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Why Microsoft, Talen Energy, the Data Center Coalition, and everyone else who objected to PJM’s proposal kinda has a point.

You could be mistaken for thinking data center load flexibility was the wave of the future.
With electricity prices rising — in some cases directly due to substantial new investments to support data centers — and data center developers desperate for power, there has seemed to be a new consensus forming around a way to solve both problems using the existing grid, simply by asking data centers to ramp down their energy use at times of peak demand. The whole thing looks like a win-win-win. Researchers have argued that even relatively low levels of curtailment could make room for almost 100 gigawatts of new load to the grid. Goldman Sachs released a report praising data center flexibility, and Google even negotiated a contract to enable flexibility with a Midwestern utility.
So everyone is on board with curtailment, right?
Well, no, at least not in the largest electricity market in the country — and the one that has become the poster child for backlash to data center development.
PJM Interconnection, the 13-state electricity market that spans the Mid-Atlantic and Midwest, has a data center problem. Costs associated with data centers ballooned to over $9 billion in its latest capacity auction, where generators get paid for their ability to stay online, a 174% increase, according to PJM’s independent market monitor.
The system operator has been working on a process to try to balance getting data centers online without risking the reliability of the grid, and in August unveiled an outline for so-called “Non-Capacity-Backed Load,” describing how new large loads like data centers could have their power curtailed.
“PJM expects that there will be a transitional period where NCBL will be necessary as a result of the significant integration of large loads,” the presentation read. “Participation would ideally be voluntary,” but new loads could be assigned NCBL status “on a mandatory basis if needed.” In other words, new data centers could, under the proposal, be essentially forced to shut down from time to time.
PJM then asked for feedback from its stakeholders. What it got wasn’t positive.
The proposal “clearly intrudes upon state jurisdiction and exceeds the Commission’s authority,” a representative from Microsoft said in a public comment on the proposal. Not only that, it would “fundamentally undercut the very purpose of PJM’s capacity market.” In the end, “the proposed rule won’t solve the problem.”
Multiply that sentiment across nearly 200 pages and imagine it coming from nearly every large company involved in the generation, transmission, and consumption of electricity in one of the most populous markets in the U.S. and you’ll begin to understand just how not positive the reaction truly was.
Several commenters, including data center developers, focused on singling out particular large loads for special treatment, which they argued ran afoul of what regional transmission organizations like PJM are allowed to do in structuring electricity markets. The Data Center Coalition, a trade group of datacenter developers, said that PJM “has not provided a defensible rationale for creating this new class of service, and on its face the proposal is unduly discriminatory.”
Like several other stakeholders, the DCC questioned whether PJM was the right actor to create new classes of rates, arguing that type of action “fall[s] squarely within state jurisdiction.” Talen Energy, an independent power company with a significant PJM footprint, also said that the proposal “lies outside of [PJM’s] power to impose.”
Talen, like other power producers, would benefit from a more traditional RTO process, whereby new load induces new demand for energy and capacity, which it could meet (for a price).
“Instead of discriminating against a single form of demand, PJM should focus on improving load forecasting and a market-based solution that encourages more generation supply to be built so that the ‘golden age for American manufacturing and technological dominance’ can be achieved,” the company wrote in its submission.
Even Tyler Norris, the Duke University researcher who has done some of the most widely cited and influential work on data center flexibility, critiqued the proposal, writing on X that there was “much room for improvement” and that it didn’t offer any “defined speed-to-power benefit” for data centers by participating.
The backlash from data center developers shouldn’t be surprising, explained Abraham Silverman, a former lawyer for the New Jersey Board of Public Utilities and an assistant research scholar at Johns Hopkins. “The existing rules are financially very favorable to the data centers. And the reason for that is because both transmission and generation costs are being spread over every customer in the PJM footprint.”
Traditionally, the infrastructure costs of bringing on new load are spread across all customers as a fixed cost, with the idea being that with more customers, over time the fixed costs of the grid go down on a per-customer basis. To the developers and other commenters on PJM’s proposal, this is just how electricity markets and utilities work. Generators and transmission owners don’t ask what the power is being used for, they just supply it. If more generation needs to come online to make sure they can meet that supply, that can happen through the capacity market, where utilities pay generators to be available when demand rises.
