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These are the top contenders for the most climate-influential jobs.

If Donald Trump moves back to Washington, D.C., in January 2025, he won’t arrive alone. Though Trump’s first term was marked by a messy transition and bouts of political incompetence, Republican operatives have spent the past four years putting together a plan to hit the ground running if or when he returns — as well as a list of friendly names for plum positions in the would-be Trump administration. Many additional Republicans have quietly (and, often, not so quietly) spent the past few years auditioning for these top roles, typically by signaling their willingness to continue dismantling the regulatory and administrative states.
While nearly all positions in a Trump cabinet have at least some ability to limit or eliminate climate progress, here are some names circulating for the most influential departments.
The past is prologue when it comes to a future Trump administration, making Dan Brouillette an easy guess to head of the Department of Energy: His reappointment would mark a return to the post he left during the presidential transition in 2021.
But Secretary of Energy is nothing if not a competitive position, and Brouillette isn’t treating it like he’s a shoo-in, either. Since 2023, he’s served as the president and CEO of the Edison Electric Institute, a trade association for electric utilities that has taken a more tepid stance on climate policies during his tenure. He’s also spent plenty of time going on TV and speaking to the press against Biden’s (since overturned) pause in approving new export facilities for liquified natural gas — an industry he has history with but that falls well outside his purview EEI. The effect is more a performance for Trump than it is any sort of service for his organization’s members. Brouillette has also repeatedly insisted that the Trump administration won’t gut the Inflation Reduction Act, an oddly blasé attitude about legislation that has significantly benefited the utilities EEI represents.
Bernard McNamee, the author of the Department of Energy section of Project 2025, is another top choice for the DOE. One of the “most overtly political” people to ever be appointed to the Federal Energy Regulatory Commission, in the words of E&E News, McNamee has said that fossil fuels are “key to our prosperity” and that the renewable push amounts to “tyranny.” His chapter of Project 2025 calls for — among other things — closing the renewable energy offices at the DOE, eliminating energy efficiency standards for appliances, and refocusing the three National Labs run by DOE on “national security issues.”
If Trump doesn’t pick Doug Burgum for vice president, there is a strong chance there could be a home for him at the DOE instead. Many see the governor of North Dakota as a frontrunner for Energy Secretary, suspicions Burgum has reinforced by cozying up to Trump as a political surrogate, even warming up crowds at the candidate’s political rallies. While Burgum “at times [could] seem environmentally conscious” during his gubernatorial tenure, he’s recently shifted to more familiar Republican talking points on the oil and gas industry and reportedly helped connect Trump to would-be donors in the fossil fuel sectors, according to reporting by The New York Times. He has also informally advised the Trump campaign on energy policy.
There might also be a high-ranking position in the DOE for Texas oil and fracking magnate Harold Hamm, who was reportedly a finalist for the position back in 2016. Hamm, a conservative megadonor, briefly broke with Trump during the Republican primary but has since returned to fundraise for his campaign. Trump prizes loyalty, however, which is why Secretary Hamm might be more of a longshot; Hamm may return to being an informal advisor for the administration instead.
South Dakota Governor Kristi Noem seems pretty solidly off the VP shortlist after making national headlines for admitting in her memoir that she killed a puppy, but she may yet fill a role in the administration that is less in the public spotlight. Interior wouldn’t be so far-fetched: Noem played an active part in slashing environmental protections in her state — something that ought to endear her to Trump — and she worked closely with Trump’s Secretary of the Interior to explore returning controversial firework shows to Mount Rushmore. In South Dakota, Noem also rolled the Department of Environment and Natural Resources into the Department of Agriculture and has been actively hostile to the build-out of renewable energy, going so far as to refuse to apply for IRA grant money — an action that signals her uncompromising commitment to the party’s political message to anyone watching.
If not Noem, it’s possible David Bernhardt could return to the position he held under the first Trump administration. He’s used his time out of national politics to promote better swamp management (that’s the metaphorical swamp, not literal swamps, such as the critical beachfront-adjacent wetlands he limited protections for while in office) and to push Trump’s plan to reinstate Schedule F — which will make it easier to fire employees that aren’t deemed loyal enough to the administration — declaring that his own agency had been “overwhelmingly liberal” during his tenure. Bernhardt has adopted skepticism of career civil servants as something of a pet cause, publishing a 2023 book called You Report to Me: Accountability for the Failing Administrative State and filing an amicus brief to the Supreme Court earlier this year that argued, “One would be naïve not to understand how policy drives the ‘science’ at an agency.”
