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Texas and California offered intriguing, opposing examples of what batteries can do for the grid.

While cold winters in the south and hot summers across the country are the most dramatic times for electricity usage — with air conditioners blasting as weary workers return home or inefficient electric heaters strain to keep toes warm from Chattanooga to El Paso before the sun is up — it may be early spring that gives us the most insight into the lower-emitting grid of the future.
In California, America’s longtime leader in clean energy deployment, the combination of mild temperatures and longer days means that solar power can do most of the heavy lifting. And in Texas — whose uniquely isolated, market-based and permissive grid is fast becoming the source of much of the country’s clean power growth — regulators allow the state’s vast fleet of natural gas power (and some coal) power plants to shut down for maintenance during the mild weather, giving renewables time to shine.
And not just renewables: Both Texas and California saw remarkable usage of batteries on the grid this week. If the whole country’s grid is ever going to be decarbonized, other grids will have to start looking at what's happening in America’s two largest states.
At 7:30 p.m. Central Time on Tuesday, with 20,000 megawatts of power unavailable due to planned outages of thermal power plants, batteries were providing 1.7 gigawatts of power to the Texas grid, slightly more than solar, while wind was providing 5.5 gigawatts. Four hours earlier, solar and wind combined for almost 25 gigawatts. Real-time prices Tuesday evening topped out at over $4,000 per megawatt hour, getting close to the $5,000 cap imposed after blackouts and price spikes of Winter Storm Uri in 2021.
“There was a substantial amount of physical capacity available still,” Connor Waldoch, co-founder of the electricity monitoring company Grid Status, told me, referring to generation that was capable of selling power to the grid but was being kept off in case of an emergency. “ERCOT,” the organization that governs the Texas grid, “has been operating conservatively for the last few years,” he said. Temperatures were also high late in the day, with temperatures in the 80s in the evening parts of Texas, leading ERCOT to ask some plants to delay their scheduled maintenance.
According to Grid Status, there was more battery storage on the Texas grid Tuesday than at any point since high temperatures tested its stability last September. That combined with high prices in the real-time energy market meant a huge payday for battery storage operators. When there are more planned outages for natural gas, Waldoch explained, batteries are bidding “at the very tippity top” and likely earning huge revenues in just a few a hours.
But all those batteries are not necessarily helping decarbonize Texas’ electricity system by charging when there’s a lot of cheap solar and discharging when renewables are scarce and prices are high.
That’s because battery systems in Texas make the lion’s share of their revenues by providing what’s known in Texas as “ancillary services.” ERCOT pays battery operators to be available if the grid needs power quickly — and then they get paid again for the power they provide when called upon.
The spike in prices and battery operators' response be a sign that the battery market is maturing. In 2023, according to the battery storage data service Modo Energy, Texas battery operators earned around 85% of their revenue from providing ancillary services. For battery developers, earning money this way is ideal because it means less wear and tear on battery systems as they charge and discharge.
That said, the portion of revenue that battery systems earn from selling actual energy almost tripled from 2022 to 2023; Brandt Vermillion, Modo’s ERCOT lead, estimated that installed battery capacity would double in ERCOT in 2024, while the amount of ancillary services would stay “more or less fixed.” As the supply of battery capacity gets closer to and possibly exceeds demand for ancillary services, those prices will fall, Vermillion said. Over time, “energy arbitrage” — charging when prices are low and discharging when prices are high — will become a more and more attractive way to earn revenue.
To get a sense of what that will look like, Texas battery storage operators should look west.
In California this week, conditions were more, well, pacific. At 8 p.m. Pacific Time on Tuesday night, there were around 6 gigawatts of battery storage discharging onto the grid, more than the 5 gigawatts of natural gas or the 4.5 gigawatts of hydro power at the time. Batteries were the largest source of power on the grid.
This was a signal moment for California, which has been procuring and deploying grid batteries at a breakneck pace, and even retooled its residential solar program to encourage home battery storage. California’s grid has over 7 gigawatts of installed battery storage, according to the Energy Information Administration, the most of any state, while Texas, in second place, has just over 3 gigawatts. (There are another 300 utility-scale battery projects in the pipeline for 2024, according to the EIA, with about half of them planned for Texas.)
In California, the so-called “saturation” of ancillary services by batteries is far more advanced, and the portion of revenues earned by battery systems by providing them has decreased.
“Ancillary services have gone from taking up the majority of battery capacity to only a small fraction,” according to a report by the California Independent System Operator. By the end of 2022, the majority of battery revenue came from the energy markets, not ancillary services, the report said.
Thanks to the magnitude of solar in California, Grid Status’ Waldoch explained, “almost every day there’s a long negative- or low-price period” — an ideal time for carbon-abating energy arbitrage.
