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The Nuclear Company is betting on the old school approach.

More than any other form of zero-carbon energy, nuclear energy seems to be stuck between its past and its future. There are currently 94 working reactors in the United States, fewer than there were in 1990. With the country’s growing energy needs in mind, the federal government has made generous incentives and tax credits available for constructing new nuclear power, operating existing plants, and for re-opening shuttered plants. It has also literally rewritten the rulebook for nuclear power to encourage the development of smaller advanced reactors that are supposed to be, eventually, cheaper to build at scale.
But in the meantime, there’s the confused present.
Despite more reactors closing than opening in the past decade, nuclear remains the largest source of carbon-free energy on the U.S. grid. Right now, there are only a handful of reactor designs certified by the Nuclear Regulatory Commission, but no actual plans to build any more of them. The two most recently built reactors in the U.S., Vogtle 3 and 4, are both AP1000s, the latest version of the workhouse United States nuclear design — massive light water reactors, the most common reactor type, which use regular water as a coolant. (The other approved designs include the ESBWR, a GE-Hitachi reactor, and the APR-1400 — both versions of large, light-water reactors, both more likely to be built overseas than at home.) The NRC has approved just one small modular reactor design, but a recent attempt to actually build it for a coalition of utilities fell through.
The two reactors that have been built recently, Georgia’s Vogtle 3 and 4, were each delivered years behind schedule and billions of dollars over budget. “So there was a feeling in the industry that we weren’t going to build anymore AP1000s,” Jessica Lovering, co-founder and executive director of the Good Energy Collective, told me. “And that was a shame because we just got all this experience from doing this big project.”
Lately, however, utilities have been asking a provocative question. What if, instead of waiting for one of the many nascent advanced reactor technologies to take off, we just ... keep building AP1000s, instead?
Anyone who wants to build or buy new nuclear power might have a new partner in The Nuclear Company, which wants to build a 6 gigawatt fleet of reactors — to start — using “proven, licensed technology,” according to the company’s public statements. Juliann Edwards, The Nuclear Company’s chief development officer, wouldn’t specify which technology in particular the company is planning on deploying, but she did tell me it plans on doing so one after the other, in sequence, hoping to drive down the massive price of building a new reactor. “We’re definitely focused on fleet scale deployment,” Edwards said.
“Six has been this magic number that comes back again and again and again,” Ted Nordhaus, founder and executive director of the Breakthrough Institute told me. The Energy Policy Act of 2005, for instance, called for 6,000 megawatts — a.k.a. 6 gigawatts — of new nuclear built with a new production tax credit as an incentive, exactly what Edwards and crew are planning to deliver.
The Nuclear Company won’t be designing or operating the reactors. Instead, Edwards told me, “picture us as the front end as well as throughput to operations. That’s ensuring that a project gets developed, licensed, all the necessary environmental permits, interconnect filings,” working with utilities that have licensed and permitted development sites already lined up. The company is focusing particularly on the big new sources of electricity demand — data centers and manufacturing — which likely means it will concentrate its activities in the East and Southeast. As far as areas where nuclear development has already been approved, Utility Dive identified sites in Florida and South Carolina that are licensed for AP1000, while others in Michigan and Virginia are authorized to use GE-Hitachi reactors.
The reason having this fleet approach matters, Lovering told me, is that building out a supply chain and getting the requisite investment is much easier when everyone involved knows there’s going to be six reactors’ worth in the pipeline, and costs could fall as the reactors are constructed. “If it was just a one-off project, I’d be much more skeptical,” she said. “It’s always easier to get financing for a proven project that's already up and running.”
John Kotek, the head of public policy for the Nuclear Energy Institute, concurred. He told me in an emailed statement that The Nuclear Company’s business model “demonstrates the innovation needed to meet the demand for clean, reliable nuclear energy.”
But there’s a reason much of the nuclear advocacy and policy community has seen advanced reactors as the solution to building out the scale of nuclear power needed to help power a growing grid without carbon emissions. Nordhaus’ Breakthrough Institute is one of the biggest boosters of nuclear, with a focus on reforming the regulatory system in order to make advanced nuclear more economical.