Those familiar with Bernhardt’s thinking, though, see the former secretary as angling for a more ambitious post in a future Trump administration, such as director of the Office of Management and Budget. An OMB appointment would potentially put Bernhardt on a collision course with Russ Vought, another Schedule F proponent, which means that if the former Interior secretary’s apparent angling for a new office doesn’t pan out, he may end up back in a more familiar role.
Trump’s former ambassador to Portugal, George Glass, has also been floated in the Interior conversation. An Oregon businessman, Glass fits the bill as a Westerner — since 1949, just one Interior secretary has not been a resident or native of a state west of the Mississippi. He also sees eye-to-eye with Trump as a China hawk, and while he doesn’t have much of a climate record, he has been a steady donor whose loyalty could be rewarded again with a plum administrative position.
While the Department of Agriculture doesn’t have the same levers to pull as Interior or Energy, the USDA nevertheless oversees one of the most significant sources of planet-warming emissions in the United States. While the Biden administration’s USDA has explicitly pursued an “equitable and climate-smart food and agriculture economy,” the Heritage Foundation instead wants the agency to “play a limited role” that doesn’t “hinder food production or otherwise undermine efforts to meet consumer demand.”
J. D. Vance has emerged as one candidate to get that job done. The Hillbilly Elegy author-turned-Ohio-senator previously invested in an agriculture startup and has taken a particular interest in the farm bill, while at the same time boasts a 0% lifetime score from the League of Conservation Voters. Vance’s name has also been in the hat for VP, and he’s certainly done his best to remain in Trump’s good graces, which could land him a secretary post if he doesn’t ultimately make the cut as a running mate.
There might be a better case, though, that this department ends up in the hands of Sid Miller. Currently serving as the Texas Agriculture Commissioner, Miller was reportedly on the shortlist for the position back in 2016. He has blamed weather-related power outages in his state on renewable intermittency, at one time writing, “to heck with green energy or climate change.” Miller is something of a firebrand, however, alienating even some within his own party, and he could struggle to garner the bipartisan support that will likely be necessary to win confirmation.
Though Trump initially avoided answering a question about the climate during the first presidential debate, he had talking points ready thanks to Andrew Wheeler, his former head of the Environmental Protection Agency. Trump seemingly referred to Wheeler as one of “my top environmental people,” suggesting that in addition to being an informal adviser to the campaign, Wheeler and his work at the EPA remain in high regard with Trump himself. While in the previous administration, Wheeler notably helped to roll back over 100 clean air, water, and environmental regulations.
Wheeler himself has been cagey about whether he’s auditioning for another Trump position, though — this spring, he joined the Holland & Hart law firm as a partner focused on federal affairs. If Wheeler decides to stay in the private sector, Trump might turn instead to Mandy Gunasekara, one of the primary architects of the U.S. withdrawal from the Paris Agreement on climate change and the author of the especially concerning Project 2025 chapter on the EPA.
Gunasekara has bolstered the case for herself by describing how she would curtail the EPA’s powers, eliminate its enforcement office, and “update the 2009 endangerment finding” that greenhouse gases are a threat to public health and the environment — science that has been used as the backbone for the EPA’s climate change regulations for years. Gunasekara has also said that while she believes in human-caused climate change, planetary warming is “overstated” and erroneously claimed that scientific data shows “a mild and manageable climate change in the future.” That rhetoric puts her right in sync with her potential future boss.
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The startup and the city announced the contract on Tuesday.
The City of New York announced on Tuesday that it will partner with curbside charging startup it’s electric to expand the city’s PlugNYC electric vehicle charging network from 88 curbside charge points today to around 700 by 2030.
“To put in perspective how important this is,” Tiya Gordon, it’s electric’s co-founder and COO, told me. “London and New York City have similar populations. But London has around 27,000 curbside EV chargers while New York City has just 88 so this is a major opportunity for expansion.”
The $60.2 million contract, which covers both installation and five years of operation, is part of New York’s Green Rides Initiative, which aims to replace all rideshare vehicles on the city’s streets with either zero-emission or wheelchair-accessible alternatives by 2030. The program began in 2021 with a pilot in partnership with electric utility Con Edison and EV charging startup FLO. Phase one of the new agreement will involve replacing those chargers with it’s electric models by early 2027, followed by a second phase that will involve installing 600 additional chargers across the city’s five boroughs — the largest municipal curbside charging buildout in the country to date.
