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Brightband emerges from stealth to commercialize AI-weather forecasting.
The weather has never been hotter.
The past few years have seen a boom in the weather prediction industry, with AI-based weather models from the likes of Google DeepMind, Huawei, and Nvidia consistently outperforming traditional models. Most of that work has been research-oriented, but today the startup Brightband emerged from stealth with $10 million in Series A funding and a unique plan to commercialize generative AI weather modeling. Instead of trying to go up against Weather.com, Brightband is tailoring models to specific industries such as insurance, finance, agriculture, energy, and transportation. The round was led by Prelude Ventures.
Weather forecasting has traditionally been the domain of the public sector, with the most widely used models coming from the U.S. National Weather Service and the European Center for Medium-Range Weather Forecasts. Brightband’s CEO Julian Green told me that private companies haven’t been able to break in “because it has cost so much to have billion dollar supercomputers,” which are required to run today’s so-called “numerical” weather models.
These models rely on complex atmospheric equations based on the laws of physics to predict future weather patterns, and because of their computational intensity, are usually only updated four times daily. It’s possible then that AI-based weather prediction could thus actually reduce energy demand — because while it takes a lot of energy to train an AI model, after that’s done, generating forecasts is simple. “So instead of six hours to have a forecast, it takes under a second. Instead of using a billion dollar supercomputer, you’re using a laptop,” Green told me.
AI models like Brightband’s are trained on decades worth of past weather data, and when fed a snapshot of current conditions, can predict what will come next, much like ChatGPT does with text. “Think about the weather AI prediction problem as predicting the next frame in a radar sequence,” Green told me.
He said that customizing forecasts for particular industries will also be as simple as querying a large language model. A wind farm operator could, for example, “just take an attached file of historical wind energy production, and throw it in there and say, hey, tell me what the wind energy is going to be like next week.” Likewise folks in the aviation industry could have the model tell them if their plane’s wings are likely to ice up, utilities could get detailed insight into expected energy demand and generation, and finance companies could get up-to-the-minute information about weather-sensitive commodities. Previously, companies would’ve had to build their own forecasting teams or hire third-party advisors to get such specific predictions.
Brightband wants to further differentiate itself from the types of models that tech companies have already built by using only raw data inputs to generate its forecasts, from sources such as satellites, weather balloons, and radar systems. Perhaps surprisingly, this is not the way that most models currently work. Because there are data gaps, such as over oceans and in the developing world, the datasets used to train today’s AI weather models, Green explained, “smear the available data over a three-dimensional grid of the globe,” diluting the accuracy of both the real-time weather and presumably the resulting forecasts.
It’s hard to say how much more accurate using only raw data inputs will be, because “that’s what nobody has done yet,” Green told me. Data gaps are still an issue of course, but Green told me that Brightband’s approach will also allow the company to better analyze when and where filling these gaps would add the most value.
Brightband says it hopes to publish a paper by year’s end with an open-source version of its forecast model, alongside evaluation tools to assess its performance.
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Commonwealth Fusion Systems will build it in collaboration with Dominion Energy Virginia.
Commonwealth Fusion Systems, the buzziest and most well-funded company in the increasingly buzzy and well-funded fusion sector, announced today that it will build a commercial fusion power plant in Chesterfield County, Virginia — a first for both the company and the world. CFS will independently finance, build, own, and operate the 400-megawatt plant, which will produce enough energy to power about 150,000 homes sometime “in the early 2030s.”
All this will happen in collaboration with Dominion Energy Virginia, which serves electricity to more than 2.7 million homes and businesses. While Dominion isn’t contributing monetarily, it is providing CFS with the leasing rights for the proposed site, which it owns, as well as development and technical expertise. The plant itself will cost billions to develop and build.
“While a utility partnership is not a requirement for this type of project, we ultimately see utilities playing a critical role as key customers and future owners of fusion power plants,” a CFS spokesperson told me via email. “Collaborating and sharing expertise allows CFS to accelerate its development efforts while equipping Dominion with valuable insights to inform future commercial decisions and strategies.”
The company told me that after a global search, the decision to site the plant in Virginia came down to factors such as access to infrastructure, site readiness, the local workforce, potential partnerships, state support for the clean energy transition, and customer interest. Virginia is also the world’s biggest market for data centers, a booming industry in dire need of clean, firm energy to power it given the growing energy demands of artificial intelligence. The spokesperson wrote, however, that data center power demand was “only a part of the decision criteria for CFS.”
