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Talking to Google Geo’s vice president of sustainability, Yael Maguire.
While browsing Google Flights for an escape from the winter doldrums, I recently encountered a notification I hadn’t seen before. One particular return flight from Phoenix to New York was highlighted in light green as avoiding “as much CO2 as 1,400 trees absorb a day.”
I’d seen Google Flights’ emissions estimates before, of course — they’ve been around since 2021 — but this was the first time I’d seen it translate a number like “265 kg CO2e” into something I could actually understand. Suddenly, not picking the flight felt like it would have made me, well, kind of bad.
Yael Maguire, the vice president and general manager of the sustainability team at Google Geo — which includes Maps, Earth, and Project Sunroof, the company’s solar calculator — stressed that Google isn’t trying to take people’s agency away with these kinds of light-green guilt trips. “We want to make the sustainable choice the easy choice,” he told me, in reference to a slew of new tools the company has been rolling out, from fuel-efficient routing in Maps (which Google estimates has eliminated the emissions equivalent of 500,000 internal combustion cars from the road since 2021), to suggesting train routes to flight-shoppers, to nudging Europeans to ditch their cars when public transportation could get them to their destinations in a comparable amount of time.
Last week, I spoke to Maguire about the sustainability projects at Google Geo, including the team’s Solar API, which provides solar-planning data for millions of buildings worldwide. Our conversation has been lightly condensed for clarity and brevity.
Do you see your job at Google Geo as passively presenting sustainability information to users, or do you see it as actively nudging people toward making better choices for the planet?
We’re not trying to take agency away from anybody. We want to make sure — whether you’re a consumer choosing an eco-friendly route, or you’re a developer who’s thinking about trying to build more sustainably, or you’re a solar developer who wants to help with that — we want the choices to be in their hands. But we want to make it the easiest choice possible because, while it’s ultimately their decision, it will lead to carbon reductions over time.
That’s the idea behind fuel efficiency suggestions in Google Maps, where a route is prominently displayed with the little leaf, right?
Exactly. We launched a capability in Google Earth last year to help real estate developers do high-level planning and building development to make the sustainable choice the easy choice. As they’re saying, “We’re trying to get this many units with these kinds of amenities, etc., etc.,” we give them the tools to optimize for all the things they want to optimize for. But we can also say, “Hey, if you also care about sustainability, you can use different materials, we can get more sunlight in the area, and you have this much potential for solar.” And that just comes bundled with the tool itself.
We always try to find the co-benefits. I know for me personally, I always try to make the sustainable choice as much as I can. But I know that other people may not be as motivated by that, and having those co-benefits — like, it saves money, or it saves time, or it saves fuel, whatever it might be. We want to try to bring those together as much as possible.
When I was in Tbilisi, Georgia, a few months ago, I was using the ride-share app Bolt, and at the time it had a feature where if you tried to book a car to a location less than a 15-minute walk away, it would suggest you walk instead. I saw in a video from Google’s sustainability summit last fall that you’re rolling out something similar in some locations in Europe — France was one. Do you find these sorts of rollouts in the U.S. are stymied at all by how un-walkable most American cities are?
We are trying to make the most of cities as they are. They’re hard to change. But one of the things I find really encouraging is there’s definitely a long timeframe for this. Mayors and the folks in their departments of transportation recognize that they have to make more options available for people to commute and move around. They’re not necessarily going to be able to change things overnight. But there are major changes that are happening — for example, in the city of London, we were able to announce hundreds of miles of new bike lanes. So a lot of changes are happening over a relatively short amount of time, too.
Sometimes it’s hard to know what is going to be the impact of those decisions, though. And so, again, with these tools, city planners have the opportunity to scenario plan and say, “Okay, we’re thinking of trying to put bike lanes in this corridor in the city, what is going to be the impact on carbon?”
I wanted to ask a similar question in the context of a new feature that suggests train routes to Europeans looking for short-haul flights. How is Google thinking about promoting low-emissions transportation options like trains to Americans, eventually, when our infrastructure often isn’t there yet? Is this a challenge you talk about internally?
