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It’s morning in America, and the sun is shining on our photovoltaic panels.

Campaign strategists and political consultants have a lot of folk theories that guide their work, some of which are even true. One common one is that the more optimistic candidate wins, especially in presidential races: Figures such as Ronald Reagan, Bill Clinton, George W. Bush, and Barack Obama who painted a bright vision of the future with a smile on their faces triumphed over their more dour opponents. Some political science research backs it up: One study examined candidates’ rhetoric over four decades of campaigns and found “the candidate who was more a pessimistic ruminator lost 9 of 10 times.”
This presents a problem for those who want candidates to make climate change advocacy a key part of their campaigns (and make promises they’ll have to keep once they take office). If candidates want to be optimistic, they may shy away from talking too much about a topic that can be disturbing, with the potential of global catastrophe always looming.
But we’re seeing the glimmers of something interesting in the current election. Now it’s the forces of the fossil fuel status quo who sound pessimistic, while those advocating more aggressive climate action are the optimistic ones.
This is clearly a conscious choice on the part of the Biden campaign and its allies. Using the Inflation Reduction Act and its climate investments as the evidence, they’re telling a story in which the administration is striding confidently into a better future, creating jobs and cleaning the air at the same time. Pro-Biden political action committees are airing ads (see here, here, or here) featuring sweeping drone shots of wind turbines and solar arrays, and slow-motion scenes from high-tech factories where good strong Americans are doing satisfying work for good pay, all while stirring music plays in the background. It’s morning in America, and the sun is shining on our photovoltaic panels.
The $80 million that the group Climate Power is planning to spend on ads for Biden, to take one example, may not blanket the airwaves from now to November, but it’s still a significant amount devoted to telling a feel-good climate story, even if that story is only a partial one. If that’s what will motivate voters more than encouraging them to marinate in bad news about rising temperatures and CO2 emissions, that’s what we can expect candidates to do.
And the contrast with Biden’s opponent is striking. These days, Donald Trump is less likely to call climate change a hoax invented by the Chinese government (as he used to), and more likely to simply dismiss it as nothing to worry about. But when it comes to anything involving clean energy, his rhetoric turns dark and foreboding. He has a long and weird obsession with the supposed horror of wind turbines, which he believes cause cancer, kill innumerable birds, and are “driving whales crazy.” He recently told a group of oil executives, “I hate wind.” Clearly.
When talk turns to electric cars, Trump is just as grim, painting them as nightmarish misery-mobiles for both those condemned to drive them and the workers who won’t get to build them. “The cars don’t go far, they cost too much, and they’re all made in China,” he says, and “if I don’t get elected, it’s going to be a bloodbath” for the whole auto industry. At the press conference he held after being convicted on 34 felony counts, he got barely a minute into his remarks before going off on EVs: “They want to stop you from having cars with their ridiculous mandates that make it impossible for you to get a car or afford a car; make it very possible for China to build all of our cars.” If ever there was a “pessimistic ruminator,” it’s Trump.
You don’t have to be planning to buy an EV this year to be more attracted to Biden’s optimistic picture of American workers building them than Trump’s nightmarish vision of automotive dystopia. And even if some portion of the population cheers when they hear Trump promising to “Drill, drill, drill,” it’s now the forces of the status quo that sound pessimistic when it comes to energy, denying that the country is capable of innovation and adaptation. We have to just keep doing what we’re doing, they say, because we can’t have anything better.
If there’s a risk of being too optimistic in a campaign, it might be that it saps the urgency from the climate issue and produces a bias toward easy, low-cost policy solutions rather than hard choices. But the Biden administration’s record — which though far from perfect includes both crowd-pleasing spending programs and stricter regulation of emissions that have produced strong opposition — suggests that what matters most is whether a president and the people in their administration care about the climate at all.
As Heatmap’s Jeva Lange has explained, the fact that few voters respond “climate change” when asked to name the country’s most pressing problem doesn’t mean they don’t believe it’s important. And if you convince a voter that cleaner energy is a worthwhile goal to pursue, does it matter if she’s thinking more about job opportunities and lower electric bills than about reducing emissions?
It also wouldn’t be a bad thing if people came to see the issue as a contrast between the future and the past, innovative thinking and hidebound fear of change. Two decades ago, Mark Schmitt coined one of those pithy bits of insight political writers are always searching for when he wrote that in a campaign, “It’s not what you say about the issues, it’s what the issues say about you.” His example was John McCain’s advocacy for campaign finance reform, which wasn’t at the top of the voters’ priority list but communicated that McCain was a principled reformer unafraid of taking on the powerful.
