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In the labyrinthine organizational chart of the U.S. government, the National Oceanic and Atmospheric Administration sits conspicuously within the portfolio of the Department of Commerce. Ocean research and weather monitoring have clear economic stakes, of course, but the responsibilities of the science-oriented agency — targeted for dismantling by the Trump administration for allegedly instigating “climate change alarm” — often seem better suited to the Department of the Interior, or perhaps nestled within the Environmental Protection Agency.
That is, until you start talking about the fisheries.
The United States is the world’s sixth-largest producer of wild-caught seafood, with the fishing industry supporting at least 2.3 million domestic jobs and generating around $321 billion in annual sales. After the National Weather Service, NOAA’s Marine Fisheries Service is the agency’s biggest arm, employing around 4,200 of the roughly 13,000 people who worked at NOAA before Elon Musk’s efficiency layoffs. The NMFS (as it’s known in the acronym-heavy parlance of NOAA) is tasked with managing, conserving, and protecting the nation’s fishing resources and the billions of pounds of domestic seafood harvested annually, along with state departments of natural resources and the Food and Drug Administration.
But like every other line office at NOAA, NMFS now faces cuts of up to 20% of its payroll, which could reduce its services and pass on unpleasant repercussions to seafood-loving Americans. At NOAA Fisheries’ offices in Narragansett, Rhode Island, and Woods Hole, Massachusetts — the latter being the oldest marine research station in the country — at least 20 staff members have already been laid off, The New Bedford Light reports. Though Commerce Secretary Howard Lutnick claimed in his confirmation hearing that it was not his intent to “dismantle” the agency, people all over the climate science and forecasting communities fear that the cuts are effectively doing exactly that. (NOAA declined to comment for this story, citing long-standing practice against discussing internal personnel and management matters.)
“These actions are not the strategic moves of a government looking out for its populace,” Rick Spinrad, the NOAA administrator under President Joe Biden, said in a recent press call hosted by Washington Senator Patty Murray. “They are the unnecessary and malicious acts of a shambolic administration.”
Not all fisherpeople necessarily welcome NOAA into their lives, however. Many fishing communities around the U.S. have long felt neglected by the government, since wild-caught seafood isn’t eligible for traditional farming grants from the Department of Agriculture and it doesn’t qualify for the economic assistance directed toward domestic aquaculture, either. The problem is particularly acute in the case of shrimp, Americans’ favorite seafood, which is eaten by nearly half of the households in the country. Wild-caught shrimp is often more sustainable than domestically farmed shrimp, the latter of which is almost nonexistent, making up less than 1% of what’s on the market in the U.S. But American shrimpers face intense market pressures from the glut of farmed and often illegal foreign imports that make up 90% of the shrimp for sale in stores and restaurants, with little obvious intervention from federal monitors at NOAA or the FDA.
“We’re like, ‘Yeah, kick them all out, burn it down, start fresh,’” Bryan Jones, the vice president of the South Carolina Shrimpers Association and a director of the United States Shrimpers Coalition, told me of he and his colleagues’ frustration with the agency’s priorities. “The entire seafood industry would like to see a mindset shift. What is the purpose of NOAA? Why do they exist?”
Though NMFS performs many functions, perhaps its most important is managing and conserving the nation’s fisheries, the geographic regions where particular stocks of fish are harvested commercially (for example, the Alaska pollock fishery is the nation’s largest commercial fishery, valued at $483.5 million). The agency hires observers to record what’s caught and discarded aboard commercial fishing boats. That data is then used to set quotas on how much of the given population can be harvested in a season, determined in collaboration with private industry partners at the nation’s eight regional fishery management councils. NOAA also prescribes mandatory precautions, such as the use of “turtle excluder devices” in cases where bycatch is a concern, like shrimping.
Though Jones spoke highly of all the individuals he collaborates with at NOAA, the behemoth agency can also move at what feels like a glacial pace. In 2018, for example, a winter freeze decimated the white shrimp stock in Charleston harbor, triggering $1 million in federal disaster relief for the affected shrimpers. But almost seven years later, much of that emergency money still hasn’t been distributed by NOAA. And even that amount was still far short of the $2 million in requests made by the Lowcountry shrimpers.
