validation, and it’s a lack of hope. We need validation from conservative leaders that climate change is obviously real, and that we obviously need to do something about it. And we need to show conservatives that the free enterprise system can provide solutions once we get the true cost of carbon right.
If you keep telling people about all the terrible things happening and that we’re all hosed, it’s depressing. It makes people say, I don’t want to work with you. But if you can come to conservatives and say, we can light the world with new energy sources, and we can have more energy and more freedom and more manufacturing and more jobs — we can have a better world if we act on this. We can have true energy independence, so we don’t need to depend on energy from authoritarian regimes who chop journalists up into pieces. I’d like to be free of those people. I’d like to able to say to the Saudis, we don’t need your oil. Why don’t you see if you can drink that stuff?
The current Republican presidential field is not validating that climate change needs to be addressed.
In the first debate Nikki Haley did say climate change is real, but immediately pivoted to talking about how China and India have to lower their emissions, too. That’s a step forward, but it’s not enough. In 2018, when Republicans lost the House, it dawned on then-Majority Leader Kevin McCarthy and some other Republicans that you can’t win suburban swing districts with a retro position on climate change. So McCarthy convened a special Republican conference on climate, and the takeaway was, we need to get with it.
Polling data shows a majority of young conservatives and young evangelicals want action on climate change, and if you want to win in 2024, 2028, and 2032, you need to have a plan that you can talk about. But then Trump decided to run again, and he’s doubling down on climate disputation, and everyone in the party is afraid of the Death Angel. Trump can’t get anyone elected, but if he comes after you, he can get you killed in a primary.
But even if Trump wins, he will be a lame duck by 2026, and then the party is going to ask, where do we go next? My prediction at that point is that Republicans will be tired of reruns of the Trump show and will want a fresh approach that can win over young voters and suburban voters. And if he loses in 2024, that’s when you’ll have the reevaluation.
You’ve said of climate change, “We’re all in this together.’’ That sounds progressive — maybe even vaguely socialistic. Does that message resonate with conservatives who are suspicious of collective action?
[Laughs.] Maybe I should examine that statement more closely. But as a person of faith, I think it is just obvious we are literally in this fight together.
I think you can summon all Americans to a higher cause. I think if we can assure conservatives, I’m not trying to cancel you, and you have ideas to contribute to this discussion about the power of economic incentives, free enterprise, and innovation. You have to make conservatives feel that they have something important to contribute.
You have to make them feel they have something to gain from the solutions. If you the United States makes a bold move on carbon taxes and tells China and other nations, you have to pay a carbon tariff on the stuff you export to us, then it becomes an international effort to curtail emissions. Then conservatives start saying, we’re really talking about realistic and fair solutions. That’s when you can say, we need to take action because we do not want to lose this amazingly beautiful planet. That’s when you can say to them, we’re really all in this together.
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What he wants them to do is one thing. What they’ll actually do is far less certain.
Donald Trump believes that tariffs have almost magical power to bring prosperity; as he said last month, “To me, the world’s most beautiful word in the dictionary is tariffs. It’s my favorite word.” In case anyone doubted his sincerity, before Thanksgiving he announced his intention to impose 25% tariffs on everything coming from Canada and Mexico, and an additional 10% tariff on all Chinese goods.
This is just the beginning. If the trade war he launched in his first term was haphazard and accomplished very little except costing Americans money, in his second term he plans to go much further. And the effects of these on clean energy and climate change will be anything but straightforward.
The theory behind tariffs is that by raising the price of an imported good, they give a stronger footing in the market; eventually, the domestic producer may no longer need the tariff to be competitive. Imposing a tariff means we’ve decided that a particular industry is important enough that it needs this kind of support — or as some might call it, protection — even if it means higher prices for a while.
The problem with across-the-board tariffs of the kind Trump proposes is that they create higher prices even for goods that are not being produced domestically and probably never will be. If tariffs raise the price of a six-pack of tube socks at Target from $9.99 to $14.99, it won’t mean we’ll start making tube socks in America again. It just means you’ll pay more. The same is often true for domestic industries that use foreign parts in their manufacturing: If no one is producing those parts domestically, their costs will unavoidably rise.
The U.S. imported over $3 trillion worth of goods in 2023, and $426 billion from China alone, so Trump’s proposed tariffs would represent hundreds of billions of dollars of increased costs. That’s before we account for the inevitable retaliatory tariffs, which is what we saw in Trump’s first term: He imposed tariffs on China, which responded by choking off its imports of American agricultural goods. In the end, the revenue collected from Trump’s tariffs went almost entirely to bailing out farmers whose export income disappeared.
The past almost-four years under Joe Biden have seen a series of back-and-forth moves in which new tariffs were announced, other tariffs were increased, exemptions were removed and reinstated. For instance, this May Biden increased the tariff on Chinese electric vehicles to over 100% while adding tariffs on certain EV batteries. But some of the provisions didn’t take effect right away, and only certain products were affected, so the net economic impact was minimal. And there’s been nothing like an across-the-board tariff.
It’s reasonable to criticize Biden’s tariff policies related to climate. But his administration was trying to navigate a dilemma, serving two goals at once: reducing emissions and promoting the development of domestic clean energy technology. Those goals are not always in alignment, at least in the short run, which we can see in the conflict within the solar industry. Companies that sell and install solar equipment benefit from cheap Chinese imports and therefore oppose tariffs, while domestic manufacturers want the tariffs to continue so they can be more competitive. The administration has attempted to accommodate both interests with a combination of subsidies to manufacturers and tariffs on certain kinds of imports — with exemptions peppered here and there. It’s been a difficult balancing act.
Then there are electric vehicles. The world’s largest EV manufacturer is Chinese company BYD, but if you haven’t seen any of their cars on the road, it’s because existing tariffs make it virtually impossible to import Chinese EVs to the United States. That will continue to be the case under Trump, and it would have been the case if Kamala Harris had been elected.
On one hand, it’s important for America to have the strongest possible green industries to insulate us from future supply shocks and create as many jobs-of-the-future as possible. On the other hand, that isn’t necessarily the fastest route to emissions reductions. In a world where we’ve eliminated all tariffs on EVs, the U.S. market would be flooded with inexpensive, high-quality Chinese EVs. That would dramatically accelerate adoption, which would be good for the climate.
But that would also deal a crushing blow to the American car industry, which is why neither party will allow it. What may happen, though, is that Chinese car companies may build factories in Mexico, or even here in the U.S., just as many European and Japanese companies have, so that their cars wouldn’t be subject to tariffs. That will take time.
Of course, whatever happens will depend on Trump following through with his tariff promise. We’ve seen before how he declares victory even when he only does part of what he promised, which could happen here. Once he begins implementing his tariffs, his administration will be immediately besieged by a thousand industries demanding exemptions, carve-outs, and delays in the tariffs that affect them. Many will have powerful advocates — members of Congress, big donors, and large groups of constituents — behind them. It’s easy to imagine how “across-the-board” tariffs could, in practice, turn into Swiss cheese.
There’s no way to know yet which parts of the energy transition will be in the cheese, and which parts will be in the holes. The manufacturers can say that helping them will stick it to China; the installers may not get as friendly an audience with Trump and his team. And the EV tariffs certainly aren’t going anywhere.
There’s a great deal of uncertainty, but one thing is clear: This is a fight that will continue for the entirety of Trump’s term, and beyond.
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.