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Why the Manchin-Barrasso bill might not be worth it.
Senator Joe Manchin’s new permitting deal is the best shot Congress will get this year to boost transmission and renewables. It may also lock in generations of future fossil fuel production and exports.
To many climate activists, that’s not a trade worth making.
Tomorrow, the Senate Energy and Natural Resources Committee will vote on a deal Manchin struck with the panel’s top Republican, John Barrasso, that couples faster transmission and renewable energy approvals and restrictions on litigation with much stronger requirements for regular oil, gas, and coal lease sales on federal lands. It would also restrict the Energy Department from continuing its pause on liquified natural gas export terminal approvals (an action that has already been overturned in court) and also, activists note, potentially bar the federal government from having authority over oil and gas drill sites on private lands. Critics say this would take away a tool regulators in Washington can use to require a well — a potential source of methane, the hyper-potent greenhouse gas — be plugged in the event the owner goes bankrupt and abandons the site.
The environmentalist reaction to the bill has been swift and loud, with a broad swath of organizations coming out fiercely against its passage. Even some groups seen as more business-friendly, such as the Environmental Defense Fund, praised the transmission bits while calling out “permitting proposals drafted without meaningful consultation of frontline communities” and proclaiming the fossil fuel language objectionable.
In a development that has quietly befuddled activists, a growing number of climate-friendly Democrats are coming out in favor of the legislation. Senators John Hickenlooper and Martin Heinrich, whose transmission proposals landed in the deal, are likely to vote in favor of the bill in committee this week.
“This legislation is our opportunity to unlock an American-made clean energy future,” Heinrich told Politico’s E&E News in a statement last week. “It will create good-paying jobs, grow our workforce, and help us deliver affordable and reliable electricity to all Americans — all while helping to meet our ambitious and urgent climate goals.”
Fossil fuels produced on federal lands for energy represent a substantial portion of the greenhouse gas emissions produced by the United States, a fact even Biden regulators have acknowledged while allowing more sales.
Whether this legislation can get to a full vote in the Senate is far from certain, and it’s a longshot for passage in this Congress. The bill goes further in favor of fossil fuels than the 2022 Manchin permitting deal, which was blocked by a confluence of opposition from environmentalists and far-right legislators that wanted an even more aggressive approach to overhauling environmental laws.
The same sort of coalition could stall this bill. But it would not surprise me if many more Democrats added their voices and votes in support. Over my years of reporting in Congress, I found a growing sense of frustration in Democratic circles at the lack of shovel-ready projects funded by the Inflation Reduction Act. They blame the National Environmental Policy Act, the Federal Energy Regulatory Commission, and pencil-pushing government officials. They’re tired of being asked “will they or won’t they” questions by Hill reporters about an ever-elusive permitting deal. So they may take any leap of faith to see those visual victories come to fruition faster — and help shore up political support for keeping the landmark climate law in place.
But that’s not how climate activists want them to see the bill. At all.
“Honestly, the amount of fossil fuels that can be deployed out of this far outweighs to me the gains we would get in transmission,” Johanna Bozuwa, executive director of the Climate and Community Project, told me. “I can understand the ‘for’ side of this. People are frustrated and they are sick of transmission not being deployed. Whereas the people who are against this bill are like, you need to think about the ramifications right now. Because what is being built into this bill is not next year’s emissions. It’s thirty years of emissions.”
Under Manchin-Barrasso, it would be much harder for the federal government to reduce how much land and sea it sells to fossil fuel companies every year.
The federal government regularly offers land for oil and gas companies to purchase for drilling sites. Deciding what land to sell and how much acreage to offer is normally a process decided at the bureaucratic level in tandem with industry input and environmental analyses. Under the Trump administration, lease sales were plentiful, though some had to be canceled because of inadequate climate and species reviews. Biden’s gone the opposite direction, but in order to win Manchin’s crucial vote, the IRA also complicated efforts to wind down fossil fuel auctions. One of Manchin’s non-negotiables for passing the bill was tying renewables leasing to millions of acres in mandatory oil and gas lease sales. In other words, to sell land for renewables, the government must now sell fossil fuels too.
Specifically, the IRA required the government to sell either millions of acres or the acreage that industry expresses interest in. So far, the Interior Department has found wiggle room by saying the acres they sell do not need to align precisely with properties requested by developers. Some in the oil and gas industry have accused the Biden administration of deliberately offering land the industry doesn’t want.