But there are also stark counterexamples of what can happen to fisheries when the data collected by NOAA falters or degrades, as is likely to happen if the layoffs continue apace. In 2020, the COVID-19 pandemic suspended NOAA’s annual Bering Sea bottom trawl survey, leading to gaps in the data about the snow crab population. Then, in 2021, following a marine heat wave, the snow crab fishery collapsed, meaning its population saw a decline of more than 90% and was too small to sustain a harvest. “Consequently, we don’t have a good idea of what [the snow crab] population looked like the year prior, in 2020, and we need that type of data to know how many fish and crabs we can catch each year, where the populations are going as the oceans change, and to keep track of environmental trends,” Rebecca Howard, a former research fish biologist at the Alaska Fisheries Science Center in Seattle who NOAA laid off, said on the virtual press call with Spinrad and Murray.
For much of the 1980s and 1990s, U.S. fisheries were not in a good state; overfishing caused the populations of many of the country’s most iconic fish stocks, including flounder and cod, to collapse. Stricter limits on overfished stocks have allowed populations to recover in recent years. Today, the U.S. can boast of having “the best-managed fisheries in the world,” Sally Yozell, the former Deputy Assistant Secretary for Oceans at NOAA, told me. “And there was a lot of pain that went into getting to that point,” she said. “It took a lot of science and a lot of pain by the fishermen,” who weren’t allowed to harvest certain species during the recovery efforts. Today, the agency is involved in managing more than 400 fish stocks.
But Yozell also pointed out that it is the balance between commerce and science that is crucial. “It’s not fair to say to a fisherman, ‘Okay, you go and guard your own hen house,’” she added. “I mean, they’ll fish as much as they can — and why not? It’s in their nature. That’s why we have openings and closings [of fisheries] that are science-based,” intended to prevent overfishing or population collapse.
If the quality of NOAA’s fishery management data suffers as it hemorrhages staff, the regional fishery management councils will likely err on the side of caution rather than risk a fishery collapse, which, if severe enough, could result in localized extinctions. “That could mean scaling back the amount of fish that could be harvested to take a more precautionary approach,” Sarah Poon, the associate vice president of Resilient Fishery Solutions at the Environmental Defense Fund, told me. Sure enough, fishermen have already overfished Atlantic bluefin tuna off North Carolina this year because NOAA failed to close the fishery after the quota was reached — an uncharacteristic oversight that was apparently due to the agency’s layoffs, Reuters reports, and that will likely result in more conservative management of fisheries down the line.
The New England Fishery Management Council is already warning that the continued freeze at NOAA could delay the traditional May 1 opening of its groundfish fishery, and the valuable New England scallop fishery might also see delays as NOAA struggles to issue its standard regulations. Spinrad, the former NOAA administrator, has warned that the layoffs could potentially disrupt the $320 billion annual salmon hatcheries in the Pacific Northwest if commercial fishing closures or delays continue to occur.
Despite his frustrations with the bureaucracy of NOAA, the South Carolina shrimper, Jones, said that fishing communities would be the first to acknowledge the importance of good data, science, common-sense regulations, and stock management. “We’re all environmentalists at the end of the day,” he said, pointing out that fishermen wouldn’t have jobs if pollution or overfishing endangered the shrimp population.
But while many at NOAA now fear for their livelihoods, the stakes for small fishing communities have long felt existential. “It’s not hyperbole to say we’re at a precipice,” Jones went on. “There’s a chance that we may not be around in a couple of years — it’s that bad.” Sales of South Carolina seafood have nearly halved since the early 2010s, and the number of shrimp boats on the water in Georgetown County, the “seafood capital” of the state, has done the same.
But if wild-caught shrimp vanish from the markets, it could mean an even heavier reliance on farmed imports. Foreign aquaculture, however, is rife with forced labor and human rights violations, rampant environmental pollution and habitat destruction, and serious contamination concerns. Other seafood sectors, like white fish, are contending with adversaries such as Russia mixing in foreign-caught fish with domestic fish during processing and labeling it American wild-caught, or with outright mislabeling — though it again falls on NOAA’s potentially compromised enforcement capabilities to verify that U.S. seafood is actually wild-caught in the U.S.
EDF’s Poon told me it’s the most volatile fisheries that are ultimately most reliant on NOAA’s data, a category she believes shrimp falls into given warming-related environmental pressures and harmful algal blooms. While she agreed that NOAA Fisheries could use some “fine-tuning and refinement,” Poon added that turmoil at the agency is “already upending some of these decision-making processes that we have,” for the worse.
