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Vermont is on the verge of becoming the first state to try it.

Dozens of cities and states have tried to sue the oil industry for damages related to climate change over the past several years, and so far, none of these cases has been successful. In fact, not one has even made it to trial.
In the meantime, the price tag for climate-related impacts has climbed ever higher, and states are growing more desperate for help with the bill. Out of that desperation, a new legal strategy was born, one that may have a better chance of getting fossil fuel companies to pay up. And Vermonters may be the first to benefit.
It’s called a climate superfund bill, and versions of it are floating through legislative chambers in New York, Massachusetts, and Maryland, in addition to Vermont. Though each bill is slightly different, the general premise is the same: Similar to the way the federal Superfund law allows the Environmental Protection Agency to seek funds retroactively from polluters to clean up contaminated sites, states will seek to bill fossil fuel companies retroactively for the costs of addressing, avoiding, and adapting to the damages that the emissions from their products have caused.
Though New York was the first state to introduce a climate superfund bill two years ago, Vermont may be the first to get it through a legislature. On Friday, the Vermont Senate voted 21 to five to approve amendments to the bill, and will vote next week on whether to send it to the House. An equivalent bill in the House is cosponsored by nearly two-thirds of state representatives and the policy also won the support of Vermont’s Attorney General.
If it gets past the governor’s desk, the bill will kick off a multiyear process that, in the most optimistic case, could bring money into the state by 2028. The first step is for the state Treasurer to assess the cost to Vermont, specifically, of emissions from the extraction and combustion of fossil fuels from 1995 to 2024, globally. Regulators will then request compensation from responsible parties in proportion to the emissions each company contributed. The state will identify responsible parties by focusing only on the biggest emitters, companies whose products generated at least a billion tons of emissions during that time. The money will go toward implementing a state “resilience and implementation strategy” to be mapped out in the next two years.
The idea of states retroactively billing fossil fuel companies for damages outside the context of a lawsuit might sound a little far-fetched. Or, at least, I thought it was when I first heard about it. How can that be legal?
Anthony Iarrapino, the lead lobbyist supporting the bill for the Conservation Law Foundation, a New England-based environmental law nonprofit, explained it this way. There is established case law that deals with retroactive liability in the context of hazardous waste — again, the Superfund law. “Even if your activities were legal at the time you undertook them, if they result in making a mess, then you can be on the hook for cleaning that mess,” he told me. “The idea here is looking at climate disruption as a polluted site.”
How is that fair? Well, the legal precedents supporting the Superfund law and similar policies turn on a key question. Did the companies understand that their activities were potentially harmful at the time they engaged in them? “If, objectively, you knew or should have known that your conduct, whether it was legal or not, was likely to result in damages that would impose costs on society,” Iarrapino said, “then it's fair, from a lookback perspective, to hold you accountable when those damages begin to manifest in the environment or in impacts to human health.” That’s because, according to precedent, you essentially assumed the risk that at some point in the future, you might be on the hook.
By now there’s a mountain of evidence that fossil fuel companies like Exxon did, in fact, know how damaging their products would be several decades before the period covered by the Vermont bill, based on internal research not shared with the public at the time. But Ben Edgerly Walsh, an advocate at the Vermont Public Interest Research Group, told me that even absent that evidence, they should have recognized the risk based on the scientific consensus that emerged in the 1970s and 1980s. To wit: Vermont chose 1995 as the start year for its bill because that’s when the first United Nations climate change conference was held.
“We shouldn't have to bear the cost of this ourselves,” said Walsh. “These oil companies that are still making hundreds of billions of dollars in profit annually should have to pay their fair share for the cost of the climate crisis they caused.”
Underpinning the bill — as well as many of the related lawsuits — is the advancement of “attribution science,” or the ability to quantify the economic losses that a region has borne due to anthropogenic climate change, as well as future losses that are already baked in, and then attribute them back to particular emitters. In testimony for the Vermont superfund bill, Justin Mankin, an associate professor at Dartmouth, stressed that these are peer reviewed, consensus, scientific methods — and that in general, they are conservative. “It is my opinion that we are systematically underestimating the economic cost of climate change to date,” he told the Vermont Judiciary Committee in February. “And that is because all of these climate damage cost assessment methods are inherently conservative, or limited by data.”
The bill’s sponsors also looked to research from Richard Heede, creator of the famous “Carbon Majors” database, which calculated the emissions of major fossil fuel companies based on the amount of oil, gas, and coal they each extracted and found that some 70% of fossil fuel emissions since 1988 can be attributed to 100 companies. In testimony to the Vermont Senate, Heede estimated that about 68 companies would be captured by the bill’s billion-ton threshold.
