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The culture wars are threatening one of the few bipartisan areas of climate policy.

Carbon capture has always been contentious, but its biggest critics have traditionally been climate activists on the left. Now, in an unexpected twist, it seems to be getting caught up in the same conservative climate culture war that has overwhelmed electric stoves and ESG investing.
Ron DeSantis, the governor of Florida, took to social media this week to castigate the Republican supermajority in his state’s legislature for hosting a hearing on a bill about carbon sequestration. “Carbon sequestration is a scam!” he said in a pre-recorded video. “It’s part of climate ideology, and it should not be in law in the state of Florida, certainly should not be the work of a Republican supermajority.”
The video was uncanny. DeSantis sounded like the ideological activists he thought he was attacking. The idea of capturing carbon from industrial plants and storing it underground has long held bipartisan appeal among policymakers — attractive to Republicans in oil and gas states that want to keep those industries in business, and to Democrats as a way to reach across the aisle on climate solutions
The Florida bill in question isn’t just about carbon capture technology. It would create a carbon sequestration task force to make recommendations for how the state can increase carbon uptake in the environment — in trees, soils, and the ocean — in addition to using equipment to capture it and store it underground. These kinds of initiatives have long been popular with Republican policymakers, as well, in no small part because they can be pursued without talking about fossil fuels at all. During Trump’s first term, he championed the then-popular idea of planting a trillion trees as a climate solution.
In the video, DeSantis mischaracterizes the bill as calling for “injecting carbon into our soil, aquifers, and even our ocean floor,” conflating nature-based and technological storage solutions and making the legislation sound all the more threatening.
The video is not the only recent example of a prominent Republican coming out against carbon capture and sequestration. In March, Scott Perry, a Republican Congressman from Pennsylvania, co-sponsored the “45Q Repeal Act” with Ro Khanna, a progressive Democrat from California. The bill proposes killing the 45Q tax credit, a subsidy that pays between $60 and $180 for every ton of carbon pumped underground. The amount depends on from where the carbon was captured and whether it is simply sequestered underground or used to pump oil out of aging wells, a process called enhanced oil recovery.
Khanna and other Democrats have introduced bills to kill 45Q each year for the past several years, arguing that it was primarily subsidizing more oil production to the tune of hundreds of billions of taxpayer dollars, fueling climate change rather than slowing it. But this is the first time a Republican has signed on as a co-sponsor. Perry painted the bill as a way to “reduce overregulation and fraud” and to help pay for the tax cuts that Trump has asked for. “The 45Q tax credit subsidizes technologies that serve no purpose beyond distorting energy markets,” states a press release from Perry’s office.
“It’s one of these, what we would call Baptist/Bootleggers type of coalitions,” David Reiner, a political scientist and professor of technology policy at the University of Cambridge, told me. “The people who hate climate change and the people who hate the idea that the way of solving climate change would be to engage the oil and gas industry.”
The environmental news outlet DeSmog has also reported on a growing conservative backlash to carbon capture in Canada, with a far-right group called Canada Proud running anti-carbon capture ads to its more than 500,000 followers on Facebook. “Carbon capture is billed as a green technology that stops carbon from entering the atmosphere,” the ads said. “But is it really good for the environment? As it turns out, not really.” Environmental groups like the Sierra Club, the Center for Biological Diversity, Greenpeace, and Food and Water Watch have been saying the same thing for years.
The rhetoric around carbon capture tends to oversimplify complex challenges into absolute statements. Critics say that carbon capture “doesn’t work” or is a “false solution.” Advocates say it’s “proven” technology that’s already avoided millions of tons of carbon from entering the atmosphere.
It’s true that to date, captured carbon has mostly been used to get more oil out of the ground. Oil and gas companies have thus far benefited more than people or the environment, despite their exaggerated advertisements saying otherwise. For many potential use cases, it’s far easier and cheaper to use renewable energy than capture and sequester carbon. The technology is expensive, and without heavy subsidies, it either isn’t economic or would increase energy costs. There are some cases, however, such as removing carbon from the atmosphere or decarbonizing cement production, where it could be one of the best solutions. The technology’s most progressive proponents often argue that the criticisms of carbon capture can be addressed with better policy. But there are no powerful political coalitions pushing for a different vision.
On the contrary, the most powerful proponents of carbon capture are pushing for more generous subsidies. In February, John Barasso, a Senator from Wyoming, introduced “The Enhancing Energy Recovery Act” with six Republican co-sponsors. The bill would expand 45Q so that all carbon sequestration projects, whether they increase oil production or not, qualify for the same amount of tax credit.
