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Jury verdict against oil industry worries critics, could drive up energy costs

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Offshore drilling rig Development Driller III at the Deepwater Horizon site May, 2010. 

From The Center Square

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“Did fossil fuels actually cause this impact?” Kochan said. “Then how much of these particular defendants’ fossil fuels caused this impact? These are the things that should be in a typical trial, because due process means you can’t be responsible for someone else’s actions. Then you have to decide, and can you trace the particular pollution that affected this community to the defendant’s actions?”

A $744 million jury verdict in Louisiana is at the center of a coordinated legal effort to force oil companies to pay billions of dollars to ameliorate the erosion of land in Louisiana, offset climate change and more.

Proponents say the payments are overdue, but critics say the lawsuits will hike energy costs for all Americans and are wrongly supplanting the state and federal regulatory framework already in place.

In the Louisiana case in question, Plaquemines Parish sued Chevron alleging that oil exploration off the coast decades ago led to the erosion of Louisiana’s coastline.

A jury ruled Friday that Chevron must pay $744 million in damages.

The Louisiana case is just one of dozens of environmental cases around the country that could have a dramatic – and costly – impact on American energy consumers.

While each environmental case has its own legal nuances and differing arguments, the lawsuits are usually backed by one of a handful of the same law firms that have partnered with local and state governments. In Louisiana, attorney John Carmouche has led the charge.

“If somebody causes harm, fix it,” Carmouche said to open his arguments.

Environmental arguments of this nature have struggled to succeed in federal courts, but they hope for better luck in state courts, as the Louisiana case was.

Those damages for exploration come as President Donald Trump is urging greater domestic oil production in the U.S. to help lower energy costs for Americans.

Daniel Erspamer, CEO of the Pelican Institute, told The Center Square that the Louisiana case could go to the U.S. Supreme Court, as Chevron is expected to appeal.

“So the issue at play here is a question about coastal erosion, about legal liability and about the proper role of the courts versus state government or federal government in enforcing regulation and statute,” Erspamer said.

Another question in the case is whether companies can be held accountable for actions they carried out before regulations were passed restricting them.

“There are now well more than 40 different lawsuits targeting over 200 different companies,” Erspamer said.

The funds would purportedly be used for coastal restoration and a kind of environmental credit system, though critics say safeguards are not in place to make sure the money would actually be used as stated.

While coastal erosion cases appear restricted to Louisiana, similar cases have popped up around the U.S. in the last 10 to 15 years.

Following a similar pattern, local and state governments have partnered with law firms to sue oil producers for large sums to help offset what they say are the effects of climate change, as The Center Square previously reported.

For instance, in Pennsylvania, Bucks County sued a handful of energy companies, calling for large abatement payments to offset the effects of climate change.

“There are all kinds of problems with traceability, causation and allocability,” George Mason University Professor Donald Kochan told The Center Square, pointing out the difficulty of proving specific companies are to blame when emissions occur all over the globe, with China emitting far more than the U.S.

“Did fossil fuels actually cause this impact?” Kochan said. “Then how much of these particular defendants’ fossil fuels caused this impact? These are the things that should be in a typical trial, because due process means you can’t be responsible for someone else’s actions. Then you have to decide, and can you trace the particular pollution that affected this community to the defendant’s actions?”

Those cases are in earlier stages and face more significant legal hurdles because of questions about whether plaintiffs can justify the cases on federal common law because it is difficult to prove than any one individual has been substantively and directly harmed by climate change.

On top of that, plaintiffs must also prove that emissions released by the particular oil companies are responsible for the damage done, which is complicated by the fact that emissions all over the world affect the environment, the majority of which originate outside the U.S.

“It’s not that far afield from the same kinds of lawsuits we’ve seen in California and New York and other places that more are on the emissions and global warming side rather than the sort of dredging and exploration side,” Erspamer said.

But environmental companies argue that oil companies must fork out huge settlements to pay for environmental repairs.

For now, the Louisiana ruling is a shot across the bow in the legal war against energy companies in the U.S.

Whether the appeal is successful or other lawsuits have the same impact remains to be seen.

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The richest man alive just got a whole lot richer

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Quick Hit:

Elon Musk on Wednesday became the first person in history to hit a $500 billion net worth, according to Forbes. The Tesla, SpaceX, and xAI founder’s fortune now sits roughly $150 billion ahead of Oracle co-founder Larry Ellison, with Tesla’s surging stock and SpaceX’s record valuation driving the leap.

Key Details:

  • Forbes reported Musk’s net worth crossed the $500 billion mark around 3:30 p.m. ET, fueled by Tesla’s nearly 4% stock gain Wednesday — adding roughly $9.3 billion to his wealth.
  • Musk’s fortune has grown from $24.6 billion in March 2020 to $100 billion by late 2020, $200 billion in 2021, $400 billion in 2024, and now $500 billion.
  • Tesla shares have nearly doubled since April, when Musk said he would step back from his role leading President Trump’s Department of Government Efficiency (DOGE) to focus on Tesla. The EV maker’s market cap is now within 10% of its all-time high, with Musk’s 12% stake worth about $191 billion.

Diving Deeper:

Elon Musk made history Wednesday as the first individual ever to surpass a $500 billion personal net worth, according to a report from Forbes. The Tesla and SpaceX CEO’s fortune crossed the milestone in mid-afternoon trading, following another surge in Tesla’s share price and continuing investor confidence in Musk’s technology empire.

