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The West loves its wide open spaces. Utah, though, is something else.
Every state would like to think itself singular but, truly, there is no place like Utah. The Beehive State has long fascinated outsiders; today, that attention is largely trained on Netflix exposés about the Church of Jesus Christ of Latter-day Saints, ballerina farmers, and Crumbl cookies, but historically, the obsession has been with its land. Utah has the nation’s highest density of National Parks; its rivers, canyons, mountains, and deserts have stirred Mark Twain, John Wesley Powell, John Muir, and Edward Abbey. To quote a more contemporary literary conduit, Post Malone: “It’s a free country out there. You can buy suppressors in Utah. You can … walk into the grocery store with a handgun on your hip. Cowboy shit.”
More recently, Utah has sought out a different source of outsider attention — that of the United States Supreme Court. Two lawsuits that originated in the state are currently under consideration by the justices. The first, Seven County Infrastructure Coalition v. Eagle County, Colorado, concerns the scope of the National Environmental Policy Act with regard to the construction of a railroad spur that would link Utah’s oil fields to the national rail lines. (Though the tracks would be in Utah, the connection would ultimately increase hazardous waxy crude oil shipments through the Colorado county in the case citation.) The second lawsuit, Utah v. the United States — which the court has yet to decide whether or not it will hear — involves the state suing the federal government over its allegedly unconstitutional control of “unused” lands by the Bureau of Land Management. If Utah prevails in the case, it could mean the vast reshaping of the American West, about 47% of which is federal land.
“Utah is all crazy, all the time right now,” Stephen Bloch, the legal director of the Southern Utah Wilderness Alliance, a conservation nonprofit opposing Utah v. the U.S., told me.
While not immediately apparent, there is nevertheless a strange logic to the two lawsuits that otherwise appear to have little to do with one another beyond the fact of their geography. At their core, both cases are ultimately about who gets to decide to do what with Utah’s land.
To anyone familiar with land use issues in the Mountain West, all of this is fairly routine. A strain of libertarianism and anti-government individualism runs through the more conservative inland Western states, coloring everything from the gun ownership policies so colorfully observed by Post Malone to whom the states back for president. Yet in the extent to which it is willing to pursue this common ideal, Utah is still an outlier.
“Westerners revere their public lands,” Betsy Gaines Quammen, a historian and author of American Zion: Cliven Bundy, God & Public Lands in the West, told me. “This is what makes the West the West — that you can come out and just go hiking, and you’re not trespassing.” Take the recent Montana Senate race, in which incumbent Democrat Jon Tester wielded his opponent Tim Sheehy’s comparatively mild comments about privatizing public lands as a cudgel in a deep red state. (Tester, it must be added, lost his reelection bid.) But in Utah, instead of celebrating federal land as the embodiment of this Western inheritance, its politicians are trying to eliminate them.
In the case of Utah, this goal is immediate and obvious. State officials claim that the 18.5 million acres of “unappropriated” BLM land in the state — that is, public lands not already designated as national parks, monuments, wilderness areas, national forests and conservation areas, or Tribal lands — are held in violation of the U.S. Constitution, which doesn’t explicitly authorize the federal government to hold land indefinitely. “Utah deserves priority when it comes to managing this land,” the state’s Republican Governor Spencer Cox said at a news conference in August, adding, “Utah is in the best position to understand and respond to the unique needs of our environment and communities.”
While Utah’s crown jewel, its “Mighty Five” National Parks, would remain under federal management, the state of Wyoming — which has backed Utah’s lawsuit in an amicus brief along with Idaho, Alaska, and the Arizona legislature — wants even more. “In Wyoming’s filing, they’re like, ‘Oh no, we’re in for everything,” Bloch said. “‘There shouldn’t be any federal land in Wyoming’ — including national parks.” More than 95% of Yellowstone National Park — the nation’s first national park, designated in 1872 — sits within Wyoming’s borders.
It seems doubtful that the Supreme Court will take up this case. For one thing, Utah is attempting to leapfrog the lower courts by taking its complaints directly to SCOTUS, a shortcut it says is justified by its concerns being “of profound importance not just to Utah, but to all the States in the Nation.” For another, President Biden’s Department of Justice has pointed out that what Utah seeks is outside the powers vested in the judicial branch; only Congress has decision-making authority over public lands. On the other hand, “Anyone right now, I think, would hesitate to say definitively, ‘Here’s what the Supreme Court will do,’” Aaron Weiss, the deputy director of the Center for Western Priorities, a nonpartisan conservation advocacy group, told me.
