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Counties that veered from Obama in 2008 to Trump in 2016 are more likely to oppose renewables development.

In Texas, the Oak Run Solar Project would have been a slam dunk.
Developers would install 800 megawatts of solar panels — enough to power 800,000 homes — across nine square miles of unused land. It would devote some of its acreage to new farming practices that incorporate solar panels. And it would sell its electricity cheaply — and profitably — because it was near the state capital and because it could take advantage of a pre-existing onsite connection to the regional power grid.
But Oak Run wasn’t proposed in Texas. It was proposed in Ohio, and that means it has faced enormous opposition. Ohio has some of the country’s strictest restrictions on solar development, and 10 counties have blocked solar development outright.
Although Madison County, where Oak Run was proposed, is not one of them, the blowback to the project cost a local Republican county commissioner his job. Oak Run was eventually approved by the state’s power siting board earlier this year, but its opponents are now appealing that decision in the state’s Supreme Court.
Madison County, Ohio, also illustrates the political transformation that has revolutionized the upper Midwest. The predominantly rural county near the state’s capital, Columbus, has favored Republicans since the 1960s. But in recent decades it has swung hard to the right. In 2008, Barack Obama won nearly 40% of the county’s vote. Eight years later, Hillary Clinton picked up just 27%.
These two facts may seem like they have little to do with each other. But they point to one of the biggest trends in clean energy development across the country: The counties that voted for Barack Obama in 2008 and then Donald Trump in 2016 are some of the worst places in the country to permit and build renewable projects.
The size of a county’s swing from 2008 to 2016 is one of the biggest predictors of whether a proposed wind or solar project will be contested or blocked, according to a new Heatmap Pro analysis of more than 8,500 projects and local policies around the country.
The magnitude of that swing is by far the most important political variable to emerge from Heatmap Pro’s analysis of more than 60 risk factors influencing community support or opposition to renewable projects. It is more strongly associated with a given project’s success than whether a county votes for Democratic or Republican candidates overall.
The only variables that are more closely correlated than the 2008-to-2016 swing are fundamental measures of a region’s population or local economy, such as its median income, racial demographics, or dominant industries. Towns and regions that heavily depend on farming, for instance, have become particularly reluctant to accept new solar projects in recent years.
Heatmap Pro’s analysis focused not only on whether a county’s residents support wind or solar projects in theory, but also on whether renewable projects proposed in the area are canceled, contested, or exposed to political turbulence. It surveyed more than 7,000 wind and solar projects proposed and built across the United States since the 1990s.
Many of the counties with the largest Obama-to-Trump swings have passed proposals meant to limit renewable development. Vermillion County in Indiana — where more than a quarter of voters swung from Obama to Trump — has an extensive set of restrictions on new solar projects. Solar projects in Elk County, Pennsylvania, which saw a similar swing, have also turned out against solar projects using up “prime farmland.”
There are a few reasons why the Obama-to-Trump swing might be associated with more opposition to renewables.
In 2008, solar and wind were still frontier technologies and were not price-competitive with fossil fuels. Although vaguely associated with Democrats, politicians on both sides of the aisles championed wind and solar so as to wean the country off foreign oil.
But in the following decade, the U.S. increased its solar capacity by roughly 100-fold, while it has more than doubled its installed wind capacity.. Today, solar and wind energy are major features of the electricity system, and many Republicans have openly embraced fossil fuels and cast doubt on the value of cleaner alternatives.
To be sure, the Obama-to-Trump swing was influenced by other social and economic factors, as well as a state’s specific political environment. Leah Stokes, a UC Santa Barbara political scientist who has studied the growing local opposition to wind farms, told me that the correlation with Obama-Trump voters may originate from Trump’s dominance of the upper Midwest in 2016. Because a small group of anti-renewable advocates can change an entire region’s policies, that could lead to more opposition to renewables in one part of the country or another.
“Is there a person, or a network of people, who are going place by place pushing these anti-solar and wind local laws? That would lead to a geographic concentration,” she said.
Even within individual counties, the electorate wasn’t the same in 2016 as it was in 2008. Throughout the 2010s, tens of millions of Americans moved around the country, with the largest net change moving from the Northeast to the South. Cities became younger on average, while rural areas and suburbs became older.
Even within counties, a different set of voters showed up to the polls in each election. One reason why the 2012 election might not be correlated with opposition to renewables is that many voters who voted for Obama in 2008 skipped the next cycle. Those same voters — many of whom were white and working class — showed back up in 2016 and backed Trump.
What is driving the opposition to renewables? Perhaps a county’s swing against renewable energy is happening precisely because voters there are persuadable. From 2008 to 2016, many voters in these counties changed their minds about which candidate or political party to support. As they shifted their stance to the right, they also adopted more seemingly Republican views about wind and solar development. Donald Trump has distinguished himself by his embrace of fossil fuels and climate change skepticism — perhaps as voters come to support him, they also adopt his positions.
