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On the first night of climate week, I headed over to a happy hour hosted by a bunch of progressive climate advocacy nonprofits, including Climate Cabinet, Data for Progress, and Evergreen Collaborative. The event was called “Progress No Matter What,” and the theme was states’ ability to advance climate action regardless of national politics.
On the packed back patio of a beer garden on the Lower East Side, a handful of speakers took turns climbing atop a picnic bench to address the boisterous crowd. State and federal officials celebrated the billions of dollars flowing to states to decarbonize and pressed attendees not to ignore the down-ballot climate champions running for office in November. Then, to close things out, White House Climate Advisor Ali Zaidi got up. Over the past year, I’ve heard Zaidi deliver the same impassioned but rehearsed preamble on press call after press call reminding us of President Biden’s climate accomplishments during his term. But here, Zaidi let loose. He said the Wall Street Journal had published a story that morning that started with the line “Climate optimism is fading.” He didn’t think so. “This is popular shit!” he declared, of efforts to fight climate change while reducing pollution, and the audience erupted in cheers. — Emily Pontecorvo
Last weekend, I attended the U.S. premiere of The Here Now Project at the inaugural Climate Film Festival — and was totally wowed. The 75-minute documentary is unnarrated and composed entirely of archival cell phone videos, vlogs, and news clips that were shot during climate disasters in 2021, ranging from the Texas power crisis that left almost 250 people dead after a February cold snap to the “sea snot” that covered Turkey’s Sea of Marmara over that summer.
While it’s harrowing to see all the footage back-to-back — and to learn about disasters I hadn’t paid close attention to at the time, like the subway flooding in Zhengzhou or the dust storms in Brazil — I was even more struck by the seemingly universal urge people have to document the way extreme weather upends their lives, even when those lives are quite immediately at risk.
The movie’s power lies in echoes and patterns of human nature, from our curiosity to our horror to our powerful compassion and self-sacrifice. I spoke to the filmmakers, Greg Jacobs and Jon Siskel, for my article about the Climate Film Festival last week, and Jacobs told me they hope to make The Here Now Project an ongoing chronicle of climate change in the style of Michael Apted’s famous Up series; I very much hope they will succeed. — Jeva Lange
At several events this week related to carbon dioxide removal, the conversation turned again and again to the challenge of finance and the scarcity of buyers. During a marine carbon removal panel on Monday, for instance, James Lindsay, the director of investments at the philanthropic Builders Initiative described the tension between simultaneously trying to raise capital for a given carbon removal approach while also trying to prove that it’s safe and actually works. While there are a few buyers, like the Frontier Climate initiative, that accept these conditions and are willing to support nascent approaches that may or may not work out, making one big deal with Frontier doesn’t provide the consistent cash flow that a startup needs to progress, he said.
Later that day, at a mini-conference hosted by the direct air capture company Climeworks, CEO Christoph Gebald declared that the industry simply cannot rely on voluntary purchases if it is going to scale. “We need to transition to regulated markets,” he said. Josh Becker, a California State Senator gave a brief presentation on a bill he introduced this year, SB 308, to do just that. It was a “government-enabled, market led” policy that would have required corporate polluters to begin paying for carbon removal. The bill “died a mysterious death,” he said, but he plans to try again in 2025.
The event closed out with a panel on “the economic opportunity of carbon removal in the U.S.,” and yet the talk once again turned to the economic obstacles. “Demand is an existential challenge,” Giana Amador, executive director of the Carbon Removal Alliance, said. “If we want deployment beyond these 1,000- to 10,000-ton facilities, we need a demand signal that is robust, steady, resilient, growing, in order to make sure these companies can raise the private and public sector funding they need.” — Emily
While most of the energy developers, technologists, and investors I spoke to and/or heard speak this week were excited about artificial intelligence as a way to bring forward demand for clean electrons, there was one interesting note of caution from Katie Rae, chief executive of Engine Ventures, the investment firm that has backed Commonwealth Fusion Systems and the long-duration battery company Form Energy. “The government has to think about it: Are the people going to get energy? Or are the hyperscalers going to get energy? The pitchforks can come.” — Matthew Zeitlin
On Tuesday morning, I stopped by “Geothermal House,” a day-long event and installation at the Hall des Lumières near City Hall. It’s a former bank building that now hosts “immersive experiences,” which essentially amount to wandering around a room decorated with floor to ceiling projections of art, like the paintings of Chagall. This time, however, the room was made up to bring you miles deep within the Earth’s crust.