Seven County Infrastructure Coalition is a different story. Opponents of the railway claim that the government’s environmental review took into account the remote economic benefits of the railway — including induced employment, a notoriously inexact projection — while not equally weighing the indirect health impacts of the rail line, such as the pollution of additional fracking wells in the Uinta Basin or frontline communities near the refineries on the Gulf, where the crude oil is ultimately headed. The Supreme Court (minus Neil Gorsuch, who recused himself at the 11th hour) heard oral arguments in the case this week, however, and appears on track to rule that the government’s NEPA review for the railroad was sufficient. That would ultimately be a win for the Uinta Basin Railway and the business coalition that brought the suit after the U.S. Court of Appeals for the District of Columbia Circuit ruled there were flaws in the upstream and downstream analyses.
“I’m really worried that the court could end up inadvertently blessing this fundamentally arbitrary, imbalanced result, where an agency is allowed to talk about all the indirect benefits that they want — to go as far down the line, as far upstream, to the ends of the Earth chasing these indirect benefits — but not bother talking about the corresponding costs,” Jason Schwartz, the legal director at the Institute for Policy Integrity at New York University’s School of Law, told me. “That undermines the very purpose of NEPA, which was to present the public and decision-makers with a full and balanced view of both the economic and environmental perspectives.” (Schwartz authored an amicus brief for the Institute of Policy Integrity against the government’s NEPA review.)
A ruling that reaffirms the current scope of NEPA wouldn’t be a shock — the court has always sided with the government in such cases, E&E News notes. What’s different this time is that the plaintiffs presented the court with a third option, an avenue that would severely limit the scope of the NEPA’s environmental review process going forward by restraining agency considerations only to what falls under their immediate purview. Chief Justice John Roberts has sounded skeptical of this pitch so far; it’s this third path, however, that the oil and gas producer Anschutz submitted an amicus brief to the court to support, drawing attention to the fact that “far more is at stake … than the 88-mile rail line in rural Utah.” (The company’s owner, Philip Anchutz, has close ties to Gorsuch.)
“There are so many ways to make NEPA more efficient without arbitrarily decreasing the sometimes crucial information related to indirect effects that NEPA currently provides,” Schwartz told me. Sam Sankar, the senior vice president for programs at Earthjustice, which is supporting the defense, added to me that his read on Seven County Infrastructure Coalition case is that it proves how this Supreme Court has “a pretty aggressive deregulatory, anti-environmental agenda.” The Seven County Infrastructure Coalition told Heatmap in a statement that with regards to the railroad, “we remain committed to advancing this critical infrastructure, which aims to unlock economic opportunities and support the region’s long-term development,” but that it could not comment further as the case remains under deliberation.
A threat to NEPA is also a challenge to who gets a say in what Utah does with its land, of course. Like Utah v. the U.S., the filing for Seven County Infrastructure Coalition bristles with indignation over the government’s determinations about how things should be done or what impacts should be considered, even if the Surface Transportation Board ultimately gave the railroad the green light. Utah, meanwhile, originated as a reaction to the BLM’s Public Lands Rule, in which the agency considers conservation as a land use on equal footing with those of energy development, mining, or grazing. (Specifically, Utah lawmakers were furious about the BLM closing some roads to motorized vehicles. “That’s something that Utah gets very worked up about,” Bloch, the legal director at SUWA, told me.)
There is always a risk of overascribing the state of Utah’s otherwise seemingly inexplicable actions to Mormonism — a religion that is far from monolithic and is often the subject of derision from outsiders. But Quammen, the historian, told me that you can’t separate today’s public land policies from the cultural and theological inheritances and beliefs reinforced over generations of Mormon tradition. “A lot of the people taking these stands [over public lands] come from families that have been in that area for generations, so they have stories and ideologies that have been passed down — as has their relationship with the land,” Quammen explained.
Weiss, of Western Priorities, concurred. “There are some folks in Utah who truly believe that this land belongs to them,” he said.