Tesla stock jumped nearly 4% Wednesday, pushing the company’s valuation closer to its all-time high. Forbes estimates Musk’s 12% stake in Tesla alone is worth about $191 billion. The remainder of his wealth comes from SpaceX — currently valued at around $400 billion — and his artificial intelligence firm xAI, worth roughly $60 billion.

Musk’s rise in wealth has been staggering. In March 2020, he was worth $24.6 billion. By late 2020, he had crossed the $100 billion threshold, reaching $200 billion in 2021 and $400 billion last year. His $500 billion milestone now puts him more than $150 billion ahead of the world’s second-richest person, Oracle co-founder Larry Ellison.

In a post on X last month, Musk said his compensation and influence over Tesla were not about money, but control over the company’s direction: “It’s not about ‘compensation,’ but about me having enough influence over Tesla to ensure safety if we build millions of robots,” he wrote. “If I can just get kicked out in the future by activist shareholder advisory firms who don’t even own Tesla shares themselves, I’m not comfortable with that future.”

According to Forbes, Tesla’s board recently proposed a new compensation plan for Musk worth as much as $1 trillion — the largest package ever offered to a corporate executive. The plan would grant Musk up to 12% of Tesla’s stock if the company hits a $8.5 trillion market cap and other performance milestones over a decade.

At his current trajectory, analysts suggest Musk could become the world’s first trillionaire by 2033 — an outcome that seemed unthinkable just five years ago. As Musk continues to balance his leadership at Tesla, SpaceX, and xAI, his financial empire appears to be expanding as rapidly as the industries he dominates.

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Automotive

America’s Troubled EV Industry Loses Its Subsidized Advantage – Now What?

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From the Daily Caller News Foundation

By David Blackmon

The Environmental Protection Agency announced Monday that it has assumed responsibility for what it says is the “Largest Lithium-Ion Battery Cleanup in Agency History” at the Moss Landing facility outside San Francisco.

Crews supervised by the EPA entered the facility this week to begin cleaning out the remains of the fire damaged batteries, which the agency says will be recycled at EPA-approved recycling facilities.

As has happened far too frequently, the retired batteries erupted spontaneously in January, leading authors of MIT’s weekly climate newsletter to speculate about what this latest conflagration would mean for the future of the electric vehicle and stationary battery storage industries going forward.

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“With the growing number of electric vehicles and batteries for energy storage on the grid,” the authors wrote, “more high-profile fires have hit the news, like last year’s truck fire in LA, the spate of e-bike battery fires in New York City, or one at a French recycling plant last year.”

The parade of troubling incidents related to these batteries has continued throughout 2025. In June, for example, a large container ship called the Morning Midas, operated by Zodiac Maritime, sank into the Pacific Ocean after batteries in EVs it was carrying to Alaska spontaneously combusted, forcing the crew to abandon ship. A month later, U.S.-based shipper Matson announced it would no longer transport EV cargoes due to the obvious dangers involved. Three weeks later, Alaska Marine Lines put a similar policy in place.

All of these inconvenient news stories come at an already troubling time for the U.S. EV industry, given that its huge $7,500 per car federal subsidy expired at midnight, Sept. 30. That subsidy was enacted in the Orwellian-named Inflation Reduction Act of 2022 and subsequently repealed in the One Big Beautiful Bill Act signed into law by President Donald Trump on July 4 of this year.

Sales have spiked in the run-up to the subsidy expiration, to no one’s real surprise. But EV makers now face the troubling prospect of having to compete in the U.S. market absent that significant price advantage, leading many to anticipate a significant drop-off in sales.

Some carmakers have already begun to scale back operations. Stellantis announced the cancellation of a planned all-electric Dodge Ram pickup model on Sept.12, citing slowing demand for such trucks in a field already dominated by the Ford F-150 Lightning and the Tesla Cyber Truck. The fact that sales of those competing models are already coming in well below projections this year was another obvious motivating factor.

Ford, meanwhile, said in August it would delay the introduction of what it refers to as “next generation” updates to its Lightning pickup and full-sized electric van for two years due to the same challenging market conditions. “F-150 Lightning, America’s best-selling electric truck, and E-Transit continue to meet today’s customer needs,” the company said in what can only be described as an understatement.

Competitor GM announced it would take similar action on Sept. 4, saying it was suspending production of a pair of Cadillac SUVs – the mid-size Lyriq and the full-size Vistiq – at its assembly plant in Spring Hill, Tenn., effective in December. The company also said it would indefinitely delay the start of a second shift at an assembly plant near Kansas City.

Amid the frequent big fire events involving EV batteries and the industry’s fallout from the loss of a federal subsidy, it must be repeated here that the electric vehicle industry is not “new” or even a young one. It is in fact well over a century old, with the first electric cars introduced in the U.S. in the 1890s, during the same period when gas-powered cars started to come onto the market. In those early years, in fact, many experts insisted that electric cars would ultimately render gas-powered cars obsolete and become the dominant force in American transportation.

But makers of EVs then found themselves suffering from the same set of limitations that plague the industry well over a century later: Range anxiety, lack of infrastructure, and persistent unreliability.

The fact that an industry this old has still not solved for the same set of issues after so much time makes it reasonable to question whether it ever will.

David Blackmon is an energy writer and consultant based in Texas. He spent 40 years in the oil and gas business, where he specialized in public policy and communications.

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