“The market for a 1 gigawatt reactor is a very large public works project,” Nordhaus said. “No one in the world has ever built one of these things on spec. Instead, they’re typically built by national energy companies, or, in the United States, by utilities who are able to essentially charge their customers for the massive costs of construction.”
While the nuclear industry has, with lots of intellectual and public support from groups like Nordhaus’s Breakthrough, oriented its energies toward advanced reactors, The Nuclear Company likely has fans in the Department of Energy, which would really like to see more large reactors getting built soon. “There’s a lot of energy right now, being driven in part by [Secretary of Energy Jennifer] Granholm and [the Loan Programs Office’s] Jigar [Shah], who are like, We need to get nuclear steel in the ground and get more AP1000s built,” Nordhaus said.
Granholm has called for a buildout of new nuclear “at a scale not seen since the ’70s and ’80s.” The Department of Energy’s Loan Program Office, meanwhile, has been supporting nuclear since its founding following the Energy Policy Act of 2005, and Shah has scolded utilities and state regulators for demanding the government essentially provide cost overrun insurance before they even think about building a new AP1000, pointing to the incentives and loans available from the feds.
Nordhaus, who called himself “skeptical” about The Nuclear Company’s plans, told me that his goal was “to get technology to market that would be feasible to build outside a vertically integrated market. I don’t see how nuclear has a future in this country if you don’t do that.”
That’s Edwards’s goal, too. She’s confident that The Nuclear Company could build even in restructured electricity markets where utilities can’t tap their ratepayers to build expensive new plants, she told me. “We need to be able to get in a cycle where maybe we're breaking ground and by the late 2020s. And then we're going into putting neutrons on the grid by the mid 2030s.”
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The electric vehicle-maker’s newly unveiled, lidar-equipped, autonomy-enabled R2 is scheduled to hit the road next year.
When Rivian revealed the R2 back in the spring of 2024, the compelling part of the electric SUV was price. The vehicle looked almost exactly like the huge R1S that helped launch the brand, but scaled down to a true two-row, five-seat ride that would start at $45,000. That’s not exactly cheap, but it would create a Rivian for lots of drivers who admired the company’s sleek adventure EV but couldn’t afford to spend nearly a hundred grand on a vehicle.
But at the company’s “Autonomy and AI Day,” held on Thursday at Rivian’s Palo Alto office in the heart of Silicon Valley, company leaders raised the expectations for their next vehicle. R2 wouldn’t just be the more affordable Rivian — it would be the AI-defined car that vaults them into the race to develop truly self-driving cars.
First, the hardware. Rivian said that the R2 will come with 11 camera and five radar units spread around the vehicle to improve the car’s ability to comprehend the world around it. But the crucial, headline-grabbing addition is a lidar, or light-based radar, unit. Lidar shoots laser pulses and measures the time it takes for the reflected light to return, thereby building a three-dimensional picture of the environment it surveys.
Those twirling bobs you might have seen on the top of Waymo’s driverless cars as they roam the streets, mapping the world around them, are lidar. The technology’s ability to see the world in detail across distances is necessary for the upper levels of automotive autonomy — the ones where the car can basically do it all and the humans can take their hands off the wheel and their eyes off the road.
Lidar units to date have been large and expensive, which is one reason they’re seen in pods that protrude from the top of a vehicle. Rivian, however, figured out how to mount one within the vehicle, in the area at the top of the front windshield near the rear-view mirror. The forward-facing lidar gives the vehicle 300 meters of forward vision. Demos the company showed during autonomy day revealed just how much more a constellation of cameras, radar, and lidar can see than a system without lidar, especially in dark or foggy conditions.
The other “wow” reveal on Thursday was that the R2 will process all that camera data on a chip that Rivian built from scratch to handle the AI and autonomous driving workload of its vehicles, rather than sourcing chips from some other tech company. CEO R.J. Scaringe said during his presentation to open the event that this kind of vertical integration was meant to allow the company to keep pace with the AI race as opposed to having to work with whatever third-party components it could get.