And while the NOAA layoffs might be cathartic for some in the fishing industry, there is also no clear indication that a regime change in Washington will mean the reversal of fortunes for fishermen. “It’s like we’re viewed as something to be managed out of existence; that’s the perception we’ve had and the way we felt,” Jones said. “I see a lot of great scientists and folks that work on the ground with us and are very helpful, but from an agency standpoint — yes, that’s how we felt.”
But “I mean, we’ve never gotten a call from Howard Lutnick, either,” he said.
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Current conditions: Cold air is sweeping into the American Northeast after a brief blast of summer-like heat that drove temperatures in New York City up to 85 degrees Fahrenheit last week • Hurricane Nolo crossed the International Date Line, officially becoming Typhoon Nolo • The heat wave roasting Southern California is straining the grid, causing outages for more than 23,000 people in the Los Angeles area.
Greenland’s government on Monday approved the mining and decommissioning plans for Critical Metals’ Tanbreez rare earths project, which Mining.com described as one of the world’s “larger undeveloped heavy rare earth projects outside China.” The preliminary economic analysis for the mine pegged its total value at $2.1 billion, with an estimated initial capital cost of $290 million. “Approval of the Mining and Closure Plans is a defining milestone for Tanbreez and for Critical Metals Corp.,” Tony Sage, the chairman and chief executive of Critical Metals, said in a press release. “It gives us a clear framework through 2050 to responsibly develop one of the world’s largest heavy rare earth deposits, in partnership with the government of Greenland and the communities of South Greenland.”
If it goes forward, the project could be among the first major rare earths mines in Greenland, where the Trump administration has claimed the right to veto any major foreign investments as part of the deal signed with the Danish government last month, which gives Washington perpetual security oversight over the self-governing North American island. Critical Metals, notably, is headquartered in New York, though its largest shareholder is the Australian mineral investor European Lithium Limited. Yet opening a new mine in the U.S. might be getting even easier. As my colleague Matthew Zeitlin reported last week, miners — ahem — struck gold with the regulatory changes in the bipartisan permitting reform bill.
The Department of Energy is preparing to unveil $150 million in funding for a 223-mile transmission line in Alaska that would serve nearly three-quarters of the state’s population of just 735,000 people. The move, reported first by Reuters, comes as Vice President JD Vance prepares to visit the state to support Republican Senator Dan Sullivan’s bid for reelection in what’s expected to be a tight race with Democrat Mary Peltola. The total cost of the project is $400 million.
First Solar built the largest photovoltaic manufacturing business in the U.S. by churning out thin-film panels that, while less efficient than the polysilicon-based technology popularized by China, perform better in low light and high temperatures, earning a solid market among utility-scale developers. But now Chinese manufacturer JA and its subsidiaries are allegedly muscling in on thin film — as is American Panel Solutions, a wholly owned U.S.-based subsidiary of the polysilicon giant Corning. First Solar now accuses the companies of illegally infringing its patent for manufacturing its solar cells, according to PV Tech. The Ohio-based giant has previously sued Jinko, Canadian Solar, T1 Energy, and Trina Solar. First Solar won a key preliminary victory in January.
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Starbucks has abandoned or watered down green targets and let go its sustainability staff as the coffee and food chain looks to cut $2 billion in costs. On Monday, the Financial Times reported that the company had revised or dropped pledges to halve water use and waste, and placed a target of slashing carbon emissions by 50% under review. While the pullback comes amid a broader retreat from environmental goals under the Trump administration, other coffee companies are still seeking to reduce pollution. Just yesterday, I told you that Keurig Dr. Pepper had come out with a version of its individual instant coffee pods that uses seaweed instead of plastic.
Type One Energy has raised a $200 million Series B as the startup races to develop the world’s first fusion power plant at the Tennessee Valley Authority’s Bull Run site in eastern Tennessee. The financing round was co-led by Breakthrough Energy Ventures and Clutterbuck Capital, with additional backing from Lowercarbon Capital, Siemens Energy Ventures, and SiteGround Capital. “The breadth and quality of investors in this funding round demonstrates growing support for our strategy to industrialize the commercial deployment of fusion energy,” Christofer Mowry, Type One Energy’s chief executive, said in a statement. “The Series B financing enables us to remain focused on advancing our stellarator technology and Project infinity design activities.”
The company has been working to establish its supply chain. In March, my colleague Katie Brigham broke news of a deal to start getting the material needed for its reactors.
