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Ice melt is creating many geopolitical dangers, thanks largely to a familiar foe.
The Arctic is becoming dangerously destabilized.
This is true in a literal sense. The north’s precipitous loss in glacial ice sheets, permafrost, and sea ice will have global ripple effects. Should the “Earth’s air conditioner” become perennially iceless, as scientists fear could happen as early as 2050, the fallout has the power to trigger worst-case scenarios around the world: Sea levels could rise in New York City, monsoon rains could swamp Lagos, Nigeria, and precious forest cover in Puerto Maldonado, Peru, could dwindle to nubs. Each glacier that collapses is another tick of the time-bomb.
But it’s also true in a more metaphorical sense: Arctic ice melt is creating many geopolitical dangers, thanks largely to a familiar foe: Russia.
The Kremlin controls 50 percent of the Arctic coastline. But isolated from the other countries encircling the North Pole due to its war of aggression in Ukraine, Russia has retreated from any sort of Arctic cooperation. That has left experts fearful not only of scientists’ ability to stay on top of the impacts of climate change, but also that the warming region might give Russian President Vladimir Putin a pretext to break more international rules.
For the last 15 years, Russia has jockeyed for Arctic control — from aggressively building its military capabilities, to scaling up its shipping capacity, to even unlawfully planting a flag along the North Pole seabed and claiming the land as its own. But it was still hemmed in by the Arctic’s web of laws and accords.
These laws, unfortunately, are quite vulnerable to ice melt.
Maritime claims, upheld by entities like the International Maritime Organization, for example, are one way for states to protest rule-breaking in the region. But melting sea ice has opened up previously frozen zones, threatening to undermine laws like Article 234 of the United Nations Convention on the Law of the Sea, which gives coastal states special rights to ice covered areas. “If the ice melts, do you still have that legal basis?” said Rebecca Pincus, the director of the Polar Institute at the Wilson Center.
Valuable shipping lanes are also emerging in the north, encouraging Russia to further engage in a two-fold strategy: mass resource extraction to underpin its national wealth and taking “the most extreme position possible on its right to control all foreign navigation through the internal waters of the [Northern Sea Route],” as Cornell Overfield wrote recently in Foreign Policy. However, this state of affairs might not last long. “As sea ice continues to retreat in the Arctic, it will become possible for ships to navigate outside of the Russian zone through the central Arctic Ocean and bypass the Russian coastline entirely,” Pincus said. “That will shift the balance of the, I guess you could say, ‘power’ to a certain extent.”
These central Arctic Ocean shipping routes will not be open for decades and pose a number of operational challenges along the way, she explained. But when they do, it would allow ships to navigate outside Russian waters, reducing the potency of Russia’s de facto control along the Northern Sea Route, further isolating a country that sees the icy region as a part of its power projection.
Meanwhile, Russia is essentially alone among its neighbors.
Mathieu Boulègue, a consulting fellow in the Russia and Eurasia Programme at Chatham House, told me a bifurcation is emerging in the north, where a singled-out Russia has recused itself from the Nordic-North American camp — a once-staid Arctic 8 now made into an awkward, asterisked Arctic 7. With Finland having joined NATO this month, and Sweden close behind, Russia might see itself as not just alone, but surrounded. Experts fear that spells trouble.
“More human activity and more military activity will lead to more accidents, more incidents, more miscalculation, and therefore more tension,” said Boulègue. “Now that the signs are on the wall, we can't really ignore them anymore.”
The United States and other countries rimming the Arctic are carefully initiating exploratory military exercises in the region to see how they can navigate safely and effectively in newly-melted territories. Because of how remote the Arctic is, accidents and emergencies are exponentially harder and more expensive to triage. The latest U.S. Arctic strategy promises to increase its military presence there, too, in order to keep pace with the Russian military presence. But experts warn that neither technology nor policy in a territorially hostile area could keep up with the speed of these melting passages. Indeed, they say it would take the West at least 10 years to catch up with Russia’s military in the region. This opens up dangers for Russia to do just about anything it’d like to, including seizing new territory and setting up military bases in contested areas.
“We're seeing some pretty aggressive, unprofessional, and unsafe behavior by the Russian military in regards to American military assets [in the Arctic],” said the Wilson Center’s Pincus. “Think about that level of risk-taking and aggression on the part of the Russian military and now extrapolate that to, for example, a naval exercise that is contesting Russian claims to waters in the Arctic. That gives me pause and argues for great care.”
