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It’s boom times in carbon management.
There’s a lot of money in carbon management. Like, a lot. Investment in the full suite of technologies designed to capture, store, and transport carbon has skyrocketed this year, according to data from Rhodium Group and Massachusetts Institute of Technology’s Clean Investment Monitor.
Overall investment in clean energy technology — which includes manufacturing of batteries, vehicles, and solar panels, clean energy generation, and retail products like heat pumps — was $284 billion in the last year, with $76 billion in the second quarter of this year alone, a record figure.
The fastest growth came from “emerging climate technologies,” which includes carbon management, which had $3 billion in investment in the second quarter — more than the $1.7 billion invested in wind generation. Compare that to the same time last year, when wind investment stood at $2.6 billion and carbon management investment was just under half a billion dollars. (Solar generation, meanwhile, had $9.3 billion in investment in the second quarter of this year, while storage saw $5.4 billion poured in.)
What changed?
Basically, wind — and its tax incentives — are hardly new to the U.S. economy, and while the Inflation Reduction Act expanded and extended those tax incentives, it was building on an existing policy. And in that post-IRA period up to today (almost exactly two years from the day the law was signed), wind, which requires long construction periods and substantial upfront spending, has been hampered by high interest rates. That’s true for solar, too, although to a lesser extent, explained Trevor Houser, a parter at the Rhodium Group, as wind projects take more time to build and so rely more on borrowed money.
With carbon management, on the other hand, the IRA was a complete gamechanger, hugely boosting the 45Q tax credit for carbon sequestered underground to as much as $85 per metric ton for capturing emissions where they happen, and then to as high $180 per metric ton for direct air capture.
“The majority of the growth that we’re seeing right now is due to that incentive,” Houser told me, as the tax credits have opened up the field to something beyond just using carbon for literal oil drilling.
Jack Andreasen, who runs carbon management policy at Breakthrough Energy, told me basically the same thing. “The boom in carbon management is driven nearly entirely by the support made available in the [Bipartisan Infrastructure Law] and IRA,” he said.
That scale of investment will be necessary to build out any reasonably sized carbon management sector, Andreasen told me. Building out new industrial and generation facilities equipped with carbon capture will be extremely capital-intensive, as will retrofitting existing facilities.
“That is the brilliance and importance of the federal funding — there is money for new builds and for retrofits. And both of these will be key in our net-zero future,” Andreasen said.
But while carbon management does have a fair amount of bipartisan political support, as with any large project, the necessary infrastructure — industrial facilities and especially pipelines — can attract local opposition. The nearly 700-mile-long planned Summit pipeline, which is supposed to link dozens of ethanol plants to a carbon sequestration site in North Dakota, has been strenuously opposed by environmental groups and landowners in Iowa, uniting progressives with a group of Republican lawmakers against the state’s powerbrokers and much of its agribusinesses interests.
“Carbon management does face similar siting and permitting barriers, particularly around pipelines,” to renewables like wind, Houser told me. And while that could potentially slow down development, “it’s starting from a lower base — you can get pretty rapid growth if you’re starting from zero.”
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Microsoft is canceling data center leases, according to a Wall Street analyst.
The artificial intelligence industry is experiencing another TD Cowen shock.
The whole spectrum of companies connected to artificial intelligence — the companies that design the chips, that supply the power, that make the generation equipment — shuddered Wednesday when the brokerage released another note from analysts pointing to evidence that Microsoft was giving up on its data center leases.
“Microsoft has both (1) walked away from +2GW of capacity in both the U.S. and Europe in the last six months that was in process to be leased, and (2) has both deferred and canceled existing data center leases in both the U.S. and Europe in the last month,” the analysts wrote.
Microsoft is one of the biggest players in the artificial intelligence industry, with its near-$14 billion investment in OpenAI and acommitment to spend $80 billion on data center capacity this year.
The company is pulling back, the TD Cowen analysts said, because it had decided not to support incremental increases in training workloads for OpenAI models. Shares in Nvidia, the chip designer that’s become one of the most valuable companies in the world on the back of optimism about artificial intelligence, are down 7% since market close Tuesday, while shares in the power companies Vistra and Constellation are down 9% and 7% respectively. GE Vernova, which makes turbines for gas-fired power plants, is down 9%.
Much of the power industry saw huge increases in their stock prices in 2024, as investors bet on increased demand for electricity from data centers, manufacturing, and electrification. But 2025 so far has been a year of mild expectations.
In February, Cowen analysts issued a similar note warning that Microsoft was pulling back on some of its data center leases. And in January, of course, many of the AI and energy stocks that had been soaring 2024dropped when the Chinese artificial intelligence company DeepSeek released an open source model comparable in performance to the state of the art in the United States but that required far less computing power to train.
The Cowen analysts were hardly doomy about AI and data center construction, writing that Google and Meta may be “backfilling” the capacity left behind by Microsoft as they seek to expand their own data center footprints.
But the case for across the board optimism may be slightly dimming across the sector. CoreWeave, which buys Nvidia chips and operates data centers, has had to reduce the amount of money its seeking to raise in its planned initial public offering to $1.5 billion, from the over $4 billion it was looking to get from investors earlier in the IPO process, Bloomberg reported. Nvidia, an investor in CoreWeave and its most important supplier, will be “anchoring” the IPO, kicking in $250 million.
