L'idéalisme contre l'abordabilité: comment les prix élevés de l'essence et Trump ont forcé Newsom à recalibrer son programme climatique

California Governor Gavin Newsom faces a complex reckoning regarding his environmental legacy as he prepares to leave office in January. Critics and supporters are scrutinizing how his climate strategy evolved from ambitious idealism to a focus on consumer affordability. This shift occurred amid extreme drought, destructive flooding, and deadly wildfires that defined his tenure. Millions of residents have also grappled with power blackouts, refinery closures, and surging gasoline prices. Simultaneously, the Trump administration has moved to dismantle the state’s boldest climate initiatives, labeling Newsom’s policies a disaster. Experts suggest that Newsom’s record will influence both the agenda of California’s next governor and the broader national policy landscape. Newsom took office in January 2019, inheriting major environmental programs from predecessors Jerry Brown and Arnold Schwarzenegger. These included bold greenhouse gas reduction targets and the nation-leading cap-and-invest program, which requires large polluters to pay for their emissions. However, many experts identify green transportation as the area where Newsom made his distinct mark. Under his administration, California invested heavily in electric vehicle charging infrastructure, sales incentives, and advanced fleet requirements. In 2022, state officials passed a groundbreaking sales target for zero-emission vehicles, effectively banning the sale of new gasoline-powered cars by 2035. Barry Vesser, chief program officer at the Climate Center, described the zero-emission vehicle mandate as probably the most consequential action Newsom took for the climate. Vesser noted that the move stimulated the private sector and accelerated the deployment of electric vehicle infrastructure. The share of zero-emission vehicle sales jumped from approximately 8 percent in 2020 to 23 percent in 2025. California now possesses twice as many electric vehicle chargers as gasoline nozzles. While acknowledging the progress, Vesser stated that the current level of infrastructure is not yet sufficient, though it represents a massive improvement from the near-nonexistent network present when Newsom arrived. This trajectory faced immediate disruption following the election of Donald Trump. The president revoked California’s long-held authority to set stricter tailpipe emissions standards than the federal government, unraveling the foundation for the gas-car ban. The state is currently suing the federal government over this move. Mary Nichols, former chair of the California Air Resources Board, called the ban a serious and important action but argued it became entangled in a hostile federal agenda, rendering it less meaningful than intended. Trump’s actions extended beyond vehicles. He moved to open California’s coast to offshore oil drilling for the first time in decades and invested millions in a coal export terminal in Oakland, which would become the first on the U.S. West Coast. National trends complicate the narrative surrounding electric adoption. For the first time since the invention of the automobile, the majority of new cars sold globally are not powered exclusively by gasoline. Electric vehicles and hybrids are outselling traditional gas-powered cars in many markets. Since the start of the war in Iran, oil prices have risen significantly, prompting drivers in cities from Hanoi to Hamburg to purchase electric vehicles at record rates. According to the energy think tank Ember, 49 countries have broken electric vehicle sales records this year. In Thailand, the prime minister recently abandoned his Rolls-Royce to commute in an all-electric BYD Sealion. In contrast, the United States remains a laggard. Electric vehicles accounted for just 6.4 percent of new-car sales in the U.S. from July to September, a slight increase from earlier in the year. Despite gas prices jumping from $3 to $4.50 per gallon over the past year, American drivers have largely resisted switching. Elaine Buckberg, a senior fellow at Harvard University’s Salata Institute for Climate and Sustainability, explained that consumers often assume temporary price spikes will pass. She noted that sustained high prices lasting half a year or longer are typically required to shift industry direction, similar to how the 1970s shortages ended the era of large sedans and how 2000s price hikes boosted hybrid sales. Several factors hinder rapid adoption in the U.S. High costs remain a primary barrier, along with limited model availability. The U.S. effectively bans electric cars manufactured in China, cutting off access to affordable models like the BYD Dolphin Surf, which sells for about $22,000 in Europe. Familiar brands offer limited electric options. Toyota sells the RAV4 and Camry only as hybrids. Ford discontinued the electric version of the F-150 pickup due to low sales, though it plans to release a roughly $30,000 electric pickup in 2027. The Volkswagen ID. Buzz remains the country’s only electric minivan. Additionally, some consumers reject Tesla products due to owner Elon Musk. Despite these hurdles, pre-owned electric vehicle sales are surging, though they still represent a small fraction of the used-car market. Hybrids have emerged as the biggest winners from the recent gasoline spike, with U.S. sales jumping 27 percent over the past year. Most drivers indicate they are seriously considering an electric vehicle for their next purchase, a trend particularly strong among those under 35. The price gap between gas and electric cars is narrowing, with more models available under $40,000. Charging networks are expanding, and battery ranges are increasing. Proponents argue that electric vehicles offer superior driving dynamics and lower maintenance requirements, reducing the trade-offs associated with ownership compared to previous years.