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On Thea Energy’s $100 million Series B, plus more of the week’s big money moves.

Nuclear is once again a dominant theme this week, with fusion startup Thea Energy landing a $100 million Series B that will help it expand its magnet manufacturing capabilities. While $100 million is nothing to scoff at, it somehow sounds modest alongside some of this year’s other deals, which include a $450 million Series A for Inertia Enterprises and $240 million for Shine Technologies. This week also brought the news that small modular reactor startup Newcleo plans to go public via SPAC later this year, bringing to mind the exuberance of the 2021 SPAC boom, in a deal expected to net a cool $429 million.
Elsewhere, gridtech company Utilidata raised fresh capital after (surprise!) pivoting to the data center market, while a standalone battery storage developer and operator is betting there’s still plenty of money to be made in the increasingly crowded ERCOT market.
Thea Energy officially joined the growing ranks of fusion companies to surpass $100 million in total funding this week, raising a $100 million Series B round led by the U.S. Innovative Technology Fund to scale its magnet manufacturing operations as it targets a demonstration reactor by 2030. Thea is a part of the Department of Energy’s Milestone-Based Fusion Development Program, which seeks to accelerate efforts for commercial fusion power. In January, the DOE certified Thea’s preconceptual pilot plant design, making it the first of the program’s eight awardees — who will split $46 million in federal funding — to see its reactor architecture validated.
Unlike many top-funded fusion startups, which are building donut-shaped tokamak reactors, Thea Energy is betting on a stellarator design. Traditional stellarators resemble a helical tokamak, which require manufacturing and installing dozens of huge, twisted magnets, but Thea’s approach deviates from the norm. Instead, it relies on hundreds of small, planar magnets arranged in the more familiar donut-shaped configuration, which the company’s artificial intelligence software controls individually. That enables Thea to create the same complex magnetic field within a far simpler and more manufacturable shell.
Thea plans to use the new capital to build a second facility in New Jersey to complement its existing lab and to double its headcount as it seeks a site for its demo reactor later this year. The startup is aiming to bring its subsequent commercial pilot online by 2034, on par with the timeline laid out by fusion industry leader Commonwealth Fusion Systems. According to Gaetano Crupi, USIT founder and billionaire investor Thomas Tull “believes the stellarator is the right architecture for commercial fusion, and Thea Energy is the company that makes it commercially viable.” As Crupi put it in a press release, that’s because “Thea Energy’s breakthroughs shift complexity from precision mechanical fabrication to software-defined controls.”
Newcleo is the latest small modular reactor startup seeking a quick pathway to the public markets via a SPAC merger, announcing plans to list on the Nasdaq in the second half of the year after merging with a blank-check firm. The deal values the European fuel and reactor developer at $2.4 billion, and is expected to deliver about $429 million in fresh capital. It comes just months after Newcleo raised $88 million in a growth financing round as the company expands into the U.S. market while continuing to fund projects across Europe.
Newcleo stands out in the crowded SMR field through its fuel and cooling strategy. It plans to run its 200-megawatt reactors on recycled fuel made from nuclear waste products like recovered plutonium and depleted uranium, and cool its reactors with liquid lead rather than water. Because liquid lead has such a high boiling point, lead-cooled reactors can operate at atmospheric pressure, reducing the need for the complex, high-pressure systems used in conventional nuclear plants and potentially improving safety along the way.
The company has already raised over $760 million to date, and CEO Stefano Buono told the Wall Street Journal that the pending SPAC could carry it through 2028 or 2029. Even that won’t be enough, however, for Newcleo to reach its target of opening a fuel factory by 2031 and bringing a commercial reactor online the following year. Not to mention that SPACs — a once rare go-to-market strategy — have a checkered history in the SMR industry. After NuScale went public via SPAC in 2022, its flagship project collapsed, taking its stock down with it and underscoring the risks that pre-revenue companies face when their early failures unfold in the public markets. On the other hand, shares of Sam Altman-backed startup Oklo’s have surged since it went public via SPAC in 2024, reaching a market cap over $11 billion, though it also has yet to build a reactor.
