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If Vice President Kamala Harris is elected president in November — as is looking increasingly likely — her term will last until the beginning of 2029. At that point, we’ll have a much better idea whether the planet is on track to hit the 1.5 degrees Celsius climate threshold that some expect it to cross that year; we’ll also know whether the United States is likely to meet the first goal of the Inflation Reduction Act: to reduce national greenhouse gas emissions to half of 2005 levels by 2030.
There is a lot riding on the outcome of the 2024 election, then. But even more to the point, there is a lot riding on how, and how aggressively, Harris extends President Biden’s climate policies. Last week, I spoke to nine different climate policy experts about what’s on their wishlists for a potential Harris-Walz administration and encountered resounding excitement about the opportunities ahead. I also encountered nine different opinions on how, exactly, Harris should capitalize on those opportunities, should she wind up in the White House come January.
That said, the ideas I heard largely coalesced into three main avenues of approach: The first would see Harris use her position to shore up the country’s existing climate policies, doubling down on spending and addressing loopholes in the IRA. A second path would involve aggressively expanding on Biden’s legacy, mainly through major new investments. The final and most ambitious path would involve Harris approaching climate change and the energy transition with an original and bold vision for the years ahead (though your priorities may vary).
The policy proposals that fall under these loosely organized paths aren’t necessarily mutually exclusive, and, as you’ll see, some of the advocate’s proposals fall into multiple categories. But it’s also true that by making everything a priority, nothing is. With that in mind, here are three approaches climate insiders say Harris could take if she wins the White House in November.
Before jumping headlong into expanding the country’s climate policies, the Harris administration could start by shoring up existing legislation — mainly, the loopholes and oversights in the Inflation Reduction Act. “The IRA was the biggest climate investment in history and fundamentally changed the emissions trajectory of the U.S — but the work is not done,” Adrian Deveny, founder of the decarbonization strategy group Climate Vision who previously worked on the IRA as Senate Majority Leader Chuck Schumer’s director of energy and environmental policy, told me.
As things stand, the policies in the IRA alone won’t be enough to meet President Biden’s goal of halving the nation’s greenhouse gas emissions by 2030; to do that, the U.S. would “need to pass another IRA-sized bill,” Deveny said. Until that happens, filling the IRA’s emissions gaps will take a lot of work “in every sector of the economy,” he added.
Lena Moffitt, the executive director of Evergreen Action — which has already released a comprehensive 2025 climate roadmap for a Harris administration — told me that the task of “doubling down on Biden’s climate legacy as a job creator” will run through rebuilding and expanding the grid and revitalizing industry and rural economies, two projects that started in the IRA but remain incomplete. “We’d love to see a day one executive order from the White House outlining a plan to create American jobs and seize the mantle of leadership by building clean energy and clean tech in the United States,” she told me.
Permitting reform is part of that — and could be another piece of yet-unfinished business Harris will need to wrap up. “If that doesn’t get done this year, that is what we have to look to as soon as possible during a future Harris administration,” Harry Godfrey, who leads Advanced Energy United's Federal Investment and Manufacturing Working Group, told me.
That’s not the only regulatory matter still up in the air. Austin Whitman, the CEO of The Climate Change Project, a non-profit that offers climate certification labeling and helps businesses reduce their emissions, told me that the Federal Trade Commission, for example, still hasn’t updated its green guides — “a loose collection of recommendations to companies on how to behave to not violate the FTC Act” — since 2012. “We just need a clear timeline and a sense of direction of where that whole process is going,” Whitman told me. Additionally, he said that the government has a substantial and outstanding role to play in standardizing and streamlining emissions reporting practices for businesses — which, while perhaps not “very sexy,” are necessary to “relieve the administrative burden so companies can focus on decarbonization.”
The last piece: Make sure everything that’s already in place is actually working. “We’re seeing that states and local governments need additional capacity to manage [the IRA] money well,” Jillian Blanchard, the director of Lawyers For Good Government’s climate change program, told me. Harris could help by enacting “more tangible policies like granting federal funding to hire community engagement specialists or liaisons or paying for the time of community leaders to provide local governments with key information on where the communities are that need to be benefited, and what they need.” She also floated the idea of a Community Change Grant extension to help get federal funding to localities more directly.
“One of the criticisms of the Inflation Reduction Act is that it didn’t do ‘X’ — whatever ‘X’ is,” Costa Samaras, the director of the Wilton E. Scott Institute for Energy Innovation at Carnegie Mellon and a former senior White House energy official, told me. “And in reality, it probably did. It just didn’t do it big enough.”