Of course, the fossil fuel industry patently disputes the science that Heede and Mankin expounded. The American Petroleum Institute submitted testimony warning of the “difficulties of establishing a conclusive link between anthropogenic climate change and alleged injuries to Vermont” and arguing that the emissions from individual companies over the last several decades cannot “be determined with great accuracy.” The group also called it “unfair” to charge the companies that sold oil and gas, considering they “did not combust fossil fuels but simply extracted or refined them in order to meet the needs and demands of the people.”
That might be where the biggest weak spot in the climate superfund bills — as well as the climate damages lawsuits — lies. There’s an underlying philosophical question, Martin Lockman, a climate law fellow at Columbia University, told me. Who in the supply chain is responsible for the pollution from fossil fuels?
The answer turns on a moral argument that fossil fuel companies have made enormous profits from fossil fuels for decades, all while knowing what the harms would be. “From a moral perspective, I think that these are very justified,” said Lockman, “but that will certainly get opened in litigation.”
If any of the climate superfund bills pass, they will absolutely be challenged in court. One reason they may see more success than the more direct lawsuits, however, is that they flip the burden of proof. If Vermont sued oil companies for damages, the burden would be on Vermont to prove its case, and as the defendants, the oil companies would get a “bag of tricks” to use to stall the case and make it very expensive to pursue, said Iarrapino. For example, many of these lawsuits have been delayed by years-long arguments over whether they should be tried in state or federal court, or whether the oil companies have to release certain documents.
“Even though it’s the same harms and the same contexts,” Iarrapino told me, “you’ve got a balance of power where they can win the case by losing slowly.” But if oil companies sue Vermont, for example, by calling its law unconstitutional, the burden of proof will be on them, and the state will have no incentive to delay the case.
I should note here that the federal Superfund law is not exactly the ideal model for this policy. Much of the time, the EPA can’t track down a company to ascribe blame for the contamination, and taxpayers end up footing the bill of the cleanup. Even when it does find a responsible party, said party often ends up litigating the amount owed for years. The Passaic River in New Jersey was declared a Superfund site 40 years ago, and the EPA is still fighting with Occidental over how much it should pay for the cleanup.
Iarrapino thinks there’s one key difference in the proposed climate superfund program. At contaminated sites, there can be a lot of potential polluters and so it’s difficult to assign blame. The Vermont bill attaches liability directly to the act of extracting and refining fossil fuels for combustion. “You either did that or you didn't do that,” he said. When it comes to companies like Exxon and BP, “that is their whole reason for existing.” That doesn’t mean companies won’t use all the firepower they have to dispute the amount they owe, however.
It may seem unfair for a single state, especially one as small as Vermont, to win compensation first when the damages are global and unequally distributed. But Lockman of Columbia said if these bills are successful, fossil fuel companies may stop fighting liability entirely and instead push the federal government to take action so they can be held to a more consistent standard across the country.
When I first reached Iarrapino, he told me that just downstairs from his office, someone was sawing and hammering the walls because the first floor had been entirely underwater when Montpelier flooded last summer. Three businesses that were in the building are gone. A recent estimate puts the cost of state-wide damages from the storm at $600 million.
“At this point,” he said, “what else does a state like Vermont have to lose?”
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The Secretary of Energy announced the cuts and revisions on Thursday, though it’s unclear how many are new.
The Department of Energy announced on Thursday that it has eliminated nearly $30 billion in loans and conditional commitments for clean energy projects issued by the Biden administration. The agency is also in the process of “restructuring” or “revising” an additional $53 billion worth of loans projects, it said in a press release.
The agency did not include a list of affected projects and did not respond to an emailed request for clarification. However the announcement came in the context of a 2025 year-in-review, meaning these numbers likely include previously-announced cancellations, such as the $4.9 billion loan guarantee for the Grain Belt Express transmission line and the $3 billion partial loan guarantee to solar and storage developer Sunnova, which were terminated last year.
The only further detail included in the press release was that some $9.5 billion in funding for wind and solar projects had been eliminated and was being replaced with investments in natural gas and building up generating capacity in existing nuclear plants “that provide more affordable and reliable energy for the American people.”
A preliminary review of projects that may see their financial backing newly eliminated turned up four separate efforts to shore up Puerto Rico’s perennially battered grid with solar farms and battery storage by AES, Pattern Energy, Convergent Energy and Power, and Inifinigen. Those loan guarantees totalled about $2 billion. Another likely candidate is Sunwealth’s Project Polo, which closed a $289.7 million loan guarantee during the final days of Biden’s tenure to build solar and battery storage systems at commercial and industrial sites throughout the U.S. None of the companies responded to questions about whether their loans had been eliminated.