But that system may be breaking down as new data centers impose large upfront costs on the whole system that then show up in huge rate increases paid by everyone — to the tune of about 25% in transmission costs for PJM customers since 2020, according to Silverman’s research. That new load must receive reliable service, leading to a bonanza for existing and potential new generators, who can collect growing capacity payments.
“PJM recognizes that it’s between a rock and a hard place, where it potentially has more load coming onto its system than it could reliably serve,” Silverman told me. “They are recognizing they need to have a plan for rationing and allocating available capacity on the electric grid.”
PJM itself may be at risk if data center development leads to higher costs, its independent market monitor argued in a memo: “It is not an overstatement to assert that the ongoing addition of large data center loads will put PJM competitive markets at risk unless there is a solution that requires large data center loads to pay for the costs that they would otherwise impose on other customers.”
While the cranky commenters’ arguments may seem pretextual, or at least self-interested, they aren’t entirely off base, Silverman told me.
“I think there is both a legal and a moral problem here,” Silverman explained. “The moral problem is pretty clear cut: I don’t think anybody really thinks that grandma should be paying higher electric rates because of big tech data centers. The legal question is a little bit harder to answer, and I do think there are legitimate issues on both sides.”
Many of the stakeholder complaints center around the idea that treating large loads or data centers differently is discriminatory in a way that runs afoul of federal energy law. But just because the states may have to get involved in order to put data centers in a special class of electricity customer doesn’t mean that the substantive issues aren’t real.
Some states and regional transmission organizations have started to address the effects of data centers on other users of the grid, most notably Texas, which recently passed a law setting up a mandatory curtailment program for large loads, plus a voluntary demand response program, while Ohio utility AEP reached a deal to make sure data center developers cover the cost of new infrastructure by establishing minimum monthly payments.
PJM will hold another meeting on the proposal later this month and aims to have a proposal ready to present to the Federal Energy Regulatory Commission by the end of the year, although some stakeholders cast doubt on whether PJM could get its act together in time to put forward something to FERC by the end of the year. The Data Center Coalition argued in its comments that the current schedule “does not realistically permit” the “level of deliberation and shareholder vetting” necessary.
But even if the developers, transmission owners, and generators are able to push off this plan, however, the conflicts around data center expansion, reliability, and high electricity prices won’t go away.
“At what point do we seriously as a society talk about the trade-offs?” Silverman asked. “I think there are a lot of people who are financially incented to push off that tough conversation.”
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Topsy turvy oil prices aren’t great for the U.S.
Oil prices are all over the place as markets reopened this week, climbing as high as $120 a barrel before crashing to around $85 after Donald Trump told CBS News that the war with Iran “is very complete, pretty much,” and that he was “thinking about taking it over,” referring to the Strait of Hormuz, the artery through which about a third of the world’s traded oil flows.
Even $85 is substantially higher than the $57 per barrel price from the end of last year. At that point, forecasters from both the public and the private sectors were expecting oil to stick around $60 a barrel through 2026.
Of course, crude oil itself is not something any consumer buys — but those high prices would likely feed through to higher consumer prices throughout the U.S. economy. That includes the price of gasoline, of course, which has risen by about $0.50 a gallon in the past month, according to AAA, — and jet fuel, which will mean increased travel costs. “Book your airfares now if they haven’t moved already,” Skanda Amarnath, the executive director of the economic policy think tank Employ America, told me.
High oil prices also raise the price of goods and services not directly linked to oil prices — groceries, for instance. “The cost of food, especially at the grocery store, is a function of the cost of diesel,” which fuels the trucks that get food to shelves, Amarnath told me. Diesel prices have risen even more than gasoline in the past week, by over $0.85 a gallon.
“We’ll see how long these prices stay elevated, how they feed their way through the supply chain and the value chain. But it’s clearly the case that it is a pretty adverse situation for both businesses and consumers.”
The oil market is going through one of the largest physical shocks in its modern history. Bloomberg’s Javier Blas estimates that of the 15 million barrels per day that regularly flow through the Strait of Hormuz, only about a third is getting through to the global market, whether through the strait itself or by alternative routes, such as the pipeline from Saudi Arabia’s eastern oil fields to the Red Sea.
