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Keep an eye on the public utilities commission races in Arizona, Montana, and Louisiana.
On November 5, voters in a handful of states will cast their ballots not just for their next president and state and local lawmakers, but also for the members of an obscure body with outsized influence on the country’s energy mix.
It’s called a public utilities commission. Every state has one, usually composed of three to five officials who regulate the private companies that deliver water, power, gas, and other services to residents and businesses. Their job is to secure reliable energy at affordable rates, which means these power players also preside over how quickly utilities adopt clean energy and adapt to extreme weather, and how much companies can raise customers’ rates to do so. In most of the U.S., utility commissioners are appointed by the governor or legislature. But 10 states leave filling these roles up to the electorate.
Utility commissions are famous for being ignored by the public — until there’s a rate increase. But if the U.S. is to have any chance of cutting emissions in line with its global commitments, ensuring fossil fuel communities aren’t left behind, or improving our resilience to increasing heat waves, fires, and floods, these gatekeepers have to be paid more attention — and held accountable.
Charles Hua, the founder of a new nonprofit called Powerlines that aims to raise awareness about the importance of these regulators, told me his group has found that over the last decade, about one in 10 voters in states with utility commission elections skipped that part of the ballot. “In many of these elections where the margins are only a couple percent, the one in 10 that sit out are deciding the election,” he said.
Apathy or ignorance about utility commissions isn’t unique to states where commissioners are elected, but it’s not helped by the fact that many of these states are deeply red, and the races aren’t much of a competition. This year, although seats are opening up in eight states, many of them are unlikely to see a change from the status quo.
In Alabama and Nebraska, three current commissioners are running for re-election unopposed. There’s a clear frontrunner among the three candidates vying for one open seat in Oklahoma: a former Republican state lawmaker named Brian Bingman, who is endorsed by the governor and has raised nearly $450,000, much of which was donated by energy PACs and oil and gas company executives, according to state filings. He’s up against a lesser-known Libertarian candidate who, as of the last reporting period, had raised less than $2,000, and a 90-year-old Democrat who has raised zero dollars and already run for and lost commission races three times.
Whoever is elected to open seats in North and South Dakota will have a say in approving the permits for a contentious carbon dioxide pipeline — a project that has drawn opposition from both sides of the aisle and could have raised the stakes for the elections — but environmental advocates in those states told me they expected incumbent candidates to win.
But there are three races that are being closely watched by climate and clean energy advocates. In Louisiana, a swing voter on the commission is stepping down, throwing into question recent momentum against business-as-usual operations in the gas-heavy state. In Arizona and Montana, the current commissions have been skeptical of, if not outright hostile to supporting the development of the two states’ big untapped solar and wind resources. In each state, however, momentum is building behind candidates who could change that paradigm.
“If you can unlock Montana's renewable energy potential, you can help the western part of the country decarbonize,” Anne Hedges, the director of policy and legislative affairs at the Montana Environmental Information Center told me. “This is a really important race.”
Here’s what’s at stake.
During the two years since the last election for the Arizona Corporation Commission, the confusing name of the body in Arizona that regulates utilities, its four-to-one Republican majority has been on a tear dismantling what little clean energy policy there was in the state. In February, the group voted to scrap the state’s meager Renewable Energy Standard, which was enacted in 2006 and required utilities to get 15% of their energy from renewables by 2025, as well as energy efficiency standards. According to Autumn Johnson, executive director of the Arizona Solar Energy Industries Association, the commission has been more resistant to renewable energy than the utilities. She told me that in a recent proceeding to plan for the closure of the Four Corners coal plant in 2031, the commission tried to prevent the state’s biggest utility from considering renewables paired with batteries as part of the replacement mix.
Solar development has been obstructed at every level. The commission quashed efforts to create a market for community solar, small-scale photovoltaic installations that offer low-income customers and renters access to low-cost clean energy. It adopted a community solar policy that “had so many poison pills in it that it made it impossible for a market to actually form,” said Johnson. “We should for sure have a community solar market. I think it's kind of crazy we wouldn't do that in the sunniest state in the country.” It also gummed up the economics of rooftop solar by decreasing the amount homeowners get paid for exporting solar to the grid and burdening them with fixed fees. Johnson said the market is down 40%, and that “a whole bunch of companies are going bankrupt” because of the commission’s policies.
