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Is international cooperation or technological development the answer to an apocalyptic threat?
Christopher Nolan’s film Oppenheimer is about the great military contest of the Second World War, but only in the background. It’s really about a clash of visions for a postwar world defined by the physicist J. Robert Oppenheimer’s work at Los Alamos and beyond. The great power unleashed by the bombs at Hiroshima and Nagasaki could be dwarfed by what knowledge of nuclear physics could produce in the coming years, risking a war more horrifying than the one that had just concluded.
Oppenheimer, and many of his fellow atomic scientists, would spend much of the postwar period arguing for international cooperation, scientific openness, and nuclear restriction. But there was another cadre of scientists, exemplified by a former colleague turned rival, Edward Teller, that sought to answer the threat of nuclear annihilation with new technology — including even bigger bombs.
As the urgency of the nuclear question declined with the end of the Cold War, the scientific community took up a new threat to global civilization: climate change. While the conflict mapped out in Oppenheimer was over nuclear weapons, the clash of visions, which ended up burying Oppenheimer and elevating Teller, also maps out to the great debate over global warming: Should we reach international agreements to cooperatively reduce carbon emissions or should we throw our — and specifically America’s — great resources into a headlong rush of technological development? Should we massively overhaul our energy system or make the sun a little less bright?
Oppenheimer’s dream of international cooperation to prevent a nuclear arms race was born even before the Manhattan Project culminated with the Trinity test. Oppenheimer and Danish physicist Niels Bohr “believed that an agreement between the wartime allies based upon the sharing of information, including the existence of the Manhattan Project, could prevent the surfacing of a nuclear-armed world,” writes Marco Borghi in a Wilson Institute working paper.
Oppenheimer even suggested that the Soviets be informed of the Manhattan Project’s efforts and, according to Martin Sherwin and Kai Bird’s American Prometheus, had “assumed that such forthright discussions were taking place at that very moment” at the conference in Potsdam where, Oppenheimer “was later appalled to learn” that Harry Truman had only vaguely mentioned the bomb to Joseph Stalin, scotching the first opportunity for international nuclear cooperation.
Oppenheimer continued to take up the cause of international cooperation, working as the lead advisor for Dean Acheson and David Lilienthal on their 1946 nuclear control proposal, which would never get accepted by the United Nations and, namely, the Soviet Union after it was amended by Truman’s appointed U.N. representative Bernard Baruch to be more favorable to the United States.
In view of the next 50 years of nuclear history — further proliferation, the development of thermonuclear weapons that could be mounted on missiles that were likely impossible to shoot down — the proposals Oppenheimer developed seem utopian: The U.N. would "bring under its complete control world supplies of uranium and thorium," including all mining, and would control all nuclear reactors. This scheme would also make the construction of new weapons impossible, lest other nations build their own.
By the end of 1946, the Baruch proposal had died along with any prospect of international control of nuclear power, all the while the Soviets were working intensely to disrupt America’s nuclear monopoly — with the help of information ferried out of Los Alamos — by successfully testing a weapon before the end of the decade.
With the failure of international arms control and the beginning of the arms race, Oppenheimer’s vision of a post-Trinity world would come to shambles. For Teller, however, it was a great opportunity.
While Oppenheimer planned to stave off nuclear annihilation through international cooperation, Teller was trying to build a bigger deterrent.
Since the early stages of the Manhattan Project, Teller had been dreaming of a fusion weapon many times more powerful than the first atomic bombs, what was then called the “Super.” When the atomic bomb was completed, he would again push for the creation of a thermonuclear bomb, but the efforts stalled thanks to technical and theoretical issues with Teller’s proposed design.
Nolan captures Teller’s early comprehension of just how powerful nuclear weapons can be. In a scene that’s pulled straight from accounts of the Trinity blast, most of the scientists who view the test are either in bunkers wearing welding goggles or following instructions to lie down, facing away from the blast. Not so for Teller. He lathers sunscreen on his face, straps on a pair of dark goggles, and views the explosion straight on, even pursing his lips as the explosion lights up the desert night brighter than the sun.