In the same way, advocacy for clean energy can help candidates build an optimistic image even apart from the policy debate over whether and how the country should decarbonize. If all those ads with gleaming solar farms and humming factory floors lead people to associate the climate issue with innovation and hope rather than deprivation and misery (as Trump and others would have it), then more and more candidates may want to make that part of their image, too. And the chances of positive policy change will only increase.
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Rob talks with McMaster University engineering professor Greig Mordue, then checks in with Heatmap contributor Andrew Moseman on the EVs to watch out for.
It’s been a huge few weeks for the electric vehicle industry — at least in North America.
After a major trade deal, Canada is set to import tens of thousands of new electric vehicles from China every year, and it could soon invite a Chinese automaker to build a domestic factory. General Motors has also already killed the Chevrolet Bolt, one of the most anticipated EV releases of 2026.
How big a deal is the China-Canada EV trade deal, really? Will we see BYD and Xiaomi cars in Toronto and Vancouver (and Detroit and Seattle) any time soon — or is the trade deal better for Western brands like Volkswagen or Tesla which have Chinese factories but a Canadian presence? On this week’s Shift Key, Rob talks to Greig Mordue, a former Toyota executive who is now an engineering professor at McMaster University in Hamilton, Ontario, about how the deal could shake out. Then he chats with Heatmap contributor Andrew Moseman about why the Bolt died — and the most exciting EVs we could see in 2026 anyway.
Shift Key is hosted by Robinson Meyer, the founding executive editor of Heatmap, and Jesse Jenkins, a professor of energy systems engineering at Princeton University. Jesse is off this week.
Subscribe to “Shift Key” and find this episode on Apple Podcasts, Spotify, Amazon, or wherever you get your podcasts.
You can also add the show’s RSS feed to your podcast app to follow us directly.
Here is an excerpt from our conversation:
Robinson Meyer: Over the weekend there was a new tariff threat from President Trump — he seems to like to do this on Saturday when there are no futures markets open — a new tariff threat on Canada. It is kind of interesting because he initially said that he thought if Canada could make a deal with China, they should, and he thought that was good. Then over the weekend, he said that it was actually bad that Canada had made some free trade, quote-unquote, deal with China.
Do you think that these tariff threats will affect any Carney actions going forward? Is this already priced in, slash is this exactly why Carney has reached out to China in the first place?
Greig Mordue: I think it all comes under the headline of “deep sigh,” and we’ll see where this goes. But for the first 12 months of the U.S. administration, and the threat of tariffs, and the pullback, and the new threat, and this going forward, the public policy or industrial policy response from the government of Canada and the province of Ontario, where automobiles are built in this country, was to tread lightly. And tread lightly, generally means do nothing, and by doing nothing stop the challenges.
And so doing nothing led to Stellantis shutting down an assembly plant in Brampton, Ontario; General Motors shutting an assembly plant in Ingersoll, Ontario; General Motors reducing a three-shift operation in Oshawa, Ontario to two shifts; and Ford ragging the puck — Canadian term — on the launch of a new product in their Oakville, Ontario plant. So doing nothing didn’t really help Canada from a public policy perspective.
So they’re moving forward on two fronts: One is the resetting of relationships with China and the hope of some production from Chinese manufacturers. And two, the promise of automotive industrial policy in February, or at some point this spring. So we’ll see where that goes — and that may cause some more restless nights from the U.S. administration. We’ll see.
Mentioned:
Canada’s new "strategic partnership” with China
The Chevy Bolt Is Already Dead. Again.
The EVs Everyone Will Be Talking About in 2026
This episode of Shift Key is sponsored by …
Heatmap Pro brings all of our research, reporting, and insights down to the local level. The software platform tracks all local opposition to clean energy and data centers, forecasts community sentiment, and guides data-driven engagement campaigns. Book a demo today to see the premier intelligence platform for project permitting and community engagement.
Music for Shift Key is by Adam Kromelow.
A federal judge in Massachusetts ruled that construction on Vineyard Wind could proceed.
The Vineyard Wind offshore wind project can continue construction while the company’s lawsuit challenging the Trump administration’s stop work order proceeds, judge Brian E. Murphy for the District of Massachusetts ruled on Tuesday.
