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Tonight, for the third time, Donald Trump will accept the Republican Party’s nomination for president. But this time, for the first time ever, Trump is also on track to outright win the presidential election he is involved in. He has opened a two-point lead in polling averages, but some polls show a more decisive margin in swing states; no Democrat has been in a worse position in the polls, at this point in the election, since the beginning of the century. Even Trump’s decisions — his selection of JD Vance as his vice president, for instance — suggests that Trump is planning to win.
And so it is time to begin thinking in earnest about what a Trump presidency might mean for decarbonization and the energy transition. For the next several months, Heatmap’s journalists will cover — with rigor, fairness, and perspicacity — that question. (They already have.)
Should Trump win, there are a few predictions we can make with relative certainty. The Trump administration will roll back the Environmental Protection Agency’s car and truck pollution rules, which Republicans describe as a tyrannical EV mandate forced on unwilling American consumers. Trump will also try to unwind the EPA’s restrictions on carbon emissions from power plants. And he will once again take the United States out of the Paris Agreement, just as he did during his first term. Trump has also pledged to reclassify more than 50,000 federal employees as political appointees. That would make it possible for them to be fired en masse.
Make no mistake, Trump would be a disaster for American climate policy — and if your biggest issue is that the United States should aim to rapidly reduce its emissions of heat-trapping pollution, then you probably shouldn’t vote for him. But just because he will wreck climate change policy doesn’t guarantee that he will destroy the clean energy economy. A second Trump administration would be a bleak time for decarbonization advocates, but it would not be a hopeless time — even if we see a powerful and even Caesarist Trump administration, politics would go on. It is worth thinking about what those politics could look like ahead of time.
Trump’s first term saw no shortage of contradictions in his climate program. Trump was a climate change denier who seemed to revel in unraveling environmental programs. But he also ultimately signed the Energy Act of 2020, a bipartisan package written by Senator Joe Manchin and Lisa Murkowski that boosted the advanced nuclear industry, energy storage, and carbon capture, and which created programs that were later funded by Biden’s Bipartisan Infrastructure Law.
Another key contradiction in Trump’s first term was the interplay of the executive and legislative branches. Trump’s political appointees — including Scott Pruitt, his notorious and scandal-ridden EPA chief — pursued an aggressively pro-carbon agenda, rolling back environmental protections and opening up huge new swaths of public land to oil and gas drilling. The White House kept proposing budgets that cut tens of billions of dollars from key federal programs, including the EPA and the Department of Energy.
But Congress never actually passed those budgets. It became one of the strangest two-steps of the Trump administration: Again and again, the White House would unveil a radical, lacerating budget proposal that zeroed out key programs across the federal government and sent it to Congress. The press would cover Trump’s plans to destroy federal agencies, and the public would react with alarm. Then, several months later, Congress would pass a far more conventional budget. In May 2017, for example — the peak of Trump’s post-election Republican trifecta — Congress passed a budget that preserved nearly all EPA programs and increased funding for some renewable energy programs, including ARPA-E.
This doesn’t mean that the EPA and other federal agencies survived the first Trump administration unscathed. Many federal agencies saw brain drain throughout the four years of Trump; when Biden took office in 2021, his political appointees said that their first act was to rebuild the agencies’ depleted capacity. And if Trump carried out his aspiration of firing tens of thousands of federal workers, then the agencies would be even more beset, even more dysfunctional, at the end of his next term.
But the Trump White House seemed torn between the impulse to radically restructure the administrative state and the need to finalize its own deregulatory rules. The administration’s incompetence at dotting its i’s and crossing its t’s kept getting in the way of its own agenda: While the federal government usually beats legal challenges to its own rules, the Trump administration lost roughly 80% of its court fights.
Now, unlike during his first term, Trump will have a more favorable Supreme Court to work with: Conservatives now hold a 6-3 majority on the high court — and it could easily become 7-2 under a Trump administration. Last month, the Supreme Court made it harder for the regulatory state to issue any new rules, essentially subjugating agency authority to the judiciary. That could allow the Supreme Court to force a Trump initiative into law — but it could also hamstring Trump’s agencies by forcing them to do more work, to file more paperwork, to respond to even more public comments.
A second Trump presidency will differ from its prequel in at least one respect: its fossil fuel of choice. Throughout the 2016 election, Trump bound his campaign to the coal industry, pledging to bring back mining jobs and end Obama’s “war on coal.” Soon after his election, he received a coal “action plan” directly from Bob Murray, the CEO of what was then the country’s largest coal company.
Trump failed. Murray’s company declared bankruptcy in 2019, and coal mining jobs collapsed to a historic low in November 2020. (Coal mining employment has modestly recovered under Biden.) Now, as Heatmap columnist Paul Waldman has observed, Trump barely talks about coal at all; he now seems to revere the oil and gas industry. In April, he met with oil and gas executives at Mar-a-Lago and asked for $1 billion in campaign donations.
This speaks to another contradiction that’s far bigger than Trump, between the varying needs of big and small fossil fuel companies. Climate advocates sometimes talk about “the fossil fuel industry” as a monolith, but in fact it is riven with its own divisions and disagreements. Oil and natural gas companies have different demands from coal companies. There are also disagreements between large oil companies, such as ExxonMobil, whose size lets them afford higher regulatory burdens, and smaller oil and gas drillers, who oppose any regulation whatsoever. This divergence could affect how the Trump administration handles the EPA’s methane rules, which require oil companies to cap and monitor greenhouse gas emissions from oil and gas drilling equipment.
Then there’s nuclear power, the country’s most prolific zero-carbon fuel, which enjoys nearly unmatched bipartisan support but which some voters are much more wary of. Many nuclear advocates see Trump as neutral on the technology, even a potential ally, but Project 2025 proposes canceling the tens of billions of dollars in nuclear subsidies that the Biden administration has proposed. That would render the industry uneconomic and force many plants to close.
These are, of course, not even the most important contradictions that will define Trump’s White House. (I remain curious, for instance, about how Trump’s backers in Silicon Valley — whose personal wealth is tied up with big American tech companies and who detest Biden’s aggressive approach to antitrust enforcement — feel about Trump’s devil-may-care approach to defending Taiwan or about J.D. Vance’s praise of Lina Khan.)
Trump has promised to bring back manufacturing to the United States and wage a trade war on China. He also opposes electric vehicles. But some of the country’s biggest new manufacturing facilities are going to make EVs and batteries — and these are in the Republican heartland of South Carolina, Tennessee, and Texas, as well as the battleground state of Georgia. Trump has pledged to repeal the Inflation Reduction Act’s $7,500 tax credit for buying EVs, and Project 2025 proposes neutering the Energy Department’s Loan Programs Office, which can lend money to fund new EV factories. How will those anti-decarbonization policies fit in with local Republican economies? It is not hard to imagine a world where Trump repeals the consumer tax credit for EVs and claims victory over it, but preserves the IRA’s far more lucrative 45x subsidy that rewards companies that make batteries and EVs. That would leave some of the most important pro-EV policy in the IRA intact while generating the necessary anti-climate headlines.
These focuses of ideological slippage shouldn’t make climate advocates feel more relaxed — on the contrary, some of Trump’s most authoritarian impulses have been unleashed in response to political weakness or outright unpopularity. Perhaps that’s most clear around Trump’s outright denial of climate change, which remains among the most unpopular parts of his agenda. Is it any wonder that Jeffrey Clark, a climate-questioning environment lawyer who Trump installed at the Justice Department, ultimately helped lead the department’s attempt to overturn the 2020 election?
The great irony — you might even say tragedy — of American energy policy is that voters across the parties see energy as a culture war issue. Environmentalists dream of creating an all-renewable energy system even though it would gobble up massive amounts of land. Republicans talk about supporting nuclear power, even though the nuclear industry has always and everywhere required state support. Trump, a pile of contradictions himself, and a distracted culture warrior, will only accelerate these contradictions. I am by no means optimistic about the results. But I expect that the reality of Trump’s governance will, even on these issues, surprise us.
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The federal government collects gobsmacking amounts of energy information. A new website makes it easy to access and use.
This is an edition of Heatmap Daily, an evening review of the day’s news written by our executive editor. Sign up for it here.
Oil prices are surging. The global crude benchmark Brent traded at more than $108 a barrel on news that Saudi Arabia has canceled some oil shipments to Europe.
In the ‘physical’ market, where companies buy and sell actual oil to use and burn, the commodity is now trading at more than $120 a barrel. In the United States, gasoline and diesel prices are spiking nationwide — $7 a gallon diesel could soon be possible. At a gathering of Group of 20 energy ministers in Houston, oil executives said they are running out of tools to blunt future price increases.
Which brings us to the topic of today’s newsletter. Say you wanted to know: How high have gasoline prices gotten in the United States? How expensive is gasoline now compared to President Trump’s first term — or the crisis that followed Russia’s invasion of Ukraine? There are various third-party data sources you could look at to get an up-to-date look — AAA and Gas Buddy come to mind — but neither makes it easy to see historic data. And even if you could access their old data, you’d need to adjust it for inflation, which means picking a good deflator, running a statistical analysis … and at that point, who has the time?
Lucky for you, the U.S. Energy Information Administration, or EIA, already maintains a long-running data set of the average gasoline price, inflation-adjusted and updated every week. It’s historically been kind of a pain to access, because you had to download the data as a raw spreadsheet and then visualize it yourself. But thanks to a new website, which went live on Monday, you can now draw a quick chart and see: Gasoline is now more expensive than it was at any point during Trump’s first administration in real dollars.