Beyond the threat of Russia’s mounting military capabilities in the region, Arctic cooperation has also suffered more generally from Russia’s absence. The Arctic Council is a Nobel Prize-nominated diplomatic forum that convenes the Arctic 8, six non-Arctic states, and a cadre of non-governmental observers which include Arctic Indigenous communities. This preeminent intergovernmental venue had to suspend all of its programming after the start of the war in Ukraine. It has only picked up projects since June of last year that do not require cooperation with Russia. Norway is set to assume the chair of this forum come May, but will have to tread delicately if it means to keep Russia within the Council’s orbit.
“The accession by Finland and Sweden to NATO will strengthen security and stability in Northern Europe, including in the Arctic. While security related aspects will understandably become more important, we must ensure that we do not lose sight of the broader issues in Arctic cooperation,” said Finnish Ambassadors Petteri Vuorimäki and Anne Mutanen in a statement to Heatmap.
These so-called broader issues not only impact high-level powers in the Arctic, but also those who are native to the region. Today, six Arctic Indigenous NGOs hold a non-voting status in the Arctic Council, making it one of the world’s only multilateral forums where national government officials sit at the same table as Native leaders.
Many of the six Arctic Indigenous communities who participate in the Arctic Council have ancestral lands that extend into Russia. Leaders among the Indigenous Saami people, for instance, fear that while Arctic states are busy ironing out tension spurred by Russia and its war, their priorities — from phasing out ecologically harmful heavy fuel oil, to prioritizing climate-resilient infrastructure, to recognizing land rights agreements which enable important climate science research, to triaging the potential displacement of Indigenous communities amid coastal erosion and sea ice melt — may take a back seat. “It's not said straight; it's a feeling underlying there that they have more important things to deal with,” said Gunn Britt-Retter, head of the Arctic Environment Unit of the Saami Council, which represents the Saami people spread across Norway, Sweden, Finland, and parts of Russia.
And then there’s another way Russian isolation is punishing the world: science. The world’s leading scientists desperately need access to this corner of the world to establish what they call a “ground truthing,” — basically an up-close understanding of what they’re only seeing now via satellites.
As Tim Lydon warned in The Atlantic last April, “cooperation with Russian scientists has ground to a halt.” Things haven’t improved over the past year. In February, French scientist Jérôme Chappellaz told the Arctic Institute that Russia’s absence from the international scientific community has led to an “environmental emergency.” Field sites have been cut off, data can’t be shared among climate experts based elsewhere, and scientific endeavors have been significantly scaled down.
Russian isolation is being felt everywhere in the Arctic. With global shipping, climate science, international cooperation, and adversarial militaries involved, the rest of the world might also feel the repercussions if something doesn’t change soon.
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Generate Capital’s Jonah Goldman makes his case.
The Inflation Reduction Act sparked a predictable surge in clean energy-related investments from the law’s signing in 2022 through the 2024 election, before President Trump’s second term ushered in an era of cancellations, closures, and downsizing. Of the domestic projects announced since the IRA’s passage, a total of 35 have been nixed or scaled back so far this year — more than in all of 2023 and 2024 combined, according to estimates from the environmental advocacy organization E2. This accounts for over $22 billion in lost investment and 16,500 in lost jobs.
“There’s a drastic decrease in the amount of new [clean energy] investments,” E2’s Michael Timberlake told me. After the IRA’s passage, he explained, nearly every month saw over a billion dollars invested in new clean energy projects. But since December of last year, monthly investment has come in below a billion dollars more often than not.
Domestic electric vehicle and battery manufacturing projects have been hit the hardest, as these sectors are staring down a federal bureaucracy clearly hostile to their tech on the one hand and Chinese competitors that are already leagues ahead of them on the other. But there is a bright spot: E2’s data shows that the grim outlook for clean energy projects is largely confined to the manufacturing sector. Many large-scale energy generation projects might actually, maybe, be mostly okay.
That’s what Jonah Goldman of the infrastructure investment firm Generate Capital is banking on. As electricity demand rises for the first time in over a decade, the need to deploy cost-competitive grid energy is only increasing. Thus, Goldman sees plenty of reason to continue investing in a renewables buildout — solar especially, which can often be deployed more quickly, flexibly, and economically than any other form of generation, politics aside.