New York City is notorious for the ways in which trash piles up on our sidewalks and evaporates into foul smelling mist during the hot summer days. But did you know it’s also piling up in the places we send it? The latest draft of the city’s once-in-a-decade management plan for solid waste indicates that the landfills receiving much of the five boroughs’ trash are filling up. Per Inside Climate News, the state is projected to run out of landfill capacity for the city’s garbage within 16 to 25 years.
The startup’s system builds on a vessel’s existing engine and makes it effectively fuel-agnostic.
The shipping industry has a dilemma. The European Union and other jurisdictions are increasingly requiring vessels to cut their carbon emissions, pushing shipowners toward lower-carbon fuels and away from traditional bunker fuel or diesel. But it’s still anybody’s guess which cleaner fuel — ammonia, methanol, or liquified natural gas — will prove most economical and efficient at scale. That leaves shipowners facing an uncomfortable choice: They must decide on a technology around which to build new engines and retrofit existing ones without knowing whether the fuel they bet on today will still be the best option a few years from now.
Blaze Energy says that its product will eliminate that choice. The startup, which announced a $6.5 million seed round on Tuesday — is making a compact fuel “reformer,” a device that uses a heated catalyst to split various alternative fuels into a hydrogen-rich gas. That gas can then be combined with the original fuel and conventional shipping fuel to power existing engines. With Blaze’s bolt-on retrofit, which the startup aims to make less than a tenth the size of the engine itself, shipping companies “can adjust their assets based on how the global energy landscape, regulation, as well as their company direction is changing,” the company’s CEO and co-founder, Rok Sitar, told me. For example, maybe LNG looks cheapest in the short term given its established supply chain, but ammonia could win out down the road.
So far, Blaze has conducted small scale demonstrations showing that its proprietary catalyst can reform ammonia, methanol, and LNG. The resulting hydrogen-rich mixture is extremely fast-burning, which helps the other fuels to burn more completely and efficiently than they otherwise would.
Blaze’s first product, however, focuses solely on ammonia reformation. The system works by diverting a portion of the liquid ammonia to flow over the startup’s electrically-heated catalyst, which breaks it down into hydrogen and nitrogen. The resulting gas goes directly into the engine, where the nitrogen passes through and exits via the exhaust, while the hydrogen helps the remaining ammonia burn more efficiently alongside conventional shipping fuel. No burners or complex gas separation systems required.
As Sitar explained, “a certain composition of ammonia and hydrogen burns just like diesel,” allowing Blaze to essentially “trick the engine” into operating like it’s burning just diesel or standard bunker fuel rather than a blend that includes hydrogen and ammonia. That means the startup can add its retrofit system onto an existing ship engine without modifying the engine itself. And if the reformer fails for any reason, the ship can simply revert to running on conventional fuel alone. Sitar said this fail-safe feature lowers the risk for shipowners considering Blaze’s tech.
The company’s strategic partners include vessel owner and operator Lomar Shipping, which expects to pilot the system at sea beginning sometime next year, and ship management consultancy Link Marine, which plans to offer it to tanker operators. Blaze is aiming for commercial rollout in 2028.
Retrofitting the existing global fleet represents “an enormous opportunity” for Blaze, Sitar told me. As he explained, there are roughly 100,000 vessels in the global commercial fleet, but the industry only builds about 1,500 new ships each year. And because shipping companies are unlikely to choose alternative-fuel engines for every new vessel they order, a company in Blaze’s position pretty much has to drum up demand among the ships already in the water. The startup aims to install its system when vessels enter “dry dock” for routine inspection and maintenance, which typically happens at least once every five years.
Blaze is also developing a version of its product for new-builds, however, working with engine manufacturers to integrate its fuel reformer hardware into both conventional ship engines as well as those already designed to run on ammonia. Even in ammonia-burning engines, Sitar said Blaze’s system will improve fuel efficiency thanks to the fast-burning hydrogen in its blend.
The startup has ambitious goals for its seed round, which Sitar says should carry it through the next 18 months. Those include proving out its ammonia reformer on land with unnamed “leading” engine manufacturers, validating its performance at sea with Lomar, securing the maritime certifications needed to launch its first commercial product, and expanding its operations and headcount in the U.S. and Norway.
Blaze will likely look to raise again around 2028, at which point the International Maritime Organization expects to have its Net-Zero Framework in place. This would establish legally binding requirements for the entire shipping industry to reduce its emissions intensity, with the goal of reaching net-zero by 2050. The agency expected to adopt the framework last October, but delayed a final vote to approve the measure after the Trump administration strong-armed nations into withdrawing their support. The framework will come up for a vote again this December.