Newcleo’s capital push may also be tied to its strategic partnership with Oklo, as it has preliminary plans to invest up to $2 billion to develop advanced nuclear fuel facilities in the U.S. in partnership with the SMR pioneer. Earlier this week, the DOE selected Oklo — and by extension, Newcleo — to enter “advanced negotiations” to receive surplus weapons-grade plutonium for use in reactor fuel.
What’s that I hear? Another climate tech company has pivoted to the data center market? While Utilidata — an artificial intelligence-powered gridtech company — initially set out to give utilities granular insight into household-level electricity usage and grid data, it’s now raised a $40 million extension round to accelerate its shift into the data center market. As I wrote following last year’s initial $60 million tranche of Series C funding, Utilidata initially set out to get its hardware module inside residential smart meters — which it managed to do at pilot scale — to enable faster fault detection and eventually even automate load management at the household level.
Now, Utilidata is taking this same principle and applying it to the booming data center market, where so many climate tech companies are finding their first customers. The company developed its AI platform in collaboration with Nvidia, installing its modules on server racks to help data centers optimize power allocation across its facility. The company says it measures power consumption a million times per second, such that if usage on one rack is low, it can reroute electricity to parts of the data center that need it. Much like electric grids, data centers also overbuild their capacity to ensure they can handle sudden spikes in demand or hardware failures. Utilidata wants to tap into that headroom by managing power flow in real time.
Utilidata’s first commercial data center deployment is set to go live next month in Montreal in partnership with European AI cloud provider NexGen Cloud, with the startup targeting a 50% increase in the data center’s usable processing power. It also plans to use this latest funding to increase headcount by 25% this year as it builds out operations at its new Ann Arbor headquarters, which opened in February.
In some later-stage funding news, battery energy storage developer, owner, and operator Goshe Energy Storage just secured up to $40 million in strategic financing from S2G investments. As I wrote last week, S2G recently raised a $1 billion fund aimed at helping growth-stage companies commercialize, though this latest commitment actually comes from a different arm of the firm — its Special Opportunities team. This division focuses on non-dilutive financing, in this case providing Goshe with a HoldCo loan backed by the company’s portfolio of energy storage projects. Rather than lending to a specific project, a HoldCo loan gives Goshe flexible capital that can be used to fund its broader growth.
Founded in 2022, Goshe specializes in acquiring late-stage battery storage projects and getting them over the finish line by securing capital and managing the construction process into commercial operations. Thus far, all of its announced projects are in Texas’ ERCOT electricity market. Alongside this financing announcement, Goshe said that its first project — a 100-megawatt battery storage plant in Bexar County, Texas — is now fully operational after securing $288 million in project financing. The company also expects to bring its second project, a 180-megawatt storage facility, online in the following few months, with two additional ERCOT projects slated to begin construction later this year.
This funding is the latest sign that infrastructure investors have grown comfortable backing battery energy storage projects, with a record 24.3 gigawatts of new battery storage capacity projected to come online in the U.S. this year alone. The wholesale ERCOT market, however, is no longer the guaranteed moneymaker that it was just a few years ago. Between January 2024 and January 2026, ERCOT more than tripled its battery storage capacity, driving battery revenues down as the market has become increasingly crowded. In this landscape, there may be a growing number of stranded projects for Goshe to acquire, though it’ll also have to be increasingly selective.
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Current conditions: Cold air is sweeping into the American Northeast after a brief blast of summer-like heat that drove temperatures in New York City up to 85 degrees Fahrenheit last week • Hurricane Nolo crossed the International Date Line, officially becoming Typhoon Nolo • The heat wave roasting Southern California is straining the grid, causing outages for more than 23,000 people in the Los Angeles area.
Greenland’s government on Monday approved the mining and decommissioning plans for Critical Metals’ Tanbreez rare earths project, which Mining.com described as one of the world’s “larger undeveloped heavy rare earth projects outside China.” The preliminary economic analysis for the mine pegged its total value at $2.1 billion, with an estimated initial capital cost of $290 million. “Approval of the Mining and Closure Plans is a defining milestone for Tanbreez and for Critical Metals Corp.,” Tony Sage, the chairman and chief executive of Critical Metals, said in a press release. “It gives us a clear framework through 2050 to responsibly develop one of the world’s largest heavy rare earth deposits, in partnership with the government of Greenland and the communities of South Greenland.”