Moving forward, the Office of Energy Dominance Financing — previously known as the Loan Programs Office — says it has $259 billion in available loan authority, and that it plans to prioritize funding for nuclear, fossil fuel, critical mineral, geothermal energy, grid and transmission, and manufacturing and transportation projects.
Under Trump, the office has closed three loan guarantees totalling $4.1 billion to restart the Three Mile Island nuclear plant, upgrade 5,000 miles of transmission lines, and restart a coal plant in Indiana.
With a China-Canada import deal and Geely showing up at CES, these low-priced models are getting ever-closer to American roads.
Chinese EVs are at the gates.
Low-priced electric vehicles by the likes of Geely, BYD, and Zeekr have already sold enormous numbers in their home country and spearheaded EV growth around the world, from Southeast Asia to Latin America. Now they’re closing in on America’s borders. Canada just agreed to a new trade deal with Beijing that would kill the country’s 100% tariff on Chinese cars and, presumably, allow them to undercut the existing Canadian car market. In Mexico, EV sales surged by 29% in 2025 thanks to the arrival of Chinese models.
Though China’s EVs are still unavailable in the U.S., they feel ever-present already. Auto journalists (myself included) drive these vehicles abroad and rave about how capable they are, especially for the price. Social media influencer hype has fed an appetite for both entry-level and luxury Chinese models — and confused plenty of Americans wondering why they can’t buy them. Headlines speculate about how the Detroit auto giants could ever hope to compete once cheap BYD Dolphins start to populate American roads. Chinese giant Geely, which owns Volvo and Polestar, appeared at CES earlier this month, as if to signal that the arrival of Chinese electric vehicles is imminent.
But is it? The outlook remains rather murky.
The first thing to know is that Chinese cars are not outright banned from coming to America. Instead, it’s a constellation of economic and technological headaches that keeps Beijing at bay. A 100% tariff makes it difficult to compete on cost, even with America’s notoriously expensive EVs. America’s safety and emissions standards are difficult and expensive to meet. Because of national security concerns, connected cars (i.e. those that can hook into the internet) cannot use Chinese-made software, a ban that’s soon to expand to electronic hardware.
Those restrictions aren’t likely to change anytime soon. Sean Duffy, the U.S. transportation secretary, responded to Canada’s removal of its Chinese car tariff by saying our neighbor to the north would “surely regret it.” Members of Congress from both parties are largely opposed to allowing Chinese cars into America under the logic of protectionism for U.S. automakers.
Yet all that might not be enough to prevent the eventual arrival of Geelys and BYDs. The first variable is the unpredictability of President Trump, who has said before that he would like to see Chinese-made cars in America. I don’t expect the United States to eliminate its tariff entirely the way Canada has, but look, you just never know what the heck is going to happen these days.
In the meantime, Chinese automakers are strategizing how they might navigate the rules in place and sell cars here anyway. Crash safety, for example, isn’t the impediment it might appear to be. China’s carmakers have intentionally designed their models in such a way that they could be tweaked, rather than totally redesigned, to meet more stringent rules.
As for the rest, the global reach of these companies could help them get around rules that specifically target China. Geely, which has suggested it will reveal plans for an American invasion within two to three years, builds Volvos in South Carolina and could use those facilities to build Geely-branded EVs in the United States. Company representatives also hand-waved away the problem of Chinese-made software, arguing that as a global brand, it’s already accustomed to meeting the various data privacy regulations of different countries and regions.
In other words, Chinese car companies could skirt some American hurdles by making their cars a little less Chinese. The problem is that doing so might spoil their secret sauce. Part of the magic of Chinese EVs is their responsive, easy-to-understand touchscreen interface that’s obviously superior to what’s offered in otherwise-excellent electric vehicles by Chevy or Hyundai. There’s no guarantee Geely could easily secure a Western-made replacement of the same quality.
The key question, then, is: Will Americans want the versions of Chinese EVs that come to America? We’ve noted recently that drivers are finally showing signs that they are fed up with the cost of new cars spiraling out of control. The kind of cheap Chinese EVs now on sale around the world would be a godsend for money-stressed Americans who are dependent on the automobile. But tariffs and other aforementioned factors mean that the models we get likely won’t be $10,000 basic transportation machines that undercut the entire overpriced American car economy.
Instead, Geelys for America probably will be big, luxurious vehicles whose appeal is fundamentally about feeling techy, futuristic, and cool, much the way Tesla first won over U.S. drivers. To that end, the brand brought a couple of fancy plug-in hybrid SUVs to CES to show Americans what we’re missing. Five years hence, we might not be missing them at all.