As opposed to those who thought Harris should take a quieter, dare I say conservative approach to advancing the U.S. climate agenda, Samaras told me he wanted to see Harris pump up the volume. The current climate moment requires “attacking the places where we need to immediately make big emissions cuts and big resilience investments. This is the industrial sector, the cultural sector, heavy transportation, as well as making sure that our cities and communities are built for people.”
There are plenty of existing programs that could take some supersizing. Godfrey of Advanced Energy United brought up the home energy rebate programs, arguing that as things stand, those resources are only serving “a fraction of the eligible population.” Blanchard of Lawyers For Good Government also pointed out that the Environmental Protection Agency had almost 300 Climate Pollution Reduction Grant applications totaling more than $30 billion in requests — but only $4.3 billion to hand out. “There are local governments, state governments, tribal nations, and territories hungry for this money to implement clean energy projects,” she said. “There are plans that are ready to go if there are additional federal award dollars in the future.”
Another place Harris could expand on Biden’s legacy would be by reinstating the U.S. as a climate leader on the world stage. “We need to say, ‘climate is back on the table,’” Whitman of The Climate Change Project told me. “It’s a main course, and we’re going to talk about it” — something that would give us “a more credible seat at the negotiating table at the COPs.”
Perhaps most importantly, though, Harris needs to use her term to start looking toward the future. As Deveny of Climate Vision told me, “We designed the IRA to think about meeting our 2030 target. And now we have to think about 2035.” Looking ahead isn’t “just about extending policies,” in other words, but about anticipating new technologies and opportunities that could arise in the next decade — and Harris, if elected, should step up to the challenge.
Some believe Harris shouldn’t limit herself to the framework of the IRA as it exists now — that she needs to dream bigger and better than anything seen under the Biden administration. “The question is: Are we going to just ride the coattails of the IRA as if this problem is mostly solved? Or are we going to put forward a whole new, bold vision of how we can take things on?” Saul Levin, the political director of the Green New Deal Network, wondered to me.
According to Deveny of Climate Vision, that means continuing to build on “our industrial renaissance.”
“We have really awakened a sleeping giant of clean industrial manufacturing in this country to make solar panels, wind turbines, and batteries,” he explained. “We can also lead the world in clean industrial manufacturing for steel, cement, and other heavy industry projects.” Samaras of Carnegie Mellon, too, shared this vision. “By the end of a potential Harris Administration first term, the path to zero emissions should be visible everywhere,” he told me. Also on his wishlist were “abundant energy-efficient and affordable housing, accessible clean mobility infrastructure everywhere, schools and post offices as community clean energy and resilience hubs, and climate-smart agriculture and nature-based solutions across the country,” plus greater investment in adaptation.
“The fact is that both the Bipartisan Infrastructure Law and Inflation Reduction Act are the largest investments in resilience we’ve ever done,” he said. But “we have to think about it the same way we have to think about mitigation,” he went on. “It’s the largest thing we’ve ever done — comma, so far.”
One of the biggest openings for Harris to distinguish herself from Biden, though, would be by taking a tougher tone with big polluters. Biden had shown less of an appetite for going after businesses, several times kicking the can down the road on a decision to what would have been his second term. Harris, by contrast, is well positioned with her background as a prosecutor and already went as far as to call for a “climate pollution fee” and the creation of an independent Office of Climate and Environmental Justice and Accountability during her 2019-2020 campaign.
“We love seeing her already reference from the stump that there is a lot that she can do with Congress or through the executive branch to hold polluters accountable for the toll that they have taken on families and our climate,” Moffitt of Evergreen Action told me. “That could look like a host of things, from repealing subsidies to using the Department of Justice to hold polluters accountable.” Maria Langholz, the senior director of Arc Initiatives, a strategy group that works with climate-related organizations, told me in an email that her team would also like to see the Harris administration revoke the presidential permit for Enbridge’s Line 5 pipeline as high, in addition to developing a public interest determination “that fully addresses the social, environmental, and economic impacts of LNG.”
But Levin, more than anyone else, wanted to see Harris pursue a “moonshot campaign from day one,” he said. “Hoping that tweaking the IRA is an appropriate solution to climate change is totally out of step with mainstream scientific consensus. It’s absolutely ridiculous. At the end of the day, we need to fundamentally transform our economy so that all people can survive climate change.” To have a prayer of meeting the IRA’s climate goals — let alone putting a meaningful dent in America’s contribution to global emissions — the U.S. must “invest trillions of dollars in transforming our transportation system, our building sector, our food and agriculture sector, and every part of the economy so that we can create a livable, sustainable world forever that works for everyone.”
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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.