What’s interesting, however, is that deep red counties that have not seen a political shift — places that backed, say, McCain and Romney by roughly the same margin as they backed Trump in 2016 — continue to build wind and solar at a good clip. Texas, for instance, is the No. 1 state for renewable deployment. A county’s partisanship, in other words, is not as good a predictor of its opposition to renewables as its swinginess.
Edgar Virguez, an energy systems engineer at the Carnegie Institution for Science at Stanford University, has studied what drives opposition to renewables in North Carolina. He told me that some of the same factors that predict a county’s Trump support — such as its population density and education level — also predict whether that county has enacted a local restriction on renewable energy.
When he and his colleagues studied local policies in North Carolina, they found that lower density and less educated counties “had significantly higher reductions in the land available for solar development” when compared with denser or more educated counties, he said. Once a county has fewer than 35 people per square mile, or when less than 20% of the population has a bachelor’s degree, the number of restrictions on local land use shot up. That’s a problem for decarbonization, he added, because less dense counties also usually have the best and most affordable land available for solar development.
That finding may not hold true in other states. Heatmap, for instance, has found that whiter and more educated counties are more likely to oppose renewables. And to some degree, less dense counties are exactly where you’d expect to see more solar and wind projects get built — and thus more local policies restricting them pop up. But it is nonetheless not great news for advocates, given that a couple of America’s political institutions — namely, the Senate and the Electoral College — favor rural voters or Midwestern states. If the trend takes root, then it could eventually curtail renewable development across the country. That question — and many others — will partly be decided in this week’s presidential election.
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Current conditions: Cold air is sweeping into the American Northeast after a brief blast of summer-like heat that drove temperatures in New York City up to 85 degrees Fahrenheit last week • Hurricane Nolo crossed the International Date Line, officially becoming Typhoon Nolo • The heat wave roasting Southern California is straining the grid, causing outages for more than 23,000 people in the Los Angeles area.
Greenland’s government on Monday approved the mining and decommissioning plans for Critical Metals’ Tanbreez rare earths project, which Mining.com described as one of the world’s “larger undeveloped heavy rare earth projects outside China.” The preliminary economic analysis for the mine pegged its total value at $2.1 billion, with an estimated initial capital cost of $290 million. “Approval of the Mining and Closure Plans is a defining milestone for Tanbreez and for Critical Metals Corp.,” Tony Sage, the chairman and chief executive of Critical Metals, said in a press release. “It gives us a clear framework through 2050 to responsibly develop one of the world’s largest heavy rare earth deposits, in partnership with the government of Greenland and the communities of South Greenland.”
If it goes forward, the project could be among the first major rare earths mines in Greenland, where the Trump administration has claimed the right to veto any major foreign investments as part of the deal signed with the Danish government last month, which gives Washington perpetual security oversight over the self-governing North American island. Critical Metals, notably, is headquartered in New York, though its largest shareholder is the Australian mineral investor European Lithium Limited. Yet opening a new mine in the U.S. might be getting even easier. As my colleague Matthew Zeitlin reported last week, miners — ahem — struck gold with the regulatory changes in the bipartisan permitting reform bill.
The Department of Energy is preparing to unveil $150 million in funding for a 223-mile transmission line in Alaska that would serve nearly three-quarters of the state’s population of just 735,000 people. The move, reported first by Reuters, comes as Vice President JD Vance prepares to visit the state to support Republican Senator Dan Sullivan’s bid for reelection in what’s expected to be a tight race with Democrat Mary Peltola. The total cost of the project is $400 million.
First Solar built the largest photovoltaic manufacturing business in the U.S. by churning out thin-film panels that, while less efficient than the polysilicon-based technology popularized by China, perform better in low light and high temperatures, earning a solid market among utility-scale developers. But now Chinese manufacturer JA and its subsidiaries are allegedly muscling in on thin film — as is American Panel Solutions, a wholly owned U.S.-based subsidiary of the polysilicon giant Corning. First Solar now accuses the companies of illegally infringing its patent for manufacturing its solar cells, according to PV Tech. The Ohio-based giant has previously sued Jinko, Canadian Solar, T1 Energy, and Trina Solar. First Solar won a key preliminary victory in January.
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Starbucks has abandoned or watered down green targets and let go its sustainability staff as the coffee and food chain looks to cut $2 billion in costs. On Monday, the Financial Times reported that the company had revised or dropped pledges to halve water use and waste, and placed a target of slashing carbon emissions by 50% under review. While the pullback comes amid a broader retreat from environmental goals under the Trump administration, other coffee companies are still seeking to reduce pollution. Just yesterday, I told you that Keurig Dr. Pepper had come out with a version of its individual instant coffee pods that uses seaweed instead of plastic.
