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Though not, perhaps, the bad ideas you might expect.
Donald Trump will announce his running mate any day now, and according to multiple reports his choice has come down to Florida Senator Marco Rubio, Ohio Senator J. D. Vance, and North Dakota Governor Doug Burgum. All erstwhile critics of Trump, they now share a fervent admiration for the former president they once scorned. But where do they stand on climate change?
Opinions on climate within the Republican Party are complex, and these three men reflect the divisions. According to Pew Research Center polls, 47% of Republicans over the age of 65 believe that human activity contributes a great deal or some to climate change, but a full 79% of Republicans under 30 think so. Yet only a tiny number of them feel any urgency around climate: In a Pew poll earlier this year, only 12% of Republicans said climate should be a top priority for the president and Congress, the lowest score of the 20 issues they asked about. (59% of Democrats said it should be a top priority.)
That leaves room for Republican politicians to take a variety of positions, as long as they agree that the ideas favored by climate hawks are bad. For many, the optimal position is a kind of malign neglect: They’ll admit that warming temperatures are bad, but somehow find their way to opposing all measures to address the problem. With one partial exception, that describes all of Trump’s likeliest running mates.
Burgum can be a little tough to pin down on climate, in large part because of how he shrewdly avoids talking about the issue in the culture-war terms so many in his party prefer. At the start of his second term he set a target of achieving carbon neutrality by 2030 — but without regulation or any reduction in fossil fuel production. Instead, Burgum wants the state to become a center for carbon capture, calling the room underground to store large amounts of carbon the state’s “geologic jackpot.”
As part of that project, Burgum has advocated the construction of a pipeline to carry CO2 into the state from other Midwest states, which he touts as simply a money-making proposition. “This has nothing to do with climate change,” he said in March. “This has to do with markets.” He has touted environmental, social, and governance-related investing, which focuses on companies with strong environmental records, as an opportunity for the state to lure capital — but has also joined with other Republican governors to condemn it.
Burgum has close ties with the oil industry, so much so that he has become Trump’s key liaison to the industry and its billionaire magnates; he has also been mentioned as a possible energy secretary if he is not Trump’s running mate, which would make him the administration’s chief fossil fuel advocate.
In other words, Burgum seems to be on multiple sides of the climate issue. He’s a fossil-fuel promoter and critic of electric vehicles who wants to make his state carbon neutral. And you will look in vain for any statement where Burgum says exactly what kind of threat he believes climate change poses, or even if he thinks it is happening at all; in technocratic style, he shifts any question on the issue to economic and practical concerns.
With its frequent hurricanes and dramatic sea level rise, Florida sees direct and repeated effects of climate change as much as any state in the country. Yet it took Marco Rubio many years to arrive at his current position: In the early part of his career he was a clear climate denier, but lately he has taken something more like the prevailing Republican view, which is that while climate change is happening and human activity may be contributing to it, we shouldn’t actually do much about it. At the very least, we shouldn’t do anything that comes with even the smallest cost in dollars or convenience.
During his first run for Senate in 2010, Rubio said, “The climate is always changing” — a common dodge among climate deniers, used to make them sound like they aren’t completely oblivious while they refuse to acknowledge the causes and consequences of post-industrialization warming. But “I don't think there's the scientific evidence to justify” the idea that humans have anything to do with it, he added.
He continued to hold that position for years. “I do not believe that human activity is causing these dramatic changes to our climate the way these scientists are portraying it,” he said in 2014. But over time, Rubio became less hesitant about admitting the reality of warming, even if he steered away from talking about the cause. He proposed modest measures to increase climate resilience, while always pairing them with attacks on more aggressive action as an attempt by leftist radicals to destroy the economy.
Today, Rubio is a member of the bipartisan Senate Climate Solutions Caucus, which has occasional meetings but steers away from taking any positions on particular legislation or regulations, making it mostly a way for senators to say “I care” without committing themselves to action.