The event was put on by Project InnerSpace, a nonprofit dedicated to transferring skills and knowledge from the oil and gas industry to scale geothermal energy. “This is the first time geothermal has shown up at NY Climate Week,” the group’s executive director, Jamie Beard, declared at the start of a series of panels held in the central hall. Unfortunately, the talks were nearly impossible to hear in the cavernous marble room, but I spent some time wandering around, watching the animated projections of geothermal power plants and hit up the “VR lounge,” which offered a much more convincing immersive experience and taught me about the difference between “enhanced” and “advanced” geothermal.
The event also had some of the best swag I saw at Climate Week, including a station where you could 3D print your face onto “the core of the Earth.” Jeva was accurate when she compared the resulting object to a Ferrero Rocher. — Emily
Two members of the Jean Charles Choctaw Nation — which is considered to be one of the first communities in the U.S. to be displaced by climate change — spoke at an event on Wednesday hosted by EarthRights International. They emphasized the way the state of Louisiana failed to keep the tribe intact during the relocation effort, with Chief Deme Naquin and Tribal Secretary Chantel Comardelle explaining that while their own story is one marked by failure, they hope other communities will be able to learn from it. After all, it’s not just a house or neighborhood that you lose to something like coastal erosion; it’s also the stories and memories of the place you’d called home. “We probably weren’t the first” community to be displaced by climate change, Chief Deme told the room, “but we’re definitely not the last.” — Jeva
And over in D.C., during “National Clean Energy Week,” a more industry-focused panel-ganza, the cofounder and chief executive of the most important company in energy was sharing his thoughts on the sector. That would be Nvidia's Jensen Huang, the head of the company that designs the chips that power many artificial intelligence models and applications.
During his one-hour chat with former Education Secretary Margaret Spellings at the Bipartisan Policy Center on Friday, Huang focused mostly on what good AI could do for energy and grid efficiency, including weather simulation and designing smart grids. While it's true, Huang said, “that AI does take energy,” AI-trained models can predict weather and climate “tens of thousands of times more energy efficiently” than supercomputers. But he was also straightforward about the intense energy demands of training artificial intelligence models.
“These data centers could consume, today, maybe 100 megawatts. In the future it will be 10, 20 times more than that.” To reduce strain on the grid, these data centers could be located “where the energy” is located, Huang suggested. “The AI doesn't care where it goes to school.” And like a student, “it’s okay” if it sometimes has to “take a nap” when the sun’s not out. — Matthew
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The company’s latest sustainability report, shared exclusively with Heatmap, shows that carbon intensity per kilometer traveled has dropped 81% since 2019.
Lime, the electric scooter and bike-sharing company that recently raised $174 million in its initial public offering, estimates that it replaced 38 million car trips across the globe last year. Even as it helped prevent substantial vehicle pollution, though, Lime racked up about 90,000 metric tons of carbon emissions tied to its own activities.
While that number pales in comparison to the tens of millions of tons of carbon that tech companies like Microsoft and Google emit, or the hundreds of millions of tons that traditional car companies like Ford report, the point stands: Even companies producing solutions to climate change have emissions to deal with.
For such a small player, Lime has made quite a bit of progress reducing its climate impact. Since 2019, when Lime first began tracking its carbon footprint, the number of kilometers traveled by Lime’s bikes and scooters each year has grown nearly 250%, while the carbon intensity of each kilometer has decreased by 81%. All in all, Lime has reduced its total reported emissions from direct and indirect sources by 35%. The company made much of that progress in just the past two years.