But it’s still well below some of the records that it set in the late 2000s and early 2010s:

These charts are from the excellent new website U.S. Energy Data. It’s a collaboration from the philanthropic organization Arnold Ventures, the think tank Institute for Progress, and the data scientist Hannah Ritchie.
I’m really excited about it. Here’s the deal: The EIA is a federal agency that maintains impressively detailed and up-to-date data on virtually every facet of America’s energy and industrial economy. But that data is often difficult to access or is buried in the agency’s website. And while subject-matter experts are often familiar with the EIA’s statistics and how to use them, it still takes time, dedication, and some expertise to use them well.
The new U.S. Energy Data project gets rid of all of that work. Now, you can browse the EIA’s statistics for power prices, electricity demand, electricity generation, hydrocarbons and biofuels, and power reliability. You can chop up the data on a state-by-state basis, remix it into new charts, and link and export the charts for use elsewhere.
The new project is inspired by Our World in Data, which Ritchie helps edit. That project collates and visualizes data about the biggest questions in global economics, demographics, public health, poverty, energy use, and more — but it doesn’t have any subnational data. That’s one reason why the new U.S. Energy Data platform is so nice to have.
So with the new site, you can see, for instance, whether states with the most electricity demand growth have seen power prices rise or fall:

Or compare real vs. nominal electricity prices in Texas and California:


Or look at how dry natural gas production — which subtracts natural gas liquids like ethane and butane from the production of the fuel gas itself, and is actually “the metric that is most commonly quoted for ’natural gas production’” — has changed over time per state:

You can also look at how the EIA quantifies power grid reliability and compare the states that have the most blackouts overall against the states that see the highest amount of time that an average customer goes without power.
In short, I’m very excited about it, and I suspect that many Heatmap readers will get a kick out of it. Go click around now — and also remember if you’re curious about hyperlocal electricity price data, we may already have you covered at the Heatmap Electricity Price Hub!
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.