When Vance talks about climate, it’s in the terms of a culture warrior, heaping contempt on liberals and their goals for a safer and cleaner environment. His 2022 Senate campaign against Democrat Tim Ryan featured substantial discussion of climate issues, with Vance regularly condemning efforts to reduce emissions and lamenting the decline of coal. “All of this ‘bring American manufacturing back’ from the Democrats is fake unless we stop the green energy fantasy,” he tweeted that July. “Solar panels can’t power a modern manufacturing economy. That’s why the Chinese are building coal power plants, something Tim Ryan’s donors won’t let America do.”
“If you want to make our environment more clean, the way to do it is to invest in Ohio natural gas,” he’s said. Or as he told Fox News, “The obsession Democrats have with eliminating fossil fuels is crazy.”
Like Trump, Vance has emphasized his loathing for electric vehicles. “Even if there was a climate crisis, I don’t know how the way to solve it is to buy more Chinese manufactured electric vehicles,” he said on a radio show in 2022 in response to the EV incentives in the Inflation Reduction Act (which in fact requires that to qualify for subsidies vehicles must be mostly American-made with domestic materials; the requirements are complicated, but no Chinese vehicles qualify). “The whole EV thing is a scam, right?”
Always attuned to the value of a PR stunt, Vance introduced a bill he called the “Consequences for Climate Vandals Act,” meant to crack down on the scourge of climate activists throwing soup on paintings. Fox News was pleased, but the bill went nowhere, leaving America dangerously vulnerable to art-based climate protests.
This is the common thread running through Vance’s comments on climate: Unlike Rubio, who may have no choice but to discuss the effects of warming given the state he represents, Vance almost never mentions these effects. He turns any discussion of climate into an attack on liberals, environmentalists, and Democrats for their supposedly ruinous ideas to address the problem. If Burgum’s response to climate is Can we make money off this? and Rubio’s is It’s serious, but let’s not be hasty, Vance’s could be summed up as Go to hell, libs.
No matter who Trump picks, his vice president is unlikely to be anything but the most tentative voice of reason in the administration’s climate policy, even in the best of circumstances. None of these three has given us much reason to think he would risk his own position by standing in the way of what will no doubt be a determined effort to remove regulations on the fossil fuel industry, undo the carrot-based approach of the Biden administration to encouraging a green transition, and generally let the emissions rip. Or even that they’d want to.
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What he wants them to do is one thing. What they’ll actually do is far less certain.
Donald Trump believes that tariffs have almost magical power to bring prosperity; as he said last month, “To me, the world’s most beautiful word in the dictionary is tariffs. It’s my favorite word.” In case anyone doubted his sincerity, before Thanksgiving he announced his intention to impose 25% tariffs on everything coming from Canada and Mexico, and an additional 10% tariff on all Chinese goods.
This is just the beginning. If the trade war he launched in his first term was haphazard and accomplished very little except costing Americans money, in his second term he plans to go much further. And the effects of these on clean energy and climate change will be anything but straightforward.
The theory behind tariffs is that by raising the price of an imported good, they give a stronger footing in the market; eventually, the domestic producer may no longer need the tariff to be competitive. Imposing a tariff means we’ve decided that a particular industry is important enough that it needs this kind of support — or as some might call it, protection — even if it means higher prices for a while.
The problem with across-the-board tariffs of the kind Trump proposes is that they create higher prices even for goods that are not being produced domestically and probably never will be. If tariffs raise the price of a six-pack of tube socks at Target from $9.99 to $14.99, it won’t mean we’ll start making tube socks in America again. It just means you’ll pay more. The same is often true for domestic industries that use foreign parts in their manufacturing: If no one is producing those parts domestically, their costs will unavoidably rise.
The U.S. imported over $3 trillion worth of goods in 2023, and $426 billion from China alone, so Trump’s proposed tariffs would represent hundreds of billions of dollars of increased costs. That’s before we account for the inevitable retaliatory tariffs, which is what we saw in Trump’s first term: He imposed tariffs on China, which responded by choking off its imports of American agricultural goods. In the end, the revenue collected from Trump’s tariffs went almost entirely to bailing out farmers whose export income disappeared.