The result is a leap forward in capability over what Rivian offered with the R1S SUV and R1T pickup truck. Those vehicles had a hand-free system that let the EVs drive themselves with minimal human oversight on a little more than 100,000 miles of roads that were well-marked and well-mapped. James Philbin, the vice president of autonomy and AI, promised on Thursday that the lidar and processing improvements would allow hands-free driving on more than 3 million miles of roads — basically anywhere that the lines on the highway are clear enough for the R2’s cameras to see. And what’s next, Rivian promises, is true autonomy. The SUV will drive itself entirely from point to point when the conditions allow, and as the AI continuously improves over time, you might eventually see driverless Rivians out there competing with the likes of Waymo.
All this stuff costs money, of course. The Rivian Autonomy+ package would add $2,500 or a monthly fee of $50 to the purchase price. But the fact that this tech is coming to a car that starts in the $40,000s is telling. It is how many people will get their first taste of true vehicle autonomy.
Thursday’s event wasn’t all about self-driving, either. Rivian also built an AI software assistant for the cabin that can be summoned with a “Hey Rivian” and perform all kinds of in-car functions, such as changing the driving mode or adjusting the climate control. The achievement here is one of natural language. In Rivian’s demos, the assistant could ably fulfill the driver’s wishes with a command like “make it a little toastier in here” as opposed to formal instructional language like “turn the driver’s temperature to 70 degrees and set the seat heater to level one.”
At times this feels unnecessary, like AI looking for something to do to justify its existence. It doesn’t take that many button-pushes to alter the climate, after all. I admit, though, that having test-driven Rivians on road trips this summer, one of their weak points is my struggle to remember exactly which menu contains which controls. AI, in a way, helpfully solves a problem created by the modern EV that has amazing capability, but routes that capability through a large touchscreen that’s annoying (and dangerous) to navigate while driving.
Rivian is playing catch up with Tesla when it comes to autonomy, of course, as Elon Musk’s company has been touting its Full Self Driving feature for years and is now building the Cybercab, which is meant to be a car that humans will never drive. But Tesla has struggled to meet its timelines and targets for autonomous systems, giving rivals like Rivian a window to develop their own technology.
And so, what’s clear after Rivian’s event is that car companies, especially EV makers, are going to be key players in this autonomy and AI age. Nowhere was it written that electric vehicles had to be synonymous with self-driving vehicles. Battery-powered cars could be dumb and not smart, ruled by buttons instead of touchscreens. It just so happens that EVs are finally coming of age during the simultaneous ascent of artificial intelligence — and that the leading EV-only startups are Silicon Valley tech companies, or at least started out that way.
Tesla has forgotten about acting like a car company and staked its future on being the one that will crack true self-driving and reap the windfall. Rivian, which hadn’t made nearly as much noise about AI and autonomy before this week, has put forth a compelling case for its in-house autonomous systems and AI models, ones that will continue to improve as they’re trained on data provided by thousands of R2s hitting the road starting in 2026.
The market is reeling from a trio of worrisome data center announcements.
The AI industry coughed and the power industry is getting a cold.
The S&P 500 hit a record high on Thursday afternoon, but in the cold light of Friday, several artificial intelligence-related companies are feeling a chill. A trio of stories in the data center and semiconductor industry revealed dented market optimism, driving the tech-heavy NASDAQ 100 down almost 2% in Friday afternoon trading, and several energy-related stocks are down even more.
Here’s what’s happening:
Taken together, the three stories look like an AI slowdown, at least compared to the most optimistic forecasts for growth. If so, expectations of how much power these data centers need will also have to come down a bit. That has led to notable stock dips for companies across the power sector, especially independent power producers that own power plants, many of whose shares have risen sharply in the past year or two.