What Manchin-Barrasso would do, activists say, is essentially tie the hands of the government on this requirement. One provision would insert the phrase “for which expressions of interest have been submitted” into the mandatory onshore oil and gas leasing totals in the IRA, in effect putting industry’s desired land for leasing into statute as a requirement.
The bill would also require the government to hold annual offshore oil and gas lease sales at a time when the Biden administration is non-committal about auctioning in certain future years before environmental analyses are conducted.
There’s also the part about drilling on private land. A provision in Manchin-Barrasso appears to ban the federal government from requesting applications for permits to drill on private lands in circumstances when the government owns only the minerals beneath the surface but not above. These applications, known as APDs, are a key opportunity for federal regulators to require project developers post a bond on oil and gas wells as well as provide at least some level of info on environmental mitigation measures. Advocates emphasize this input also comes with an opportunity to intervene when an operator goes bankrupt and leaves a well unplugged, puking methane into the atmosphere. Manchin-Barrasso would instead cede that authority entirely to the states.
The bill would also require the government to process applications for coal leasing when the Biden administration is trying, essentially, to stop such leasing altogether.
Plus there’s the LNG export language which, well, explains itself.
For the energy transition, the bill would: create timetables for permitting renewables on federal rights-of-way; allow minimal environmental reviews of “low-disturbance” renewables construction projects; set a national goal of 50 gigawatts of renewables on federal land by 2030; ease geothermal permitting; provide easier environmental reviews to certain transmission activities within recently approved rights-of-way; grant FERC more authority to greenlight transmission projects that are considered to be in the “national interest;” and give hydropower projects more lenience on license extensions.
To some, that might be a worthwhile compromise — in the world of the possible, the deal may be the biggest opportunity for real gains on transmission and renewables this Congress. Should the November elections swing in the GOP’s direction, Democrats seeking a less fossil-friendly permitting deal would have essentially no chance because they could lose the House, the Senate and the White House, making this the only game in town, potentially for a long time. This bill would also achieve the elusive dream of a bipartisan compromise, where both sides get some but not all of what they want to achieve incremental progress on something viewed in D.C. as a long bemoaned problem.
“It is a really good bipartisan deal,” Xan Fishman of the Bipartisan Policy Center told me last week. “Not everyone is going to be happy.”
That argument isn’t convincing Rep. Jared Huffman, a top Democrat on the House Natural Resources Committee, who has emerged as a vocal critic of the Senate legislation. Huffman told me he wants to see transmission boosted “without massive giveaways to the fossil fuel industry.” When asked if he’s comfortable with accusations he’s holding up a bipartisan compromise, he simply said, “Whatever.”
“This is a bad deal. It just goes way too far in the direction of oil, gas and coal,” he told me. “We’ve got to stop dignifying this notion that to take one step forward on clean energy, we’ve got to take two steps backward on fossil fuel production.”
Brett Hartl, government affairs director for the Center for Biological Diversity, noted to me that when the Inflation Reduction Act was passed into law, Democrats had analyses showing the potential decarbonization benefits of the legislation — oil and gas warts and all. It ultimately showed net wins on climate, no matter how hard the other stuff may have been to swallow.
“Where’s the math that proves this is good?” he asked of the Manchin-Barrasso bill.
The truth is, we don’t know the climate impacts of this legislation yet, though experts are at work poring over the details. Meanwhile, some climate advocates are trying to get their own math out there. At the start of the week, I attended a small roundtable discussion with Jeremy Symons, a longtime environmental advocate who once worked on the Senate Environment and Public Works Committee, as well as representatives of Public Citizen and Earthjustice and other reporters from Politico and S&P Global. At that roundtable, Symons presented an analysis declaring the legislation’s impact on LNG exports reviews alone would be equivalent to that from 165 coal-fired power plants and that it would take roughly 50 large renewable electricity-powered transmission lines to make up the negative climate impacts of the provision.
“Lawmakers should do some deep dive reevaluation and reach out to other outside experts to make sure that they fully understand [this bill],” Tyson Slocum of Public Citizen said at the roundtable.
Manchin’s office did not respond to requests for comment for this story.
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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.”