According to Lime’s latest sustainability report, shared exclusively with Heatmap, its biggest recent strides came from doing something that is generally considered to be pretty difficult: It decarbonized part of its supply chain.
Most of the emissions related to Lime’s business come from activities that are not within the company’s control. Its biggest source has always been the manufacture of the vehicles and batteries it uses, and more specifically from the manufacture of aluminum, which requires a huge amount of electricity to smelt.
Lime doesn’t manufacture its own vehicles, so it had to convince its partners to find and use lower-carbon metals and batteries. “One of the strategic advantages we have is that we design our own vehicles. We’re not buying them off the shelf,” Andrew Savage, Lime’s vice president of sustainability, told me. “So we don’t own the manufacturing, but we have a large amount of input and ability to work with suppliers to modify a supply chain.”
Savage said that a significant sourcing effort in 2024 paid off in 2025, when the company increased the amount of aluminum in its products that was made using renewable electricity and sourced more batteries made with renewable power. That combination of efforts cut the company’s total capital goods-related emissions in half compared to the previous year, and reduced the carbon intensity of each Lime vehicle by more than 25%. It also didn’t cost too much, Savage told me, adding that the expenditure was “marginal enough that it has made sense for us.”
Lime has also invested in its repair capabilities, which allows the company to keep its vehicles and parts in circulation much longer and avoid buying as many new ones. This has helped to keep emissions down even as its business has grown.
Another major source of emissions for Lime is shipping and logistics — again, a part of the business that is somewhat out of its hands. Lime hires third parties to pick up its bikes and scooters from major ports, transport them to regional hubs, and then distribute them to the markets where it operates. Initially, the vehicles were transported in trucks fueled by diesel. In 2024, Lime found partners that would be able to pick up its cargo at the ports of Los Angeles and Long Beach and bring them to its logistics hubs in electric drayage trucks.
The company made similar moves throughout its European business, transitioning most of its port-to-hub shipments to trucks running on a bio-based diesel fuel called HVO100, which is made from used cooking oil and other waste oils and estimated to reduce emissions by 89% compared to conventional diesel. This past year, Lime expanded its use of HVO100-fueled trucking partners to cover shipments from hubs to 16 cities.
The problem with HVO100, according to Nikita Pavlenko, the program director for fuels and aviation at the International Council on Clean Transportation, is that there will never be enough of it to fully decarbonize heavy duty trucking. “Particularly in Europe, where the transport sector is more reliant on diesel, it could never feasibly be met with waste oils entirely,” he told me. Purpose-grown crops like palm and soy could meet the increased demand for bio-based diesel, but that starts to come at the expense of land-use emissions and deforestation.
Savage was well aware of the limitations, and told me he views HVO100 as an interim solution. “We looked across Europe and somewhat shockingly found very few options on the electrification side,” he said. Even a country like Norway, which is famous for its adoption of electric vehicles, does not yet have much in the way of electric trucking and logistics, he said. “But it’s something that we absolutely expect to come in as part of our decarbonization roadmap.”
Interestingly, Lime’s reported that its upstream shipping and logistics emissions slightly increased in 2025 compared to 2024, although the company has cut this category in half overall since 2019. Lime attributed this to an increased use of expedited shipping for certain parts last year, but said its increased use of EVs and HVO100 helped mitigate the impacts.
Lime currently operates on five continents and in 230 cities. While it’s made some progress on low-carbon shipping within the EU and U.S., there’s still Australia, South America, and Asia to figure out. Looking ahead to next year, Savage said he wants to expand the number of markets and the amount of goods the company moves using lower-carbon vehicles. He also wants to augment the company’s repair practice.
“We view the work we’re doing on decarbonizing the business as going completely hand in hand with our mission and objective as a company,” Savage said. “It’s not a sideshow.”
A new 60-home pilot program aims to expand vehicle-to-grid charging.
