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On floating cars, subway slip-‘n-slides, and a whirlpool in Brooklyn
It’s raining in New York City, which means two things: You’ve for some reason heard about it even if you live nowhere near the Tri-State area, and also nothing is working.
As a metropolis that runs on the fumes of pure defiance and chaos magic even during the best of times, New York was understandably struggling to stay afloat after a month’s worth of rain fell within a few hours on Friday morning. Subway staircases transformed into white-water obstacles more befitting of Action Park than America’s most populous city, while trash cans embarked from their curbside moorings, destined for unknown shores. Cars — half-submerged and looking curiously hippopotamine — nosed their way through the city’s new waterways. The Central Park sea lion exhibit overflowed with, well, sea lions. A manhole outside Joe’s Pizza in the East Village caught fire, the result of short-circuiting electrical cables. In Brooklyn, inexplicably, a whirlpool appeared.
Major flooding in Brooklyn today. Trains shut down and the only way out of the station is through this.— Seth Chinnis (@Seth Chinnis) 1695994430
The downpour of rain is turning NYC into a raging river. \ud83c\udf0a https://t.co/o8Ni7gjBGF— New York Post (@New York Post) 1696006803
With Friday already the eighth wettest day in Central Park’s 154 years of recorded history, preliminarily the wettest day ever at JFK Airport (with 7.88” inches since midnight), and inches more rain still to come, Governor Kathy Hochul declared a state of emergency and drew comparisons to Hurricane Ida, which killed 11 people in basement apartments in Queens in 2021. (At least six people had been rescued by the FDNY from basements by Friday afternoon, The Washington Post reported; so far, no deaths have been recorded). Mayor Eric Adams, who’d spent the evening before the storm celebrating his Sept. 1st birthday with a fundraiser, “defended his failure to address the public about the storm until almost noon today,” The New York Times reported.
Warning or no, the city that prides itself on not slowing down even to sleep squelched to a soggy standstill ahead of the evening commute. Trains were out of service, or running with severe limitations. Kids were marooned at school. Terminal A at LaGuardia Airport remained closed, with more than 3,000 flights delayed due to the storm.
And yet — undeterred by the reminder that we live in a city made up of islands waiting to be reclaimed by the sea or that all this is one more chilling sign that our warming atmosphere can hold more water — some plans, in that New Yorker way, stubbornly held. Around 2:30 p.m., the New York Film Festival cheerfully shared that it had released more tickets for its opening night film.
The show must go on! You just have to wade there.
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We’ll give you one guess as to what’s behind the huge spike.
Georgia is going to need a lot more electricity than it once thought. Again.
In a filing last week with the state’s utility regulator, Georgia Power disclosed that its projected load growth for the next decade from “economic development projects” has gone up by over 12,000 megawatts, to 36,500 megawatts. Just for 2028 to 2029, the pipeline has more than tripled, from 6,000 megawatts to 19,990 megawatts, destined for so-called “large load” projects like new data centers and factories.
To give you an idea of just how much power Georgia businesses will demand over the next decade, the two new recently booted up nuclear reactors at Vogtle each have a capacity of around 1,000 megawatts. Of the listed projects that may come online, five will require 1,000 megawatts or more.
The culprit is largely data centers. About 3,330 megawatts’ worth of data centers have broken ground in Georgia, and just over 4,100 megawatts are pending construction, vastly outstripping commitments made by industrial customers.
“New load growth, led predominately by data centers, could triple [Georgia Power’s] size, in ten years. This is the second industrial revolution, led by artificial intelligence,” Simon Mahan, the executive director of the Southern Renewable Energy Association, wrote on X.
Georgia Power is used to upgrading load forecasts. The company had to update its three-year planning process (known as an integrated resource plan, or IRP) in October of 2023, just a year after releasing its previous three-year plan, as its five-year load growth projections had grown from 400 megawatts to 6,660 megawatts, a 17-fold increase. Regulators approved the new plan in April of this year, which included adding turbines to an existing gas-fired plant, pushing out the retirement of a coal-fired plant, and more battery storage.
The latest update, Georgia Power said in the filing, “should provide further certainty that Georgia Power’s load forecast is materializing and that the constructive outcome of the 2023 IRP Update is supportive of economic growth in Georgia.”
The signs marking projects funded by the current president’s infrastructure programs are all over the country.
Maybe you’ve seen them, the white or deep cerulean signs, often backdropped by an empty lot, roadblock, or excavation. The text on them reads PROJECT FUNDED BY President Joe Biden’s Infrastructure Law, or maybe President Joe Biden’s Inflation Reduction Act, President Joe Biden’s CHIPS and Science Act, or President Joe Biden’s American Rescue Plan. They identify Superfund cleanup sites in Montana, road repairs in Acadia National Park in Maine, bridge replacements in Wisconsin, and almost anything else that received a cut of the $1.5 trillion from the American Rescue Plan Act of 2021.