The past almost-four years under Joe Biden have seen a series of back-and-forth moves in which new tariffs were announced, other tariffs were increased, exemptions were removed and reinstated. For instance, this May Biden increased the tariff on Chinese electric vehicles to over 100% while adding tariffs on certain EV batteries. But some of the provisions didn’t take effect right away, and only certain products were affected, so the net economic impact was minimal. And there’s been nothing like an across-the-board tariff.
It’s reasonable to criticize Biden’s tariff policies related to climate. But his administration was trying to navigate a dilemma, serving two goals at once: reducing emissions and promoting the development of domestic clean energy technology. Those goals are not always in alignment, at least in the short run, which we can see in the conflict within the solar industry. Companies that sell and install solar equipment benefit from cheap Chinese imports and therefore oppose tariffs, while domestic manufacturers want the tariffs to continue so they can be more competitive. The administration has attempted to accommodate both interests with a combination of subsidies to manufacturers and tariffs on certain kinds of imports — with exemptions peppered here and there. It’s been a difficult balancing act.
Then there are electric vehicles. The world’s largest EV manufacturer is Chinese company BYD, but if you haven’t seen any of their cars on the road, it’s because existing tariffs make it virtually impossible to import Chinese EVs to the United States. That will continue to be the case under Trump, and it would have been the case if Kamala Harris had been elected.
On one hand, it’s important for America to have the strongest possible green industries to insulate us from future supply shocks and create as many jobs-of-the-future as possible. On the other hand, that isn’t necessarily the fastest route to emissions reductions. In a world where we’ve eliminated all tariffs on EVs, the U.S. market would be flooded with inexpensive, high-quality Chinese EVs. That would dramatically accelerate adoption, which would be good for the climate.
But that would also deal a crushing blow to the American car industry, which is why neither party will allow it. What may happen, though, is that Chinese car companies may build factories in Mexico, or even here in the U.S., just as many European and Japanese companies have, so that their cars wouldn’t be subject to tariffs. That will take time.
Of course, whatever happens will depend on Trump following through with his tariff promise. We’ve seen before how he declares victory even when he only does part of what he promised, which could happen here. Once he begins implementing his tariffs, his administration will be immediately besieged by a thousand industries demanding exemptions, carve-outs, and delays in the tariffs that affect them. Many will have powerful advocates — members of Congress, big donors, and large groups of constituents — behind them. It’s easy to imagine how “across-the-board” tariffs could, in practice, turn into Swiss cheese.
There’s no way to know yet which parts of the energy transition will be in the cheese, and which parts will be in the holes. The manufacturers can say that helping them will stick it to China; the installers may not get as friendly an audience with Trump and his team. And the EV tariffs certainly aren’t going anywhere.
There’s a great deal of uncertainty, but one thing is clear: This is a fight that will continue for the entirety of Trump’s term, and beyond.
Give the people what they want — big, family-friendly EVs.
The star of this year’s Los Angeles Auto Show was the Hyundai Ioniq 9, a rounded-off colossus of an EV that puts Hyundai’s signature EV styling on a three-row SUV cavernous enough to carry seven.
I was reminded of two years ago, when Hyundai stole the L.A. show with a different EV: The reveal of Ioniq 6, its “streamliner” aerodynamic sedan that looked like nothing else on the market. By comparison, Ioniq 9 is a little more banal. It’s a crucial vehicle that will occupy the large end of Hyundai's excellent and growing lineup of electric cars, and one that may sell in impressive numbers to large families that want to go electric. Even with all the sleek touches, though, it’s not quite interesting. But it is big, and at this moment in electric vehicles, big is what’s in.
The L.A. show is one the major events on the yearly circuit of car shows, where the car companies traditionally reveal new models for the media and show off their whole lineups of vehicles for the public. Given that California is the EV capital of America, carmakers like to talk up their electric models here.