And it was that power — the sun’s — that Teller wanted to harness in pursuit of his “Super,” where a bomb’s power would be derived from fusing together hydrogen atoms, creating helium — and a great deal of energy. It would even use a fission bomb to help ignite the process.
Oppenheimer and several scientific luminaries, including Manhattan Project scientists Enrico Fermi and Isidor Rabi, opposed the bomb, issuing in their official report on their positions advising the Atomic Energy Commission in 1949 statements that the hydrogen bomb was infeasible, strategically useless, and potentially a weapon of “genocide.”
But by 1950, thanks in part to Teller and the advocacy of Lewis Strauss, a financier turned government official and the approximate villain of Nolan’s film, Harry Truman would sign off on a hydrogen bomb project, resulting in the 1952 “Ivy Mike” test where a bomb using a design from Teller and mathematician Stan Ulam would vaporize the Pacific Island Elugelab with a blast about 700 times more powerful than the one that destroyed Hiroshima.
The success of the project re-ignited doubts around Oppenheimer’s well-known left-wing political associations in the years before the war and, thanks to scheming by Strauss, he was denied a renewed security clearance.
While several Manhattan Project scientists testified on his behalf, Teller did not, saying, “I thoroughly disagreed with him in numerous issues and his actions frankly appeared to me confused and complicated.”
It was the end of Oppenheimer’s public career. The New Deal Democrat had been eclipsed by Teller, who would become the scientific avatar of the Reagan Republicans.
For the next few decades, Teller would stay close to politicians, the military, and the media, exercising a great deal of influence over arms policy for several decades from the Lawrence Livermore National Laboratory, which he helped found, and his academic perch at the University of California.
He pooh-poohed the dangers of radiation, supported the building of more and bigger bombs that could be delivered by longer and longer range missiles, and opposed prohibitions on testing. When Dwight Eisenhower was considering a negotiated nuclear test ban, Teller faced off against future Nobel laureate and Manhattan Project alumnus Hans Bethe over whether nuclear tests could be hidden from detection by conducting them underground in a massive hole; the eventual 1963 test ban treaty would exempt underground testing.
As the Cold War settled into a nuclear standoff with both the United States and the Soviet Union possessing enough missiles and nuclear weapons to wipe out the other, Teller didn’t look to treaties, limitations, and cooperation to solve the problem of nuclear brinksmanship, but instead to space: He wanted to neutralize the threat of a Soviet first strike using x-ray lasers from space powered by nuclear explosions (he was again opposed by Bethe and the x-ray lasers never came to fruition).
He also notoriously dreamed up Project Plowshare, the civilian nuclear project which would get close to nuking out a new harbor in Northern Alaska and actually did attempt to extract gas in New Mexico and Colorado using nuclear explosions.
Yet, in perhaps the strangest turn of all, Teller also became something of a key figure in the history of climate change research, both in his relatively early awareness of the problem and the conceptual gigantism he brought to proposing to solve it.
While publicly skeptical of climate change later in his life, Teller was starting to think about climate change, decades before James Hansen’s seminal 1988 Congressional testimony.
The researcher and climate litigator Benajmin Franta made the startling archival discovery that Teller had given a speech at an oil industry event in 1959 where he warned “energy resources will run short as we use more and more of the fossil fuels,” and, after explaining the greenhouse effect, he said that “it has been calculated that a temperature rise corresponding to a 10 percent increase in carbon dioxide will be sufficient to melt the icecap and submerge New York … I think that this chemical contamination is more serious than most people tend to believe.”
Teller was also engaged with issues around energy and other “peaceful” uses of nuclear power. In response to concerns about the dangers of nuclear reactors, he in the 1960s began advocating putting them underground, and by the early 1990s proposed running said underground nuclear reactors automatically in order to avoid the human error he blamed for the disasters at Chernobyl and Three Mile Island.