“What is not a question really anymore is whether these projects are going to get built,” Goldman told me. “There’s just not another option. Even if you think of doubling our investment in gas generation, you still don’t get to this incredible increase in power demand that we need in order to reach the projections that we’re getting.”
Taking a closer look at the post-IRA projects that have been either canceled or scaled back shows that solar is indeed the most resilient investment of the bunch. Since the IRA’s passage, about 12% of announced solar projects have been canceled or downsized, compared to 25% of wind projects, 19% of EV projects, and 34% of EV battery projects. Only three of the 35 projects hit this year were related to solar, and only one of those was for solar generation.
Despite the overall dour domestic investment outlook, Timberlake thus agrees with Goldman that solar in particular isn’t grinding to a halt anytime soon. The market signal for clean energy, Timberlake said, is “indisputable.” The buildout might happen more slowly than it otherwise would have, as the administration continues to unspool regulatory red tape for these projects, but it’ll happen.
And, of course, it will get more expensive. Because while Trump’s One Big Beautiful Bill maintains investment and production tax credits for most clean energy technologies through 2033, it cuts credits for solar and wind projects that either start construction after July 2026, or, if they haven’t started by then, are placed in service after 2027.
While Goldman hates what that will do to electricity prices, he doesn’t seem too worried about it hurting Generate’s ability to invest. For the moment, he told me, this timeline leaves the firm with a strong pipeline of opportunities not only in solar, but also in other categories like battery energy storage, geothermal, and sustainable fuels that have largely retained their IRA incentives. “You’re still talking about hundreds of billions of dollars of available investments that don’t wear that risk at all,” he said.
In fact, there are also already so many renewables projects under construction or set to begin soon that “we’ve got more investable opportunities than we have capital to invest,” Goldman explained. Rather than a lull, the tax credit cutoff date is now creating an incentive for investors to throw their support behind projects that appear poised to meet the deadlines.
That won’t last forever. After the credits phase out, investment could certainly dip, Goldman said, “until either those incentives are restored — which they still could be — or the market figures out how to effectively price those projects without that incentive.” Because tax-credit eligible projects that began construction prior to July 2026 will still be coming online for the next few years, Goldman predicts the lull could start around 2029.
He’s not convinced the incentives are gone for good, though. Solar and wind tax credits have suffered through many periods of uncertainty during their decades-long history, always ultimately enduring. And while the industry shouldn’t bank on a mid-term congressional shakeup laying the groundwork for a credit extension, it’s always a possibility — especially given looming electricity price hikes. That could rile up voters enough to begin chipping away at the partisan divides that have formed around clean energy, fossil fuels, and how the heck to power all of these AI data centers.
“We’re no longer talking about a political issue, despite the fact that they made this a political issue.” Goldman told me. “What we need is more electrons on the grid for as affordable a price as possible. And some of those will be generated from gas, and some of those will be generated from renewables.”
The U.S. is also not the only place for infrastructure investors to make money. While domestic clean energy investment may be down, the first half of 2025 saw global private infrastructure funding increase significantly compared with the prior two years. Data center and renewables-focused funds drove the trend, making up 45% and 36% of total investment raised, respectively. The “power and transmission” sector — which includes fossil fuel-fired generation — comprised a mere 12%.
But given that climate funds from all corners of the globe do primarily invest in the U.S., this certainly points to a sustained interest in building domestic clean energy infrastructure. Or, as Goldman put it, “the fundamentals of the market are complicated but only pointing in one direction — a deep thirst for quick, buildable power. And there’s only certain technologies that can fill that deep thirst.”
On Interior’s birdwatching, China’s lithium slowdown, and recycling aluminum
Current conditions: Hurricane Erin is gathering strength as it makes its way toward Puerto Rico later this week • Flash flooding and severe storms threaten the Great Plains and Midwest • In France, 12 administrative regions are on red alert for heat as temperatures surge past 95 degrees Fahrenheit.
Ford announced plans on Monday to deliver a $30,000 mid-size all-electric truck in 2027, in a potential shakeup of an EV market that’s been plagued by high costs. But the truck — which is rumored to revive the retro name Ford Ranchero — wasn’t really the main news. The pickup is part of Ford’s plan to “reimagine the entire way it builds EVs to cut costs, turn around its struggling EV division, and truly compete with the likes of Tesla,” Heatmap contributor Andrew Moseman wrote, which the company has dubbed its second “Model T moment.”