Hyundai’s brand partner, Kia, debuted a GT performance version of its EV9, adding more horsepower and flashy racing touches to a giant family SUV. Jeep reminded everyone of its upcoming forays into full-size and premium electric SUVs in the form of the Recon and the Wagoneer S. VW trumpeted the ID.Buzz, the long-promised electrified take on the classic VW Microbus that has finally gone on sale in America. The VW is the quirkiest of the lot, but it’s a design we’ve known about since 2017, when the concept version was revealed.
Boring isn’t the worst thing in the world. It can be a sign of a maturing industry. At auto shows of old, long before this current EV revolution, car companies would bring exotic, sci-fi concept cars to dial up the intrigue compared to the bread-and-butter, conservatively styled vehicles that actually made them gobs of money. During the early EV years, electrics were the shiny thing to show off at the car show. Now, something of the old dynamic has come to the electric sector.
Acura and Chrysler brought wild concepts to Los Angeles that were meant to signify the direction of their EVs to come. But most of the EVs in production looked far more familiar. Beyond the new hulking models from Hyundai and Kia, much of what’s on offer includes long-standing models, but in EV (Chevy Equinox and Blazer) or plug-in hybrid (Jeep Grand Cherokee and Wrangler) configurations. One of the most “interesting” EVs on the show floor was the Cybertruck, which sat quietly in a barely-staffed display of Tesla vehicles. (Elon Musk reveals his projects at separate Tesla events, a strategy more carmakers have begun to steal as a way to avoid sharing the spotlight at a car show.)
The other reason boring isn’t bad: It’s what the people want. The majority of drivers don’t buy an exotic, fun vehicle. They buy a handsome, spacious car they can afford. That last part, of course, is where the problem kicks in.
We don’t yet know the price of the Ioniq 9, but it’s likely to be in the neighborhood of Kia’s three-row electric, the EV9, which starts in the mid-$50,000s and can rise steeply from there. Stellantis’ forthcoming push into the EV market will start with not only pricey premium Jeep SUVs, but also some fun, though relatively expensive, vehicles like the heralded Ramcharger extended-range EV truck and the Dodge Charger Daytona, an attempt to apply machismo-oozing, alpha-male muscle-car marketing to an electric vehicle.
You can see the rationale. It costs a lot to build a battery big enough to power a big EV, so they’re going to be priced higher. Helpfully for the car brands, Americans have proven they will pay a premium for size and power. That’s not to say we’re entering an era of nothing but bloated EV battleships. Models such as the overpowered electric Dodge Charger and Kia EV9 GT will reveal the appetite for performance EVs. Smaller models like the revived Chevy Bolt and Kia’s EV3, already on sale overseas, are coming to America, tax credit or not.
The question for the legacy car companies is where to go from here. It takes years to bring a vehicle from idea to production, so the models on offer today were conceived in a time when big federal support for EVs was in place to buoy the industry through its transition. Now, though, the automakers have some clear uncertainty about what to say.
Chevy, having revealed new electrics like the Equinox EV elsewhere, did not hold a media conference at the L.A. show. Ford, which is having a hellacious time losing money on its EVs, used its time to talk up combustion vehicles including a new version of the palatial Expedition, one of the oversized gas-guzzlers that defined the first SUV craze of the 1990s.
If it’s true that the death of federal subsidies will send EV sales into a slump, we may see messaging from Detroit and elsewhere that feels decidedly retro, with very profitable combustion front-and-center and the all-electric future suddenly less of a talking point. Whatever happens at the federal level, EVs aren’t going away. But as they become a core part of the car business, they are going to get less exciting.
Current conditions: Parts of southwest France that were freezing last week are now experiencing record high temperatures • Forecasters are monitoring a storm system that could become Australia’s first named tropical cyclone of this season • The Colorado Rockies could get several feet of snow today and tomorrow.