Whoever lands on the commission come January will have a big opportunity to change course. The renewable energy and efficiency standards have not yet been fully repealed, and will see another vote early next year. Johnson said the new commission will vote on rules for virtual power plants, which could help get more distributed solar and batteries on the grid. As in many states, Arizona utilities are anticipating large load growth in the coming years and proposing a lot of new natural gas power plant development to meet it — but the commission has a chance to get them to consider alternatives.
The race is competitive, with three Democrats, two Green party candidates, and three Republicans, including one incumbent, running to fill three seats. During a recent debate, the main split between the two major political parties was over support for renewables. Five of them took public funding for their campaigns through the state’s Clean Elections fund, so they're nearly all working with the same amount of capital, which means there is little to help signal who's likely to come out on top. The AFL-CIO has endorsed the three Democrats in the race, but Arizona has one of the lowest union densities in the country. The state Chamber of Commerce, meanwhile, has endorsed the Republicans running, and one of them, Rachel Waldman, has been endorsed by three current commissioners.
Voters can choose three candidates, and the three with the most votes will be elected.
Montana also has three seats opening up on its five-member Public Service Commission, but the elections there are divided by district, and all eyes are on one of the races in particular. Elena Evans, a geologist who works as the environmental health manager for Missoula County, is running as an Independent to unseat Jennifer Fielder, a Republican incumbent running for her second term. Evans has raised nearly $100,000 since she registered to run in April, while Fielder has raised less than $10,000 since January.
The headline issue in the race is affordability. Last year, the commission approved a 28% rate increase for Northwestern Energy, the biggest utility in the state. Molly Bell, political director for Montana Conservation Voters, told me regulators have been “asleep at the wheel.” She said the commission has been “rubber stamping rate increases, not asking questions about [our utilities’] resource plans, and really not holding our energy companies accountable to making plans for the future.”
Environmental advocates are also worried about Northwestern’s recent decision to acquire a larger stake in the Colstrip power plant, a coal-fired facility built in the 1970s and 80s. Northwestern called the plant “a dependable bridge to a cleaner energy future,” but it will require nearly $200 million in retrofits to comply with new federal air pollution regulations, a cost that Northwestern is now trying to recoup from ratepayers with a new 26% rate increase.
Hedges, of the Montana Energy Information Center, told me the rate increases aren’t just hurting customers — major manufacturers like REC Silicon are leaving the state due to rising energy costs. She wants the commission to force Northwestern to invest in building out the transmission system so that more wind energy can get onto the grid. “We have a ton of wind energy, we have developers who are just clamoring to access that, but they can't because we don't have the transmission system,” she said. “Northwestern has no desire to build out that transmission system because that means competition for them. That’s why our rates are so high.”
Elena Evans isn’t campaigning on a platform of cutting down on fossil fuels or expanding renewables; she’s mainly telling voters she wants to bring costs down and increase transparency. But in interviews, she’s talked about the importance of ensuring utilities are prepared for climate impacts, criticized the sitting commission for being anti-technology, and expressed an interest in solutions such as reconductoring transmission lines to increase their capacity and installing batteries to make the grid more resilient against outages.
The commission is currently fully Republican, and switching out just one of those seats will not bring change overnight. But Stephanie Chase, a researcher at the Energy and Policy Institute, said that having even one person to ask different questions and bring new information to the public record can be meaningful. “Even if they don't have the votes, they still have a platform and ability to raise issues, which I think is really important in states where climate hasn't been at the forefront.”
Louisiana’s recent history proves the value of dissenting voices, even if they don’t have decisive influence. The state’s historically utility-friendly commission saw a big shakeup two years ago when Davante Lewis, a young progressive candidate, dethroned a Democratic incumbent who had held his district’s seat for nearly two decades. Close to 80% of Louisiana’s electricity comes from natural gas, and Lewis campaigned on transitioning the state to renewables, in addition to hardening the grid against storms and lowering fees for customers. He has already made a few small inroads on clean energy, such as advancing an energy efficiency program that had been held up in negotiations with the utilities for more than a decade. The commission also recently approved the biggest expansion of renewable energy in state history.
But Lewis is one of two Democrats on the commission, and has been helped by a swing voter — a moderate Republican named Craig Greene — who’s stepping down this year.