Reiner, the political scientist, mostly dismissed the significance of the DeSantis video to the broader policy debate around carbon capture. “Ron DeSantis doesn’t like carbon capture. Well, who cares?” he told me. There’s not much going on with carbon capture in Florida anyway. “The way the Senate works is it vastly over-represents the western, resource-rich states, all of whom have been very enthusiastic supporters of this,” Reiner said. “It’s very easy for Ron DeSantis to posture on this topic. It’s much harder to imagine that would gain a lot of traction in the Senate Republican leadership.”
At the same time, Reiner said the Florida governor’s comments reflect this broader upheaval happening in areas where there once appeared to be consensus. For example, after Trump was elected, there appeared to be relative agreement that the Inflation Reduction Act was safe because of how much money it was sending to Republican districts. But then the Trump administration came in and immediately began trying to shut down many of the law’s grant programs — a course of action few had predicted, mainly because it’s likely illegal for the president to end grant programs without permission from Congress.
Now, Republicans in Congress are considering axing some of the law’s most beneficial clean energy tax credits to pay for Trump’s tax cut package. Billion-dollar mega-projects to capture carbon directly from the air in Texas and Louisiana have shown up on lists floating around the Hill of programs to kill.
Perhaps more striking than the DeSantis video was a re-tweet of it by Wayne Christian, a Republican on the Texas Railroad Commission. The Commission is a state body that regulates the oil and gas industry in Texas, but whose elected members regularly receive the majority of their campaign donations from the companies they regulate. “You’re right [Governor DeSantis]!” Christian wrote. “Carbon Capture & Sequestration is no different than Wind/Solar subsidies. CCUS is Big Oil placating the Left & taking taxpayer dollars to do so. Energy policies should be meritorious & about consumers.”
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A dispatch from Day 1 of New York Climate Week.
It’s the first day of New York Climate Week, and I spent the morning attending events hosted by companies and nonprofits focused on carbon dioxide removal, i.e. sucking greenhouse gas out of the atmosphere. The vibes were, somewhat surprisingly, optimistic — not about the state of the planet or politics or climate change, per se, but about the future of an industry with a very uncertain fate.
Senator Brian Schatz of Hawaii struck a high note opening the first event I attended, a panel hosted by the Carbon Removal Alliance titled “Progress, Politics, and the Path Forward.” “It’s not a secret that for those of us who care about climate, these are challenging times,” he told the audience. “But the momentum behind CDR is real.”
Schatz cited the nearly $1 billion fund that Frontier Climate, a coalition of carbon removal buyers, pledged earlier this year to put toward supporting the industry, as well as the fact that Congress has continued funding carbon removal on a bipartisan basis through the 45Q tax credit for carbon capture and storage, which survived last year’s clean energy policy purge.
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During the panel that followed, a lot of the discussion centered on what the industry needs from federal policy and how to build a bigger tent of supporters to lobby for those changes. It was moderated by Ella Nilsen, a former CNN climate reporter who recently became the vice president of Echo Communications. She started by acknowledging that carbon removal has a lot of skeptics in the climate movement — many are concerned that it’s a waste of money compared to investing in emission reductions, or that it’s become a justification to continue using fossil fuels. How do you change their minds?
I was interested to hear Joanna Klitzke, the head of market development at Frontier, recommend that the industry be honest about methods and projects that are not working. A few of the companies Frontier has purchased carbon removal from have failed, she said, including one trying to do carbon mineralization using steel slag on roads. “It just doesn’t work. The economics don’t pencil, The technical feasibility isn’t there,” she said. (I followed up with Klitzke by email to ask for clarification on which companies have failed, but I hadn’t heard back as of press time.) Being transparent about the failures might help convince skeptics to support the things that are working, she argued.
Broadening the tent also means getting more members of Congress interested in supporting carbon removal. Cristina Shoffer, the cofounder and director of the Clean Economy Project, stressed that carbon removal companies should be building relationships with their members of Congress before they need something. When it came to defending the tax credits during the passage of Trump’s One Big Beautiful Bill Act, she said, a lot of the companies that were trying to make their case to Congress didn’t have an existing with their representatives. Jeremy Harrell, the CEO of the conservative clean energy nonprofit Clearpath, added that we are about to be in a historic turnover point for federal policymakers, so it’s an opportune time to go to new members elected in November’s midterms, teach them about the industry, and “foster new champions.”