When energy experts imagine the grid of the future, they often dream of millions of electric vehicles moonlighting as mobile power banks, using their hefty batteries to send electricity back to the grid when it needs a boost. But despite rapid EV adoption, this utopia has remained largely out of reach. Most vehicles don’t yet support bidirectional power flow, and most markets lack incentives for customers to feed power back to the grid in the first place.
That’s finally starting to change. While vehicle-to-grid — a.k.a. V2G — technology is still in its earliest innings, a new Massachusetts program announced on Thursday is working to make the technology something closer to commonplace. Funded by the Massachusetts Clean Energy Center, the state’s economic development agency, the initiative will install 60 bidirectional charging systems in participating residents’ homes.
The program has already begun enrolling its first participants, joining a small but growing group of V2G demonstrations across the country. But the field remains so nascent that even a 60-home project stands out. Kip Hack, who leads the distributed energy resource management company EnergyHub’s EV work, told me he very much considers it a “leading program for North America.”
The Massachusetts initiative brings together a wide variety of partners: utility companies Eversource and National Grid, EnergyHub, and technology partners Sunrun and The Mobility House, which each provide the software and device integrations needed to connect various EV models to the grid. Depending on their vehicle, eligible customers will enroll in the program through either Sunrun or The Mobility House, which will then connect them to their utility’s existing demand flexibility program, ConnectedSolutions. This decade-old initiative pays customers to reduce strain on the grid by leveraging smart thermostats, batteries, and other commercial and industrial energy systems. Now EVs will join the mix.
“They don’t actually care what the participating technology is. They only care about the output,” EnergyHub’s president, Seth Frader-Thompson told me, referring to ConnectedSolutions’ technology-agnostic design, which runs on EnergyHub’s software platform. That means the program can readily incorporate new distributed energy resources as they become available, simplifying the entire process in a way that many other regions have yet to figure out. “So when V2G technology was ready, nobody had to create a new program. You already had a program structure, an incentive structure, et cetera, that you could just have these vehicles participate in.”
Each distributed energy asset enrolled in the program can earn up to $275 per average kilowatt of grid support provided during the summer months. But customers don’t receive that payment directly from their utility. Rather Sunrun and The Mobility House set their own customer incentive structures based on that underlying $275 per kilowatt value.
Chip Silverman, Sunrun’s director of grid services and virtual power plants, told me that its customers will receive a fixed payment simply for signing up, just as the company’s stationary battery storage customers do. That gets new participants in the door — they can then earn additional performance incentives if they actually discharge power back to the grid during a demand response event. “We want to incentivize people to plug in 5:00 p.m. to 8:00 p.m. on weeknights because we want to get you to try to hit the peak events whenever possible,” Silverman told me.
The pool of qualifying vehicles remains quite limited, however. Sunrun’s system only supports the Ford F-150 Lightning, while The Mobility House’s software integrates with chargers compatible with the Kia EV9, Volvo XC90, Polestar 3, and several Nissan Leaf models. Teslas with V2G capability — which today means just the Cybertruck — are not eligible. That’s because while every other vehicle in this program places the requisite DC to AC power converter within the wall charger, Tesla installs this hardware in the car itself. While that will likely prove to be a smarter, cheaper long-term approach, for now it doesn’t align with how utilities certify and approve grid-connected equipment.
Yet even at this early stage, with limited scale and narrow eligibility requirements, Massachusetts’ early adopters are already demonstrating the technology’s value. “It has been quite hot, unseasonably hot in New England these last several weeks,” Hack told me, explaining that participants’ EV batteries have already been tapped to discharge power “more than once” since enrollment began earlier this month.
The potential for far greater impact is enormous. “The size of the battery in the car is remarkable,” Frader-Thompson told me. While a typical home battery stores around 10 to 15 kilowatt-hours of energy, an EV battery can hold on the order of 70 to 100 kilowatt-hours. “So if the vehicle is plugged in, it essentially has the ability to export the equivalent of an entire residential battery every hour during an event,” he explained.