While the ongoing ambiguity has become a headache for the industry as a whole, Sitar sees it as something of an advantage for Blaze, which, he said, “thrive[s] in uncertainty.” Around 2028, the startup aims to begin piloting its broader multi-fuel technology, which can reform not just ammonia, but also methanol and LNG, for use in diesel engines. Blaze also expects to begin delivering its first commercial ammonia retrofit systems at this time.
From there on, the company sees a path to adapting the technology across numerous other industries reliant on combustion engines, such as heavy equipment, mining, industrial heat, and diesel power generation for data centers. “By proving our system in maritime engines, we can very easily translate this into other hardware sectors,” he said. Shipping, in his view, is perhaps the most challenging but strategically useful beachhead market of all, from both a technical and regulatory perspective.
As he put it to me, “if you prove it on maritime shipping, you basically have a product that can be deployed anywhere else, because everything else is simpler and has less regulation.”
The global vehicle market is splitting into two — with just a few exception.
The past three months have been crucial for Rivian, America’s biggest all-electric car company not run by Elon Musk.
The California-based automaker debuted the R2, its long-awaited and somewhat more affordable sport utility vehicle. (Our reviewer gave it high marks.) Rivian also formally took out a nearly $6.6 billion loan from the Department of Energy to finance its new Georgia factory. And it finally unveiled the plans for that facility, which will include a rail tie-in and a 1,000-acre preserved woodland.
All that was well and good, but the crucial question remained: How is the R2 selling? And the answer is: Pretty well, seemingly! Rivian delivered 19,248 vehicles last quarter, beating analyst expectations and setting a new all-time quarterly sales record. More importantly, its vehicle deliveries have now recovered above where they stood in the third quarter of last year — a key milestone, since President Trump and Congress ended the federal government’s consumer-side EV incentives last September.
Tesla is seemingly also about to clear that threshold, although nobody outside the firm knows for sure. Elon Musk’s company doesn’t break out its sales by continent or model, but it delivered 486,532 vehicles last year — just about 2% below last year’s third quarter results. (Although a few of Rivian’s Amazon delivery vans have made their way into fleets abroad, the company only sells its consumer R1 and R2 vehicles in the United States and Canada, so its sales data is mostly U.S. by default.)
Alas, those two stand alone for now. No other automaker is close to breaking its quarterly EV sales record in the United States, and Ford, General Motors, and Hyundai all saw their domestic EV sales crumble last quarter. The new Chevrolet Bolt, GM’s most affordable EV — and its only American-made vehicle of any kind priced below $30,000 — has sold abysmally, moving just 8,090 units since the year began. The company is now likely to cap its production run at 35,000 units sold; it initially planned to produce 150,000.
Looking at these trends, I think you can see two different phenomena taking place.
The first is a big and growing divergence between America’s transportation sector and the rest of the world’s. The oil supply shock triggered by America’s war in Iran (and the resulting closure of the Strait of Hormuz) may be driving a long-term shift, encouraging consumers and countries to move away from oil. But for now, the crisis’s high prices have hit parts of Europe, Africa, and Asia far worse than they’ve impacted much of North America. Global EV sales reached a record high in the spring, for instance — just not in the United States.
The second is that we’re seeing demand destruction without decarbonization. According to new Nikkei data, gasoline-only cars made up less than half of global new car sales during the six months of 2026.
That’s never happened before, and it is a remarkable change: Gasoline-only cars have lost about a quarter of their global market share in less than five years. But as consumers switched away from gasoline, they didn’t move only to battery-only cars — instead, more than half of them shifted to hybrids or plug-in hybrids. That shift is good news, in that it will depress global oil use and therefore global greenhouse-gas emissions. But it won’t allow for the possibility of zeroing out emissions in the same way that EVs can.
But sometimes demand destruction will cut emissions significantly. If want to see that in the United States, check out the diesel market. As my colleague Alexander Kaufman wrote about this morning, FedEx has responded to eye-watering domestic diesel prices by placing an order for 2,000 electric box trucks with the California-based automaker Harbinger Motors. The shipper believes that the move will save it $800 million in fuel costs over time. When I talked to John Henry Harris, Harbinger’s CEO, last year, he told me the company didn’t need tax credits to sell vehicles — the math justified it on its own. Seems like FedEx agrees.