Quammen noted by way of example that Cliven Bundy, who led a standoff at the Malheur National Wildlife Refuge in Oregon in 2016 over the demand that the BLM cede its land to the states, told her his legal right to the public lands where he grazes his cattle in Nevada started when his ancestor’s horse drank from its Virgin River — although in fact it was a Southern Paiute river before that. (That’s not the only historically inaccurate ownership claim that might be at play in Utah; Bloch of SUWA noted that the lands within the exterior boundaries of the state were ceded to the federal government in 1848 through the Treaty of Guadalupe Hidalgo at the end of the U.S.-Mexico War, and in that sense, “they’ve never been ‘Utah lands’ so there’s nothing to ‘give back’ to Utah.”)
Preservationists and conservationists during the settlement era saw Utah’s landscape as untrammeled (“also not true, because it was Indigenous land,” Quammen added) and in need of protection, but early church belief viewed it differently. “They thought that the land being utilized, built, and made productive was pleasing to the eye of God,” Quammen said. Finally, Joseph Smith, the founder of LDS, emphasized the importance of his adherents understanding the U.S. Constitution inside and out. In the case of public lands disputes, this resurfaces in the claim that the federal government can’t own land indefinitely, Quammen told me. “That’s the piece about understanding the Constitution better than constitutional scholars.” Ironically, it disregards the state’s constitution, in which Utah explicitly agreed in 1894 to “forever disclaim[s] all right and title to the unappropriated public lands” in order to be granted statehood.
There is, of course, a significant small-government push in the Republican Party, too; privatizing land was part of the party’s presidential platform this year. It can be hard to tell, however, where one influence ends and another begins: William Perry Pendley, a key figure in the Reagan administration during the Sagebrush Rebellion fight over public lands in the 1970s and 1980s, authored the Project 2025 chapter on the Department of the Interior. Doug Burgum, Trump’s nominee for the head of the department, recently met with Utah’s Republican Senator Mike Lee, a devout Latter-Day Saint, who afterward posted, “Great meeting with @dougburgum and planning the return of American lands to the American people.” And if Trump attempts to walk back protections of Bears Ears and Grand Staircase Escalante National Monuments again, that land would be added to the pot of what Utah is seeking to acquire.
Utah’s organizers seem prepared to make an appeal to Congress or the Trump administration if the Supreme Court doesn’t make a move in their favor; funding for the messaging for Stand for Our Land, the publicity arm of the lawsuit, has reportedly outpaced the spending on lawyers. (A request for comment to the Utah Attorney General’s Office and Gov. Spencer J. Cox went unanswered.)
The implications of the Supreme Court’s decisions on limiting the scope of NEPA or hearing the public lands lawsuit are vast in both cases. The former could ease the way for expansive oil and gas development in Utah, which would be “a bona fide public health nightmare,” according to Brian Moench, an anesthesiologist on the board of Utah Physicians for a Healthy Environment, which is opposing the railroad, due to all the additional pollution. “If they’re allowed to do this and increase the oil and gas drilling production by 500% — I don't know what you would call the end result. Unlivable, as far as I’m concerned.”
In the case of the public lands, meanwhile, “I think [Utah is] trying to give the impression that these are scrubby lands that nobody cares about when, in fact, it concerns landscapes like Labyrinth Canyon or the Dirty Devil or the Fisher Towers — these very iconic red rock landscapes that Americans think about when they think about visiting the state,” Bloch told me. “Those are the types of places in the crosshairs with this lawsuit.”
Ironically, it’s doubtful that a transfer of public lands would even benefit most Utahns. Because states can’t run deficits, a disaster like a bad wildfire would drain the Utah budget. Additionally, ranchers would pay far more for grazing their cattle on state lands (as high as $19.50 per animal unit per month, per the BLM) than on federal lands, where the fee is a dirt-cheap $1.35. Ultimately, the state likely wouldn’t even possess much of the land it claims to want so badly.
Utah’s politicians “would much prefer to be able to sell off any lands that they want — whether it’s for oil and gas leasing, whether it’s for mansions near national parks. This is very valuable land and a very valuable resource that belongs to all Americans,” Weiss of Western Priorities said. “And Utah would prefer if it belonged to them.”