While Teller was always happy to find some collaborators to almost throw off an ingenious-if-extreme solution to a problem, there is a strain of “Tellerism,” both institutionally and conceptually, that persists to this day in climate science and energy policy.
Nuclear science and climate science had long been intertwined, Stanford historian Paul Edwards writes, including that the “earliest global climate models relied on numerical methods very similar to those developed by nuclear weapons designers for solving the fluid dynamics equations needed to analyze shock waves produced in nuclear explosions.”
Where Teller comes in is in the role that Lawrence Livermore played in both its energy research and climate modeling. “With the Cold War over and research on nuclear weapons in decline, the national laboratories faced a quandary: What would justify their continued existence?” Edwards writes. The answer in many cases would be climate change, due to these labs’ ample collection of computing power, “expertise in numerical modeling of fluid dynamics, and their skills in managing very large data sets.”
One of those labs was Livermore, the institution founded by Teller, a leading center of climate and energy modeling and research since the late 1980s. “[Teller] was very enthusiastic about weather control,” early climate modeler Cecil “Chuck” Leith told Edwards in an oral history.
The Department of Energy writ large, which inherited much of the responsibilities of the Atomic Energy Commission, is now one of the lead agencies on climate change policy and energy research.
Which brings us to fusion.
It was Teller’s Lawrence Livermore National Laboratory that earlier this year successfully got more power out of a controlled fusion reaction than it put in — and it was Energy Secretary Jennifer Granholm who announced it, calling it the “holy grail” of clean energy development.
Teller’s journey with fusion is familiar to its history: early cautious optimism followed by a realization that it would likely not be achieved soon. As early as 1958, he said in a speech that he had been discussing “controlled fusion” at Los Alamos and that “thermonuclear energy generation is possible,” although he admitted that “the problem is not quite easy” and by 1987 had given up on seeing it realized during his lifetime.
Still, what controlled fusion we do have at Livermore’s National Ignition Facility owes something to Teller and the technology he pioneered in the hydrogen bomb, according to physicist NJ Fisch.
While fusion is one infamous technological fix for the problem of clean and cheap energy production, Teller and the Livermore cadres were also a major influence on the development of solar geoengineering, the idea that global warming could be averted not by reducing the emissions of greenhouse gas into the atmosphere, but by making the sun less intense.
In a mildly trolling column for the Wall Street Journal in January 1998, Teller professed agnosticism on climate change (despite giving that speech to oil executives three decades prior) but proposed an alternative policy that would be “far less burdensome than even a system of market-allocated emissions permits”: solar geoengineering with “fine particles.”
The op-ed placed in the conservative pages of the Wall Street Journal was almost certainly an effort to oppose the recently signed Kyoto Protocol, but the ideas have persisted among thinkers and scientists whose engagement with environmental issues went far beyond their own opinion about Al Gore and by extension the environmental movement as a whole (Teller’s feelings about both were negative).
But his proposal would be familiar to the climate debates of today: particle emissions that would scatter sunlight and thus lower atmospheric temperatures. If climate change had to be addressed, Teller argued, “let us play to our uniquely American strengths in innovation and technology to offset any global warming by the least costly means possible.”
A paper he wrote with two colleagues that was an early call for spraying sulfates in the stratosphere also proposed “deploying electrically-conducting sheeting, either in the stratosphere or in low Earth orbit.” These were “literally diaphanous shattering screens,” that could scatter enough sunlight in order to reduce global warming — one calculation Teller made concludes that 46 million square miles, or about 1 percent of the surface area of the Earth, of these screens would be necessary.
The climate scientist and Livermore alumnus Ken Caldeira has attributed his own initial interest in solar geoengineering to Lowell Wood, a Livermore researcher and Teller protégé. While often seen as a centrist or even a right wing idea in order to avoid the more restrictionist policies on carbon emissions, solar geoengineering has sparked some interest on the left, including in socialist science fiction author Kim Stanley Robinson’s The Ministry for the Future, which envisions India unilaterally pumping sulfates into the atmosphere in response to a devastating heat wave.
