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Over a dozen methane satellites are now circling the Earth — and more are on the way.
On Monday afternoon, a satellite the size of a washing machine hitched a ride on a SpaceX rocket and was launched into orbit. MethaneSAT, as the new satellite is called, is the latest to join more than a dozen other instruments currently circling the Earth monitoring emissions of the ultra-powerful greenhouse gas methane. But it won’t be the last. Over the next several months, at least two additional methane-detecting satellites from the U.S. and Japan are scheduled to join the fleet.
There’s a joke among scientists that there are so many methane-detecting satellites in space that they are reducing global warming — not just by providing essential data about emissions, but by blocking radiation from the sun.
So why do we keep launching more?
Despite the small army of probes in orbit, and an increasingly large fleet of methane-detecting planes and drones closer to the ground, our ability to identify where methane is leaking into the atmosphere is still far too limited. Like carbon dioxide, sources of methane around the world are numerous and diffuse. They can be natural, like wetlands and oceans, or man-made, like decomposing manure on farms, rotting waste in landfills, and leaks from oil and gas operations.
There are big, unanswered questions about methane, about which sources are driving the most emissions, and consequently, about tackling climate change, that scientists say MethaneSAT will help solve. But even then, some say we’ll need to launch even more instruments into space to really get to the bottom of it all.
Measuring methane from space only began in 2009 with the launch of the Greenhouse Gases Observing Satellite, or GOSAT, by Japan’s Aerospace Exploration Agency. Previously, most of the world’s methane detectors were on the ground in North America. GOSAT enabled scientists to develop a more geographically diverse understanding of major sources of methane to the atmosphere.
Soon after, the Environmental Defense Fund, which led the development of MethaneSAT, began campaigning for better data on methane emissions. Through its own, on-the-ground measurements, the group discovered that the Environmental Protection Agency’s estimates of leaks from U.S. oil and gas operations were totally off. EDF took this as a call to action. Because methane has such a strong warming effect, but also breaks down after about a decade in the atmosphere, curbing methane emissions can slow warming in the near-term.
“Some call it the low hanging fruit,” Steven Hamburg, the chief scientist at EDF leading the MethaneSAT project, said during a press conference on Friday. “I like to call it the fruit lying on the ground. We can really reduce those emissions and we can do it rapidly and see the benefits.”
But in order to do that, we need a much better picture than what GOSAT or other satellites like it can provide.
In the years since GOSAT launched, the field of methane monitoring has exploded. Today, there are two broad categories of methane instruments in space. Area flux mappers, like GOSAT, take global snapshots. They can show where methane concentrations are generally higher, and even identify exceptionally large leaks — so-called “ultra-emitters.” But the vast majority of leaks, big and small, are invisible to these instruments. Each pixel in a GOSAT image is 10 kilometers wide. Most of the time, there’s no way to zoom into the picture and see which facilities are responsible.
Jacob, D. J., Varon, D. J., Cusworth, D. H., Dennison, P. E., Frankenberg, C., Gautam, R., Guanter, L., Kelley, J., McKeever, J., Ott, L. E., Poulter, B., Qu, Z., Thorpe, A. K., Worden, J. R., and Duren, R. M.: Quantifying methane emissions from the global scale down to point sources using satellite observations of atmospheric methane, Atmos. Chem. Phys., 22, 9617–9646, https://doi.org/10.5194/acp-22-9617-2022, 2022.
Point source imagers, on the other hand, take much smaller photos that have much finer resolution, with pixel sizes down to just a few meters wide. That means they provide geographically limited data — they have to be programmed to aim their lenses at very specific targets. But within each image is much more actionable data.
For example, GHGSat, a private company based in Canada, operates a constellation of 12 point-source satellites, each one about the size of a microwave oven. Oil and gas companies and government agencies pay GHGSat to help them identify facilities that are leaking. Jean-Francois Gauthier, the director of business development at GHGSat, told me that each image taken by one of their satellites is 12 kilometers wide, but the resolution for each pixel is 25 meters. A snapshot of the Permian Basin, a major oil and gas producing region in Texas, might contain hundreds of oil and gas wells, owned by a multitude of companies, but GHGSat can tell them apart and assign responsibility.
“We’ll see five, 10, 15, 20 different sites emitting at the same time and you can differentiate between them,” said Gauthier. “You can see them very distinctly on the map and be able to say, alright, that’s an unlit flare, and you can tell which company it is, too.” Similarly, GHGSat can look at a sprawling petrochemical complex and identify the exact tank or pipe that has sprung a leak.