Commonwealth Fusion Systems has raised over $2 billion in funding to date, including a historically huge $1.8 billion Series B in 2021, which cemented the company as the industry leader in the race to commercialize fusion. The spokesperson told me that construction of the grid-connected commercial plant, known as ARC (an acronym for “affordable, robust, compact”), isn’t expected to begin until the “late 2020s,” once the necessary permits are in place. Prior to building and operating ARC, CFS will demonstrate the technology’s potential via a smaller, noncommercial pilot plant known as SPARC (“smallest possible ARC”), which is scheduled to be turned on in 2026 and to produce more energy than it consumes, a.k.a. demonstrate net energy gain, in 2027. (SPARC will be built at the company’s headquarters outside Boston, Massachusetts.)
Of course, producing electricity from a first-of-its-kind fusion plant will not come cheap, though the company assured me that Virginia customers will not see this higher price reflected in their utility bills. That’s because while CFS plans to sell the electricity ARC generates into the wholesale energy market, the company is also in discussions with large corporate buyers interested in procuring the environmental benefits of this clean energy via long-term, virtual power purchase agreements. That means that while these potential customers wouldn’t receive the literal fusion electrons themselves, they would earn renewable energy credits by essentially covering the cost of the more expensive fusion power. “The intention is that these customers will pay for the power such that other Virginia customers will not be impacted,” the spokesperson told me.
CFS claims that when the time comes, connecting a fusion power plant to the grid should be relatively straightforward. “From the perspective of grid operators, it will operate similarly to natural gas power plants already integrated into the grid today,” the spokesperson wrote. That sets fusion apart from other clean energy sources such as solar and wind, which often languish in seemingly endless interconnection queues as they await the buildout of expensive and contentious transmission infrastructure.
Naturally, CFS is not the only player in the increasingly crowded fusion space aiming to commercialize as soon as possible. If fusion is to play a significant role in the future energy mix, as many experts think it will, there will almost certainly be multiple companies with a variety of technical approaches getting grid-connected. But there’s got to be a first. As Ally Yost, senior vice president of corporate development at CFS, put it to me when I interviewed her this summer, “One of the things that’s most exciting about working here and working in this space is that we are simultaneously building an industry while building a company.”
The Department of Energy on Tuesday published the results of its long-awaited analysis of the economic and environmental implications of expanding U.S. exports of liquified natural gas. The study was the culmination of a year-long process after President Biden paused approvals of new LNG export terminals in January so that the agency could update the underlying assumptions it uses to determine whether new facilities are in the “public interest.”
Though the resulting assessment stops short of advising against approving new projects, it finds that additional U.S. LNG export terminals beyond what has already been approved would likely raise natural gas prices for U.S. consumers and increase global greenhouse gas emissions.
The main takeaway, according to an accompanying letter penned by the Secretary of Energy Jennifer Granholm, is that “a business-as-usual approach is neither sustainable nor advisable.”
Among its other key findings:
Environmental groups celebrated the outcome. “DOE’s analysis confirms the facts we’ve known for years,” Moneen Nasmith, a senior attorney at Earthjustice said in a statement. “Rampant LNG exports drive up energy prices, contribute to the catastrophic effects of climate change, and delay the global transition to truly clean energy.”
But the gas industry was quick to criticize the findings. In a statement, Karen Harbert, the president and CEO of the American Gas Association, accused the Biden administration of attempting to “justify” the president’s earlier pause on approvals. “The contribution of U.S. natural gas to driving down emissions in this country and the potential for lowering global emissions is unquestioned,” she said.
The transition from coal-fired power plants to natural gas was a major driver of emission reductions in the United States over the last decade. But renewable energy is increasingly a competitive alternative. An analysis of the climate impacts from expanding LNG exports must look not just at whether the fuel would displace dirtier options like coal and Russian natural gas, but also at whether it would displace cleaner options like renewables. The answer depends on which countries end up buying it, and how their climate commitments evolve.
As such, any estimation of greenhouse gas emissions from LNG exports is based on assumptions. Under the Department of Energy’s “defined policies” scenario, it found that additional U.S. LNG exports could end up displacing more renewable energy in other countries than coal, without even factoring in countries’ stated commitments to decarbonize. Overall in this scenario, additional exports would lead to an increase of 711 million metric tons of carbon dioxide between now and 2050.
The rapid acceleration of U.S. LNG exports has not had a discernible effect on U.S. natural gas prices to date. But the Department of Energy finds that “unfettered” LNG exports in the future would put upward pressure on domestic natural gas prices and potentially increase energy costs for U.S. consumers by more than $100 per year by 2050.