That makes four offshore wind farms that have now won preliminary injunctions against Trump’s freeze on the industry. Dominion Energy’s Coastal Virginia offshore wind project, Orsted’s Revolution Wind off the coast of New England, and Equinor’s Empire Wind near Long Island, New York, have all been allowed to proceed with construction while their individual legal challenges to the stop work order play out.
The Department of the Interior attempted to pause all offshore wind construction in December, citing unspecified “national security risks identified by the Department of War.” The risks are apparently detailed in a classified report, and have been shared neither with the public nor with the offshore wind companies.
Vineyard Wind, a joint development between Avangrid Renewables and Copenhagen Infrastructure Partners, has been under construction since 2021, and is already 95% built. More than that, it’s sending power to Massachusetts customers, and will produce enough electricity to power up to 400,000 homes once it’s complete.
In court filings, the developer argued it was urgent the stop work order be lifted, as it would lose access to a key construction boat required to complete the project on March 31. The company is in the process of replacing defective blades on its last handful of turbines — a defect that was discovered after one of the blades broke in 2024, scattering shards of fiberglass into the ocean. Leaving those turbine towers standing without being able to install new blades created a safety hazard, the company said.
“If construction is not completed by that date, the partially completed wind turbines will be left in an unsafe condition and Vineyard Wind will incur a series of financial consequences that it likely could not survive,” the company wrote. The Trump administration submitted a reply denying there was any risk.
The only remaining wind farm still affected by the December pause on construction is Sunrise Wind, a 924-megawatt project being developed by Orsted and set to deliver power to New York State. A hearing for an injunction on that order is scheduled for February 2.
Noon Energy just completed a successful demonstration of its reversible solid-oxide fuel cell.
Whatever you think of as the most important topic in energy right now — whether it’s electricity affordability, grid resilience, or deep decarbonization — long-duration energy storage will be essential to achieving it. While standard lithium-ion batteries are great for smoothing out the ups and downs of wind and solar generation over shorter periods, we’ll need systems that can store energy for days or even weeks to bridge prolonged shifts and fluctuations in weather patterns.
That’s why Form Energy made such a big splash. In 2021, the startup announced its plans to commercialize a 100-plus-hour iron-air battery that charges and discharges by converting iron into rust and back again. The company’s CEO, Mateo Jaramillo, told The Wall Street Journal at the time that this was the “kind of battery you need to fully retire thermal assets like coal and natural gas power plants.” Form went on to raise a $240 million Series D that same year, and is now deploying its very first commercial batteries in Minnesota.
But it’s not the only player in the rarified space of ultra-long-duration energy storage. While so far competitor Noon Energy has gotten less attention and less funding, it was also raising money four years ago — a more humble $3 million seed round, followed by a $28 million Series A in early 2023. Like Form, it’s targeting a price of $20 per kilowatt-hour for its electricity, often considered the threshold at which this type of storage becomes economically viable and materially valuable for the grid.
Last week, Noon announced that it had completed a successful demonstration of its 100-plus-hour carbon-oxygen battery, partially funded with a grant from the California Energy Commission, which charges by breaking down CO2 and discharges by recombining it using a technology known as a reversible solid-oxide fuel cell. The system has three main components: a power block that contains the fuel cell stack, a charge tank, and a discharge tank. During charging, clean electricity flows through the power block, converting carbon dioxide from the discharge tank into solid carbon that gets stored in the charge tank. During discharge, the system recombines stored carbon with oxygen from the air to generate electricity and reform carbon dioxide.
Importantly, Noon’s system is designed to scale up cost-effectively. That’s baked into its architecture, which separates the energy storage tanks from the power generating unit. That makes it simple to increase the total amount of electricity stored independent of the power output, i.e. the rate at which that energy is delivered.
Most other batteries, including lithium-ion and Form’s iron-air system, store energy inside the battery cells themselves. Those same cells also deliver power; thus, increasing the energy capacity of the system requires adding more battery cells, which increases power whether it’s needed or not. Because lithium-ion cells are costly, this makes scaling these systems for multi-day energy storage completely uneconomical.
In concept, Noon’s ability to independently scale energy capacity is “similar to pumped hydro storage or a flow battery,” Chris Graves, the startup’s CEO, told me. “But in our case, many times higher energy density than those — 50 times higher than a flow battery, even more so than pumped hydro.” It’s also significantly more energy dense than Form’s battery, he said, likely making it cheaper to ship and install (although the dirt cheap cost of Form’s materials could offset this advantage.)