The White House even quietly released a congressionally-mandated report on solar geoengineering earlier this spring, outlining avenues for further research.
While the more than 30 years since the creation of the Intergovernmental Panel on Climate Change and the beginnings of Kyoto Protocol have emphasized international cooperation on both science and policymaking through agreed upon goals in emissions reductions, the technological temptation is always present.
And here we can perhaps see that the split between the moralized scientists and their pleas for addressing the problems of the arms race through scientific openness and international cooperation and those of the hawkish technicians, who wanted to press the United States’ technical advantage in order to win the nuclear standoff and ultimately the Cold War through deterrence.
With the IPCC and the United Nations Climate Conference, through which emerged the Kyoto Protocol and the Paris Agreement, we see a version of what the postwar scientists wanted applied to the problem of climate change. Nations come together and agree on targets for controlling something that may benefit any one of them but risks global calamity. The process is informed by scientists working with substantial resources across national borders who play a major role in formulating and verifying the policy mechanisms used to achieve these goals.
But for almost as long as climate change has been an issue of international concern, the Tellerian path has been tempting. While Teller’s dreams of massive sun-scattering sheets, nuclear earth engineering, and automated underground reactors are unlikely to be realized soon, if at all, you can be sure there are scientists and engineers looking straight into the light. And they may one day drag us into it, whether we want to or not.
Editor’s note: An earlier version of this article misstated the name of a climate modeler. It’s been corrected. We regret the error.
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Revoy is already hitching its power packs to semis in one of America’s busiest shipping corridors.
Battery swaps used to be the future. To solve the unsolvable problem of long recharging times for electric vehicles, some innovators at the dawn of this EV age imagined roadside stops where drivers would trade their depleted battery for a fully charged one in a matter of minutes, then be on their merry way.
That vision didn’t work out for passenger EVs — the industry chose DC fast charging instead. If the startup Revoy has its way, however, this kind of idea might be exactly the thing that helps the trucking industry surmount its huge hurdles to using electric power.
Revoy’s creation is, essentially, a bonus battery pack on wheels that turns an ordinary semi into an EV for as long as the battery lasts. The rolling module carries a 525 kilowatt-hour lithium iron phosphate battery pack attaches to the back of the truck; then, the trailer full of cargo attaches to the module. The pack offers a typical truck 250 miles of electric driving. Founder Ian Rust told me that’s just enough energy to reach the next Revoy station, where the trucker could swap their depleted module for a fresh one. And if the battery hits zero charge, that's no problem because the truck reverts to its diesel engine. It’s a little like a plug-in hybrid vehicle, if the PHEV towed its battery pack like an Airstream and could drop it off at will.
“If you run out of battery with us, there's basically no range anxiety,” Rust said. “And we do it intentionally on our routes, run it down to as close to zero as possible before we hit the next Revoy swapping station. That way you can get the maximum value of the battery without having to worry about range.”
To start, a trucker in a normal, everyday semi pulls up to a Revoy station and drops their trailer. A worker attaches a fully charged Revoy unit to the truck and trailer—all in five minutes or less, Revoy promises. Once in place, the unit interfaces seamlessly with the truck’s drivetrain and controls.
“It basically takes over as the cruise control on the vehicle,” he said. “So the driver gets it up to speed, takes their foot off the gas, and then we actually become the primary powertrain on the vehicle. You really only have to burn diesel for the little bit that is getting onto the highway and then getting off the highway, and you get really extreme MPGs with that.”
The Revoy model is going through its real-world paces as we speak. Rust’s startup has partnered with Ryder trucking, whose drivers are powering their semis with Revoy EVs at battery-swap stops along a stretch of Interstate 30 in Texas and Arkansas, a major highway for auto parts and other supplies coming from Mexico. Rust hopes the next Revoy corridor will go into Washington State, where the ample hydropower could help supply clean energy to all those swappable batteries. Happily, he said, Revoy can expand piecemeal like this because its approach negates the chicken-and-egg problem of needing a whole nation of EV chargers to make the vehicles themselves viable. Once a truck leaves a Revoy corridor, it’s just a diesel-powered truck again.
