$1.4 million, compared with about $1 million to Donald J. Trump, according to the Center for Responsive Politics.
In Washington, developers of large solar and wind projects are pushing for a more connected grid while utilities want more federal funding for new transmission lines. Advocates for rooftop solar panels and batteries are lobbying Congress for more federal incentives.
Separately, there are pitched battles going on in state capitals over how much utilities must pay homeowners for the electricity generated by rooftop solar panels. Utilities in California, Florida and elsewhere want lawmakers to reduce those rates. Homeowners with solar panels and renewable energy groups are fighting those efforts.
Despite Mr. Biden’s support, the utility industry could struggle to add power lines.
Many Americans resist transmission lines for aesthetic and environmental reasons. Powerful economic interests are also at play. In Maine, for instance, a campaign is underway to stop a 145-mile line that will bring hydroelectric power from Quebec to Massachusetts.
New England has phased out coal but still uses natural gas. Lawmakers are hoping to change that with the help of the $1 billion line, called the New England Clean Energy Connect.
This spring, workmen cleared trees and installed steel poles in the forests of western Maine. First proposed a decade ago, the project was supposed to cut through New Hampshire until the state rejected it. Federal and state regulators have signed off on the Maine route, which is sponsored by Central Maine Power and HydroQuebec.
But the project is mired in lawsuits, and Maine residents could block it through a November ballot measure.
set a record in May, and some scientists believe recent heat waves were made worse by climate change.
“Transmission projects take upward of 10 years from conception to completion,” said Douglas D. Giuffre, a power expert at IHS Markit. “So if we’re looking at decarbonization of the power sector by 2035, then this all needs to happen very rapidly.”
This article is part of our latest special report on Museums, which focuses on reopening, reinvention and resilience.
When Brad Carney sketched the plan for a 15,000-square-foot ground mural in downtown Reno, Nev., he wove in design elements from the area’s railroading heritage, and pulled hues and motifs from nearby buildings and landscapes, including the state flower and the famed Reno Arch.
“I wanted to make it specific and unique to its place, so that this mural couldn’t exist anywhere else,” said Mr. Carney, an artist based in Philadelphia known for his playful, large scale and brightly colored public works.
“When I design murals,’’ he added, “I like to become a vessel for a community and a neighborhood, and not bring too much of myself until I find out what they’re looking for. The point of public art, to me, is the process of involving the community.”
16 small and midsize cities across the country where artists and local residents are taking to the streets — from crosswalks to underpasses — to add new color to old blacktop and pavement with eye-catching urban art as part of Bloomberg Philanthropies’ Asphalt Art Initiative. Grants of up to $25,000 are helping cities create and implement relatively low-cost public art projects to revitalize their streets and public spaces by making them more beautiful, more inviting and safer.
ReTRAC Plaza, a little used concrete and dirt space once covered in train tracks being developed as a hub for local events, Mr. Carney said, from music festivals and farmers’ markets to movie nights.
Kate D. Levin, who oversees arts programs for Bloomberg Philanthropies and was commissioner of the New York City Department of Cultural Affairs. And especially now, as cities reopen, “there’s a social cohesion goal that I think has only gotten more urgent,” she said. “Why not use projects like this to actually let people be involved, create a sense that public space belongs to everyone?”
The goals are to support local working artists, community groups, businesses and government on collaborative infrastructure projects to make streets safer; to activate public space in ways that are “as robust and reflective of local identity and aspirations as possible,” Ms. Levin said; and to promote community engagement, “because a streetscape isn’t theoretical, it runs through people’s lives.”
Janette Sadik-Khan, a former commissioner of the New York City Department of Transportation and now transportation principal at Bloomberg Associates, the pro bono consulting arm of Bloomberg Philanthropies, which advises mayors around the world. “Streets make up more than 80 percent of a city’s public space, so they’re really the front yards for millions of Americans.”
Three cities began or completed installations in late 2020: Kansas City, Mo; Saginaw, Mich.; and Norfolk, Va. The remaining 13 are expected to finish their projects this year. Through mid-May, the cities have transformed a combined 26,000 square feet of streetscape with artwork and engaged more than 1,500 residents and 72 artists in the design and installation process.
minority artists who will design vinyl wraps for 25 utility boxes throughout downtown. Troy, N.Y. intends to beautify an underpass.
“So many U.S. cities have underpasses that, whatever the original intent, turned into real barriers, and divided neighborhoods in ways that often aren’t very positive,” Ms. Levin said, expressing hope that the art projects “can create a gateway instead of an impediment.”
Teal Thibaud, director of the Glass House Collective, a nonprofit that works in an underserved neighborhood in East Chattanooga, Tenn., said even small improvements could help spawn others, especially in an area that had received limited infrastructure investment in recent years.
