In 2021, Advanced Energy United (formerly Advanced Energy Economy) released a landmark report titled Building and Electric Transportation Supply Chain in the United States. That report laid out a clear-eyed view of where the country stood: a budding electric vehicle (EV) industry with promising potential, but significant vulnerabilities and gaps in manufacturing, battery production, and critical materials. The report estimated that more than 155,000 workers across 15,200 businesses were already engaged in the EV supply chain, but that the country would need a massive investment surge to meet rising demand and secure domestic control of the supply chain.  

Three years later, the landscape has changed dramatically. This blog post revisits the original findings and examines what has happened since 2021, focusing on real job growth, new manufacturing facilities, and the influence of major federal policies like the Inflation Reduction Act (IRA), Bipartisan Infrastructure Law (IIJA), and CHIPS and Science Act. It also reflects on the recent rollback of key EV incentives under the passage of H.R.1, signed into law July 2025, which eliminates federal EV tax credits, rescinded unspent discretionary funding for EV infrastructure, and repeals specific IRA programs tied to clean energy and EV manufacturing. As federal leadership recedes, the spotlight now shifts to the states. This transition is not the end of EV-momentum – it is the beginning of a new phase, where state policymakers, utilities, and private sector leaders will determine whether the U.S. continues building on its early progress.  

Here’s what has changed since 2021, what is working, and where risk still lingers.

A Snapshot from 2021: The Starting Point 

The 2021 United report identified several key themes: 

• Workforce Baseline: 155,000 workers in EV-related industries, with 61,000 in manufacturing.  

• Growth Potential: Projected growth to 296,000 EV supply chain workers by 2024.  

• Transition Opportunities: Over 2 million workers in adjacent sectors could transition into EV roles.  

• Key Bottlenecks: Heavy reliance on foreign battery, semiconductor, and critical mineral supply.  

• Policy Recommendations: Incentivize EV purchases, invest in charging infrastructure, reshore battery and chip production, and create training pipelines.  

From Potential to Progress: 2021 to 2025 

Since the report was released, the U.S. has not only scaled jobs and investment but has also accelerated production. Total private-sector investment in U.S. EV and battery manufacturing reached $208.8 billion between 2000 and September 2024– with more than half of that announced since the IRA passed in August 2022. These investments are associated with over 240,000 announced manufacturing jobs, and as of late 2024, more than 75% of announced projects are under construction or operational¹.  

Roughly 80% of those investments are concentrated in ten states – Michigan, Georgia, North Carolina, Tennessee, Indiana, South Carolina, Nevada, Ohio, Kentucky, and California– solidifying these regions as the anchors of the EV transition².  

Yet in 2025, new headwinds have emerged. The passage of H.R. 1 eliminates the $7,500 federal EV tax credit, repeals funding for EV infrastructure included in the Bipartisan Infrastructure Law, and repeals several clean energy provisions of the Inflation Reduction Act, including the Advanced Manufacturing Production Credit (45X). These policy reversals, combined with steep tariffs on imported vehicles and components, are already injecting significant uncertainty into the market and threatening the long-term stability of domestic investment.  

Since the passage of the Bipartisan Infrastructure Law in November 2021, at least 67 new EV manufacturing facilities have been announced across 23 states, representing over $122 billion in investments³. In total, 194,600 jobs have been announced since 2015, with over 75% of those since November 2021. 

The geographic footprint of the EV supply chain is expanding. While the South and Midwest still dominate, newer projects are reaching traditionally underserved states like Nevada, North Carolina, and Arizona. Many of these investments are landing in economically distressed areas, with 62% of post-IRA EV investments located in disadvantaged communities⁴. 

Across the country, states are seeing the effects: 

• Michigan: GM invested $7 billion, creating more than 4,000 jobs. 

• Michigan: Ford’s BlueOval Battery Park in Marshall is a $3.5 billion lithium-iron-phosphate (LFP) battery plant using CATL-licensed technology. It is expected to employ 1,700 workers by 2026. 

• Ohio: Honda-LG JV and Ultium added over 3,500 jobs. 

• Indiana: Stellantis-Samsung SDI gigafactory = 1,400 jobs. 

• Kansas: Panasonic facility = 4,000 jobs. 

• Georgia: Rivian, Hyundai, and SK = over $10B investment, 10,000+ jobs. 

• South Carolina: Scout Motors and Redwood Materials are driving regional growth. 

• Kentucky: Ford and SK On’s BlueOval SK Battery Park JV is under construction and has already hired about 750 workers, with a goal of employing approximately 2,500 in Kentucky and 5,000 total across Kentucky and Tennessee when fully built.

Policy as a Catalyst: IRA, IIJA and CHIPS 

The dramatic shift in investment and job growth didn’t happen by accident – it was catalyzed by landmark federal policies passed over the past three years. A growing body of evidence confirms the effectiveness of these policies. The Inflation Reduction Act, Chips Act, and Bipartisan Infrastructure Law together have spurred significant investment, including the announcement of 67 new EV manufacturing facilities across 23 states and over $122 billion in private capital mobilized⁵.  

Federal policy played a transformative role in catalyzing the EV supply chain buildout. While the Bipartisan Infrastructure Law (IIJA) remains in effect, H.R.1 rescinded unspent discretionary funds originally allocated for EV infrastructure and related programs. IIJA, passed in 2021, had allocated $7.5 billion for EV charging infrastructure and another $7 billion to develop the battery supply chain— contributing to the growth of a broader support ecosystem, including 158,400 workers employed in battery storage, microgrids, and grid modernization technologies that enable widespread EV charging and vehicle grid integration.  