The new charging stations will have four chargers apiece for a total of nearly 150 new stations, are just the first step towards addressing this explosion in demand. Each station will come equipped with Level 2 chargers, which can charge a vehicle to 100% of its battery level within seven hours. The city says it will encourage off-peak or overnight charging through “pricing [focused] on affordability while encouraging reasonable turnover,” such as the pilot program’s time-differentiated pricing structure. Where feasible, the stations will beature docking connections to charge e-bikes.
As of February, approximately 13% of New York City’s rideshare vehicles were electric, but that number is growing as both Uber and Lyft’s aim to electrify their entire U.S. fleets by 2030. According to Gordon, commuting to rapid charging stations throughout the city and waiting for a station to become available while on shift costs drivers 30% of their income. Rapid chargers exacerbate the problem; they slow down significantly once the charge reaches 80% to prevent the EV battery from overheating, forcing drivers to either wait for significantly longer or make more frequent stops to charge.
“They’re losing a lot of their income in driving to the limited number of public fast charging stations in New York City — because there’s just two in Brooklyn, two in Manhattan, and a few at the airports,” Gordon said. “Access to curbside charging solves the majority of their problems as they can charge off-shift with a Level 2 charger on the curbside overnight.”
To enable drivers to charge while not on shift, the city will select locations where a greater concentration of rideshare drivers live, especially in outer boroughs far away from the suburban driveways or paid parking garages that typically house charging stations. Incorporating input from drivers, the Department of Transportation has already selected 10 neighborhoods across the city, including Stapleton in Staten Island and Unionport in the Bronx.
it’s electric itself is headquartered in the Brooklyn Navy Yard and manufactures its sleek, futuristic charging stations in Long Island City, Queens. Gordon first conceived of the company while walking through Brooklyn during the Covid-19 pandemic with her co-founder, Nathan King, commiserating over the struggle to find an affordable, convenient place to charge an EV. As the company grew, Gordon and King chose to keep manufacturing local not only to avoid tariff or supply chain complications, but also to deliver jobs in New York City across the entire value chain of an electric charging station — manufacturing, installation, operations, and maintenance. The company contracts with manufacturer Boyce Technologies, which also supplies the Help Point kiosks in the city’s subway system.
it’s electric’s design eliminates a bottleneck that often delays the construction of EV charging stations: the utility interconnection and permitting process. Instead of tapping into the grid, its chargers taps into the electricity supply in nearby buildings via a shallow conduit just below the sidewalk, leveraging spare electrical capacity. The charging stations meter and pay for their own electricity use, and in exchange for the building’s surplus power, it’s electric shares its revenue with building owners. While the first tranche of charging stations the company launches in New York City will be traditional utility-connected chargers, the NYC Department of Transportation confirmed to me that it may use the capacity-sharing design in future expansions.
Though it’s electric has installed these capacity-sharing chargers in major U.S. cities including Boston, Philadelphia, San Francisco, Detroit, and Washington D.C., the New York City project represents a major step up in scale — the 700 chargers it will deliver for New York City comprise almost half of the 2,000 chargers in its current pipeline. To support these projects and hire additional staff, the company also announced on Tuesday that it has raised a new bridge round of seed funding led by Halogen Ventures, bringing its total funding to $15 million.
Gordon thinks the expansion of EV charging in New York City is significant not just for her company, but for the EV industry on the whole. “It signals to the world that the U.S. is not backing down from electrification and is still moving forward in meaningful ways,” she told me. Next, Gordon is eyeing the global market. “The technology that we have really differentiates us because we can power our chargers from a variety of sources — the utility connection, an adjacent building, or even wooden utility poles overhead. The next announcements from it’s electric will center around our expansion from NYC to other countries.”
On a Russia-Ukraine truce, Dems’ climate shift, and Ambler Road
Current conditions: Temperatures in Laredo, Texas, are soaring past 103 degrees Fahrenheit amid a heat wave scorching the Southern and Central United States • Tropical Storm Norbert is weakening in the Pacific right as another depression is strengthening into Tropical Storm Odalys • South Africa’s KwaZulu-Natal is facing severe thunderstorms with winds of up to 50 miles per hour.