Public lands and pride in the natural environment are fundamental to many Westerners’ beliefs and identities. By that token, it would seem Utah has made a miscalculation that only an insider could truly appreciate the cost of; by taking over control of portions of its territory from the federal government, it would be, in effect, boxing Utahns out of their own lands —a craven, modern twist if ever there was one.
But to be able to hike or hunt, to pitch a tent, to fish, to stargaze, to graze one’s cattle on nearly 70% of the land in Utah, because it belongs to us, the public?
Now that’s cowboy shit.
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The failure of the once-promising sodium-ion manufacturer caused a chill among industry observers. But its problems may have been more its own.
When the promising and well funded sodium-ion battery company Natron Energy announced that it was shutting down operations a few weeks ago, early post-mortems pinned its failure on the challenge of finding a viable market for this alternate battery chemistry. Some went so far as to foreclose on the possibility of manufacturing batteries in the U.S. for the time being.
But that’s not the takeaway for many industry insiders — including some who are skeptical of sodium-ion’s market potential. Adrian Yao, for instance, is the founder of the lithium-ion battery company EnPower and current PhD student in materials science and engineering at Stanford. He authored a paper earlier this year outlining the many unresolved hurdles these batteries must clear to compete with lithium-iron-phosphate batteries, also known as LFP. A cheaper, more efficient variant on the standard lithium-ion chemistry, LFP has started to overtake the dominant lithium-ion chemistry in the electric vehicle sector, and is now the dominant technology for energy storage systems.
But, he told me, “Don’t let this headline conclude that battery manufacturing in the United States will never work, or that sodium-ion itself is uncompetitive. I think both those statements are naive and lack technological nuance.”
Opinions differ on the primary advantages of sodium-ion compared to lithium-ion, but one frequently cited benefit is the potential to build a U.S.-based supply chain. Sodium is cheaper and more abundant than lithium, and China hasn’t yet secured dominance in this emerging market, though it has taken an early lead. Sodium-ion batteries also perform better at lower temperatures, have the potential to be less flammable, and — under the right market conditions — could eventually become more cost-effective than lithium-ion, which is subject to more price volatility because it’s expensive to extract and concentrated in just a few places.
Yao’s paper didn’t examine Natron’s specific technology, which relied on a cathode material known as “Prussian Blue Analogue,” as the material’s chemical structure resembles that of the pigment Prussian Blue. This formula enabled the company’s batteries to discharge large bursts of power extremely quickly while maintaining a long cycle life, making it promising for a niche — but crucial — domestic market: data center backup power.
Natron’s batteries were designed to bridge the brief gap between a power outage and a generator coming online. Today, that role is often served by lead-acid batteries, which are cheap but bulky, with a lower energy density and shorter cycle life than sodium-ion. Thus, Yao saw this market — though far smaller than that of grid-scale energy storage — as a “technologically pragmatic” opportunity for the company.
“It’s almost like a supercapacitor, not a battery,” one executive in the sodium-ion battery space who wished to remain anonymous told me of Natron’s battery. Supercapacitors are energy storage devices that — like Natron’s tech — can release large amounts of power practically immediately, but store far less total energy than batteries.
“The thing that has been disappointing about the whole story is that people talk about Natron and their products and their journey as if it’s relevant at all to the sodium-ion grid scale storage space,” the executive told me. The grid-scale market, they said, is where most companies are looking to deploy sodium-ion batteries today. “What happened to Natron, I think, is very specific to Natron.”
But what exactly did happen to the once-promising startup, which raised over $363 million in private investment from big name backers such as Khosla Ventures and Prelude Ventures? What we know for sure is that it ran out of money, canceling plans to build a $1.4 billion battery manufacturing facility in North Carolina. The company was waiting on certification from an independent safety body, which would have unleashed $25 million in booked orders, but was forced to fold before that approval came through.
Perhaps seeing the writing on the wall, Natron’s founder, Colin Wessells, stepped down as CEO last December and left the company altogether in June.
“I got bored,” Wessels told The Information of his initial decision to relinquish the CEO role. “I found as I was spending all my time on fundraising and stockholder and board management that it wasn’t all that much fun.”