Three candidates are vying for Greene’s spot, but one — State Senator Jean Paul Coussan — has a clear fundraising advantage. The big question around the election seems to be less about who will win, and more about what Coussan would do on the commission. In interviews with local media outlets, he has said he wants to ensure the state can keep pace with demand growth while keeping rates down. He’s expressed openness about renewables but also emphasized the importance of the state’s “abundant supply of natural gas.”
The clean energy advocates I spoke to weren’t sure what to make of him. “You just can’t tell based on what Coussan’s saying now,” Daniel Tait, who researches Southern utilities for the Energy and Policy Institute, a consumer watchdog, told me. He said that of the two Republicans running, Coussan seemed more willing to talk about clean energy and find common ground. But it’s unclear how he will compare to the outgoing commissioner.
Hua, of PowerLines, emphasized that whatever happens, it will have ripple effects through the region. “What Louisiana does is an indicator, in some ways, of what the rest of the Southeast can do,” he told me. “And the Southeast is a particularly important region because that's where we're seeing all this load growth, this gas build out, energy burden and environmental injustice challenges. What the Southeast does will make or break what the U.S. does in terms of the clean energy transition.”
Editor's note: A previous version of this article misstated the percentage of voters who skip utility commission elections. It also misidentified the party of the incumbent whom Davante Lewis defeated. Both mistakes have been fixed. We regret the errors.
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Dozens of people are reporting problems claiming the subsidy — and it’s not even Trump’s fault.
Eric Walker, of Zanesville, Ohio, bought a Ford F-150 Lightning in March of last year. Ironically, Walker designs and manufactures bearings for internal combustion engines for a living. But he drives 70 miles to and from his job, and he was thrilled not to have to pay for gas anymore. “I love it so much. I honestly don’t think I could ever go back to a non-EV,” he told me. “It’s just more fun, more punchy.”
But although he’s saving on gas, Walker recently learned he’d made a major, expensive mistake at the dealership when he bought the truck. The F-150 Lightning qualified for a federal tax credit of $7,500 in 2024. Walker was income-eligible and planned to claim it when he filed his taxes. But his dealership never reported the sale to the Internal Revenue Service, and at the time, Walker had no idea this was required. When he went to submit his tax return recently, it was rejected. Now, it may be too late.
Walker is not alone. Dozens of users on Reddit have been sharing near-identical stories as tax season has gotten underway — and it’s only early February. It is unclear exactly how many EV buyers are affected. What we do know is that it will be up to the Trump administration’s Treasury Department to decide whether any of them will get the refund they were counting on — the same administration that wants to kill the tax credit altogether.
The problem dates back to a change in the process for claiming the tax credit. For the 2023 tax year, dealers had until January 15, 2024 to report eligible EV sales to the IRS. For 2024, however, the IRS introduced a new, digital reporting system and new deadlines. Starting in January 2024, if a customer bought an eligible vehicle and wanted to claim the tax credit, dealerships were required to file a report within three days of the time of sale to the IRS through a web portal called Energy Credits Online.
This change coincided with another: Buyers now had the option to transfer the credit to their dealership instead of claiming it themselves. The dealer could then take the value of the credit off the price of the car and get reimbursed by the IRS. This was voluntary on the dealerships’ part, and many opted in. By October, more than 300,000 EV sales had used this transfer option, according to the Treasury Department. But apparently there were also many dealers who didn’t want to bother with it. And at least some of them never bothered to learn about the online portal at all.
Charlie Gerk, an engineer living in the suburbs of Minneapolis, bought a Chrysler Pacifica plug-in electric hybrid in February after his wife had twins. Unlike Walker, Gerk knew all about the workings of the tax credit, and he wanted to get his discount up front. But the dealership he was working with — a smaller, family-run business — had not gotten set up to do it. “He’s like, ‘We sell six EVs a year, we’re not going to take the time to sign up for that program,’” Gerk recalled the salesman saying. Gerk decided to claim the tax credit himself, and the dealership even gave him a few hundred bucks off the car since he’d have to wait a year to see the refund. He then emailed the dealership instructions from the IRS for reporting the sale through the online portal, and the dealership assured him it would submit the information. It sent Gerk a copy of form 15400, an IRS “Clean Vehicle Seller Report,” for him to keep for his records — except that the form was dated 2023. When Gerk inquired about it, the finance manager told him it was just because it was still so early in the year, and that they would make sure it got filed appropriately online.