President Donald Trump declared a truce Monday morning between Russia and Ukraine over energy infrastructure, claiming that both countries had agreed to stop attacking refineries, pipelines, and power plants going forward despite those facilities representing frequent targets since the war began in 2022. In a post on his Truth Social platform, the U.S. leader said record-high diesel prices were “mostly caused by the Russia/Ukraine war, not Iran,” suggesting prices would come down now that “Ukraine has agreed to not hit Russian energy targets” and “Russia has agreed to do likewise.” Neither Kyiv nor Moscow has confirmed the pact, according to Reuters.
Meanwhile, the price of Brent crude, the global oil benchmark set out of Europe, briefly surpassed $109 per barrel before coming back down to $106 by the time the market closed Monday. West Texas Intermediate, out of the U.S., hit about $102, while Murban crude from the United Arab Emirates shot up 10% to $131 per barrel. The latest surge came after Saudi Arabia halted shipments via its East-West Pipeline, the main conduit through which the kingdom has exported oil since the Strait of Hormuz’s closure stopped tankers from leaving the Persian Gulf.
The average fuel surcharge for grain shipments on U.S. railways more than doubled over the past year, in the latest sign of how soaring energy prices will spur inflation of food costs. The surcharge skyrocketed 153% to 48 cents per rail car-mile by the second week of September, according to a Reuters analysis of U.S. Department of Agriculture data. The surcharges accounted for 11% of the total rail transportation costs for shipping corn and soybeans, compared to 5% a year ago. Railroads collected about $3 billion in fuel surcharges in the second quarter of this year, covering 90% of diesel costs. The situation highlights why now is “the worst time for diesel to get expensive,” my colleague Matthew Zeitlin wrote last month, since harvest season is around the corner and most farming equipment runs on the fuel.
House Democrats are out with their first new climate agenda since the Green New Deal’s glory days of 2020. This time, however, it’s more of what the top Democrat behind the proposal called “a workable plan for long term economic and job growth” than an emissions-cutting blitz. My colleague Emily Pontecorvo has a detailed breakdown of what’s in it, but here are the five big takeaways:
“We’re not introducing a bill after this,” Representative Kathy Castor, the Florida Democrat who oversaw the project to draft the agenda, told Emily. “We’re providing it to policymakers in Washington for them to build the bipartisan support you need to get something across the finish line. The Trump administration is going to be there for two more years. What can we get done now that would have bipartisan support?”
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The U.S. needs $110 billion to build 45 gigawatts of new power generation through 2030 to meet the surging demand from data centers, according to a Moody’s Ratings analysis. More than 30 gigawatts of that supply is slated to come from natural gas-fired plants, with solar and storage making up much of the rest and nuclear restarts accounting for less than 5%, Bloomberg reported. That all sounds like a lot. But consider that the U.S. started this year on track to add 86 gigawatts of new generation, much of which it from solar and storage, according to data from the U.S. Energy Information Administration. In other words, we deployed nearly twice as much new generation in the past year as we would need for data centers through the end of this decade.
The nation’s largest operator of nuclear and geothermal power plants, Constellation Energy, certainly sees gas as the likelier near-term source of power generation in New England. On Monday, Utility Dive reported that the utility giant plans to buy the 609-megawatt Rhode Island State Energy Center from Shell Energy for $715 million. It’s easy to see why gas looks like a safe bet. Three Massachusetts utilities are now suing Hydro-Quebec, the state-owned utility in Canada’s French-speaking province, over a shortfall in deliveries during particularly hot days this summer — while Hydro-Quebec is, in turn, suing for payments it says the American power companies owe, according to Canary Media. That electricity drama is unfolding as New Englanders prepare to “pay through the nose to stay warm this winter” as the price of heating fuel soars, Matthew wrote last week.

Almost exactly a year ago, Trump issued an executive order approving the long-stalled federal project to build a road through the Alaskan wilderness to support production of minerals from the remote Ambler Mining District. Now the U.S. government is taking a 10% stake in Trilogy Metals, the 50% co-owner of a joint venture with the Australian miner South32 focused on extracting copper, zinc, and other metals from the site. As part of the deal, the company said in a press release, the Department of Defense “committed to work in good faith to help facilitate financing required for construction of the proposed 211-mile, industrial-use-only Ambler Road.”