Biden’s pause on new LNG approvals was technically overturned in July, when a federal judge found that the administration had overstepped its authority. But two major projects still hang in the balance, the Calcasieu Pass 2 LNG Terminal and the Commonwealth LNG Terminal, both of which would be built in coastal Louisiana. Both projects require approvals from the Federal Energy Regulatory Commission before the Department of Energy can issue a public interest determination.
Although the report published Tuesday is “final,” the administration is opening it up for public comment for 60 days, starting today, to ensure that alternative analyses are captured in the public record and can inform decisionmaking going forward.
In that, the gas industry sees an opening. “We look forward to working with the incoming administration to rectify the glaring issues with this study during the public comment period,” Harbert said in her statement.
During the call on Tuesday, Granholm acknowledged that the future is in the next administration’s hands. “We hope that they'll take these facts into account to determine whether additional LNG exports are truly in the best interest of the American people and economy,” she said.
Editor’s note: This story has been updated to reflect more information from the finished report as well as the DOE’s Tuesday call with reporters.
It’s tough to generate enough power to make them worth it, but two new companies are trying.
Here’s something to chew on over the holiday break: The top of a car is wasted space. Sure, you can put a sunroof there to let in a little light and breeze or install a roof rack to take your surfboard to the beach. But for the most part, the roof is just a field of metal to keep the elements out of the cabin.
In an electric vehicle, that square footage could have a job. What if solar panels embedded in the roof generated juice to recharge the battery as the car flies down the highway or sits in the middle of a parking lot, blasted by the summertime sun? It’s an idea that’s starting to get more traction. It’s about time.
The idea of a car slathered in solar panels is well-worn territory. For decades, engineers have staged solar car races such as the World Solar Challenge, contested by vehicles running solely on sun power. It takes a lot of real estate to generate enough solar energy to move something as heavy as a car, though. That is why solar challenge competitors are often stripped-down, super-lightweight pods.
The question for a commercial car is, can embedded solar produce enough energy to make it worth the trouble and expense? A few, like the Lightyear One concept vehicle, have dared to try. Aptera keeps trying to sell the solar car. Among real production EVs, the doomed Fisker Ocean offered a solar roof on its most expensive version. Toyota’s Prius Prime plug-in hybrid offers a solar roof as an add-on. In some places around the world, the popular Hyundai Ioniq 5 comes with enough solar capability to add 3 miles of range per day.
EV solar hasn’t caught on in the mainstream, however. The world’s top EV maker, Tesla, has long been standoffish about the idea. When CEO Elon Musk is asked about EVs with solar, as he was on the Joe Rogan Experience podcast in 2023, he typically dismisses the idea. After Rogan pressed him, Musk estimated that a square meter of PV would be exposed to just 1 kilowatt of energy and could probably only harvest 25% of that, a tiny contribution that’s nowhere near what you’d need to push a Tesla down the road. (Modern DC fast-chargers discharge energy in the hundreds of kilowatts.)
In other words, what solar panels on a car could harvest amounts to a drop in the bucket. But if you leave out enough buckets for long enough, those drops eventually add up to something. For example: At the same time he was pooh-poohing car solar, Musk acknowledged the promise of a kind of fold-out system, something that unfurled like a satellite to expose a large surface area of PV. Imagine those backcountry panels you can fold out at a campsite to harvest solar power for charging your phone, scaled up.
Los Angeles-based DartSolar is trying to sell just that. The startup has begun offering a package of solar panels that can sit on the roof of an EV just like that big Thule roof box riding on the top racks of so many Subarus. When closed, just two of the six available solar panels are exposed, gathering up to 320 watts of energy as the car drives or sits in an outdoor parking stall. Find yourself at a campground, the beach, or anywhere else there’s room for the package to expand, then all six panels can start generating electricity at a maximum of 960 watts, or nearly a kilowatt.
The company claims that you could add 10 to 20 miles of driving range per day this way, which is nothing to sneeze at. It’s like a green range extender that just lives on top of your car and, at 87 pounds, doesn’t weigh so much that it’s killing your mileage. But it’s not exactly cheap: DartSolar says the package will ultimately cost around $3,500, meaning it would take quite a while to recoup the upfront from free solar energy, even if the system does qualify for some incentives.
Another startup, GoSun, offers a slightly different take on the same idea. Instead of expanding into a flat plane of PV, its panels cascade from the roof down the front and back to gather up to 30 miles of range per day. GoSun promises to deliver in 2025 for about $3,000.
Of course, the smartest way to power your EV with solar is to put PV on the roof of your home, a place with much fewer square footage and weight constraints than the surface of a vehicle. But as solar continues to get more efficient, it will make less and less sense to ignore the real estate on a car. After all, every watt of extra energy from the sun is one you don’t have to get somewhere else.