If it goes forward, the project could be among the first major rare earths mines in Greenland, where the Trump administration has claimed the right to veto any major foreign investments as part of the deal signed with the Danish government last month, which gives Washington perpetual security oversight over the self-governing North American island. Critical Metals, notably, is headquartered in New York, though its largest shareholder is the Australian mineral investor European Lithium Limited. Yet opening a new mine in the U.S. might be getting even easier. As my colleague Matthew Zeitlin reported last week, miners — ahem — struck gold with the regulatory changes in the bipartisan permitting reform bill.
The Department of Energy is preparing to unveil $150 million in funding for a 223-mile transmission line in Alaska that would serve nearly three-quarters of the state’s population of just 735,000 people. The move, reported first by Reuters, comes as Vice President JD Vance prepares to visit the state to support Republican Senator Dan Sullivan’s bid for reelection in what’s expected to be a tight race with Democrat Mary Peltola. The total cost of the project is $400 million.
First Solar built the largest photovoltaic manufacturing business in the U.S. by churning out thin-film panels that, while less efficient than the polysilicon-based technology popularized by China, perform better in low light and high temperatures, earning a solid market among utility-scale developers. But now Chinese manufacturer JA and its subsidiaries are allegedly muscling in on thin film — as is American Panel Solutions, a wholly owned U.S.-based subsidiary of the polysilicon giant Corning. First Solar now accuses the companies of illegally infringing its patent for manufacturing its solar cells, according to PV Tech. The Ohio-based giant has previously sued Jinko, Canadian Solar, T1 Energy, and Trina Solar. First Solar won a key preliminary victory in January.
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Starbucks has abandoned or watered down green targets and let go its sustainability staff as the coffee and food chain looks to cut $2 billion in costs. On Monday, the Financial Times reported that the company had revised or dropped pledges to halve water use and waste, and placed a target of slashing carbon emissions by 50% under review. While the pullback comes amid a broader retreat from environmental goals under the Trump administration, other coffee companies are still seeking to reduce pollution. Just yesterday, I told you that Keurig Dr. Pepper had come out with a version of its individual instant coffee pods that uses seaweed instead of plastic.
Type One Energy has raised a $200 million Series B as the startup races to develop the world’s first fusion power plant at the Tennessee Valley Authority’s Bull Run site in eastern Tennessee. The financing round was co-led by Breakthrough Energy Ventures and Clutterbuck Capital, with additional backing from Lowercarbon Capital, Siemens Energy Ventures, and SiteGround Capital. “The breadth and quality of investors in this funding round demonstrates growing support for our strategy to industrialize the commercial deployment of fusion energy,” Christofer Mowry, Type One Energy’s chief executive, said in a statement. “The Series B financing enables us to remain focused on advancing our stellarator technology and Project infinity design activities.”
The company has been working to establish its supply chain. In March, my colleague Katie Brigham broke news of a deal to start getting the material needed for its reactors.
New York City is notorious for the ways in which trash piles up on our sidewalks and evaporates into foul smelling mist during the hot summer days. But did you know it’s also piling up in the places we send it? The latest draft of the city’s once-in-a-decade management plan for solid waste indicates that the landfills receiving much of the five boroughs’ trash are filling up. Per Inside Climate News, the state is projected to run out of landfill capacity for the city’s garbage within 16 to 25 years.
The startup’s system builds on a vessel’s existing engine and makes it effectively fuel-agnostic.
The shipping industry has a dilemma. The European Union and other jurisdictions are increasingly requiring vessels to cut their carbon emissions, pushing shipowners toward lower-carbon fuels and away from traditional bunker fuel or diesel. But it’s still anybody’s guess which cleaner fuel — ammonia, methanol, or liquified natural gas — will prove most economical and efficient at scale. That leaves shipowners facing an uncomfortable choice: They must decide on a technology around which to build new engines and retrofit existing ones without knowing whether the fuel they bet on today will still be the best option a few years from now.