And what, pray tell, should the industry ask of these members? That part is still a little fuzzy. The industry’s biggest challenge is, and has long been, a lack of customers. Giana Amador, the executive director of the Carbon Removal Alliance, was optimistic that Frontier’s fund and other voluntary buyers will carry the industry forward for the next few years, but “we need to be thinking about, what is that baton pass?” she said. I heard this expression a few times today, and it refers to the moment when buying carbon removal moves from the hands of volunteers to the hands of government.
Amador mentioned potentially embedding carbon removal into California’s cap and trade market, passing federal tax credits that support a broader range of CDR methods, or expanding the federal carbon removal purchase prize — a Biden-era program to have the Department of Energy vet and buy carbon removal that is still technically alive but that, by all accounts, Trump’s Department of Energy has not carried on. “The field really needs to come together around, what is our big ask around carbon removal demand? How can the U.S. federal government create these opportunities for demand?”
Later in the day, at a summit hosted by the carbon removal registry Puro.Earth, there was more talk about how various voluntary and government frameworks are shaping demand. Kyra Power, the engagement manager for North America for the Science Based Targets Initiative, addressed some potential disappointment in the room around the Initiative’s recent Net-Zero Standard update.
In the absence of regulatory requirements that compel companies to buy carbon removal, SBTi’s standard is the next closest thing. The latest version of its standard for what counts as a “science-based” corporate net zero plan, released in June, introduced guidance requiring larger companies in higher-income countries to begin offsetting their ongoing emissions with carbon removal beginning in 2035, later than the CDR industry — which is desperate for more buyers — hoped. SBTi will also encourage companies to purchase carbon removal before that date by creating an optional “recognition program.” It hasn’t spelled out all the details yet, but it would essentially mean giving companies that buy CDR early a gold star.
Power explained that corporate buyers told SBTi that starting the requirement earlier, in 2030, was “not feasible.” But she tried to reassure the audience, noting that SBTi is already fielding inquiries from companies about how they can go after the optional recognition program.
“I hope at some point that we’re able to publish some of those reflections and insights that we’re gaining internally,” she said, “but I think it is more like an indicator that there is interest in this recognition program, there’s interest in this above and beyond framework.”
A few other quick notes on big CDR announcements before I go:
It became remarkable by being pretty normal.
Quick: What’s the most successful EV in America that’s not a Tesla? At various points over the years, vehicles such as the Toyota Bz, Chevy Bolt, and Chevy Equinox EV have claimed the title. But the most popular non-Tesla in the first half of 2026 was the Hyundai Ioniq 5 — a car that looks essentially the same as it did at its debut in 2021. It also just finished first in Edmunds’ testing of the top electric SUVs, a smidge ahead of the Tesla Model Y and the much-lauded Rivian R2.
In a market as volatile as electric cars, it’s odd for a standout vehicle to be one that hasn’t changed much in half a decade. But Ioniq 5’s sales have been slowly ticking up over the past several years because of some smart choices that allowed Hyundai to navigate the chaos of the EV transition in the U.S. Ioniq 5 has always just been there, in plain sight. So this week, I finally drove it on a California road trip — the Los Angeles to San Francisco journey I use to test many electric vehicles — to see what it does so right.
First, that look. The Ioniq 5 hasn’t changed its appearance much since 2021 because it remains so distinctive. Angular details on the doors and Ioniq’s signature pixelated taillights feel futuristic, but the overall shape is familiar. It scans more like a hatchback from the old days than an SUV, but scaled up to the high riding height Americans love in their crossovers.
The shape also makes Ioniq 5 more practical. What’s underneath the quirky exterior is essentially a five-seat crossover, the most popular vehicle type in the U.S., with a decently spacious cargo area underneath the rear liftgate. Compare that to its stablemate, the Ioniq 6. That lovely car has been discontinued in the U.S. in part because its low-riding sedan shape and small trunk didn’t appeal enough to Americans. Ioniq 5 is also just the right size, not a battleship like the gorgeous but enormous three-row Ioniq 9 I drove last summer.
Inside its EVs, Hyundai has struck an admirable balance between old and new. The central touchscreen isn’t up to the size or sophistication of what’s in a Tesla or Rivian. It does, however, incorporate EV route planning into its built-in navigation, and the driver can scan through nearby compatible chargers. The interface can be frustrating to use — it’s more of a drop-down list of stations, not the map in a Tesla that lets you tap into a Supercharger station to get its real-time information. But Hyundai gets points for trying, since I’ve criticized the likes of Toyota and Subaru for omitting the feature.