Shares in NRG were down around 4.5% on the day on Friday afternoon; nuclear-heavy Constellation Energy was down over 6%; Talen Energy, which owns a portfolio of nuclear and fossil fuel plants, was down almost 3% and Vistra was down 2%. Shares in GE Vernova, which is expanding its gas turbine manufacturing capacity to meet high expected demand for power, were down over 3.5%.
It’s not just traditional power companies that are catching this AI chill — renewables are shivering, as well. American solar manufacturer First Solar is down over 5%, while solar manufacturing and development company Canadian Solar is down over almost 9%.
Shares of Blue Owl, the investment firm that is helping to fund the big tech data center buildout, were down almost 4%.
The fates of all these companies are deeply intertwined. As Heatmap contributor Advait Arun wrote recently, ”The commercial potential of next-generation energy technologies such as advanced nuclear, batteries, and grid-enhancing applications now hinge on the speed and scale of the AI buildout.” Many AI-related companies are either invested in or lend to each other, meaning that a stumble that looks small initially could quickly cascade.
The power industry has seen these types of AI-optimism hiccups before, however. In January, several power companies swooned after Chinese AI company DeepSeek released an open source, compute-efficient large language model comparable to the most advanced models developed by U.S. labs.
Constellation’s stock price, for example, fell as much as 20% in response to the “DeepSeek Moment,” but are up over 45% this year, even factoring in today’s fall. GE Vernova shares have doubled in value this year.
So it looks like the power sector will still have something to celebrate at the end of this year, even if the celebrations are slightly less warm than they might have been.
Activists are suing for records on three projects in Wyoming.
Three wind projects in Wyoming are stuck in the middle of a widening legal battle between local wildlife conservation activists and the Trump administration over eagle death records.
The rural Wyoming bird advocacy group Albany County Conservancy filed a federal lawsuit last week against the Trump administration seeking to compel the government to release reams of information about how it records deaths from three facilities owned and operated by the utility PacifiCorp: Dunlap Wind, Ekola Flats, and Seven Mile Hill. The group filed its lawsuit under the Freedom of Information Act, the national public records disclosure law, and accused the Fish and Wildlife Service of unlawfully withholding evidence related to whether the three wind farms were fully compliant with the Bald and Golden Eagle Protection Act.
I’m eyeing this case closely because it suggests these wind farms may fall under future scrutiny from the Fish and Wildlife Service, either for prospective fines or far worse, as the agency continues a sweeping review of wind projects’ compliance with BGEPA, a statute anti-wind advocates have made clear they seek to use as a cudgel against operating facilities. It’s especially noteworthy that a year into Trump’s term, his promises to go after wind projects have not really touched onshore, primarily offshore. (The exception, of course, being Lava Ridge.)
Violating the eagle protection statute has significant penalties. For each eagle death beyond what FWS has permitted, a company is subject to at least $100,000 in fines or a year in prison. These penalties go up if a company is knowingly violating the law repeatedly. In August, the Service sent letters to wind developers and utilities across the country requesting records demonstrating compliance with BGEPA as part of a crackdown on wind energy writ large.
This brings us back to the lawsuit. Crucial to this case is the work of a former Fish and Wildlife Service biologist Mike Lockhart, whom intrepid readers of The Fight may remember for telling me that he’s been submitting evidence of excessive golden eagle deaths to Fish and Wildlife for years. Along with its legal complaint, the Conservancy filed a detailed breakdown of its back-and-forth with Fish and Wildlife over an initial public records request. Per those records, the agency has failed to produce any evidence that it received Lockhart’s proof of bird deaths – ones that he asserts occurred because of these wind farms.
“By refusing to even identify, let alone disclose, obviously responsive but nonexempt records the Conservancy knows to be in the Department’s possession and/or control, the Department leaves open serious questions about the integrity of its administration of BGEPA,” the lawsuit alleges.
The Fish and Wildlife Service did not respond to a request for comment on the case, though it’s worth noting that agencies rarely comment on pending litigation. PacifiCorp did not immediately respond to a request either. I will keep you posted as this progresses.