Early data from the Ryder pilot shows that the EV unit slashed how much diesel fuel a truck needs to make it down the designated corridor. “This is a way we can reduce a path to reduce the emissions of our fleet without having to buy anything — and without having to have to worry about how much utilization we're going to have to get,” Mike Plasencia, group director of New Product Strategy at Ryder, told me.
Trucking represents one of the biggest opportunities for cutting the carbon emissions of the transportation sector. It’s also one of the most challenging. Heatmap has covered the problem of oversized SUV and pickup truck EVs, which need larger, more expensive batteries to propel them. The trucking problem is that issue on steroids: A semi can tow up to 80,000 pounds down an American highway.
There are companies building true EV semi trucks despite this tall order — Tesla’s has been road-testing one while hauling Pepsi around, and trucking mainstays like Peterbilt are trying their hand as well. Although the EV model that works for everyday cars — a built-in battery that requires recharging after a couple hundred miles — can work for short-haul trucks that move freight around a city, it is a difficult fit for long-haul trucking where a driver must cover vast distances on a strict timetable. That’s exactly where Revoy is trying to break in.
"We are really focused on long haul,” he told me. “The reason for that is, it's the bigger market. One of the big misconceptions in trucking is that it's dominated by short haul. It's very much the opposite. And it's the bigger emission source, it's the bigger fuel user."
Rust has a background in robotics and devised the Revoy system as a potential solution to both the high cost of EV semis and to the huge chunks of time lost to fueling during long-distance driving. Another part of the pitch is that the Revoy unit is more than a battery. By employing the regenerative braking common in EVs, the Revoy provides a redundancy beyond air brakes for slowing a big semi—that way, if the air brakes fail, a trucker has a better option than the runaway truck lane. The setup also provides power and active steering to the Revoy’s axle, which Rust told me makes the big rig easier to maneuver.
Plasencia agrees. “The feedback from the drivers has been positive,” he said. “You get feedback messages like, it felt like I was driving a car, or like I wasn't carrying anything.”
As it tries to expand to more trucking corridors across the nation, Revoy may face an uphill battle in trying to sell truckers and trucking companies on an entirely new way to think about electrifying their fleets. But Rust has one ace up his sleeve: With Revoy, they get to keep their trucks — no need to buy new ones.
On the DOE’s transmission projects, Cybertruck recalls, and Antarctic greening
Current conditions: Hurricane Kirk, now a Category 4 storm, could bring life-threatening surf and rip currents to the East Coast this weekend • The New Zealand city of Dunedin is flooded after its rainiest day in more than 100 years • Parts of the U.S. may be able to see the Northern Lights this weekend after the sun released its biggest solar flare since 2017.
The Energy Department yesterday announced $1.5 billion in investments toward four grid transmission projects. The selected projects will “enable nearly 1,000 miles of new transmission development and 7,100 MW of new capacity throughout Louisiana, Maine, Mississippi, New Mexico, Oklahoma, and Texas, while creating nearly 9,000 good-paying jobs,” the DOE said in a statement. One of the projects, called Southern Spirit, will involve installing a 320-mile high-voltage direct current line across Texas, Louisiana, and Mississippi that connects Texas’ ERCOT grid to the larger U.S. grid for the first time. This “will enhance reliability and prevent outages during extreme weather events,” the DOE said. “This is a REALLY. BIG. DEAL,” wrote Michelle Lewis at Electrek.
The DOE also released a study examining grid demands through 2050 and concluded that the U.S. will need to double or even triple transmission capacity by 2050 compared to 2020 to meet growing electricity demand.