Compared to offerings by the EV-only carmakers, Ioniq 5 does, at times, feel like an EV built by a company that doesn’t specialize in electric cars. But while that leads to some annoyances and missing features, it’s not always a bad thing. For example, Ioniq 5 retains plenty of physical buttons to please the analog crowd. A row of physical buttons can put the touchscreen into map, media, or other modes. It’s a helpful touch, allowing you to change what you’re seeing on the display without the need to tap the screen. Climate control runs through a smaller touchscreen located below, and while it may not use physical buttons, it is a simple and straightforward menu that never changes.
Range delivers what you need. Longer-range versions can top 300 miles on their official Environmental Protection Agency rating, while all-wheel drive versions score in the high 200s. Our tester in the high-end “Limited” trim is rated at just 269, but that was enough to get well over 200 real-world miles while driving 75 miles per hour down the interstate. The real key here — and what made Ioniq stand out in Edmunds’ testing — is Hyundai’s 800-volt electrical architecture that allows it to charge much faster than most U.S. EVs, adding 100 miles of range in as little as eight minutes. Remember: Once you reach a good amount of range, charging speed is perhaps more important since it gets you back on the road fast.
Efficiency-wise, ours eked out a respectable 2.5 to 2.7 miles per kilowatt despite enduring some headwinds and 100-degree temperatures thanks to California’s insufferable El Niño summer. On the more temperate trip home from San Francisco, it scored more than 3 miles per kilowatt, pushing its range well above 200 real highway miles. At slower speeds and in better conditions, Ioniq 5 is efficient enough to make your electricity dollar go pretty far.
The price is right, too. A few years ago, Ioniq 5s started in the $40,000s. Since then, however, Hyundai has aggressively slashed prices and offered cheap leases to make up for the loss of the $7,500 tax credit for EV purchases last year and to keep this car competitive in the market. Today you can get the entry-level Ioniq 5 with 245 miles of range for $35,000, while a stepped-up version that can achieve 318 miles in rear-wheel drive configuration starts at $37,500. (Plus, Hyundai has sold more than 175,000 of these in the U.S. and Canada, so you could probably score a good deal on a used one, especially given the accelerated depreciation of EVs.)
Though it has been around for a long time in EV terms, Ioniq 5 looks to be Hyundai’s signature EV for America for years to come. As noted, the Ioniq 6 sedan is going away in the U.S. Hyundai has revealed a compact and affordable Ioniq 3 that might sell in big numbers in the U.K. and Europe, but it isn’t coming to America, a size-first country where small $30,000 EVs like the new Chevy Bolt just can’t gain a foothold. The other EV that will remain in the American lineup is the three-row Ioniq 9. It’s a lovely car for big families, but with a starting price just under $60,000, it prices out many buyers.
Happily for Hyundai, Ioniq 5 still sits right in the sweet spot of what we do want.
Current conditions: Tropical Storm Fay just became the sixth named storm of the 2026 Atlantic hurricane season, but it’s not expected to make landfall • A new tropical storm is brewing in the Pacific, threatening Mexico with flooding and dangerous swells • It’s a hot, sunny day in Tzfat, the mountain enclave in Israel known for giving rise to the Jewish mystic movement of Kabbalah, where much of the population is marking Yom Kippur, the holiest day of the year for Jews.

When Denmark fell to the Nazi blitzkrieg in April 1940, the still-neutral United States — fearing a German military expansion into North America — invaded the Danish kingdom’s island territory of Greenland. After the war ended, as part of the North Atlantic Treaty Organization, Washington and Copenhagen agreed to a mutual defense pact that granted the U.S. the right to build and maintain military bases across the world’s largest island. Now President Donald Trump has announced an update to that agreement that would permanently bar foreign adversaries such as China or Russia from setting up rival bases in Greenland, “completely addressing all of our many U.S. concerns.” In a post on his Truth Social platform Friday evening, the president said the U.S. would have veto power over any foreign military base or “sensitive investments” in Greenland. “For over 100 years, presidents have known the strategic importance of Greenland, but none of them were able to do anything about it,” Trump said. “I am proud to be the president that permanently and conclusively addressed this very important situation.” British Prime Minister Andy Burnham hailed the deal as a win for Arctic security. “You had an agreement already,” one Greenlander told CBS News in Nuuk, the capital. “Why not just put more troops here? It’s a little weird.”