The Bloomberg-funded mural, completed in April, helped beautify the area, and several grants from local foundations, which increased the overall project budget to $60,000, enhanced the area in other ways.
A new street park next to the asphalt mural that created a safe gathering space, fence art to slow traffic near the elementary school, and painted stencils on sidewalks to encourage school children and other residents to follow the safest local routes were among the projects, said Ms. Thibaud. “We’re starting to see it all work together.”
Kansas City, Mo., redesigned a busy, dangerous four-way intersection where cars rarely stopped for pedestrians, said DuRon Netsell, founder and principal of Street Smarts Design + Build, an urban design firm that focuses on walkable communities. “People were just flying through the intersection, significantly over the speed limit.”
Midtown KC Now, a nonprofit local community improvement organization.
Soon after installation, foot traffic increased, overall vehicle speeds declined by 45 percent, street crossing times for pedestrians were cut in half, noise level dropped by about 10 decibels and the share of pedestrians who said they felt safe crossing the intersection increased to 63 percent from 23, Mr. Netsell said.
Bloomberg Philanthropies and Bloomberg Associates issued the Asphalt Art Guide, a free manual with tips, checklists, and case studies of successful projects around the world to encourage more cities to develop visual art projects. In March, Bloomberg Philanthropies announced a second round of up to 20 grants, open to all U.S. cities.
“Safety doesn’t have to be mundane and boring,” Mr. Netsell said. “We’ve proven that we can make our intersections and streets much safer, but we can also make them really fun and vibrant. It’s something that all local communities can do.”
“The F-150 is generally driven by guys who have a certain image of driving around in a truck — and that image includes noise, gasoline, a muscle engine. We don’t know anything about consumer uptake of eclectic trucks. We don’t know if they’ll want to drive this.”
A study published this year found that about 20 percent of people who purchased electric passenger vehicles were dissatisfied with them — in part because they worried about the lack of electric vehicle charging stations — and returned to driving traditional vehicles.
But White House officials say the pickup Mr. Biden drove on Tuesday could help tip that calculation. The F-150 “has really been a high-performing work vehicle and leisure vehicle, and now you can get it without the expense of all of that gasoline,” Gina McCarthy, the White House national climate adviser, said in an interview.
So far, only Tesla has sold electric models in high volume, but Ford typically sells about 900,000 F-Series vehicles a year. Earlier this year, Ford began selling the Mustang Mach E, a battery-powered sport-utility vehicle styled to resemble the company’s famous sports car.
“We’re not just electrifying fringe vehicles,” the company’s chairman, William C. Ford Jr., said. “The Mustang and the F-150 are the heart of what Ford is, so this is a signal about how serious we are about electrification.”
Autoworkers have expressed concerns over the electric transition, which American automakers are increasingly embracing, because the production of an electric vehicle requires about one-third less human labor than a vehicle powered by an internal combustion engine.
But union leaders offered cautious support of the president’s cheerleading for the electric pickup.
“It is no secret that the U.S. auto industry is at a crossroads, as sales of electric vehicles and plug-in hybrids are poised to become more and more common on our roads and highways in the years ahead both at home and abroad,” said Rory L. Gamble, the president of the United Auto Workers. “Taxpayer dollars should be spent in support of U.S.-built vehicles, not imports. ”
As a manufacturer of asphalt paving equipment, Weiler is exactly the type of company poised to benefit if the federal government increases spending on roads and bridges. But when Patrick Weiler talks about infrastructure, the issue he brings up first has next to nothing to do with his company’s core business.
It’s broadband internet service.
Weiler is based in Marion County, Iowa, a rural area southeast of Des Moines. Internet speeds are fine at the company’s 400,000-square-foot factory, because Weiler paid to have a fiber-optic cable run from the nearby highway. But that doesn’t help the surrounding community, where broadband access can be spotty at best. That is a problem for recruitment — already one of the biggest challenges for Weiler and many other rural employers.
“How do you get young people to want to move back into these rural areas when they feel like they’re moving back into a time frame of 20 years ago?” asked Mr. Weiler, the company’s founder and chief executive.
Rural areas have complained for years that slow, unreliable or simply unavailable internet access is restricting their economic growth. But the pandemic has given new urgency to those concerns, at the same time that President Biden’s infrastructure plan — which includes $100 billion to improve broadband access — has raised hope that the problem might finally be addressed.
address to Congress last month. “This is going to help our kids and our businesses succeed in the 21st-century economy.”