The CHIPS and Science Act, enacted in 2022, provided $52 billion in semiconductor production incentives, unlocking over 50 new chip facilities and generating more than $400 billion in private investment. These investments are especially important to the EV supply chain, as semiconductors are critical for battery management systems, power electronics, autonomous driving features, and vehicle connectivity.  

According to the Semiconductor Industry Association, over 80 semiconductor ecosystem projects—including fabs, packaging, and materials—have been announced since the CHIPS Act passed, with many intended to support automotive and clean energy applications⁶. 

Until key provisions were repealed in July 2025, the most far-reaching policy was the Inflation Reduction Act (IRA), passed in August 2022. It introduced the Advanced Manufacturing Production Credit (45X), offering $35 per kWh for battery cells and $10 per kWh for modules. It also restructured EV tax credits to prioritize vehicles assembled in North America using domestically sourced battery materials and authorized $10 billion in 48C tax credits to retool factories and support clean manufacturing. The impact has been dramatic: over 56% of all EV jobs announced since 2015 have come after the IRA passed, and two-thirds of those projects are already under construction or operational^7,8. The rollback of these programs threatens to stall construction timelines, disrupt capital pipelines, and destabilize thousands of manufacturing jobs that were announced under the assumption of long-term federal support.  

Meanwhile, the global EV landscape continues to evolve. Europe is navigating regulatory shifts, and China remains dominant, selling nearly 11 million EVs in 2024. China is expected to expand EV subsidies in 2025 and maintains competitive advantages in battery material processing, cathode production, and recycling– posing ongoing strategic challenges for the United States⁹.

The rapid expansion of battery production is also prompting new scrutiny of sustainability and material sourcing practices. While North America’s battery manufacturing capacity is growing, environmental and human rights risks tied to upstream materials–such as cobalt, lithium, and nickel– remain a critical concern¹⁰.

Are the Jobs Actually Materializing?  

While the wave of investments in EV battery manufacturing has captured headlines since 2021, policymakers and industry leaders are right to ask: Have these jobs actually materialized? The answer is increasingly nuanced. New data confirms that a significant portion of announced positions have transitioned into real employment, particularly at operational facilities – but a surge of project cancellations and delays linked to H.R. 1 is now putting many projected jobs at risk.

By the Numbers:  

• 57 EV and battery facilities are already operational across the U.S.¹¹  

• These active facilities have already created over 50,000 jobs.  

• 69,607 workers are now employed in hybrid and electric vehicle manufacturing.¹² 

• Roughly 77% of announced EV/battery investment (~$161B) is tied to projects currently operational or under construction.

• However, in Q1 2025 alone, more EV and battery projects were canceled than in the previous two years combined, including a $1 billion Georgia thermal barriers plant and a $1.2 billion Arizona battery factory.¹³ 

• Manufacturers cite uncertainty around tariffs, policy reversals, and the pending rollback of clean energy tax credits under H.R. 1 as primary drivers of project delays and cancellations. 

This shift underscores the importance of distinguishing between jobs that are realized, under construction, or merely announced—especially now, as project cancellations accelerate and investor confidence wavers. On the ground, Kentucky’s BlueOval SK Battery Park has already hired approximately 750 workers, but construction on its second plant is reportedly on hold, reflecting broader concerns about market demand for EVs and waning federal support. Hyundai’s Meta Plant in Georgia has begun hiring as well, but the company is shifting more of its focus toward hybrid vehicles in response to policy uncertainty. Meanwhile, Rivian’s planned Georgia campus remains stalled—emblematic of the broader freeze in EV development caused by uncertainty surrounding H.R. 1. 

Revisiting 2021’s Core Findings – Where are we now?  

So how does today’s landscape compare to what we forecasted in 2021? Here’s a closer look at how those early benchmarks hold up.  

Workforce Baseline: In 2021, the EV supply chain employed approximately 155,000 workers, including 61,000 in manufacturing. By 2025, that manufacturing segment has grown to just under 70,000 workers, with total EV supply chain jobs bolstered by 50,000+ newly filled roles.  

Growth Potential: United’s 2021 report projected the EV workforce could reach 296,000 by 2024. As of 2025, over 194,600 jobs have been announced and 100+ projects are in progress. While not yet at target, the trendline is strong.  

Transition Opportunities: 2 million workers in adjacent sectors remain potential for EV supply chain roles. New facilities in legacy auto states are helping to make this transition real– but more targeted training and pathways are needed.  

Key Bottlenecks: Dependency on Chinese battery minerals and components remains a challenge. However, domestic progress is accelerating, with over 30 battery facilities and 50+ chip plants now in motion. Still, the environmental and social risks tied to upstream mining of materials like cobalt and lithium remain high, particularly in regions with weak labor and sustainability standards¹⁴. 

Conclusion: A Supply Chain Transformed, But at a Crossroads 

In 2021, Advanced Energy United warned that the U.S. electric vehicle supply chain was underdeveloped, overly reliant on foreign suppliers, and at risk of missing a generational economic opportunity. That report called for an all-of-government push to scale domestic manufacturing, reshore critical materials, and train a workforce ready for the transition. 

Three years later, much of that vision started to materialize. Battery plants, semiconductor facilities, and EV factories have cropped up across the country. More than 240,000 jobs have been announced. Dozens of projects are operational or under construction. The foundation is no longer theoretical—it’s being built. 

But 2025 marks a turning point. With key federal support now repealed or scaled back under H.R. 1, the future of the EV supply chain is no longer a question of federal policy—it’s a test of state commitment. Projects that once relied on IRA incentives must now be supported through streamlined permitting, strategic infrastructure investments, and targeted workforce programs at the state level. 

States are no longer just participants in this story—they are the authors of its next chapter. The risk of losing momentum is real—but so is the opportunity to lead. The question is no longer whether the U.S. can build a domestic EV supply chain. It’s whether we will finish the job—and whether states will choose to lead.