Blaze Energy says that its product will eliminate that choice. The startup, which announced a $6.5 million seed round on Tuesday — is making a compact fuel “reformer,” a device that uses a heated catalyst to split various alternative fuels into a hydrogen-rich gas. That gas can then be combined with the original fuel and conventional shipping fuel to power existing engines. With Blaze’s bolt-on retrofit, which the startup aims to make less than a tenth the size of the engine itself, shipping companies “can adjust their assets based on how the global energy landscape, regulation, as well as their company direction is changing,” the company’s CEO and co-founder, Rok Sitar, told me. For example, maybe LNG looks cheapest in the short term given its established supply chain, but ammonia could win out down the road.
So far, Blaze has conducted small scale demonstrations showing that its proprietary catalyst can reform ammonia, methanol, and LNG. The resulting hydrogen-rich mixture is extremely fast-burning, which helps the other fuels to burn more completely and efficiently than they otherwise would.
Blaze’s first product, however, focuses solely on ammonia reformation. The system works by diverting a portion of the liquid ammonia to flow over the startup’s electrically-heated catalyst, which breaks it down into hydrogen and nitrogen. The resulting gas goes directly into the engine, where the nitrogen passes through and exits via the exhaust, while the hydrogen helps the remaining ammonia burn more efficiently alongside conventional shipping fuel. No burners or complex gas separation systems required.
As Sitar explained, “a certain composition of ammonia and hydrogen burns just like diesel,” allowing Blaze to essentially “trick the engine” into operating like it’s burning just diesel or standard bunker fuel rather than a blend that includes hydrogen and ammonia. That means the startup can add its retrofit system onto an existing ship engine without modifying the engine itself. And if the reformer fails for any reason, the ship can simply revert to running on conventional fuel alone. Sitar said this fail-safe feature lowers the risk for shipowners considering Blaze’s tech.
The company’s strategic partners include vessel owner and operator Lomar Shipping, which expects to pilot the system at sea beginning sometime next year, and ship management consultancy Link Marine, which plans to offer it to tanker operators. Blaze is aiming for commercial rollout in 2028.
Retrofitting the existing global fleet represents “an enormous opportunity” for Blaze, Sitar told me. As he explained, there are roughly 100,000 vessels in the global commercial fleet, but the industry only builds about 1,500 new ships each year. And because shipping companies are unlikely to choose alternative-fuel engines for every new vessel they order, a company in Blaze’s position pretty much has to drum up demand among the ships already in the water. The startup aims to install its system when vessels enter “dry dock” for routine inspection and maintenance, which typically happens at least once every five years.
Blaze is also developing a version of its product for new-builds, however, working with engine manufacturers to integrate its fuel reformer hardware into both conventional ship engines as well as those already designed to run on ammonia. Even in ammonia-burning engines, Sitar said Blaze’s system will improve fuel efficiency thanks to the fast-burning hydrogen in its blend.
The startup has ambitious goals for its seed round, which Sitar says should carry it through the next 18 months. Those include proving out its ammonia reformer on land with unnamed “leading” engine manufacturers, validating its performance at sea with Lomar, securing the maritime certifications needed to launch its first commercial product, and expanding its operations and headcount in the U.S. and Norway.
Blaze will likely look to raise again around 2028, at which point the International Maritime Organization expects to have its Net-Zero Framework in place. This would establish legally binding requirements for the entire shipping industry to reduce its emissions intensity, with the goal of reaching net-zero by 2050. The agency expected to adopt the framework last October, but delayed a final vote to approve the measure after the Trump administration strong-armed nations into withdrawing their support. The framework will come up for a vote again this December.
While the ongoing ambiguity has become a headache for the industry as a whole, Sitar sees it as something of an advantage for Blaze, which, he said, “thrive[s] in uncertainty.” Around 2028, the startup aims to begin piloting its broader multi-fuel technology, which can reform not just ammonia, but also methanol and LNG, for use in diesel engines. Blaze also expects to begin delivering its first commercial ammonia retrofit systems at this time.