Duke Energy, one of the country’s largest utilities, appears to be walking back its commitment to ditch coal by 2035. In a new plan released yesterday, Duke said it would not shut down the second-largest coal-fired power plant in the U.S., Gibson Station in Indiana, in 2035 as previously planned, but would instead run it through 2038. The company plans to retrofit the plant to run on natural gas as well as coal, with similar natural-gas conversions planned for other coal plants. The company also slashed projects for expanding renewables. According toBloomberg, a Duke spokeswoman cited increasing power demand for the changes. Electricity demand has seen a recent surge in part due to a boom in data centers. Ben Inskeep, program director at the Citizens Action Coalition of Indiana, a consumer and environmental advocacy group, noted that Duke’s modeling has Indiana customers paying 4% more each year through 2030 “as Duke continues to cling to its coal plants and wastes hundreds of millions on gasifying coal.”
The Edison Electric Institute issued its latest electric vehicle forecast, anticipating EV trends through 2035. Some key projections from the trade group’s report:
Tesla issued another recall for the Cybertruck yesterday, the fifth recall for the electric pickup since its launch at the end of last year. The new recall has to do with the rearview camera, which apparently is too slow to display an image to the driver when shifting into reverse. It applies to about 27,000 trucks (which is pretty much all of them), but an over-the-air software update to fix the problem has already been released. There were no reports of injuries or accidents from the defect.
A new study published in Nature found that vegetation is expanding across Antarctica’s northernmost region, known as the Antarctic Peninsula. As the planet warms, plants like mosses and lichen are growing on rocks where snow and ice used to be, resulting in “greening.” Examining satellite data, the researchers from the universities of Exeter and Hertfordshire, and the British Antarctic Survey, were shocked to discover that the peninsula has seen a tenfold increase in vegetation cover since 1986. And the rate of greening has accelerated by over 30% since 2016. This greening is “creating an area suitable for more advanced plant life or invasive species to get a foothold,” co-author Olly Bartlett, a University of Hertfordshire researcher, told Inside Climate News. “These rates of change we’re seeing made us think that perhaps we’ve captured the start of a more dramatic transformation.”
Moss on Ardley Island in the Antarctic. Dan Charman/Nature
Japan has a vast underground concrete tunnel system that was built to take on overflow from excess rain water and prevent Tokyo from flooding. It’s 50 meters underground, and nearly 4 miles long.
Carl Court/Getty Images
While the impact so far has been light, there are some snarls to watch out for.
The American renewables industry is a global industry. While the Biden administration has devoted three-plus years and billions of dollars to building up wind and solar supply chains in the United States, many of the components of renewable energy generation — whether it’s the cells that make up solar panels or the 1,500-ton monopiles that serve as the foundation for offshore wind turbines — are manufactured overseas in from Spain to Denmark all across East and Southeast Asia.
With the members International Longshoremen Association on strike in the U.S. due to a contract dispute with the United States Maritime Alliance, shutting down ports up and down the Gulf and Atlantic Coast, one might wonder, what happens to U.S. renewables development?
The answer so far is: Not much. The closure of these ports’ cargo operations has not yet had a massive effect on the U.S. economy outside of businesses that work directly with the shipping industry, like trucking. There is no single port — or coast, even — that serves as a chokepoint for renewables-related imports. Many components from East and Southeast Asia come through west coast ports that are staffed by longshoremen in a different union, the International Longshore and Warehouse Union; shipments were being diverted there for weeks leading up to the strike.
That’s not to say the industry can simply coast through a prolonged strike. But there are some differences between different sectors, especially wind and solar.
Much of the wind industry, especially offshore, runs on foreign-manufactured equipmentthat is then processed and assembled in the United States. “Almost 70% of all wind-specific imports that are tracked through trade codes came from Mexico, Germany, Spain, and India, with the remaining imports mostly from Canada and various countries in Europe and Asia,” according to a Lawrence Berkeley National Laboratory report on the wind industry.
At least so far, much of the wind business — including the offshore wind business — appears to have largely dodged substantial issues from the strike so far.