It’s also worth noting, however, that according to publicly available data, the investor makeup of Natron appears to have changed significantly between the company’s $35 million funding round in 2020 and its subsequent $58 million raise in 2021, which could indicate qualms among early backers about the direction of the company going back years. That said, not all information about who invested and when is publicly known. I reached out to both Wessels and Natron’s PR team for comment but did not receive a reply.
The company submitted a WARN notice — a requirement from employers prior to mass layoffs or plant closures — to the Michigan Department of Labor and Economic Opportunity on August 28. It explained that while Natron had explored various funding avenues including follow-on investment from existing shareholders, a Series B equity round, and debt financing, none of these materialized, leaving the company unable “to cover the required additional working capital and operational expenses of the business.”
Yao told me that the startup could have simply been a victim of bad timing. “While in some ways I think the AI boom was perfect timing for Natron, I also think it might have been a couple years too early — not because it’s not needed, but because of bandwidth,” he explained. “My guess is that the biggest thing on hyperscalers’ minds are currently still just getting connected to the grid, keeping up with continuous improvements to power efficiency, and how to actually operate in an energy efficient manner.” Perhaps in this environment, hyperscalers simply viewed deploying new battery tech for a niche application as too risky, Yao hypothesized, though he doesn’t have personal knowledge of the company’s partnerships or commercial activity.
The sodium-ion executive also thought timing might have been part of the problem. “He had a good team, and the circumstances were just really tough because he was so early,” they said. Wessells founded Natron in 2012, based on his PhD research at Stanford. “Maybe they were too early, and five years from now would have been a better fit,” the executive said. “But, you know, who’s to say?”
The executive also considers it telling that Natron only had $25 million in contracts, calling this “a drop in the bucket” relative to the potential they see for sodium-ion technology in the grid-scale market. While Natron wasn’t chasing the big bucks associated with this larger market opportunity, other domestic sodium-based battery companies such as Inlyte Energy and Peak Energy are looking to deploy grid-scale systems, as are Chinese battery companies such as BYD and HiNa Battery.
But it’s certainly true that manufacturing this tech in the U.S. won’t be easy. While Chinese companies benefit from state support that can prop up the emergent sodium-ion storage industry whether it’s cost-competitive or not, sodium-ion storage companies in the U.S. will need to go head-to-head with LFP batteries on price if they want to gain significant market share. And while a few years ago experts were predicting a lithium shortage, these days, the price of lithium is about 90% off its record high, making it a struggle for sodium-ion systems to match the cost of lithium-ion.
Sodium-ion chemistry still offers certain advantages that could make it a good option in particular geographies, however. It performs better in low-temperature conditions, where lithium-ion suffers notable performance degradation. And — at least in Natron’s case — it offers superior thermal stability, meaning it’s less likely to catch fire.
Some even argue that sodium-ion can still be a cost-effective option once manufacturing ramps up due to the ubiquity of sodium, plus additional savings throughout the batteries’ useful life. Peak Energy, for example, expects its battery systems to be more expensive upfront but cheaper over their entire lifetime, having designed a passive cooling system that eliminates the need for traditional temperature control components such as pumps and fans.
Ultimately, though, Yao thinks U.S. companies should be considering sodium-ion as a “low-temperature, high-power counterpart” — not a replacement — for LFP batteries. That’s how the Chinese battery giants are approaching it, he said, whereas he thinks the U.S. market remains fixated on framing the two technologies as competitors.
“I think the safe assumption is that China will come to dominate sodium-ion battery production,” Yao told me. “They already are far ahead of us.” But that doesn’t mean it’s impossible to build out a domestic supply chain — or at least that it’s not worth trying. “We need to execute with technologically pragmatic solutions and target beachhead markets capable of tolerating cost premiums before we can play in the big leagues of EVs or [battery energy storage systems],” he said.
And that, he affirmed, is exactly what Natron was trying to do. RIP.
They may not refuel as quickly as gas cars, but it’s getting faster all the time to recharge an electric car.
A family of four pulls their Hyundai Ioniq 5 into a roadside stop, plugs in, and sits down to order some food. By the time it arrives, they realize their EV has added enough charge that they can continue their journey. Instead of eating a leisurely meal, they get their grub to go and jump back in the car.