Fast forward to one year later, and Gerk came across a post in the Pacifica Reddit forum from someone whose claim was rejected by the IRS because their dealer failed to report the sale. “I logged into my online dashboard for the IRS, and sure enough, the vehicle’s not there,” Gerk told me. “If it was filed appropriately, it would have shown on my online dashboard that I had an EV clean vehicle credit for 2024, and it’s not there.”
Gerk spoke to his dealership, which said it would look into the situation. He forwarded me an email exchange between the IRS and his dealership in which a representative from the IRS’ Clean Vehicle Team said it was probably too late to fix. “The open period for any unsubmitted time of sale reports is closed,” the staffer wrote. “We are expecting some Energy Credit Online (ECO) updates so contact us via secure messaging in the Spring for additional information.”
Some users on Reddit who, like Gerk, were aware of the reporting requirements when they bought their EVs, have shared stories about visiting more than a dozen dealerships before finding one that was registered with ECO and willing to file the paperwork. Others who didn't know about the rules have recalled inquiring about the tax credit at their dealership and being told they could simply claim it on their taxes. They only found out when they tried to submit their tax paperwork on TurboTax or another e-filing system and received an error message informing them that their vehicle is not registered in the IRS database.
Some blame the dealerships for misleading them and are wondering if they have grounds to sue. Others blame the IRS for not adequately informing customers or dealers about the rules.
“My frustration lies with the fact the IRS would even allow this to be an option,” Gerk told me. “If you’re going to allow the credit to be taken by me, I have to be dependent on my dealer doing the right thing?” (Gerk asked that we not share the name of his dealership.)
I spoke with a former Treasury staffer who worked on the program, who told me that the agency went to great lengths to educate dealerships about the new online portal and filing requirements, including hosting webinars that reached more than 10,000 dealerships and a presentation at the National Automobile Dealership Association’s annual convention in Las Vegas. The agency put up pages of fact sheets, checklists, and other materials for dealers and consumers on the IRS website, they said. But the IRS doesn’t have a marketing budget, and also relied heavily on NADA, the Dealership Association, for help getting the word out.
NADA did not respond to multiple emails and phone calls asking for comment. I also contacted several of the dealerships who sold EVs to buyers who are now having their tax credit claims rejected, none of which got back to me.
Many of the affected buyers are trying to get their dealerships to contact the IRS and see if they can retroactively report the sales, as Gerk did. Some are having more luck than others. When Walker contacted his dealership in Cleveland, Ohio, to see if there was anything it could do to help him, it still seemed to have no idea what he was talking about. Walker forwarded me a response from his dealership asking him if he had spoken to his accountant. “My sales desk is pretty insistent on that this is something your accountant would handle,” it said. (Walker did not want to disclose the name of his dealership as he is still trying to work with them on a solution.)
I reached out to the Treasury Department with a list of questions, including whether this issue was on its radar and what consumers who find themselves in this situation should do. The agency confirmed receipt of the request, but had not gotten back to me by press time. We will update this story if they do. There are reports on Reddit of EV buyers having a similar issue claiming the tax credit in 2024 for purchases made in 2023. Some filed their taxes without the EV credit and then submitted appeals to the IRS after the fact, with seemingly some success.
Buyers stuck in this situation have few other places to turn. Some Reddit users have posted about reaching out to their representatives, who offered to contact the IRS on their behalf. One challenge, as noted by the former Treasury staffer I spoke with, is that unlike the dealers, who have NADA, there is no consumer advocacy group for electric vehicle buyers who can engage with lawmakers and the Treasury and request a solution.
“I don’t necessarily need the money,” Walker told me. “It was just gonna go towards some more student loans — I’m just trying to pay down all of my debt as soon as possible. So I didn’t need it. But it would have been certainly something nice to have.”
For now, at least, the math simply doesn’t work. Enter the EREV.
American EVs are caught in a size conundrum.
Over the past three decades, U.S. drivers decided they want tall, roomy crossovers and pickup trucks rather than coupes and sedans. These popular big vehicles looked like the obvious place to electrify as the car companies made their uneasy first moves away from combustion. But hefty vehicles and batteries don’t mix: It takes much, much larger batteries to push long, heavy, aerodynamically unfriendly SUVs and trucks down the road, which can make the prices of the EV versions spiral out of control.