This year’s Atlantic hurricane season caused an estimated $500 billion in damage and economic losses, according to AccuWeather. “For perspective, this would equate to nearly 2% of the nation’s gross domestic product,” said AccuWeather Chief Meteorologist Jon Porter. The figure accounts for long-term economic impacts including job losses, medical costs, drops in tourism, and recovery expenses. “The combination of extremely warm water temperatures, a shift toward a La Niña pattern and favorable conditions for development created the perfect storm for what AccuWeather experts called ‘a supercharged hurricane season,’” said AccuWeather lead hurricane expert Alex DaSilva. “This was an exceptionally powerful and destructive year for hurricanes in America, despite an unusual and historic lull during the climatological peak of the season.”
AccuWeather
This year’s hurricane season produced 18 named storms and 11 hurricanes. Five hurricanes made landfall, two of which were major storms. According to NOAA, an “average” season produces 14 named storms, seven hurricanes, and three major hurricanes. The season comes to an end on November 30.
California Gov. Gavin Newsom announced yesterday that if President-elect Donald Trump scraps the $7,500 EV tax credit, California will consider reviving its Clean Vehicle Rebate Program. The CVRP ran from 2010 to 2023 and helped fund nearly 600,000 EV purchases by offering rebates that started at $5,000 and increased to $7,500. But the program as it is now would exclude Tesla’s vehicles, because it is aimed at encouraging market competition, and Tesla already has a large share of the California market. Tesla CEO Elon Musk, who has cozied up to Trump, called California’s potential exclusion of Tesla “insane,” though he has said he’s okay with Trump nixing the federal subsidies. Newsom would need to go through the State Legislature to revive the program.
President-elect Donald Trump said yesterday he would impose steep new tariffs on all goods imported from China, Canada, and Mexico on day one of his presidency in a bid to stop “drugs” and “illegal aliens” from entering the United States. Specifically, Trump threatened Canada and Mexico each with a 25% tariff, and China with a 10% hike on existing levies. Such moves against three key U.S. trade partners would have major ramifications across many sectors, including the auto industry. Many car companies import vehicles and parts from plants in Mexico. The Canadian government responded with a statement reminding everyone that “Canada is essential to U.S. domestic energy supply, and last year 60% of U.S. crude oil imports originated in Canada.” Tariffs would be paid by U.S. companies buying the imported goods, and those costs would likely trickle down to consumers.
Amazon workers across the world plan to begin striking and protesting on Black Friday “to demand justice, fairness, and accountability” from the online retail giant. The protests are organized by the UNI Global Union’s Make Amazon Pay Campaign, which calls for better working conditions for employees and a commitment to “real environmental sustainability.” Workers in more than 20 countries including the U.S. are expected to join the protests, which will continue through Cyber Monday. Amazon’s carbon emissions last year totalled 68.8 million metric tons. That’s about 3% below 2022 levels, but more than 30% above 2019 levels.
Researchers from MIT have developed an AI tool called the “Earth Intelligence Engine” that can simulate realistic satellite images to show people what an area would look like if flooded by extreme weather. “Visualizing the potential impacts of a hurricane on people’s homes before it hits can help residents prepare and decide whether to evacuate,” wrote Jennifer Chu at MIT News. The team found that AI alone tended to “hallucinate,” generating images of flooding in areas that aren’t actually susceptible to a deluge. But when combined with a science-backed flood model, the tool became more accurate. “One of the biggest challenges is encouraging people to evacuate when they are at risk,” said MIT’s Björn Lütjens, who led the research. “Maybe this could be another visualization to help increase that readiness.” The tool is still in development and is available online. Here is an image it generated of flooding in Texas:
Maxar Open Data Program via Gupta et al., CVPR Workshop Proceedings. Lütjens et al., IEEE TGRS
A new installation at the Centre Pompidou in Paris lets visitors listen to the sounds of endangered and extinct animals – along with the voice of the artist behind the piece, the one and only Björk.