Mr. Biden has received both criticism and praise for pushing to expand the scope of infrastructure to include investments in child care, health care and other priorities beyond the concrete-and-steel projects that the word normally calls to mind. But ensuring internet access is broadly popular. In a recent survey conducted for The New York Times by the online research platform SurveyMonkey, 78 percent of adults said they supported broadband investment, including 62 percent of Republicans.
Businesses, too, have consistently supported broadband investment. Major industry groups such as the U.S. Chamber of Commerce, the Business Roundtable and the National Association of Manufacturers have all released policy recommendations in the last year calling for federal spending to help close the “digital divide.”
Quantifying that divide, and its economic cost, is difficult, in part because there is no agreed-upon definition of broadband. The Federal Communications Commission in 2015 updated its standards to a minimum download speed of 25 megabits per second. The Department of Agriculture sets its standard lower, at 10 m.p.s. A bipartisan group of rural-state senators asked both agencies this year to raise their standards to 100 m.p.s. And speed-based definitions don’t take into account other issues, like reliability and latency, a measure of how long a signal takes to travel between a computer and a remote server.
recent study by Broadband Now, an independent research group whose data is widely cited, found that 42 million Americans live in places where they cannot buy broadband internet service, most of them in rural areas.
According to the F.C.C.’s definition, most of Marion County has high-speed access to the internet. But residents report that service is slow and unreliable. And with only one provider serving much of the county, customers have little leverage to demand better service.
Marion County, with 33,000 people, has economic challenges common to rural areas: an aging work force, anemic population growth and a limited set of employers concentrated in a few industries. But it also has assets, including its proximity to Des Moines and a group of employers willing to train workers.
Local leaders have plans to attract new businesses and a younger generation of workers — but those plans won’t work without better internet service, said Mark Raymie, chairman of the county Board of Supervisors.
“Our ability to diversify our economic base is dependent on modern infrastructure, and that includes broadband,” he said. “We can say, ‘Come and work here.’ But if we don’t have modern amenities, modern infrastructure, that sales pitch falls flat.”
Mr. Weiler’s daughter Megan Green grew up in Marion County, then left to go to college and start her career. When she moved home in 2017 to work for her father’s company, it was like returning to an earlier technological era.
“Our cellular service is more spotty, our wireless is more temperamental, and we definitely only have one choice,” Ms. Green, 35, said. “It’s a bit of a generational thing. We rely on internet access.”
Ms. Green moved home for family reasons. But finding others willing to do the same has been difficult. Broadband isn’t the only factor — shortages of housing and child care also rank high — but it is a major one. Recruiting is Weiler’s “No. 1 challenge,” Ms. Green said, despite wages that start around $20 an hour, before overtime.
The experience of the past year has accentuated the problem. When the pandemic hit last year, Weiler sent home any workers who didn’t have to be on the factory floor. But they quickly encountered a problem.
“I was shocked to know how many of our employees could not work from home because they did not have reliable internet access,” Ms. Green said. “We’re talking ‘seven minutes to download an email’ type internet access.”
Other local companies had a similar experience. In June, the Greater Des Moines Partnership, a regional business group, commissioned a study on how to improve the area’s digital infrastructure. With the state and federal governments considering significant investments, the group hopes its study will give it priority for funding, said Brian Crowe, the group’s head of economic development.
For Marion County and other rural areas, the widespread experiment with working from home during the pandemic could present an economic opportunity if the infrastructure is there to allow it. Many companies have said they will allow employees to continue to work remotely all or part of the time, which could free workers to ditch city life and move to the country — or take jobs at companies like Weiler while their spouses work from home.
“All of a sudden, it’s not going to be the case that in order to work for leading companies, you have to move to the cities where those companies are located,” said Adam Ozimek, chief economist for Upwork, a platform for freelancers. “It’s going to spread opportunity around.”
But broadband experts say there is no way that rural areas will get access to high-speed, reliable internet service without government help. If a place doesn’t have internet access in 2021, there is a reason: generally too few potential customers, too dispersed to serve efficiently.
“The private sector’s just not set up to solve this,” said Adie Tomer, a fellow at the Brookings Institution who has studied the issue. He likened the challenge to rural electrification almost a century ago, when the federal government had to step in to ensure that even remote areas had access to electrical power.
“This is exactly what we saw play out in terms of economic history in the 1910s, ’20s, ’30s,” he said. “It really is about towns being left behind.”
In a separate ransomware attack on the Washington, D.C., Metropolitan Police Department, hackers said the price the police offered to pay was “too small” and dumped 250 gigabytes of the department’s data online this week, including databases that track gang members.
In his remarks on Thursday, Mr. Biden seized on the Colonial Pipeline hack as further proof that the United States needed to improve its critical infrastructure, and he urged lawmakers to back his $2.3 trillion proposal to rebuild roads, bridges, pipelines and other projects.