Now, as the car industry confronts a confusing new era under Trump, signals of change are afoot. Although a typical EV that uses only a rechargeable battery for its power makes sense for smaller, more efficient cars with lower energy demands, that might not be the way the industry tries to electrify its biggest models anymore.
The predicament at Ford is particularly telling. The Detroit giant was an early EV adopter compared to its rivals, rolling out the Mustang Mach-E at the end of 2020 and the Ford F-150 Lightning, an electrified version of the best-selling vehicle in America, in 2022. These vehicles sell: Mustang Mach-E was the No. 3 EV in the United States in 2024, trailing only Tesla’s big two. The Lightning pickup came in No. 6.
Yet Ford is in an EV crisis. The 33,510 Lightning trucks it sold last year amount to less than 5% of the 730,000-plus tally for the ordinary F-150. With those sales stacked up against enormous costs needed to invest in EV and battery manufacturing, the brand’s EV division has been losing billions of dollars per year. Amid this struggle, Ford continues to shift its EV plans and hasn’t introduced a new EV to the market in three years. During this time, rival GM has begun to crank out Blazer and Equinox EVs, and now says its EV group is profitable, at least on a heavily qualified basis.
As CEO Jim Farley admitted during an earnings call on Wednesday, Ford simply can’t make the math work out when it comes to big EVs. The F-150 Lightning starts at $63,000 thanks in large part to the enormous battery it requires. Even then, the base version gets just 230 miles of range — a figure that, like with all EVs, drops quickly in extreme weather, when going uphill, or when towing. Combine those technical problems and high prices with the cultural resistance to EVs among many pickup drivers and the result is the continually rough state of the EV truck market.
It sounds like Ford no longer believes pure electric is the answer for its biggest vehicles. Instead, Farley announced a plan to pivot to extended-range electric vehicle (or EREV) versions of its pickup trucks and large SUVs later in the decade.
EREVs are having a moment. These vehicles use a large battery to power the electric motors that push the wheels, just like an EV does. They also carry an onboard gas engine that acts as a generator, recharging the battery when it gets low and greatly increasing the vehicle’s range between refueling stops. EREVs are big in China. They got a burst of hype in America when Ram promised its upcoming Ramcharger EREV pickup truck would achieve nearly 700 miles of combined range. Scout Motors, the brand behind the boxy International Scout icon of the 1960s and 70s, is returning to the U.S. under Volkswagen ownership and finding a groundswell of enthusiasm for its promised EREV SUV.
The EREV setup makes a lot of sense for heavy-duty rides. Ramcharger, for example, will come with a 92 kilowatt-hour battery that can charge via plug and should deliver around 145 miles of electric range. The size of the pickup truck means it can also accommodate a V6 engine and a gas tank large enough to stretch the Ramcharger’s overall range to 690 miles. It is, effectively, a plug-in hybrid on steroids, with a battery big enough to accomplish nearly any daily driving on electricity and enough backup gasoline to tow anything and go anywhere.
Using that trusty V6 to generate electricity isn’t nearly as energy-efficient as charging and discharging a battery. But as a backup that kicks in only after 100-plus miles of electric driving, it’s certainly a better climate option than a gas-only pickup or a traditional hybrid. The setup is also ideally suited for what drivers of heavy duty vehicles need (or, at least, what they think they need): efficient local driving with no range anxiety. And it’s similar enough to the comfortable plug-and-go paradigm that an extended-range EV should seem less alien to the pickup owner.
Ford’s big pivot looks like a sign of the times. The brand still plans to build EVs at the smaller end of its range; its skunkwords experimental team is hard at work on Ford’s long-running attempt to build an electric vehicle in the $30,000 range. If Ford could make EVs at a price at least reasonably competitive with entry-level combustion cars, then many buyers might go electric for pure pragmatic terms, seeing the EV as a better economic bet in the long run. Electric-only makes sense here.
But at the big end, that’s not the case. As Bloombergreports on Ford’s EV trouble, most buyers in the U.S. show “no willingness to pay a premium” for an electric vehicle over a gas one or a hybrid. Facing the prospect of the $7,500 EV tax credit disappearing under Trump, plus the specter of tariffs driving up auto production costs, and the task of selling Americans an expensive electric-only pickup truck or giant SUV goes from fraught to extremely difficult.