Current conditions: The winter storm barreling from Texas to Delaware could drop up to 2 feet of snow on Appalachia • Severe floods in Mozambique’s province of Gaza have displaced nearly 330,000 people • Parts of northern Minnesota and North Dakota are facing wind chills of -55 degrees Fahrenheit.
President Donald Trump announced a “framework of a future deal” on Greenland on Wednesday and abandoned plans to slap new tariffs on key European Union allies. He offered sparse details of the agreement, though he hinted that at least one provision would allow for the establishment of a missile-defense system in Greenland akin to Israel’s Iron Dome, which Trump has called “The Golden Dome.” On the Arctic island in question, meanwhile, Greenlanders have been preparing for the worst. The newspaper Sermitsiaq reported that generators and water cans have sold out as panic buyers stocked up in anticipation of a possible American invasion.

Geothermal startups had a big day on Wednesday. Zanskar, a company that’s using artificial intelligence to find untapped conventional geothermal resources, raised $115 million in a Series C round. The Salt Lake City-based company — which experts in Heatmap's Insider Survey identified as one of the most promising climate tech startups operating today — is looking to build its first power plants. “With this funding, we have a six power plant execution plan ahead of us in the next three, four years,” Diego D’Sola, Zanskar’s head of finance, told Heatmap’s Katie Brigham. This, he estimates, will generate over $100 million of revenue by the end of the decade, and “unlock a multi-gigawatt pipeline behind that.”
Later on Tuesday, Sage Geosystems, a next-generation geothermal startup using fracking technology to harness the Earth’s heat for energy in places that don’t have conventional resources, announced it had raised $97 million in a Series B. The financing rounds highlight the growing excitement over geothermal energy. If you want a refresher on how it works, Heatmap’s Matthew Zeitlin has a sharp explainer here.
Stegra, the Swedish startup racing to build the world’s first large green steel mill near the Arctic Circle, has recently faced troubles as project costs and delays forced the company to raise over $1 billion in new financing. But last week, Stegra landed a major new customer, marking what Canary Media called “a step forward for the beleaguered project.” A subsidiary of the German industrial giant Thyssenkrupp agreed to buy a certain type of steel from Stegra’s plant, which is set to start operations next year. Thyssenkrupp Materials Services said it would buy tonnages in the “high-six-digit range” of “non-prime” steel, a version of the metal that doesn’t meet the high standards for certain uses but remains strong and durable enough for other industrial applications.
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For years, Tesla’s mission statement has captured its focus on building electric vehicles, solar panels, and batteries: “Accelerating the world’s transition to sustainable energy.” Now, however, billionaire Elon Musk’s manufacturing giant has broadened its pitch. The company’s new mission statement, announced on X, reads: “Building a world of amazing abundance.” The change reflects a wider shift in the cultural discourse around the transition to new energy and transportation technologies. Even experts polled in our Insiders Survey want to ditch “climate change” as a term. The fatigue was striking coming from the very scientists, policymakers, and activists working to defend against the effects of human-caused temperature rise and decarbonize the global economy.That dynamic has fueled the push to refocus rhetoric on the promise of cheaper, more efficient, and more abundant technological luxuries — a concept Tesla appears to be tapping into now. It may be time for a change. As Matthew wrote in September, Tesla’s market share hit an all-time low last year.
In yesterday’s newsletter, I told you that the Tokyo Electric Power Company had delayed the restart of the Kashiwazaki Kariwa nuclear power station in western Japan over an alarm malfunction. It wasn’t immediately clear how quickly Japan’s state-owned utility would clear up the issue. It turns out, pretty quickly. The pause lasted just 24 hours before Tepco brought Unit 6 of the seven-reactor facility back online, NucNet reported.
Things are getting steamy in the frigid waters of Alaska’s Bristol Bay. New research from Florida Atlantic University’s Harbor Branch Oceanographic Institute found that a small population of beluga whales survive the long haul by mating with multiple partners over several years. It’s not just the males finding multiple female partners, as is the case with some other mammals. The study found that both males and females mated with multiple partners over several years. “What makes this study so thrilling is that it upends our long-standing assumptions about this Arctic species,” Greg O’Corry-Crowe, the research professor who authored the study, said in a press release. “It’s a striking reminder that female choice can be just as influential in shaping reproductive success as the often-highlighted battles of male-male competition. Such strategies highlight the subtle, yet powerful ways in which females exert control over the next generation, shaping the evolutionary trajectory of the species.”