The message of this ad, which ran incessantly on some of my streaming services this summer, is a telling evolution in how EVs are marketed. The game-changing feature is not power or range, but rather charging speed, which gets the EV driver back on the road quickly rather than forcing them to find new and creative ways to kill time until the battery is ready. Marketing now frequently highlights an electric car’s ability to add a whole lot of miles in just 15 to 20 minutes of charge time.
Charging speed might be a particularly effective selling point for convincing a wary public. EVs are superior to gasoline vehicles in a host of ways, from instantaneous torque to lower fuel costs to energy efficiency. The one thing they can’t match is the pump-and-go pace of petroleum — the way combustion cars can add enough fuel in a minute or two to carry them for hundreds of miles. But as more EVs on the market can charge at faster speeds, even this distinction is beginning to disappear.
In the first years of the EV race, the focus tended to fall on battery range, and for good reason. A decade ago, many models could travel just 125 or 150 miles on a charge. Between the sparseness of early charging infrastructure and the way some EVs underperform their stated range numbers at highway speeds, those models were not useful for anything other than short hauls.
By the time I got my Tesla in 2019, things were better, but still not ideal. My Model 3’s 240 miles of max range, along with the expansion of the brand’s Supercharger network, made it possible to road-trip in the EV. Still, I pushed the battery to its limits as we crossed worryingly long gaps between charging stations in the wide open expanses of the American West. Close calls burned into my mind a hyper-awareness of range, which is why I encourage EV shoppers to pay extra for a bigger battery with additional range if they can afford it. You just had to make it there; how fast the car charged once you arrived was a secondary concern. But these days, we may be reaching a point at which how fast your EV charges is more important than how far it goes on a charge.
For one thing, the charging map is filling up. Even with an anti-EV American government, more chargers are being built all the time. This growth is beginning to eliminate charging deserts in urban areas and cut the number of very long gaps between stations out on the highway. The more of them come online, the less range anxiety EV drivers have about reaching the next plug.
Super-fast charging is a huge lifestyle convenience for people who cannot charge at home, a group that could represent the next big segment of Americans to electrify. Speed was no big deal for the prototypical early adopter who charged in their driveway or garage; the battery recharged slowly overnight to be ready to go in the morning. But for apartment-dwellers who rely on public infrastructure, speed can be the difference between getting a week’s worth of miles in 15 to 20 minutes and sitting around a charging station for the better part of an hour.
Crucially, an improvement in charging speed makes a long EV journey feel more like the driving rhythm of old. No, battery-powered vehicles still can’t get back on the road in five minutes or less. But many of the newer models can travel, say, three hours before needing to charge for a reasonable amount of time — which is about as long as most people would want to drive without a break, anyway.
An impressive burst of technological improvement is making all this possible. Early EVs like the original Chevy Bolt could accept a maximum of around 50 kilowatts of charge, and so that was how much many of the early DC fast charging stations would dispense. By comparison, Tesla in the past few years pushed Supercharger speed to 250 kilowatts, then 325. Third-party charging companies like Electrify America and EVgo have reached 350 kilowatts with some plugs. The result is that lots of current EVs can take on 10 or more miles of driving range per minute under ideal conditions.
It helps, too, that the ranges of EVs have been steadily improving. What those car commercials don’t mention is that the charging rate falls off dramatically after the battery is half full; you might add miles at lightning speed up to 50% of charge, but as it approaches capacity it begins to crawl. If you have a car with 350 miles of range, then, you probably can put on 175 miles in a heartbeat. (Efficiency counts for a lot, too. The more miles per kilowatt-hour your car can get, the farther it can go on 15 minutes of charge.)
Yet here again is an area where the West is falling behind China’s disruptive EV industry. That country has rolled out “megawatt” charging that would fill up half the battery in just four minutes, a pace that would make the difference between a gasoline pit stop and a charging stop feel negligible. This level of innovation isn’t coming to America anytime soon. But with automakers and charging companies focused on getting faster, the gap between electric and gas will continue to close.
On the need for geoengineering, Britain’s retreat, and Biden’s energy chief
Current conditions: Hurricane Gabrielle has strengthened into a Category 4 storm in the Atlantic, bringing hurricane conditions to the Azores before losing wind intensity over Europe • Heavy rains are whipping the eastern U.S. • Typhoon Ragasa downed more than 10,000 trees in Yangjiang, in southern China, before moving on toward Vietnam.