As much as the industry has coalesced around the pure EV as the best way to green the car industry, this sort of bifurcation — EV for smaller vehicles, EREV for big ones — could be the best way forward. Especially if the Ramcharger or EREV Ford F-150 is what it takes to convince a quorum of pickup truck drivers to ditch their gas-only trucks.
Current conditions: People in Sydney, Australia, were told to stay inside after an intense rainstorm caused major flooding • Temperatures today will be between 25 and 40 degrees Fahrenheit below average across the northern Rockies and High Plains • It’s drizzly in Paris, where world leaders are gathering to discuss artificial intelligence policy.
Well, today was supposed to be the deadline for new and improved climate plans to be submitted by countries committed to the Paris Agreement. These plans – known as nationally determined contributions – outline emissions targets through 2030 and explain how countries plan to reach those targets. Everyone has known about the looming deadline for two years, yet Carbon Briefreports that just 10 of the 195 members of the Paris Agreement have submitted their NDCs. “Countries missing the deadline represent 83% of global emissions and nearly 80% of the world’s economy,” according to Carbon Brief. Last week UN climate chief Simon Stiell struck a lenient tone, saying the plans need to be in by September “at the latest,” which would be ahead of COP30 in November. The U.S. submitted its new NDC well ahead of the deadline, but this was before President Trump took office, and has more or less been disregarded.
Many of the country’s largest pension funds are falling short of their obligations to protect members’ investments by failing to address climate change risks in their proxy voting. That’s according to new analysis from the Sierra Club, which analyzed 32 of the largest and most influential state and local pension systems in the U.S. Collectively, these funds have more than $3.8 trillion in assets under management. Proxy voting is when pensions vote on behalf of shareholders at companies’ annual meetings, weighing in on various corporate policies and initiatives. In the case of climate change, this might be things like nudging a company to disclose greenhouse gas emissions, or better yet, reduce emissions by creating transition plans.
This report looked at funds’ recent proxy voting records and voting guidelines, which pension staff use to guide their voting decisions. The funds were then graded from A (“industry leaders”) to F (“industry laggards”). Just one fund, the Massachusetts Pension Reserves Investment Management (MassPRIM), received an “A” grade; the majority received either “D” or “F” grades. Others didn’t disclose their voting records at all. “To ensure they can meet their obligations to protect retirees’ hard-earned money for decades to come, pensions must strengthen their proxy voting strategies to hold corporate polluters accountable and support climate progress,” said Allie Lindstrom, a senior strategist with the Sierra Club.
Football fans in Los Angeles watching last night’s Super Bowl may have seen an ad warning about the growing climate crisis. The regional spot was made by Science Moms, a nonpartisan group of climate scientists who are also mothers. The “By the Time” ad shows a montage of young girls growing into adults, and warns that climate change is rapidly altering the world today’s children will inherit. “Our window to act on climate change is like watching them grow up,” the voiceover says. “We blink, and we miss it.” It also encourages viewers to donate to LA wildfire victims. A Science Moms spokesperson toldADWEEK they expected some 11 million people to see the ad, and that focus group testing showed a 25% increase in support for climate action among viewers. The New York Timesincluded the ad in its lineup of best Super Bowl commercials, saying it was “a little clunky and sanctimonious in its execution but unimpeachable in its sentiments.”
General Motors will reportedly stop selling the gas-powered Chevy Blazer in North America after this year because the company wants its plant in Ramos Arizpe, Mexico, to produce only electric vehicles. The move, first reported by GM Authority, means “GM will no longer offer an internal combustion two-row midsize crossover in North America.” If you have your heart set on a Blazer, you can always get the electric version.
In case you missed it: Airbus has delayed its big plan to unveil a hydrogen-powered aircraft by 2035, citing the challenges of “developing a hydrogen ecosystem — including infrastructure, production, distribution and regulatory frameworks.” The company has been trying to develop a short-range hydrogen plane since 2020, and has touted hydrogen as key to helping curb the aviation industry’s emissions. It didn’t give an updated timeline for the project.
“If Michael Pollan’s basic dietary guidance is ‘eat food, not too much, mostly plants,’ then the Burgum-Wright energy policy might be, ‘produce energy, as much as you can, mostly fossil fuels.’”
–Heatmap’s Matthew Zeitlin on the new era of Trump’s energy czars