The tax agency reopened its online portal to allow dealerships to register sales retroactively.
As recently as last month, some electric vehicle buyers were running into roadblocks when they tried to claim the EV tax credit on their 2024 returns. Their claims were rejected, it turned out, because the dealership where they bought their EV never registered the sale with the Internal Revenue Service.
On Wednesday, the IRS instituted a fix: It reopened the online portal for dealerships to report these sales retroactively.
The confusion all started with a major change the IRS made to the EV tax credit program last year. Previously, all dealers had to do was give the buyer a “time of sale” report that they could submit to the IRS come tax season. But as of 2024, dealerships were expected to register every EV sale that was eligible for the tax credit through this new online portal. Not only that, they had to do so within three days of the sale. The portal would not allow entries dated more than three days post-sale.
The IRS and the National Automobile Dealers Association did outreach to educate dealerships about the changes, but many were apparently still unaware of the requirements — some never even made an online account. Customers were similarly ignorant of the intricacies of the process. Many received time of sale reports and thought they were all set. But in January, when they began trying to claim the credit on their taxes for the previous year, they were surprised to receive an error message saying that their EV was not registered with the IRS. Some tried to get their dealerships to register the sale retroactively, but the IRS portal didn’t allow for it.
President Trump has vowed to kill the EV tax credit, and Congress is just now beginning to hammer out the legislation that could execute his wishes. In light of that, and given the relative chaos at the IRS caused by Elon Musk’s “efficiency” department demanding access to private taxpayer information and laying off thousands of IRS employees, it was unclear whether the Treasury Department would do anything to help these unlucky EV buyers seeking their refunds. The Treasury did not respond to multiple inquiries from Heatmap in February.
The Dealers Association also never responded to multiple inquiries from Heatmap about the issue. But in a notice to dealerships this week, first reported by NPR, the trade group said the IRS planned to roll out an update to the portal on Wednesday to allow for sales made in 2024 to be submitted.
If any of this has made you nervous about getting an EV this year, remember that you have another, safer option for claiming the tax credit. Instead of claiming it on your taxes in 2026, you can transfer it to your dealer, who can take it off the sale price of the car on the spot. Just make sure they know about the online portal!
The electric vehicle company Rivian is known for products that are, well, large: pickup trucks, SUVs, and delivery vans. But for the past three years, it has been stealthily designing the technology platform for a slew of much smaller, yet-to-be-revealed electric vehicles — think bikes, scooters, and golf carts. Today, Rivian officially spun off that project into its own company, called Also, while … also … announcing that the new venture had raised a $105 million Series B funding round.
The name Also, the company’s CEO Chris Yu told me, points to the idea that owning a car and owning a smaller EV are not mutually exclusive — rather, it’s about finding the right tool for the job. “If I’m taking my family to Yosemite on the weekend, I want to use my Rivian R1S, but for my daily school runs, probably not. That’s not the most efficient or enjoyable way to do it,” Yu told me. In the U.S. about 80% of all car trips are 15 miles or less, and over 50% of are less than six miles. The goal of Also, Yu said, is for smaller EV’s — or “micromobility solutions” — to replace cars for those shorter daily excursions.
Prior to his new role, Yu worked as vice president on Rivian’s “Future Programs” team, working to incubate Also alongside Rivian’s CEO RJ Scaringe, who will now serve as the new company’s board chair while continuing to lead Rivian. The incumbent EV-automaker participated in Also’s Series B alongside the lead investor, venture capital firm Eclipse, and will maintain a minority ownership stake in it.
Also’s flagship product is set to launch in the U.S. and Europe early next year, and will be followed by consumer and commercial products for the Asian and South American markets, though the company hasn’t yet said what these products will be. In the U.S., electric scooters and e-bikes have taken off in cities, while in some suburban areas, beach towns and retirement communities, golf carts are ubiquitous. Across much of South Asia, Africa, and Latin America, three-wheelers such as rickshaws and mototaxis are everywhere, and are increasingly being electrified.
But there’s still a long way to go. “The rate of electrification for small vehicles across the world is far, far lower than cars, like low single digit percent,” Yu told me. He said that what will set Also apart from existing offerings — besides electrification, of course — is the scale the company aims to operate at and its intuitive technology platform.
Also is developing everything in-house, from the motors to the software, which Yu said will lead to the type of seamless, personalized user experiences that customers have come to expect from newer EVs such as Rivians or Teslas. Think “walking up to your vehicle and having it automatically know that it’s you and unlocking,” Yu told me, or “adjusting to your profiles, your media plays, what you were last playing, etc.” Making something like an e-bike or electric golf cart “smarter,” Yu explained, could also help with issues such as security — potentially making Also’s TBD products less vulnerable to theft — or safety, such as gauging if someone is riding at a dangerous speed for the area or in an inappropriate zone.
Even with this type of advanced technology integration, Yu claimed that the company’s products will be cost competitive with what’s on the market today due to the scale that Also aims to achieve. Yu’s hope is that taking advantage of Rivian’s existing technologies and retail footprint will help.
Whatever form factor Also’s small EVs take, Yu told me they will embody Rivian’s adventurous spirit, “weaving in some of what people aspire to do and look forward to doing, whether it’s on a weekend or summer vacations,” he explained. So will this look like an off-roading golf cart? A smarter electric mountain bike? A scooter that also rips on the backroads? We’ll have to wait until next year to see.