But between this extremely wide-angle lens, and the many finely-tuned instruments pointing at specific targets, there’s a gap. “It might seem like there’s a lot of instruments in space, but we don’t have the kind of coverage that we need yet, believe it or not,” Andrew Thorpe, a research technologist at NASA’s Jet Propulsion Laboratory told me. He has been working with the nonprofit Carbon Mapper on a new constellation of point source imagers, the first of which is supposed to launch later this year.
The reason why we don’t have enough coverage has to do with the size of the existing images, their resolution, and the amount of time it takes to get them. One of the challenges, Thorpe said, is that it’s very hard to get a continuous picture of any given leak. Oil and gas equipment can spring leaks at random. They can leak continuously or intermittently. If you’re just getting a snapshot every few weeks, you may not be able to tell how long a leak lasted, or you might miss a short but significant plume. Meanwhile, oil and gas fields are also changing on a weekly basis, Joost de Gouw, an atmospheric chemist at the University of Colorado, Boulder, told me. New wells are being drilled in new places — places those point-source imagers may not be looking at.
“There’s a lot of potential to miss emissions because we’re not looking,” he said. “If you combine that with clouds — clouds can obscure a lot of our observations — there are still going to be a lot of times when we’re not actually seeing the methane emissions.”
De Gouw hopes MethaneSAT will help resolve one of the big debates about methane leaks. Between the millions of sites that release small amounts of methane all the time, and the handful of sites that exhale massive plumes infrequently, which is worse? What fraction of the total do those bigger emitters represent?
Paul Palmer, a professor at the University of Edinburgh who studies the Earth’s atmospheric composition, is hopeful that it will help pull together a more comprehensive picture of what’s driving changes in the atmosphere. Around the turn of the century, methane levels pretty much leveled off, he said. But then, around 2007, they started to grow again, and have since accelerated. Scientists have reached different conclusions about why.
“There’s lots of controversy about what the big drivers are,” Palmer told me. Some think it’s related to oil and gas production increasing. Others — and he’s in this camp — think it’s related to warming wetlands. “Anything that helps us would be great.”
MethaneSAT sits somewhere between the global mappers and point source imagers. It will take larger images than GHGSat, each one 200 kilometers wide, which means it will be able to cover more ground in a single day. Those images will also contain finer detail about leaks than GOSAT, but they won’t necessarily be able to identify exactly which facilities the smaller leaks are coming from. Also, unlike with GHGSat, MethaneSAT’s data will be freely available to the public.
EDF, which raised $88 million for the project and spent nearly a decade working on it, says that one of MethaneSAT’s main strengths will be to provide much more accurate basin-level emissions estimates. That means it will enable researchers to track the emissions of the entire Permian Basin over time, and compare it with other oil and gas fields in the U.S. and abroad. Many countries and companies are making pledges to reduce their emissions, and MethaneSAT will provide data on a relevant scale that can help track progress, Maryann Sargent, a senior project scientist at Harvard University who has been working with EDF on MethaneSAT, told me.
Courtesy of MethaneSAT
It could also help the Environmental Protection Agency understand whether its new methane regulations are working. It could help with the development of new standards for natural gas being imported into Europe. At the very least, it will help oil and gas buyers differentiate between products associated with higher or lower methane intensities. It will also enable fossil fuel companies who measure their own methane emissions to compare their performance to regional averages.
MethaneSAT won’t be able to look at every source of methane emissions around the world. The project is limited by how much data it can send back to Earth, so it has to be strategic. Sargent said they are limiting data collection to 30 targets per day, and in the near term, those will mostly be oil and gas producing regions. They aim to map emissions from 80% of global oil and gas production in the first year. The outcome could be revolutionary.
“We can look at the entire sector with high precision and track those emissions, quantify them and track them over time. That’s a first for empirical data for any sector, for any greenhouse gas, full stop,” Hamburg told reporters on Friday.
But this still won’t be enough, said Thorpe of NASA. He wants to see the next generation of instruments start to look more closely at natural sources of emissions, like wetlands. “These types of emissions are really, really important and very poorly understood,” he said. “So I think there’s a heck of a lot of potential to work towards the sectors that have been really hard to do with current technologies.”
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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.
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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