To truly turn V2G from a promising concept into a reliable grid resource, however, utilities and grid operators will need much more data on when these batteries are available and how much power EV owners are actually willing to provide. By the end of this summer, Massachusetts’ latest experiment could offer some of the first real-world answers.
On Trump’s power pledge, America’s offshore nuclear, and Japan’s offshore wind
Current conditions: A new heat dome is spreading temperatures above 100 degrees Fahrenheit across the Central United States, from Texas north to the Dakotas • Tropical Storm Bertha made landfall over southern Louisiana with winds of up to 45 miles per hour • Tasmania is facing a cold front with freezing wind chills.

On December 8, 1953 — just eight years after the United States demonstrated the destructive power of splitting atoms in the form of a mushroom cloud over Hiroshima — then-President Dwight D. Eisenhower pledged to lead the world in harnessing fission to constructive ends. In his famed “Atoms for Peace” speech, he vowed to help other nations build nuclear power stations that he believed would bring about a new era of global prosperity built atop a foundation of abundant electricity. Under the law Congress passed the next year to lay the groundwork for a nuclear buildout, Washington didn’t make it easy for foreign countries to import American technology. Before any U.S. nuclear company can sell its wares abroad, the Senate needs to approve what’s known as a 123 Agreement, essentially a treaty in which the partner nation agrees not to use the technology for weapons proliferation. When Abu Dhabi set out to build the Arab world’s first nuclear power station, the U.S. struck a new, special 123 Agreement with the United Arab Emirates in 2009, in which the Gulf monarchy swore off ever enriching or recycling its own fuel. That deal became the gold standard for U.S. nuclear pacts — and one Washington had planned to make a requirement for any other countries in the region. Saudi Arabia, however, wasn’t happy with those restrictions, particularly as its rival Iran pressed ahead with construction of its second and third reactors at its debut Russian-made nuclear station. With the Biden administration putting up resistance, Riyadh began flaunting talks with Beijing to buy Chinese reactors, in what would mark a major entry of the People’s Republic into the nuclear export market.
All of which you needed to know to appreciate what a huge deal the latest news is. On Wednesday, The Wall Street Journal, The New York Times, and the Associated Press confirmed that Saudi Arabia had reached a deal with the Trump administration that would likely allow Riyadh to enrich and recycle its own fuel on its soil. While a formal announcement is expected this week, Secretary of State Marco Rubio already acknowledged the deal by telling reporters any such agreement would not lead to weapons proliferation. On the face of it, the deal is a major win for the U.S. over its arch adversaries. Russia dominates global nuclear exports, and is currently building the debut plants in Bangladesh, Egypt, and Turkey. China, meanwhile, has dramatically brought down the cost and time it takes to build its own domestic reactors, which are based on the leading American design, and Beijing is widely expected to make an export push in the coming years. The U.S. has managed to win deals in Eastern Europe to build Poland’s first nuclear plant. But so far, American technology has struggled to compete on both price and construction competence. A moment when Iran is firing missiles at America’s Arab allies may seem ill-suited to embarking on a civilian nuclear program, but the Atlantic Council researcher Allison Minor, who previously served as a U.S. deputy special envoy to Yemen, said the war had added urgency to brokering the Saudi-U.S. deal. “By keeping the door open for uranium enrichment inside Saudi Arabia, the nuclear deal sends a powerful message to Tehran,” she wrote in a blog post. “By securing a 123 agreement that appears to have more preferable terms than the United Arab Emirates and dozens of other U.S. partners have committed to, Riyadh also signals its role as a major global player, even if it is not among the ranks of nuclear-armed nations.”
In March, the White House organized a voluntary industry pledge in which hyperscalers and data centers developers promised to pay above and beyond the normal rate for electricity to ease the strain on Americans. On Thursday, the Trump administration plans to announce a vast expansion of the pact to include the nation’s largest utilities, Reuters reported. Utilities NextEra Energy and Duke Energy joined data center developers Equinix and Digital Realty along with roughly 200 other entities on a list of signatories The Wall Street Journal obtained.