The move comes a month after the Greenlandic government rebuked a Trump-linked company called Greenland Energy that has told investors it plans to drill exploratory wells seeking oil. Just two weeks ago, a U.S. company called Greenland Mines inked a deal to buy the Sarfartoq Rare Earths Project in southwest Greenland for over $35 million. But for all the hype over the potential to extract minerals from lands recently made accessible by retreating glaciers, the logistics of producing and exporting material out of the rugged North continue to represent a significant hurdle to commercialization.
The Trump administration is reviewing proposals for at least a dozen data centers and related infrastructure projects on federal lands spanning at least six states. The Bureau of Land Management is considering applications for at least 17,600 acres of public land across Arizona, Idaho, Nevada, Oregon, Utah, and Wyoming, according to right-of-way proposals reviewed by The Washington Sun. Valar Atomics, the next-generation microreactor developer, later confirmed to the news outlet that it had submitted an application for survey access at a 10,200-acre site in Utah, but said it had abandoned the plans.
Three-quarters of Americans now oppose nearby data center construction, according to Heatmap Pro polling. In response, the Trump administration has sought to speed up construction by using federal lands that aren’t subject to the whims of local and state officials. That effort began with a proposal to site a project at a former Department of Energy nuclear weapons site in Kentucky.
The hundreds of millions of gallons of toxic wastewater the fracking industry has disposed of in Ohio over the years is now bubbling to the surface. That’s happening in a literal sense: As The New York Times exposed in a July investigation, wastewater thought to contain radioactive materials is spewing from injection wells meant to store it underground indefinitely. It’s also happening in a figurative sense, with the state’s toxic import now becoming a political issue. Last week, Democratic gubernatorial candidate Amy Acton pledged to back a moratorium on fracking wastewater disposal during a campaign stop in Marietta, a town where the water has been resurfacing, according to the latest reporting from the nation’s newspaper of record.
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For much of my lifetime, flat electricity demand meant that transformers — the devices that works like locks in a canal to keep electricity flowing smoothly along distribution wires and step the intense voltage down to the levels needed to flow into your home — were in low but predictable demand, too. That’s all changed. The grid is aging, and the U.S. is finally doing something about it, which means swapping out old transformers for now ones. At the same time, increasingly frequent extreme weather is wiping out dozens of transformers at a time, forcing big bulk orders after a disaster. And data centers and electrification are hiking demand even higher. Meanwhile, manufacturers have struggled to keep pace, wrangling with costly assembly line upgrades, uncertain regulations, and high tariffs.
Now, however, factories are getting up and running. As my colleague Katie Brigham wrote in April, a whole new wave of startups is promising to innovate the industry. And more industrial behemoths are investing in more capacity. Hitachi Energy plans to more than double its U.S. production capacity of small- and medium-sized power transformers with a new, $528 million factory in Mississippi, Utility Dive reported last week.
The world’s biggest battery maker is betting that the U.S. market will still have plenty of demand for stuff made in China. CATL, based in Fujian province, has developed new battery technology for American pickup trucks despite U.S. tariffs all but banning Chinese automotive equipment and other electronics over security concerns. The company told the Financial Times the batteries had already been tested by U.S. carmakers, but did not specify which ones. The remarks came ahead of Sunday’s meeting between U.S. Treasury Secretary Scott Bessent and his Chinese counterpart He Lifeng in New York, where trade was a top issue. That discussion set the stage for talks in Washington between Trump and Chinese President Xi Jinping, which are scheduled for Thursday.
The fleet of electric vehicles powered by CATL batteries in China can now depend on a slightly cleaner grid. The People’s Republic brought its 61st power reactor online last week. The Changjiang-3 reactor — a Hualong One, the country’s flagship designed that cribs from America’s Westinghouse AP1000 — entered into commercial operation, according to NucNet.
California’s big virtual power plant experiment just notched a record. During the heatwave on September 9, Sunrun and Tesla dispatched more than 580 megawatts of peak power to the California grid, making “the largest distributed power plant dispatch event on record.” That’s enough capacity to power all households in Sacramento County during peak hours. “Sunrun’s distributed home batteries are operating at a scale larger than many peaker power plants combined,” Sunrun CEO Mary Powell said in a statement. “Families depend on their Sunrun energy systems for outage protection and energy independence. This historic dispatch shows that the benefits of distributed energy go well beyond individual households as we help control the cost of electricity for all Californians and reduce the need for new costly poles and wires.”