The strategy embraces a more minimalist, software-driven method of car design that EV-only companies such as Tesla and Rivian employ, allowing them to make mechanically simpler vehicles with fewer buttons and parts and more functions run by software through touchscreens. The push could “change everything” and “disrupt the U.S. auto industry,” wrote Inside EVs.
The Department of the Interior’s Fish and Wildlife Service is sending letters to wind developers across the U.S. asking for volumes of records about eagle deaths, indicating an imminent crackdown on wind farms under the auspices of bird protection laws, Heatmap’s Jael Holzman reported. The letters demand developers submit a laundry list of documents to the Service within 30 days, including “information collected on each dead or injured eagle discovered.”
The Trump administration has ramped up its assault on the wind industry in recent weeks, de-designating millions of acres of ocean for offshore wind development and yanking federal approvals for the Lava Ridge wind project in Idaho. Here’s Jael with more on the escalation.
An explosion at a U.S. Steel plant outside Pittsburgh killed at least two workers and injured nearly a dozen more. The first worker confirmed to have died was Timothy Quinn, 39, a father of three and caretaker to his mother, his sister, Trisha Quinn told CNN. She said officials did not alert her to her brother’s death until 4 p.m., hours after the explosion occurred. “My dad worked at the steel mill for 42 years,” she said. “He would be disgusted at the situation right now.” U.S. Steel executives said they do not yet know what caused the blast. The name of the second worker to have died was not yet confirmed.
The Clairton Coke Works facility, which has operated for more than 120 years, is a key node in the American steel supply chain, providing iron for the blast furnaces in Braddock, Pennsylvania, and Gary, Indiana. It was slated for potential investments under Nippon Steel’s $15 billion acquisition of the American giant. The extent of the damage is unclear, but the reconstruction of the plant could pose a test of whether Nippon will invest in newer, cleaner technologies or rebuild the existing coal-fired equipment.
Chinese battery giant Contemporary Amperex Technology, or CATL, said Monday it would halt production at a major lithium mine, sparking a surge in lithium futures and miners’ share prices, Reuters reported. The move is seen as part of Beijing’s broader attempt to rein in China’s overcapacity in the battery market, which created a global glut. Stock in lithium companies outside China surged on the news, as did spot prices. The license on the mine, located in the southeast province of Jiangxi, expired on August 9. The site previously supplied up to 6% of the world’s lithium.
“I am bullish on the move. It is proof positive that Chinese producers can only operate at a loss for so long before shutting in production. When they do, the floor under prices starts to take shape,” Ashley Zumwalt-Forbes, the Department of Energy’s former deputy director for batteries and critical minerals, wrote on LinkedIn. “This move will not fix the sector’s structural challenges overnight, but it is a meaningful signal that the worst of the oversupply pressure may be behind us.”
President Donald Trump’s 50% tariffs on imported aluminum could spur a recycling boom, industry experts told The Wall Street Journal’s Ryan Dezember. Primary aluminum production dwindled over the last 25 years. Two of the first new smelters planned in the U.S. in decades are facing increased competition for electricity from data centers. Production is likely still a few years away. By contrast, aluminum-recycling plants can be built faster and cheaper — roughly two years and $150 million — and consume 5% of the energy needed for primary production since they rely on chemical reactions to break down wasted metal. “Recycling is the answer,” said Duncan Pitchford, the executive in charge of recycling giant Norsk Hydro’s upstream business in the U.S. “The metal is already here.”
Scientists at the University of Illinois Urbana-Champaign and Princeton University re-engineered the metabolism of the yeast Issatchenkia orientalis to supercharge its fermentation of plant glucose into succinic acid, an important industrial chemical used in food additives and agricultural and pharmaceutical products. The natural fermentation process, relying on yeasts and renewable plant material, is far less carbon intensive than the conventional production using petrochemicals. “These advances bring us closer to greener manufacturing processes that benefit both the environment and the economy,” Vinh Tran, study’s primary author, said in a press release.
The assembly line is the company’s signature innovation. Now it’s trying to one-up itself with the Universal EV Production System.
In 2027, Ford says, it will deliver a $30,000 mid-size all-electric truck. That alone would be a breakthrough in a segment where EVs have struggled against high costs and lagging interest from buyers.