Type One Energy has raised a $200 million Series B as the startup races to develop the world’s first fusion power plant at the Tennessee Valley Authority’s Bull Run site in eastern Tennessee. The financing round was co-led by Breakthrough Energy Ventures and Clutterbuck Capital, with additional backing from Lowercarbon Capital, Siemens Energy Ventures, and SiteGround Capital. “The breadth and quality of investors in this funding round demonstrates growing support for our strategy to industrialize the commercial deployment of fusion energy,” Christofer Mowry, Type One Energy’s chief executive, said in a statement. “The Series B financing enables us to remain focused on advancing our stellarator technology and Project infinity design activities.”
The company has been working to establish its supply chain. In March, my colleague Katie Brigham broke news of a deal to start getting the material needed for its reactors.
New York City is notorious for the ways in which trash piles up on our sidewalks and evaporates into foul smelling mist during the hot summer days. But did you know it’s also piling up in the places we send it? The latest draft of the city’s once-in-a-decade management plan for solid waste indicates that the landfills receiving much of the five boroughs’ trash are filling up. Per Inside Climate News, the state is projected to run out of landfill capacity for the city’s garbage within 16 to 25 years.
The startup’s system builds on a vessel’s existing engine and makes it effectively fuel-agnostic.
The shipping industry has a dilemma. The European Union and other jurisdictions are increasingly requiring vessels to cut their carbon emissions, pushing shipowners toward lower-carbon fuels and away from traditional bunker fuel or diesel. But it’s still anybody’s guess which cleaner fuel — ammonia, methanol, or liquified natural gas — will prove most economical and efficient at scale. That leaves shipowners facing an uncomfortable choice: They must decide on a technology around which to build new engines and retrofit existing ones without knowing whether the fuel they bet on today will still be the best option a few years from now.
Blaze Energy says that its product will eliminate that choice. The startup, which announced a $6.5 million seed round on Tuesday — is making a compact fuel “reformer,” a device that uses a heated catalyst to split various alternative fuels into a hydrogen-rich gas. That gas can then be combined with the original fuel and conventional shipping fuel to power existing engines. With Blaze’s bolt-on retrofit, which the startup aims to make less than a tenth the size of the engine itself, shipping companies “can adjust their assets based on how the global energy landscape, regulation, as well as their company direction is changing,” the company’s CEO and co-founder, Rok Sitar, told me. For example, maybe LNG looks cheapest in the short term given its established supply chain, but ammonia could win out down the road.
So far, Blaze has conducted small scale demonstrations showing that its proprietary catalyst can reform ammonia, methanol, and LNG. The resulting hydrogen-rich mixture is extremely fast-burning, which helps the other fuels to burn more completely and efficiently than they otherwise would.
Blaze’s first product, however, focuses solely on ammonia reformation. The system works by diverting a portion of the liquid ammonia to flow over the startup’s electrically-heated catalyst, which breaks it down into hydrogen and nitrogen. The resulting gas goes directly into the engine, where the nitrogen passes through and exits via the exhaust, while the hydrogen helps the remaining ammonia burn more efficiently alongside conventional shipping fuel. No burners or complex gas separation systems required.
As Sitar explained, “a certain composition of ammonia and hydrogen burns just like diesel,” allowing Blaze to essentially “trick the engine” into operating like it’s burning just diesel or standard bunker fuel rather than a blend that includes hydrogen and ammonia. That means the startup can add its retrofit system onto an existing ship engine without modifying the engine itself. And if the reformer fails for any reason, the ship can simply revert to running on conventional fuel alone. Sitar said this fail-safe feature lowers the risk for shipowners considering Blaze’s tech.
The company’s strategic partners include vessel owner and operator Lomar Shipping, which expects to pilot the system at sea beginning sometime next year, and ship management consultancy Link Marine, which plans to offer it to tanker operators. Blaze is aiming for commercial rollout in 2028.
Retrofitting the existing global fleet represents “an enormous opportunity” for Blaze, Sitar told me. As he explained, there are roughly 100,000 vessels in the global commercial fleet, but the industry only builds about 1,500 new ships each year. And because shipping companies are unlikely to choose alternative-fuel engines for every new vessel they order, a company in Blaze’s position pretty much has to drum up demand among the ships already in the water. The startup aims to install its system when vessels enter “dry dock” for routine inspection and maintenance, which typically happens at least once every five years.
Blaze is also developing a version of its product for new-builds, however, working with engine manufacturers to integrate its fuel reformer hardware into both conventional ship engines as well as those already designed to run on ammonia. Even in ammonia-burning engines, Sitar said Blaze’s system will improve fuel efficiency thanks to the fast-burning hydrogen in its blend.
The startup has ambitious goals for its seed round, which Sitar says should carry it through the next 18 months. Those include proving out its ammonia reformer on land with unnamed “leading” engine manufacturers, validating its performance at sea with Lomar, securing the maritime certifications needed to launch its first commercial product, and expanding its operations and headcount in the U.S. and Norway.