Orsted’s work at three East Coast ports in Connecticut, Rhode Island, and New York has been unaffected, a source familiar with the situation told me. And the Portsmouth Marine Terminal in Virginia, where 70 of those monopiles have been shipped, is continuing to operate normally, according to the Port of Virginia. (Virginia's offshore wind industry is still vulnernable to vagaries of international trade — last year, Siemens Gamesa cancelled a plan to build a blade manufacturing facility in Virginia, where Dominion Energy is working on an offshore wind project.)
While the East Coast is an active hub of offshore wind activity, if the greater wind industry were to be affected by a prolonged strike, it would likely happen in Texas, which is both a major importer of wind equipment and has the country’s largest wind power sector.
Texas is “the dominant entry point” for wind equipment, according to the Lawrence Berkeley report, with almost $1 billion in annual wind imports.
At least one of those ports is still operating. The Port of Galveston is so-far unaffected by the strike, a port spokesperson told me. The port has become a major importer of wind turbines. In June, the port said that 400 wind turbine components had come through the port just since April, and that another 300 or so would flow through “over the coming months.” So far this year, some 25,742 tons of turbine pieces have come through the port, largely from Spain, Denmark, and other countries in Europe.
Neighboring Port Houston, however, is being picketed and “not handling container operations at this time,” the Houston Chronicle reported. In the run-up to the strike, Port Houston said that imports of wind power equipment had “increased notably” in August. In 2020, the port imported some 19,000 tons of wind power equipment.
The Houston area also has a number of recently opened solar manufacturing facilities, where cells, often imported from Asia, are assembled into panels. Proximity to the port was one reason why the manufacturers set up in shop in the area, according to the Houston Chronicle. “When you look at Houston specifically, you have one of the best ports in the country,” SEG Solar chief executive Jim Wood said in a company release when the facility opened. (SEG Solar has said it plans to start manufacturing cells domestically, though it currently makes them in Indonesia.)
Sophie Karp, an analyst at KeyBanc, forecast in a note to clients that some renewables manufacturers could be “disproportionately affected” by the strike. U.S. manufacturer First Solar “is the top importer at the Port of Houston,” Karp wrote, importing the equivalent of 17,200 shipping containers in the last year. The Korean solar company Qcells, meanwhile, which has made massive investments in Georgia, is a major customer of the Port of Savannah, which has been shut down due to the strike and has imported 31,400 container equivalents, according to KeyBanc. Karp also speculated that companies like the inverter manufacturer Enphase or the solar tracking company Array “are likely to have some exposure through their supply chains as well.”
“If the strike continues for an extended period, supply disruptions in the U.S. solar market are likely,” Karp wrote — especially for solar companies “that do not have ample inventory cushion on the ground.”
Trade disruptions are nothing new for the solar industry, which saw imports slow in 2022after the passage of a law meant to ban companies from subsidizing forced labor in Xinjiang in Western China, where much of the raw material for the world’s polysilicon is mined. Just this week, fresh tariffs were slapped on solar cells from manufacturers in Southeast Asia, which officials say function as cover for Chinese solar businesses. In fact, the California Chamber of Commerce specifically warned of congestion in the state’s ports as solar companies hurried up their purchases of panels ahead of the new duty.
So far, the solar and renewables industry has been quiet about the strike, in comparison to their unified voice on tariffs. Other portions of the electrical industry have been more vocal.
“The electroindustry is one of the largest manufacturing sectors of the U.S. economy, with one of the most complex international supply chains of any industry,” Debra Phillips, president of the National Electrical Manufacturers Association, said in a statement. “Over $195 million per day of electroindustry goods, representing nearly 30% of the nation’s electroindustry imports, is now stranded in unloaded cargo ships, threatening widespread disruption to our critical grid infrastructure.”
NEMA was one of more than 250 business groups that signed a letter published Wednesdaythat called on the Biden White House to “to take immediate action to resolve this situation expeditiously.” While one major clean energy group, the American Clean Power Association, signed the letter, others such as the Solar Energy Industries Association and Advanced Energy United, did not.