Batteries that are most carbon-abating tend to power themselves when transmission is congested, which essentially “strands” renewables on the grid, or when they would otherwise be curtailed, when there’s too much renewable power available compared to demand, explained Emma Konet, co-founder of Tierra Climate, which is working to set up a voluntary carbon market to encourage carbon-abating battery usage. When the company examined Texas’ battery market in 2022, it found that only about a fifth of batteries were actually abating carbon.
In fact, the most carbon-intensive battery system in Texas that Tierra Climate looked at was also its most profitable, making the lion’s share of its revenue in the ancillary services markets; the most carbon-abating didn’t participate in the ancillary services markets at all, and was paired directly with a solar project.
Texas's energy market is simply not structured in a way such that there's a good correlation between low prices and low emissions for charging and high prices and high emissions when batteries discharge, Konet told me. (The best way to align batteries with lower emissions, she added, would be a carbon tax of at least $50 a ton.) While Tierra Climate hasn’t looked in detail at California, Konet said California’s battery systems are more likely to be carbon-abating because of the prevalence of storage projects paired with renewable generation.
There’s probably no worse way to encourage Texas to do something than by pointing to California as a positive example. Still, if Texas’ battery storage industry is ever going to turn into something more than an adjuster pedal for its existing grid mix, it’s going to have to get a little more Left Coast — or at least move a little closer to those solar panels.
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Topsy turvy oil prices aren’t great for the U.S.
Oil prices are all over the place as markets reopened this week, climbing as high as $120 a barrel before crashing to around $85 after Donald Trump told CBS News that the war with Iran “is very complete, pretty much,” and that he was “thinking about taking it over,” referring to the Strait of Hormuz, the artery through which about a third of the world’s traded oil flows.
Even $85 is substantially higher than the $57 per barrel price from the end of last year. At that point, forecasters from both the public and the private sectors were expecting oil to stick around $60 a barrel through 2026.
Of course, crude oil itself is not something any consumer buys — but those high prices would likely feed through to higher consumer prices throughout the U.S. economy. That includes the price of gasoline, of course, which has risen by about $0.50 a gallon in the past month, according to AAA, — and jet fuel, which will mean increased travel costs. “Book your airfares now if they haven’t moved already,” Skanda Amarnath, the executive director of the economic policy think tank Employ America, told me.
High oil prices also raise the price of goods and services not directly linked to oil prices — groceries, for instance. “The cost of food, especially at the grocery store, is a function of the cost of diesel,” which fuels the trucks that get food to shelves, Amarnath told me. Diesel prices have risen even more than gasoline in the past week, by over $0.85 a gallon.
“We’ll see how long these prices stay elevated, how they feed their way through the supply chain and the value chain. But it’s clearly the case that it is a pretty adverse situation for both businesses and consumers.”
The oil market is going through one of the largest physical shocks in its modern history. Bloomberg’s Javier Blas estimates that of the 15 million barrels per day that regularly flow through the Strait of Hormuz, only about a third is getting through to the global market, whether through the strait itself or by alternative routes, such as the pipeline from Saudi Arabia’s eastern oil fields to the Red Sea.
Global daily oil production is just above 100 million barrels per day, meaning that around 10% of the oil supply on the market is stuck behind an effective blockade.
“The world is suddenly ‘short’ a volume that, in normal times, would dwarf almost any supply/demand imbalance we debate,” Morgan Stanley oil analyst Martjin Rats wrote in a note to clients on Sunday.
The fact that the U.S. is itself a leading producer and exporter of oil will only provide so much relief. Private sector economists have estimated that every $10 increase in the price of oil reduces economic growth somewhere between 0.1 and 0.2 percentage points.
“Petroleum product prices here in the U.S. tend to reflect global market conditions, so the price at the pump for gasoline and diesel reflect what’s going on with global prices,” Ben Cahill, a senior associate at the Center for Strategic and International Studies, told me. “What happens in the rest of the world still has a deep impact on U.S. energy prices.”
To the extent the U.S. economy benefits from its export capacity, the effects are likely localized to areas where oil production and export takes place, such as Texas and Louisiana. For the economy as a whole, higher oil prices will improve the “terms of trade,” essentially a measure of the value of imports a certain quantity of exports can “buy,” Ryan Cummings, chief of staff at Stanford Institute for Economic Policymaking, told me.
Could the U.S. oil industry ramp up production to capture those high prices and induce some relief?
Oil industry analysts, Heatmap founding executive editor Robinson Meyer, and the TV show Landman have all theorized that there is a “goldilocks” range of oil prices that are high enough to encourage exploration and production but not so high as to take out the economy as a whole. This range starts at around $60 or $70 on the low end and tops out at around $90 or $95. Above that, the economic damage from high prices would likely outweigh any benefit to drillers from expanded production.