But the company’s big announcement on Monday isn’t (just) about the truck. The promised pickup is part of Ford’s big plan that it has pegged as a “Model T moment” for electric vehicles. The Detroit giant says it is about to reimagine the entire way it builds EVs to cut costs, turn around its struggling EV division, and truly compete with the likes of Tesla.
What lies beneath the new affordable truck — which will revive the retro name Ford Ranchero, if rumors are true — is a new setup called the Ford Universal EV Platform. When car companies talk about a platform, they mean the automotive guts that can be shared between various models, a strategy that cuts costs compared to building everything from scratch for each vehicle. Tesla’s Model 3 and Model Y ride on the same platform, the latter being essentially a taller version of the former. Ford’s rival, General Motors, created the Ultium platform that has allowed it to build better and more affordable EVs like the Chevy Equinox and the upcoming revival of the Bolt. In Ford’s case, it says a truck, a van, a three-row SUV, and a small crossover can share the modular platform.
At the heart of the company’s plan, however, is a new manufacturing approach. The innovation of the original Model T was about the factory, after all — using the assembly line to cut production costs and lower the price of the car. For this “Model T moment,” the company has proposed a sea change in the way it builds EVs called the Ford Universal EV Production System. It will demonstrate the strategy with a $2 billion upgrade to the Ford factory in Louisville, Kentucky, that will build the new pickup.
In brief, Ford has embraced the more minimalist, software-driven version of car design embraced by EV-only companies like Tesla and Rivian. The vehicles themselves are mechanically simpler, with fewer buttons and parts, and more functions are controlled by software through touchscreen interfaces. Building cars this way cuts costs because you need far fewer bits, bobs, fasteners, and workstations in the factory. It also reduces the amount of wiring in the vehicle — by more than a kilometer of the stuff compared to the Mustang Mach-E, Ford’s current most popular EV, the company said.
Ford is in dire need of an electric turnaround. The company got into the EV race earlier than legacy car companies like Toyota and Subaru, which settled on more of a wait-and-see approach. Its Mustang Mach-E crossover has been one of the more successful non-Tesla EVs of the early 2020s; the F-150 Lightning proved that the full-size pickup truck that dominates American car sales could go electric, too.
But both vehicles were expensive to make, and the Lightning struggled to make a dent in the truck market, in part because the huge battery needed to power such a big vehicle gave it a bloated price. When Tesla started a price war in the EV market a few years ago, Ford began hemorrhaging billions from its electric division, struggling to adapt to the new world even as carmakers like GM and Hyundai/Kia found their footing.
The big Detroit brand has been looking for an answer ever since, and Monday’s announcement is the most promising proposal it has put forward. Part of the production scheme is for Ford to build its own line of next-gen lithium-ion phosphate, or LFP batteries in Michigan, using technology licensed from the Chinese giant CATL. Another step is to employ the “assembly tree,” which splits the traditional assembly line into three parallel operations, which Ford says reduces the number of required workstations and cuts assembly time by 15%.
Affordability has always been a bugaboo for the American EV industry, a worry exacerbated by the upcoming demise of the $7,500 tax credit. And while Ford’s manufacturing overhaul will go a long way toward building a light-duty pickup EV that sells for $30,000, so too will a fundamental change in thinking about batteries, weight, and range. The F-150 Lightning isn’t the only pickup with a big battery and an even bigger price. That truck’s power pack comes in at 98 kilowatt-hours; large EV pickups like the Rivian R1T and Chevy Silverado EV have 150 or even 200 kilowatt-hour batteries, necessary to store enough power to give these heavy beasts a decent driving range.
InsideEVs reports, however, that the affordable Ford truck may have a battery capacity of just over 50 kilowatt-hours, which would dramatically reduce its cost to make. The trade-off, then, is range. The Slate small pickup truck that made waves this year for its promised price in the $20,000s would have just 150 miles of range in its cheapest form. Ford hasn’t released any specs for its small EV truck, but even using state-of-the-art LFP chemistry, such a small battery surely won’t deliver many more miles per charge.
Whatever the final product looks like, the new Ford truck and the infrastructure behind it are another reminder that, no matter the headwinds caused by the Trump administration, EVs are the future. Ford had been humming along through its EV struggles because its gas-burning cars remained so popular in America, and so profitable. But those profits collapsed in the first half of 2025, according to The New York Times. Meanwhile, Ford and every other carmaker are struggling to catch up to the Chinese companies selling a plethora of cheap EVs all over the world. Their very future depends on innovating ways to build EVs for less.