From there on, the company sees a path to adapting the technology across numerous other industries reliant on combustion engines, such as heavy equipment, mining, industrial heat, and diesel power generation for data centers. “By proving our system in maritime engines, we can very easily translate this into other hardware sectors,” he said. Shipping, in his view, is perhaps the most challenging but strategically useful beachhead market of all, from both a technical and regulatory perspective.
As he put it to me, “if you prove it on maritime shipping, you basically have a product that can be deployed anywhere else, because everything else is simpler and has less regulation.”
The global vehicle market is splitting into two — with just a few exception.
The past three months have been crucial for Rivian, America’s biggest all-electric car company not run by Elon Musk.
The California-based automaker debuted the R2, its long-awaited and somewhat more affordable sport utility vehicle. (Our reviewer gave it high marks.) Rivian also formally took out a nearly $6.6 billion loan from the Department of Energy to finance its new Georgia factory. And it finally unveiled the plans for that facility, which will include a rail tie-in and a 1,000-acre preserved woodland.
All that was well and good, but the crucial question remained: How is the R2 selling? And the answer is: Pretty well, seemingly! Rivian delivered 19,248 vehicles last quarter, beating analyst expectations and setting a new all-time quarterly sales record. More importantly, its vehicle deliveries have now recovered above where they stood in the third quarter of last year — a key milestone, since President Trump and Congress ended the federal government’s consumer-side EV incentives last September.
Tesla is seemingly also about to clear that threshold, although nobody outside the firm knows for sure. Elon Musk’s company doesn’t break out its sales by continent or model, but it delivered 486,532 vehicles last year — just about 2% below last year’s third quarter results. (Although a few of Rivian’s Amazon delivery vans have made their way into fleets abroad, the company only sells its consumer R1 and R2 vehicles in the United States and Canada, so its sales data is mostly U.S. by default.)
Alas, those two stand alone for now. No other automaker is close to breaking its quarterly EV sales record in the United States, and Ford, General Motors, and Hyundai all saw their domestic EV sales crumble last quarter. The new Chevrolet Bolt, GM’s most affordable EV — and its only American-made vehicle of any kind priced below $30,000 — has sold abysmally, moving just 8,090 units since the year began. The company is now likely to cap its production run at 35,000 units sold; it initially planned to produce 150,000.
Looking at these trends, I think you can see two different phenomena taking place.
The first is a big and growing divergence between America’s transportation sector and the rest of the world’s. The oil supply shock triggered by America’s war in Iran (and the resulting closure of the Strait of Hormuz) may be driving a long-term shift, encouraging consumers and countries to move away from oil. But for now, the crisis’s high prices have hit parts of Europe, Africa, and Asia far worse than they’ve impacted much of North America. Global EV sales reached a record high in the spring, for instance — just not in the United States.
The second is that we’re seeing demand destruction without decarbonization. According to new Nikkei data, gasoline-only cars made up less than half of global new car sales during the six months of 2026.
That’s never happened before, and it is a remarkable change: Gasoline-only cars have lost about a quarter of their global market share in less than five years. But as consumers switched away from gasoline, they didn’t move only to battery-only cars — instead, more than half of them shifted to hybrids or plug-in hybrids. That shift is good news, in that it will depress global oil use and therefore global greenhouse-gas emissions. But it won’t allow for the possibility of zeroing out emissions in the same way that EVs can.
But sometimes demand destruction will cut emissions significantly. If want to see that in the United States, check out the diesel market. As my colleague Alexander Kaufman wrote about this morning, FedEx has responded to eye-watering domestic diesel prices by placing an order for 2,000 electric box trucks with the California-based automaker Harbinger Motors. The shipper believes that the move will save it $800 million in fuel costs over time. When I talked to John Henry Harris, Harbinger’s CEO, last year, he told me the company didn’t need tax credits to sell vehicles — the math justified it on its own. Seems like FedEx agrees.