The Pentagon also inked a $450 million deal with The Elmet Group, an integrated miner and processor, with $150 million earmarked for Toronto-based Blue Moon Metals’ tungsten mine in Nevada, Mining.com reported.
There’s still an open debate about how much of the nuclear supply chain Saudi Arabia would be allowed to control under the kingdom’s coveted deal with the Trump administration. Whether the Saudis should enrich — or, even more worrying from a nonproliferation standpoint, recycle — nuclear fuel will generate heated discussion in the years to come. But it looks increasingly likely that the oil-rich nation will mine at least some of its own uranium. “Exploration and geological studies at the Jabal Sayid project in Madinah have revealed estimated resources of around 110 million tonnes of ore with high concentrations of rare earth minerals, especially the heavy elements, alongside promising concentrations of uranium,” Prince Abdulaziz bin Salman, the kingdom’s energy minister, told Arab News.
A new set of policy proposals from House illustrates a marked change in rhetoric since 2020.
Nine House Democrats from the Sustainable Energy and Environment Coalition published a sweeping federal policy blueprint on Tuesday called the Thriving Economy Project. While it is explicitly not a policy platform, it is the first window we’ve gotten into how lawmakers are thinking about their next set of climate moves in the post-One Big Beautiful Bill Act era.
The last time House Democrats published a major energy and environment policy document was in 2020, when the House Select Committee on the Climate Crisis released the aptly titled report “Solving the Climate Crisis.” The Thriving Economy Project covers many of the same themes as that 2020 platform — energy, agriculture, disaster recovery, innovation. It even contains some of the same policy proposals. But as the contrast in titles suggests, the approach is markedly different.
The 2026 version doesn’t call itself climate policy at all. Though it contains plenty of proposals to support cleaner energy and reduced emissions, it frames them in terms of affordability, economic opportunity, resilience, and competitiveness, rather than as a means to stop planetary warming. The words “climate change” aren’t entirely absent, but they appear primarily as the context for proposals to improve disaster preparedness, response, and recovery, or to adapt infrastructure to higher seas and hotter days.
This isn’t a huge shock. We’ve written quite a bit at Heatmap about how climate change advocacy is shifting away from talking about the crisis directly to messaging about the benefits of actions that just so happen to cut carbon or shore up communities against disasters. When I compared the number of times certain words and phrases appeared in the 2020 package versus this new one, the evidence of that rhetorical shift was decisive.
Mentions of “climate change” dropped from more than 500 to 22. Whereas the 2020 package cited the “climate crisis” more than 150 times, the new report casually references it in just four places. In 2020, Democrats framed their entire platform around hitting “net-zero” by 2050, citing the goal 139 times. Net-zero appears just once in the new package in a chapter about investing in innovation. According to the International Energy Agency’s “Net Zero Roadmap,” it says, about a third of the emissions reductions required to get there “will come from technologies still under development.”
While lawmakers took a stand six years ago to fight for “environmental justice,” that term is wholly absent from the new report. Instead of pushing for policies that improve outcomes for “communities of color,” a phrase which appears just five times in the Thriving Economy Project, it focuses on building “thriving communities” and improving outcomes for “low income” and “underserved” populations.
It’s easy to be cynical about the political calculation these rhetorical shifts reflect, but the two policy platforms were also written for different audiences. Florida Representative Kathy Castor, a Democrat who led the creation of both versions, told me that the goal of the Thriving Economy Project was to come up with policies that could be adopted in the next two years. “This effort is driven by solving problems ASAP where we think there can be bipartisan support,” she said. The 2020 document, by contrast, was a wishlist for a future Democrat-led Congress and administration. Much of what was in it later became part of the Infrastructure Investment and Jobs Act and the IRA, but has since been dismantled under Trump.
The increased frequency of certain other terms — such as “energy security,” “cybersecurity,” and “geopolitical” — is also a reminder that between the war over Ukraine, the war in Iran, and the AI race, a lot really has changed since 2020.
Just because the report is not explicitly about climate change doesn’t mean it’s not a climate policy document, however. When I asked Sean Casten, a Democratic representative from Illinois who also worked on the project, whether he considered the policies to be about addressing climate change, he responded that there was no way to talk about energy or home insurance and not talk about climate. “You also don’t necessarily have to use the word climate to talk about all of those things, right?” he added.