Noon’s system would be the first grid-scale deployment of reversible solid-oxide fuel cells specifically for long-duration energy storage. While the technology is well understood, historically reversible fuel cells have struggled to operate consistently and reliably, suffering from low round trip efficiency — meaning that much of the energy used to charge the battery is lost before it’s used — and high overall costs. Graves conceded Noon has implemented a “really unique twist” on this tech that’s allowed it to overcome these barriers and move toward commercialization, but that was as much as he would reveal.
Last week’s demonstration, however, is a big step toward validating this approach. “They’re one of the first ones to get to this stage,” Alexander Hogeveen Rutter, a manager at the climate tech accelerator Third Derivative, told me. “There’s certainly many other companies that are working on a variance of this,” he said, referring to reversible fuel cell systems overall. But none have done this much to show that the technology can be viable for long-duration storage.
One of Noon’s initial target markets is — surprise, surprise — data centers, where Graves said its system will complement lithium-ion batteries. “Lithium ion is very good for peak hours and fast response times, and our system is complementary in that it handles the bulk of the energy capacity,” Graves explained, saying that Noon could provide up to 98% of a system’s total energy storage needs, with lithium-ion delivering shorter streams of high power.
Graves expects that initial commercial deployments — projected to come online as soon as next year — will be behind-the-meter, meaning data centers or other large loads will draw power directly from Noon’s batteries rather than the grid. That stands in contrast to Form’s approach, which is building projects in tandem with utilities such as Great River Energy in Minnesota and PG&E in California.
Hogeveen Rutter, of Third Derivative, called Noon’s strategy “super logical” given the lengthy grid interconnection queue as well as the recent order from the Federal Energy Regulatory Commission intended to make it easier for data centers to co-locate with power plants. Essentially, he told me, FERC demanded a loosening of the reins. “If you’re a data center or any large load, you can go build whatever you want, and if you just don’t connect to the grid, that’s fine,” Hogeveen Rutter said. “Just don’t bother us, and we won’t bother you.”
Building behind-the-meter also solves a key challenge for ultra-long-duration storage — the fact that in most regions, renewables comprise too small a share of the grid to make long-duration energy storage critical for the system’s resilience. Because fossil fuels still meet the majority of the U.S.’s electricity needs, grids can typically handle a few days without sun or wind. In a world where renewables play a larger role, long-duration storage would be critical to bridging those gaps — we’re just not there yet. But when a battery is paired with an off-grid wind or solar plant, that effectively creates a microgrid with 100% renewables penetration, providing a raison d’être for the long-duration storage system.
“Utility costs are going up often because of transmission and distribution costs — mainly distribution — and there’s a crossover point where it becomes cheaper to just tell the utility to go pound sand and build your power plant,” Richard Swanson, the founder of SunPower and an independent board observer at Noon, told me. Data centers in some geographies might have already reached that juncture. “So I think you’re simply going to see it slowly become cost effective to self generate bigger and bigger sizes in more and more applications and in more and more locations over time.”
As renewables penetration on the grid rises and long-duration storage becomes an increasing necessity, Swanson expects we’ll see more batteries like Noon’s getting grid connected, where they’ll help to increase the grid’s capacity factor without the need to build more poles and wires. “We’re really talking about something that’s going to happen over the next century,” he told me.
Noon’s initial demo has been operational for months, cycling for thousands of hours and achieving discharge durations of over 200 hours. The company is now fundraising for its Series B round, while a larger demo, already built and backed by another California Energy Commission grant, is set to come online soon.
While Graves would not reveal the size of the pilot that’s wrapping up now, this subsequent demo is set to deliver up to 100 kilowatts of power at once while storing 10 megawatt-hours of energy, enough to operate at full power for 100 hours. Noon’s full-scale commercial system is designed to deliver the same 100-hour discharge duration while increasing the power output to 300 kilowatts and the energy storage capacity to 30 megawatt-hours.
This standard commercial-scale unit will be shipping container-sized, making it simple to add capacity by deploying additional modules. Noon says it already has a large customer pipeline, though these agreements have yet to be announced. Those deals should come to light soon though, as Swanson says this technology represents the “missing link” for achieving full decarbonization of the electricity sector.
Or as Hogeveen Rutter put it, “When people talk about, I’m gonna get rid of all my fossil fuels by 2030 or 2035 — like the United Kingdom and California — well this is what you need to do that.”