Blaze will likely look to raise again around 2028, at which point the International Maritime Organization expects to have its Net-Zero Framework in place. This would establish legally binding requirements for the entire shipping industry to reduce its emissions intensity, with the goal of reaching net-zero by 2050. The agency expected to adopt the framework last October, but delayed a final vote to approve the measure after the Trump administration strong-armed nations into withdrawing their support. The framework will come up for a vote again this December.
While the ongoing ambiguity has become a headache for the industry as a whole, Sitar sees it as something of an advantage for Blaze, which, he said, “thrive[s] in uncertainty.” Around 2028, the startup aims to begin piloting its broader multi-fuel technology, which can reform not just ammonia, but also methanol and LNG, for use in diesel engines. Blaze also expects to begin delivering its first commercial ammonia retrofit systems at this time.
From there on, the company sees a path to adapting the technology across numerous other industries reliant on combustion engines, such as heavy equipment, mining, industrial heat, and diesel power generation for data centers. “By proving our system in maritime engines, we can very easily translate this into other hardware sectors,” he said. Shipping, in his view, is perhaps the most challenging but strategically useful beachhead market of all, from both a technical and regulatory perspective.
As he put it to me, “if you prove it on maritime shipping, you basically have a product that can be deployed anywhere else, because everything else is simpler and has less regulation.”
The global vehicle market is splitting into two — with just a few exception.
The past three months have been crucial for Rivian, America’s biggest all-electric car company not run by Elon Musk.
The California-based automaker debuted the R2, its long-awaited and somewhat more affordable sport utility vehicle. (Our reviewer gave it high marks.) Rivian also formally took out a nearly $6.6 billion loan from the Department of Energy to finance its new Georgia factory. And it finally unveiled the plans for that facility, which will include a rail tie-in and a 1,000-acre preserved woodland.
All that was well and good, but the crucial question remained: How is the R2 selling? And the answer is: Pretty well, seemingly! Rivian delivered 19,248 vehicles last quarter, beating analyst expectations and setting a new all-time quarterly sales record. More importantly, its vehicle deliveries have now recovered above where they stood in the third quarter of last year — a key milestone, since President Trump and Congress ended the federal government’s consumer-side EV incentives last September.
Tesla is seemingly also about to clear that threshold, although nobody outside the firm knows for sure. Elon Musk’s company doesn’t break out its sales by continent or model, but it delivered 486,532 vehicles last year — just about 2% below last year’s third quarter results. (Although a few of Rivian’s Amazon delivery vans have made their way into fleets abroad, the company only sells its consumer R1 and R2 vehicles in the United States and Canada, so its sales data is mostly U.S. by default.)
Alas, those two stand alone for now. No other automaker is close to breaking its quarterly EV sales record in the United States, and Ford, General Motors, and Hyundai all saw their domestic EV sales crumble last quarter. The new Chevrolet Bolt, GM’s most affordable EV — and its only American-made vehicle of any kind priced below $30,000 — has sold abysmally, moving just 8,090 units since the year began. The company is now likely to cap its production run at 35,000 units sold; it initially planned to produce 150,000.
Looking at these trends, I think you can see two different phenomena taking place.
The first is a big and growing divergence between America’s transportation sector and the rest of the world’s. The oil supply shock triggered by America’s war in Iran (and the resulting closure of the Strait of Hormuz) may be driving a long-term shift, encouraging consumers and countries to move away from oil. But for now, the crisis’s high prices have hit parts of Europe, Africa, and Asia far worse than they’ve impacted much of North America. Global EV sales reached a record high in the spring, for instance — just not in the United States.
The second is that we’re seeing demand destruction without decarbonization. According to new Nikkei data, gasoline-only cars made up less than half of global new car sales during the six months of 2026.
That’s never happened before, and it is a remarkable change: Gasoline-only cars have lost about a quarter of their global market share in less than five years. But as consumers switched away from gasoline, they didn’t move only to battery-only cars — instead, more than half of them shifted to hybrids or plug-in hybrids. That shift is good news, in that it will depress global oil use and therefore global greenhouse-gas emissions. But it won’t allow for the possibility of zeroing out emissions in the same way that EVs can.
But sometimes demand destruction will cut emissions significantly. If want to see that in the United States, check out the diesel market. As my colleague Alexander Kaufman wrote about this morning, FedEx has responded to eye-watering domestic diesel prices by placing an order for 2,000 electric box trucks with the California-based automaker Harbinger Motors. The shipper believes that the move will save it $800 million in fuel costs over time. When I talked to John Henry Harris, Harbinger’s CEO, last year, he told me the company didn’t need tax credits to sell vehicles — the math justified it on its own. Seems like FedEx agrees.