Officially, the signs exist to “advance the goals of accountability and transparency of Federal spending,” although unofficially, they were likely part of a push by the administration to promote Bidenomics, an effort that began in 2023. The signs follow strict design rules (that deep cerulean is specifically hex code #164484) and prescribed wording (Cincinnati officials got dinged for breaking the rules to add Kamala Harris’ name to signs ahead of the election), although whether to post them is technically at the discretion of local partners. But all federal agencies — including the Environmental Protection Agency and the Federal Transit Authority, which of each received millions in funding — were ordered by the Office of Management and Budget to post the signs “in an easily visible location that can be directly linked to the work taking place and must be maintained in good condition throughout the construction period.”
This has caused some irritation on the right, as you might imagine. Republican Senator Ted Cruz of Texas lodged a grievance with the Office of Special Counsel alleging Biden had violated the Hatch Act by using taxpayer dollars to pay for “nothing more than campaign yard signs.” Republican Senator Joni Ernst of Iowa gave her monthly “squeal award” to Biden in June for lack of transparency over how much the signs have cost and demanded disclosure from the OMB. (Signs erected to credit President Obama’s construction projects cost an estimated $300 million adjusted for inflation, though the Biden administration, likely aiming to skirt a similar scandal, specifies that the “signs should not be produced or displayed if doing so results in unreasonable cost, expense, or recipient burden.” Ernst’s office did not reply to a request from Heatmap about whether or not she ever got the numbers she was seeking from the OMB, and the White House never returned a request from Heatmap to supply the same.)
Democrats aren’t the only politicians who sign their names to their big accomplishments, however. Donald Trump took credit for COVID-19 stimulus checks, and George W. Bush’s Internal Revenue Service sent mailers to let the American people know who they could thank for their income tax refunds. But suppose America were to elect a president who happened to be especially petty and vindictive? In that case — this is, of course, hypothetical — would it be possible for the incoming president to order the removal of signs touting his predecessor’s achievements?
I ran the question by a Department of Transportation spokesperson, who told me such things are simply not done. “There has never been a request to remove project signs from the U.S. Department of Transportation, and we hope to see signage remain in communities for the lifecycle of BIL-funded projects,” the DOT spokesperson said.
Their answer implies that while such a thing would be unprecedented, it is also theoretically possible.
It’s unclear how many such signs there are, although the Bipartisan Infrastructure Law has funded more than 66,000 projects, all of which are at least eligible for a sign. Whatever the exact number is, it’d be a big and expensive hassle to remove them all. Given that much of the IRA and BIL funding has already been allocated, as well, it seems like such a demand ought to be very low on an incoming president of the United States’ list of priorities.
At least, one would think.
The Trump administration is hoping to kill the $7,500 tax credit for electric vehicle buyers, according to a Reuters report citing two anonymous sources within the Trump transition team.
That aspiration isn’t totally unexpected — President-elect Donald Trump flirted with ending the EV tax credit throughout the campaign. But it’s nonetheless our first post-election sense of how the Trump administration plans to pursue the Republican tax package that is expected to be the centerpiece of its legislating agenda.
If the EV tax credit is repealed, it would deal a significant setback to the American auto industry’s attempts to make the transition to electric vehicles. General Motors, Ford, and other legacy automakers have invested billions of dollars to build EV factories and battery plants in order to prepare for an electric future. The Alliance for Automotive Innovation, the automaking industry’s trade group, has privately lobbied lawmakers to keep all of the Biden administration’s subsidies for EV production.
GM and Ford aren’t doing this just for the climate. They’re trying to compete with European and East Asian automakers that are transitioning to EVs — and will continue to transition, regardless of policy changes within the United States. BYD, the Chinese company that exclusively makes EVs, is on track this year to sell more cars globally than Ford. That’s the entire Ford line-up, not just EVs. China has reached its commanding position in the EV industry partly by offering EV consumers and companies more than $200 billion in subsidies, according to an analysis from the Center for Strategic and International Studies.
The rollback would also be a setback for Tesla and Rivian, the two highest-profile American EV-only companies. Yet according to the same Reuters report, Tesla supports the plan to repeal the tax credit. Elon Musk has asserted in interviews that because Tesla has more experience building EVs than any other company, it would suffer least from the subsidy’s disappearance. (As the country’s No. 1 EV seller, Tesla has also likely benefited from EV tax credits — in their current and pre-Biden forms — more than any other company.) Repeal is part of Musk’s hypothesized plan to turn Tesla into a de facto monopoly, controlling the entire American EV industry.
Rivian shares have fallen 11% today, while Tesla’s are down just 5%. Ford and GM are trading flat.
The new GOP majorities in Congress hope to extend their 2017 package of tax cuts, which mostly benefit wealthy Americans. One way to pay for those tax cuts could be to repeal the tax incentives in the Inflation Reduction Act, President Joe Biden’s landmark climate law. The news today, then, is mostly a sign that the battle lines are being drawn in the auto industry: Much of the auto industry wants to keep the full slate of EV subsidies. Tesla wants to take them down.