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The senator from West Virginia is retiring. Who will we think about now?

What can you say about Joe Manchin, perhaps the most important — and most complicated — American climate policy maker of the past decade?
Let’s start here: Soon, he won’t be a senator any more. On Thursday, Manchin announced that he will not pursue re-election in West Virginia in 2024.
“I’ve made one of the toughest decisions of my life and decided that I will not be running for re-election to the United States Senate,” he said in a video message. Instead, he said, he will be “traveling the country and speaking out to see if there is an interest in creating a movement to mobilize the middle and bring Americans together.”
We don’t have many details about what “mobilizing the middle” might look like; Manchin was recently said to be considering a third-party presidential run. If he did make a go for the White House, that would seemingly have disastrous consequences for Joe Biden’s re-election effort — and, in all likelihood, for climate action generally — because it could probably hand the 2024 race to Donald Trump.
But pending that possibility, Manchin’s decision immediately reframes several aspects of next year’s elections.
It means, first, that West Virginia Governor and serial coal-mine-safety violator Jim Justice will likely win Manchin’s seat, marking the end of a tectonic political realignment that saw the state go from solidly Democratic to solidly Republican.
Without West Virginia, Democrats’ path to a Senate majority now looks more like a tightrope: It requires Democrats to hold difficult seats in Ohio, Montana, Pennsylvania, and Arizona. Then the party needs to win in one additional state. But the pickings are slim. Are Texas or Florida really going to elect a Democrat to the Senate? Is Mississippi, Missouri, or Nebraska?
Manchin’s decision will, in other words, have big implications for what Democrats can and cannot do in government. Without a working Senate majority, Democrats will struggle to pass laws or appoint justices to the Supreme Court even if they control the House of Representatives and the White House.
But, of course, Manchin’s decision is even more profound because who he is — his anxieties, whims, and cognitive biases — has long had an outsized influence on legislation. Setting aside presidents and a few jurists, there may not be a recent Democratic policymaker whose personal views more closely shaped the law.
Manchin wielded power, above all, because he represented West Virginia, the most conservative state to send a Democrat to the Senate. That meant he was his caucus’s obvious marginal member and swing vote.
And you could tell. What other Democrat could get away with owning a coal plant while ostensibly overseeing the coal industry? (Manchin is the chairman of the Senate energy and natural resources committee.) What other Democrat could demand last-minute changes to an economic recovery package?
Manchin’s crowning legacy will be the Inflation Reduction Act, which is often described as “President Biden’s signature climate bill,” but which is smudged with Manchin’s fingerprints, too. As chairman of the Senate energy committee, Manchin had a good deal of de jure authority over the law; as the Senate’s swing vote, he had even more de facto power. The final bill text was hammered out in negotiations between Senate Majority Leader Chuck Schumer’s team — who were essentially negotiating on behalf of the rest of the caucus — and Manchin’s team.
You can see it in the law’s final policies.
Some of the Inflation Reduction Act’s most generous subsidies will go to the nascent clean hydrogen industry, which Manchin has long nurtured. If hydrogen becomes an anti-environmental boondoggle on par with ethanol, then Manchin will bear a good deal of the blame; if it decarbonizes the American industrial sector, he should get some credit.
Likewise, Manchin is why the bill’s tax credits for electric vehicles do not incentivize union membership.
He is behind the law’s peculiar rules about exactly which industries and organizations can claim their subsidies as direct cash payments. He also shaped the design of its carbon-capture tax credits.
If there is something distinctive in the IRA, the odds are good that Manchin either insisted on it, approved it, or didn’t notice it.
But Manchin drove other climate and energy policy too. He cowrote the bipartisan Energy Act of 2020 with Senator Lisa Murkowski of Alaska. That law focused the federal government’s industrial policy on carbon management, clean hydrogen, and critical minerals — some of the same topics that would dominate the IRA. It also expanded the powers of the Loan Programs Office, the Department of Energy’s in-house bank.
He criticized the Environmental Protection Agency and sometimes voted to overturn its rules. He consistently opposed carbon taxes or pricing carbon in any way, all but ensuring the idea’s political death in the short-term. Even his Senate career more or less began with him taking aim — literally — at Obama’s climate bill. During his first race for Senate in 2010, Manchin ran a TV ad in which he shot a rifle at a stack of papers labeled “cap and trade bill” and promised to take on then-President Barack Obama’s proposal.
In short, if you thought about climate policy over the past decade, you wound up thinking quite a lot about the likes, dislikes, and peculiarities of Joe Manchin. What he might support or oppose mapped the frontier of political possibility in the United States. He was, in short, potentially the most influential force in shaping American climate policy during the 2010s. (Only Mary Nichols, who has been California’s chief air-pollution regulator since 2007, might match his importance.)
My first thought is that Manchin may soon join that list of capricious ex-senators — Joe Lieberman and Ben Nelson come to mind — whose names, once synonymous with power itself, become the answer to bad trivia questions. But I have been thinking about Joe Manchin, 76, for a long time, and I expect to find it a hard habit to break. He is an ambitious, eccentric, and preternaturally lucky man. I suspect his next few decisions will prove even more important than those that have come before.
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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.”
1. Suffolk County, New York – Rarely do I get to say battery fire fears can be quelched but we have a very good example brewing in the Empire State.
2. Loudon County, Virginia – I can’t believe it: Data Center Alley is going to enact a moratorium.
3. Pulaski County, Arkansas – Entergy has dropped the lawsuit it filed against an Arkansas newspaper over the publication of a power deal with Google.
4. Darlington County, South Carolina – We conclude this week’s Hotspots with a focus on a GOP-leaning county rejecting a renewables moratorium.