Global daily oil production is just above 100 million barrels per day, meaning that around 10% of the oil supply on the market is stuck behind an effective blockade.
“The world is suddenly ‘short’ a volume that, in normal times, would dwarf almost any supply/demand imbalance we debate,” Morgan Stanley oil analyst Martjin Rats wrote in a note to clients on Sunday.
The fact that the U.S. is itself a leading producer and exporter of oil will only provide so much relief. Private sector economists have estimated that every $10 increase in the price of oil reduces economic growth somewhere between 0.1 and 0.2 percentage points.
“Petroleum product prices here in the U.S. tend to reflect global market conditions, so the price at the pump for gasoline and diesel reflect what’s going on with global prices,” Ben Cahill, a senior associate at the Center for Strategic and International Studies, told me. “What happens in the rest of the world still has a deep impact on U.S. energy prices.”
To the extent the U.S. economy benefits from its export capacity, the effects are likely localized to areas where oil production and export takes place, such as Texas and Louisiana. For the economy as a whole, higher oil prices will improve the “terms of trade,” essentially a measure of the value of imports a certain quantity of exports can “buy,” Ryan Cummings, chief of staff at Stanford Institute for Economic Policymaking, told me.
Could the U.S. oil industry ramp up production to capture those high prices and induce some relief?
Oil industry analysts, Heatmap founding executive editor Robinson Meyer, and the TV show Landman have all theorized that there is a “goldilocks” range of oil prices that are high enough to encourage exploration and production but not so high as to take out the economy as a whole. This range starts at around $60 or $70 on the low end and tops out at around $90 or $95. Above that, the economic damage from high prices would likely outweigh any benefit to drillers from expanded production.
And that’s if production were to expand at all.
“Capital discipline” has been the watchword of the U.S. oil and gas industry for years since the shale boom, meaning drillers are unlikely to chase price spikes by ramping up production heedlessly, CSIS’ Ben Cahill told me. “I think they’ll be quite cautious about doing that,” he said.
A test drive provided tantalizing evidence that a great, cheap EV is possible for the U.S.
Midway through the tortuous test drive over the mountains to Malibu, as the new Chevrolet Bolt EV ably zipped through a series of sharp canyon corners, I couldn’t help but think: Who would want to kill this car?
Such is life for the Bolt. Chevy revived the budget electric car after its fans howled when it killed the first version in 2023. But by the time the car press assembled last week for the official test drive of Bolt 2.0, the new car already had an expiration date: General Motors said it would end the production run next summer. This is a shame for a variety of reasons. Among the most important: The new Bolt, which starts just under $30,000 and is soon to start arriving at Chevy dealerships, shows that the cheap EV for the masses is really, almost there.
The 2027 Bolt comes with a 65 kilowatt-hour lithium iron phosphate battery that’s rated to deliver 262 miles of range. That’s not bad for an economy car, given that lots of more expensive EVs came with ranges in the low 200s just a couple of years ago.
Charging speed, the big bugaboo with the original Bolt, is fixed. The glacial 50-kilowatt speed has risen to 150 kilowatts, allowing the car to charge from 10% to 80% in about 25 minutes. That pales in comparison to the 350-kilowatt Hyundai touts for some of its EVs, but it makes the Bolt road trip an acceptable experience, not a slog. Crucially, the new Bolt comes with the NACS port and will seamlessly plug-and-charge at many charging stations, including Tesla’s.
Bolt comes with a single motor that delivers 210 horsepower and 169 pound-feet of torque — not eye-popping numbers. But because all of an electric car’s torque is available at any time, the Bolt feels livelier as it accelerates away from a start compared to an equivalent combustion-powered economy car. It huffs and puffs just a tad trying to accelerate uphill on California’s mountain highways, sure, but Bolt has enough oomph to have some fun without getting you into trouble. And in a world of white cars, Bolt comes in honest-to-goodness colors. Red. Blue. Yellow!