Republicans have balked at the size of Mr. Biden’s proposals, accusing the president of wanting to raise taxes to pay for things that they do not consider infrastructure, like programs for home health aides. Mr. Biden has proposed to increase taxes on wealthy people and corporations to pay for his spending, but has said he is open to other ideas.
“I’m willing to negotiate, as I indicated yesterday to the House members and to the leadership,” Mr. Biden said. “But it’s clearer than ever that doing nothing is not an option.”
Gasoline prices rose by roughly 3 cents in South Carolina and Georgia from Wednesday to Thursday, about half the amount of the increases of the previous few days. But prices in Tennessee, which depends on an offshoot of the pipeline, rose by 6 cents, to $2.87 for a gallon of regular. Nationwide, the average price for a gallon of regular increased by 2 cents, to $3.03, according to the AAA auto club.
Gasoline supplies vary from state to state along the pipeline, in part because some places have more storage than others. In New Jersey, only 1 percent of gasoline stations lacked fuel early Thursday morning, while more than half of the stations in Virginia, North Carolina and South Carolina were out of fuel, according to GasBuddy, an app that monitors fuel supplies. Friday is traditionally the biggest day for gasoline sales.
It is likely to take at least through the weekend for supply at all gasoline stations to return to normal functioning because it takes time for fuel to pass through the pipeline.
Administration officials express confidence that recent price surges in used cars, airfare and other sectors of the economy will prove temporary, and that job growth will speed up again as more working-aged Americans are vaccinated against Covid-19 and regain access to child care during work hours. They say Mr. Biden’s $1.9 trillion economic aid package, which he signed in March, will lift job growth in the coming months, noting that new claims for unemployment fell to a pandemic-era low on Thursday.
The officials also said it was appropriate for the president to look past the current crisis and push efforts to strengthen the economy long term.
The two halves of Mr. Biden’s $4 trillion agenda, the American Jobs Plan and the American Families Plan, are premised on the economy returning to a low unemployment rate where essentially every American who wants to work is able to find a job, Cecilia Rouse, the chair of the Council of Economic Advisers, said in an interview.
“The American Rescue Plan was rescue,” Dr. Rouse said. “It was meant as stimulus as we work through this hopefully once-in-a-century, if not longer, pandemic. The American Jobs Plan, American Families Plan are saying, look, that’s behind us, but we knew going into the pandemic that there were structural problems in our country and in our economy.”
Mr. Biden’s plans would raise taxes on high earners and corporations to fund new federal spending on physical infrastructure, care for children and older Americans, expanded access to education, an accelerated transition to low-carbon energy and more.
Those efforts “reflect the empirical evidence that a strong economy depends on a solid foundation of public investment, and that investments in workers, families and communities can pay off for decades to come,” Mr. Biden’s advisers wrote. “These plans are not emergency legislation; they address longstanding challenges.”
The five-page brief focuses on arguments about what drives productivity, wage growth, innovation and equity in the economy. The issues predate the coronavirus recession and recovery, and Democrats in particular have pledged for years to address them.
The debate is often framed as between “people” (policies to help individuals affected by economic change) and “places” (policies aimed at communities that are languishing).
“I don’t think we can ignore the role of place in public policy any longer and just allocate investments to people,” said Ross DeVol, president of Heartland Forward, a think tank based in Bentonville, Ark. “Because that creates a hollowing out in places that affects the entire country negatively.
“We can’t as a nation continue to advance our competitive position by concentrating more knowledge-based industries and research just on the coasts,” Mr. DeVol added, saying this results in soaring real estate prices in those coastal markets, as well as underused physical infrastructure and a lack of opportunity in the places left behind.
Federal policy in recent decades has arguably reinforced the disparity.
The federal government itself is based in one of the high-growth coastal metropolises. Nearly half of federal research and development spending in 2018 went to five states — California, Maryland, Massachusetts, New York and Virginia — and Washington, D.C., according to analysis of federal data by Brookings.
The Biden administration’s American Jobs Plan incorporates ideas from the bipartisan “Endless Frontier Act,” which, among other things, seeks to spend billions to create regional innovation hubs. The idea is to invest in cutting-edge research with potential for commercial spinoffs, worker training and other steps to create the kinds of virtuous cycles of innovation and jobs that already occur in places like Boston.
That could be a boon to places like Lincoln, Neb.
Its population has grown slowly but steadily in recent years; investments in things like high-speed internet have helped it avoid the cycle of decline affecting many other smaller cities in the Midwest. It is home to the University of Nebraska, which has strong programs in computer science and engineering, and it has a vibrant agribusiness sector.