The White House Office of Management and Budget directed federal agencies to prepare to reduce personnel during a potential government shutdown, targeting employees who work for programs that are not legally required to continue, Politico reported Wednesday, citing a memo from the agency.
As Heatmap’s Jeva Lange warned in May, the Trump administration’s cuts to the federal civil service mean “it may never be the same again,” which could have serious consequences for the government’s response to an unpredictable disaster such as a tsunami. Already the administration has hollowed out entire teams, such as the one in charge of carbon removal policy, as our colleague Katie Brigham wrote in February, shortly after the president took office. And Latitude Media reported on Wednesday, the Department of Energy has issued a $50 million request for proposals from outside counsel to help with the day-to-day work of the agency.
At the Heatmap House event at New York Climate Week on Wednesday, Senate Minority Leader Chuck Schumer kicked things off by calling out President Donald Trump’s efforts to “kill solar, wind, batteries, EVs and all climate friendly technologies while propping up fossil fuels, Big Oil, and polluting technologies that hurt our communities and our growth.” The born and raised Brooklynite praised his home state. “New York remains the climate leader,” he said, but warned that the current administration was pushing to roll back the progress the state had made.
Yet as Heatmap’s Charu Sinha wrote in her recap of the event, “many of the panelists remained cautiously optimistic about the future of decarbonization in the U.S.” Climate tech investors Tom Steyer and Dawn Lippert charted a path forward for decarbonization technology even in an antagonistic political environment, while PG&E’s Carla Peterman made a case for how data centers could eventually lower energy costs. You can read about all these talks and more here.
Nearly 100 scientists, including President Joe Biden’s chief climate science adviser, signed onto a letter Wednesday endorsing more federal research into geoengineering, the broad category of technologies to mitigate the effects of climate change that includes the controversial proposal to inject sulfur dioxide into the atmosphere to reflect the sun’s heat back into space. In an open letter, the researchers said “it is very unlikely that current” climate goals “will keep the global mean temperature below the Paris Agreement target” of 1.5 degrees Celsius above pre-industrial averages. The world has already warmed by more than 1 degree Celsius.
Earlier this month, a paper in the peer-reviewed journal Frontiers argued against even researching technologies that could temporarily cool the planet while humanity worked to cut planet-heating emissions. But Phil Duffy, Biden’s former climate adviser, said in a statement to Heatmap that the paper “opposes research … that might help protect or restore the polar regions.” He went on via email, “As the climate crisis accelerates, we all agree that we need to rapidly scale up mitigation efforts. But the stakes are too high not to also investigate other possible solutions.”
President Trump and Prime Minister Keir Starmer. Leon Neal/Getty Images
UK Prime Minister Keir Starmer plans to skip the United Nations annual climate summit in Brazil in November, the Financial Times reported on Wednesday. He will do so despite criticizing his predecessor Rishi Sunak a few years ago for a “failure of leadership” after the conservative leader declined to attend the annual confab. One leader in the ruling Labour party said there was a “big fight inside the government” between officials pushing Starmer to attend the event those “wanting him to focus on domestic issues.”
Polls show approval for Starmer among the lowest of any leaders in the West. But he has recently pushed for more clean energy, including signing onto a series of nuclear power deals with the U.S.
The Tennessee Valley Authority has assumed the role of the nation’s testbed for new nuclear fission technologies, agreeing to build what are likely to be the nation’s first small modular reactors, including the debut fourth-generation units that use a coolant other than water. Now the federally-owned utility is getting into fusion. On Wednesday, the TVA inked a deal with fusion startup Type One Energy to develop a 350-megawatt plant “using the company’s stellarator fusion technology.” The deal, first brokered last week but reported Tuesday in World Nuclear News, promises to deploy the technology “once it is commercially ready.” It also follows the announcement just a few days ago of a major offtake agreement for fusion leader Commonwealth Fusion Systems, which will sell $1 billion of electricity to oil giant Eni.
Climate change is good news for foreign fish. A new study in Nature found that warming rivers have brought about the introduction of new invasive species. This, the researchers wrote, shows “an increase in biodiversity associated with improvement of water in many European rivers since the late twentieth century.”