And that’s if production were to expand at all.
“Capital discipline” has been the watchword of the U.S. oil and gas industry for years since the shale boom, meaning drillers are unlikely to chase price spikes by ramping up production heedlessly, CSIS’ Ben Cahill told me. “I think they’ll be quite cautious about doing that,” he said.
A test drive provided tantalizing evidence that a great, cheap EV is possible for the U.S.
Midway through the tortuous test drive over the mountains to Malibu, as the new Chevrolet Bolt EV ably zipped through a series of sharp canyon corners, I couldn’t help but think: Who would want to kill this car?
Such is life for the Bolt. Chevy revived the budget electric car after its fans howled when it killed the first version in 2023. But by the time the car press assembled last week for the official test drive of Bolt 2.0, the new car already had an expiration date: General Motors said it would end the production run next summer. This is a shame for a variety of reasons. Among the most important: The new Bolt, which starts just under $30,000 and is soon to start arriving at Chevy dealerships, shows that the cheap EV for the masses is really, almost there.
The 2027 Bolt comes with a 65 kilowatt-hour lithium iron phosphate battery that’s rated to deliver 262 miles of range. That’s not bad for an economy car, given that lots of more expensive EVs came with ranges in the low 200s just a couple of years ago.
Charging speed, the big bugaboo with the original Bolt, is fixed. The glacial 50-kilowatt speed has risen to 150 kilowatts, allowing the car to charge from 10% to 80% in about 25 minutes. That pales in comparison to the 350-kilowatt Hyundai touts for some of its EVs, but it makes the Bolt road trip an acceptable experience, not a slog. Crucially, the new Bolt comes with the NACS port and will seamlessly plug-and-charge at many charging stations, including Tesla’s.
Bolt comes with a single motor that delivers 210 horsepower and 169 pound-feet of torque — not eye-popping numbers. But because all of an electric car’s torque is available at any time, the Bolt feels livelier as it accelerates away from a start compared to an equivalent combustion-powered economy car. It huffs and puffs just a tad trying to accelerate uphill on California’s mountain highways, sure, but Bolt has enough oomph to have some fun without getting you into trouble. And in a world of white cars, Bolt comes in honest-to-goodness colors. Red. Blue. Yellow!
The tech features are the same story — that is, plenty good for the price. Many Bolt loyalists are incensed that Chevy killed off Apple Carplay and Android Auto integration in the new car, forcing drivers to rely on what’s built in. For those who can get over the disappointment, what is built into Bolt’s 11-inch touchscreen is pretty good, starting with Google Maps integration for navigation. Its method for displaying charging stations — and allowing the driver to filter them by plug style, provider, and other factors — isn’t quite up to the Silicon Valley seamlessness of a Rivian, but is easier to use than what a lot of legacy car companies put in their EVs. (The fabulous Kia EV9 three-row SUV I tested just before the Bolt is superior in just about every way except this.)
The Bolt even has a few features you wouldn’t expect at the entry level. The surround vision recorder for storing footage from the car’s camera is a first for a GM vehicle, Chevy says. The brand is also making a big to-do over the Super Cruise hands-free driving feature since the Bolt is now the least expensive car to get it, though adding all that tech takes the basic LT version of the Bolt up from $29,000 to more than $35,000, which is the starting price for the bigger Chevy Equinox EV.
With so much going right for this vehicle, why preemptively kill it? The most obvious factor is the Trump White House. Chevrolet had always called the Bolt’s return a limited run, but the fact that its production run might last for just a year and a half is a direct result of Trump tariffs: GM wants to make gas-powered Buick crossovers, currently made in China, at the Kansas factory that builds the Bolt.
And the loss last year of the federal incentive to buy an EV is particularly punitive for the Bolt. With $7,500 shaved off the price, the Chevy EV would have been cost-competitive with the cheapest new gas cars, like the Hyundai Elantra or Toyota Corolla. Without it, Bolt is closer in price to a larger vehicle like the Toyota RAV4. When Chevy can’t make the case that its EV is as cheap as any other small car you might be looking at, it must sell a car like Bolt on its down-the-road value: very little routine maintenance, no buying gasoline during a period of wartime oil shocks, and so on. That’s a tougher task, and perhaps explains why GM was so quick to move on.
Still, there’s clearly something bigger at stake here for GM. The American car companies’ pivot back to the short-term profitability of petroleum, exemplified by the Bolt-Buick affair, comes as the rest of the world continues to embrace EVs. Headlines lately have wondered whether China’s ascent combined with America’s yoyo-ing on electric power could lead to Detroit’s outright demise, leaving the U.S. auto industry with scraps as someone else’s superior EVs take over the world.