The move comes a day after ratepayer advocates accused the Federal Energy Regulatory Commission of failing to address the cost of upgrading infrastructure in its latest order meant to ease the impacts of data centers, Utility Dive reported. Polling from Heatmap Pro has shown repeatedly that public support for data centers is collapsing.
The Colorado River’s largest reservoirs, Lake Mead and Lake Powell, hit record lows in what experts described to the Los Angeles Times this week as a “five-alarm fire.” On Tuesday, Secretary of the Interior Doug Burgum met with the governors of seven states virtually ahead of his agency’s anticipated release of a plan to cut back on water use to ease shortages. That states appear to be welcoming a federal intervention marks a break with more than a century of Western states fighting to manage their water supplies among themselves with minimal oversight from Washington. Yet “far from a brash commandeering of the system,” E&E News reported, Burgum’s plan “is effectively a kick-the-can exercise for managing the drought-riddled river that supplies water” for one in 10 Americans. “At best, the Trump administration’s plan will leave economies — from the bucolic ranches of the Rocky Mountains to the mansions of Los Angeles, the tech hub of Phoenix and the powerhouse farms along the border with Mexico — in a state of limbo, without clear rules for who will have access to vital supplies in the years to come,” reporter Annie Snider wrote. “At worst, it dares the region’s political leaders — most especially Arizona Governor Katie Hobbs, who is facing one of the country’s closest gubernatorial races in the fall — to launch a destabilizing court fight.” As former Heatmap reporter Neel Dhanesha wrote in 2023, sometimes plans can at least buy some time.
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Russia officially kicked off the global race for small modular reactors in 2019 with the launch of its first floating nuclear station, which is still pumping out power in an Arctic port today. Since then, dozens of companies have proposed small reactors on land, and a handful of startups has looked to build nuclear-propelled civilian ships. But no one has really attempted any major offshore nuclear energy projects yet. Still, the Trump administration is preparing for the potential new sector. On Wednesday, the Department of the Interior’s Marine Minerals Administration — the agency recently formed out of combining the Bureau of Ocean Energy Management with the Bureau of Safety and Environmental Enforcement — signed a memorandum of understanding with the Nuclear Regulatory Commission to “responsibly respond to industry requests” and support new technologies.
“Submerged reactor systems have been safely deployed in naval applications for decades, demonstrating their potential as a reliable source of energy in demanding marine environments,” Matt Giacona, the acting director of the Marine Minerals Administration, said in a statement. “While no commercial deployment on the Outer Continental Shelf is planned or approved at this time, it could greatly strengthen America’s energy security in the future.”
China unveiled a new set of rules for the solar industry last week that are expected to “do a good job in cutting out low-cost, outdated technology across the value chain,” according to a new report from the research division at the magazine PV Tech. The new national regulations, set to take effect on January 1, 2027, phase out weaker panels and conventional polysilicon products. “These new restrictions are very interesting as the Chinese government now sees a need to stop the oversupply, maybe coming from lowered deployment in China in the first half of the year,” Joe Hennessy, co-author of the report and analyst at PV Tech Research, told PV Tech. “This will affect the smaller producers the most, as they are less likely to have upgraded lines during the period of losses.” Larger solar manufacturers are already producing panels with efficiency rates of up to 24%, the report found.
This is a story I’m planning to keep a close eye on, given the forthcoming results of the Department of Commerce’s 232 investigation into whether domestic U.S. producers of polysilicon need new tariffs to protect them against Chinese imports. My best-placed sources say the agency is on track to release its findings by next month, though others close to the process say the 74-day government shutdown could give the administration until early September to meet its legal deadlines.”
Koloma, the startup seeking to tap into naturally occurring hydrogen deposits, has a third exploration deal in the Philippines. On Thursday, Heatmap editorial fellow Ameya Hadap broke news that the company has inked an agreement for exclusive rights to a roughly 817-square-mile area of Luzon’s Zambales Province. The Colorado-based firm now has the rights to more than 1,600 square miles of the country.