The tech features are the same story — that is, plenty good for the price. Many Bolt loyalists are incensed that Chevy killed off Apple Carplay and Android Auto integration in the new car, forcing drivers to rely on what’s built in. For those who can get over the disappointment, what is built into Bolt’s 11-inch touchscreen is pretty good, starting with Google Maps integration for navigation. Its method for displaying charging stations — and allowing the driver to filter them by plug style, provider, and other factors — isn’t quite up to the Silicon Valley seamlessness of a Rivian, but is easier to use than what a lot of legacy car companies put in their EVs. (The fabulous Kia EV9 three-row SUV I tested just before the Bolt is superior in just about every way except this.)
The Bolt even has a few features you wouldn’t expect at the entry level. The surround vision recorder for storing footage from the car’s camera is a first for a GM vehicle, Chevy says. The brand is also making a big to-do over the Super Cruise hands-free driving feature since the Bolt is now the least expensive car to get it, though adding all that tech takes the basic LT version of the Bolt up from $29,000 to more than $35,000, which is the starting price for the bigger Chevy Equinox EV.
With so much going right for this vehicle, why preemptively kill it? The most obvious factor is the Trump White House. Chevrolet had always called the Bolt’s return a limited run, but the fact that its production run might last for just a year and a half is a direct result of Trump tariffs: GM wants to make gas-powered Buick crossovers, currently made in China, at the Kansas factory that builds the Bolt.
And the loss last year of the federal incentive to buy an EV is particularly punitive for the Bolt. With $7,500 shaved off the price, the Chevy EV would have been cost-competitive with the cheapest new gas cars, like the Hyundai Elantra or Toyota Corolla. Without it, Bolt is closer in price to a larger vehicle like the Toyota RAV4. When Chevy can’t make the case that its EV is as cheap as any other small car you might be looking at, it must sell a car like Bolt on its down-the-road value: very little routine maintenance, no buying gasoline during a period of wartime oil shocks, and so on. That’s a tougher task, and perhaps explains why GM was so quick to move on.
Still, there’s clearly something bigger at stake here for GM. The American car companies’ pivot back to the short-term profitability of petroleum, exemplified by the Bolt-Buick affair, comes as the rest of the world continues to embrace EVs. Headlines lately have wondered whether China’s ascent combined with America’s yoyo-ing on electric power could lead to Detroit’s outright demise, leaving the U.S. auto industry with scraps as someone else’s superior EVs take over the world.
In this light, Chevy’s own market data on Bolt is especially jarring. Of the nearly 200,000 Bolts on the road from the car’s previous generation, 75% percent of those drivers came from other car companies to GM, and 72% remained loyal to GM. In other words, the new Bolt is set to build on General Motors’ status as the top EV-seller in America behind Tesla by expanding the established base of customers who love Chevy electric cars. That is what’s being tossed aside to increase quarterly profits.
Maybe the Bolt will surprise its maker, again. Even if a groundswell of enthusiasm for the new car isn’t enough to save it from extinction, perhaps it will prove to GM to give the budget EV yet another go-around when the market shifts yet again.
Current conditions: Spring-like temperatures have arrived in New York City, with a high of 62 degrees Fahrenheit today • The death toll from the flooding in Nairobi, Kenya, has risen to at least 42 • Heavy rain in Peru threatens landslides amid what’s already been a deadly wet season.
It only took a week. But, as I told you might happen sooner than later, oil prices surged past $100 per barrel for the first time since 2022 as the war against Iran continues. The latest hit to the global market came when Kuwait and the United Arab Emirates started cutting production over the weekend at key oil fields as shipments through the Strait of Hormuz ground to a halt. In a post on his Truth Social network, President Donald Trump said prices “will drop rapidly when the destruction of the Iran nuclear threat is over,” calling the rise “a very small price to pay for U.S.A.” In response, oil analyst Rory Johnston said Trump’s statement would only spur on the market craziness. “No one who has any idea how the oil market works is buying it — all this does is make it seem like Trump believes it, which means the base case length of this disruption is growing ever-longer,” he wrote. “Tick. Tock.”
The war’s effect on energy markets isn’t just an oil story. As Heatmap’s Matthew Zeitlin wrote, it’s also a natural gas story. Similarly, as Matthew wrote last week, the winners of the market chaos run the gamut from coal to solar panels.

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