In this light, Chevy’s own market data on Bolt is especially jarring. Of the nearly 200,000 Bolts on the road from the car’s previous generation, 75% percent of those drivers came from other car companies to GM, and 72% remained loyal to GM. In other words, the new Bolt is set to build on General Motors’ status as the top EV-seller in America behind Tesla by expanding the established base of customers who love Chevy electric cars. That is what’s being tossed aside to increase quarterly profits.
Maybe the Bolt will surprise its maker, again. Even if a groundswell of enthusiasm for the new car isn’t enough to save it from extinction, perhaps it will prove to GM to give the budget EV yet another go-around when the market shifts yet again.
Current conditions: Spring-like temperatures have arrived in New York City, with a high of 62 degrees Fahrenheit today • The death toll from the flooding in Nairobi, Kenya, has risen to at least 42 • Heavy rain in Peru threatens landslides amid what’s already been a deadly wet season.
It only took a week. But, as I told you might happen sooner than later, oil prices surged past $100 per barrel for the first time since 2022 as the war against Iran continues. The latest hit to the global market came when Kuwait and the United Arab Emirates started cutting production over the weekend at key oil fields as shipments through the Strait of Hormuz ground to a halt. In a post on his Truth Social network, President Donald Trump said prices “will drop rapidly when the destruction of the Iran nuclear threat is over,” calling the rise “a very small price to pay for U.S.A.” In response, oil analyst Rory Johnston said Trump’s statement would only spur on the market craziness. “No one who has any idea how the oil market works is buying it — all this does is make it seem like Trump believes it, which means the base case length of this disruption is growing ever-longer,” he wrote. “Tick. Tock.”
The war’s effect on energy markets isn’t just an oil story. As Heatmap’s Matthew Zeitlin wrote, it’s also a natural gas story. Similarly, as Matthew wrote last week, the winners of the market chaos run the gamut from coal to solar panels.

The numbers are in. Last year, the United States generated 4,430 terawatt-hours of electricity. That’s up 2.8% from 2024, which previously had been the highest annual total in the Energy Information Administration’s record books, which date back to 1949. Residential electricity sales grew 2.2%, while commercial surged by 2.9% and industrial rose by just 0.7%.
France produced a record 521.1 terawatt-hours of low-carbon electricity in 2025 as upgrades to existing nuclear reactors allowed the fleet to produce more power, according to data from the grid operator RTE. The latest report is not yet public on RTE’s website, but NucNet reviewed the findings. The electricity mix has largely remained steady for the last two years. France first achieved a 95% low-carbon grid back in 2024, RTE data shows.
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Qcells has resumed solar panel assembly at its plant in Cartersville, Georgia, following a series of delays. By the end of this year, the South Korean-owned company said it plans to add the capacity to pump out 3.3 gigawatts of ingots, wafers, and cells per year. “We are proud to be back to work manufacturing the American-made energy the country needs right now,” Marta Stoepker, head of communications at Qcells, said in a statement. “Like any company, hurdles have and will occur, which requires us to adapt and be nimble, but our overall goal remains the same — to build a complete American solar supply chain.” The moves comes as MAGA warms to solar power as part of a broader “renewables thaw” that Heatmap’s Jael Holzman reported is part of a legal strategy.
Roughly two hours away, SK Battery America laid off nearly 1,000 workers at its factory northeast of Atlanta as automakers cool on electric vehicles. Friday marked the last working day for 958 employees, according to a federal filing the Associated Press reviewed.
A wave energy startup hoping to harness one of the trickier sources of renewable power just broke a record with its latest pilot project. Last month, Eco Wave Power deployed its EWP-EDF One technology Jaffa Port in Israel. The pilot test lasted nine days last month under moderate conditions with daily average wave heights between one and two meters. Throughout the test, the project generated about 2,000 kilowatthours of electricity. “Not only did we continue stable production during moderate wave conditions, but we also experienced the highest waves recorded at our site to date,” Inna Braverman, Eco Wave Power’s chief executive, said in a statement to the trade publication Offshore Energy. “Achieving record average and peak power production during 3-meter wave events provides meaningful validation of our technology’s performance potential as we scale toward commercial projects.”
Scientists discovered a molecular trick used by a unique group of plants to convert sunlight into food. Hornworts are the only known land plant that possesses internal compartments that concentrate carbon dioxide similarly to algae. A new study by researchers at the Boyce Thompson Institute, Cornell University, and the University of Edinburgh suggests that genes from the plants could be used to breed more resistant crops such as wheat. “This research shows that nature has already tested solutions we can learn from,” said Fay-Wei Li, a co-author of the study, said in a statement. “Our job is to understand those solutions well enough to apply them where they're needed most — in the crops that feed the world.”
Editor’s note: This story has been updated to correct the added manufacturing capacity at Qcells’ Cartersville plant.