It is definitely something that is top of mind. But I do think even in the U.S., there are times when taking a train is actually faster. There are actually a lot of instances where walking, cycling, and public transportation are the most effective ways to get somewhere — and that’s not even considering the cost side of it, which is also something people might want to consider. I’m actually fairly optimistic — when I worked in San Francisco, I took public transportation, and I tried to walk as much as I can in all the cities that I’ve lived in, so I feel like I have lived experience in what the reality [in the U.S.] is. And some of these alternative options can be very effective. There’s more work to do, though, to make sure that we’re doing this globally.
Arguably, Google Maps could have a significant role to play in the success of the larger EV transition in terms of making charging stations and trip planning easy and handy for drivers. I’ve been working on planning my first EV road trip this summer and have been pretty intimidated, to be honest. Can you tell me what is in Google’s pipeline to help make this process easier for drivers?
I can’t talk about things that haven’t been announced yet, but I will say that, just as an overarching goal, we want to make that as easy as possible. I’m an EV owner, I have been for a number of years, and I know sometimes it can be a cognitive task to think about, “How am I going to charge and what is that experience going to be like?” So I would just say that we are really aware and trying to deeply understand the problem as much as possible, and our goal is to really address it.
Even when someone is thinking about purchasing a car, oftentimes people go to Google Search to look for vehicles, and we can help people understand what the potential is of a particular vehicle they’re considering. What typically concerns people is a long-distance trip. So we’ve made a tool where you can plug in a familiar destination — like for me, I live in San Francisco, it might be going to Tahoe— and for a given car you can see how many charges would you have to do on the way. Being able to make that info a little bit easier for people to see before they even buy the car is a thing that we’ve tried to do.
We’re also trying to make charging experiences as positive as possible. The first thing is, honestly, just getting as many chargers on the map as possible. There are a number of different providers who have charging infrastructure and sometimes all the data isn’t widely available so we’ve tried really, really hard to work with those partners. We have information on, I believe, 360,000 chargers worldwide and we’re constantly trying to grow that. On top of that — and I hope you don’t experience this — but not all the chargers work. You’ve probably seen on Google Maps, there are reviews, right? So there’s all kinds of work happening there.
My EV doesn’t have Google Maps integrated, unfortunately, but I’m really looking forward to one day having this feature where I can search for a charger along the route. We’d like to get to that point where you don’t actually have to do all this planning in advance and you can just get in your car and plan along the way like you would if it was another type of vehicle.
It’s one thing to have a tool like the Google Tree Canopy available for cities and organizers, and it’s another thing for people to actually use that tool and act on the information. How are you measuring your success?
We measure our success ultimately by what people do with our tools. So it’s not just about putting the tool out there. We actually try to understand what people are doing. In the case of what we did with eco-friendly routing, we worked with the National Renewable Energy Laboratory in the U.S., for example, to help validate our carbon emissions model. We’re going through that process for everything we do, whether it’s Project Sunroof or the Solar API, or other things like that.
You preempted my next question, but maybe you can talk about it in a more macro sense — Google has the goal of “collectively reducing 1 gigaton of carbon equivalent emissions annually by 2030” with tools like Solar API. Can you give me any sort of progress update?
This is a project that’s been going on for some time. We’ve been working with solar developers for a while, but we’ve been pleasantly surprised not only by the solar developer community engagement, but there’s actually other industries that have shown interest. So MyHEAT — they’re not a typical solar installer, but they’re finding this data really useful to go to cities and help them with the plans that they have.
So the gigaton goal itself, there is nothing to share now other than the progress on eco-friendly routing, but it is something that we hope we’ll be able to share progress on over time. But so far, we’re quite happy.
At a time when there’s a lot of nervousness around AI — and often for good reason — you’ve been pretty vocal in your excitement about how such tools can be used for the positive purposes of sustainability. Tell me why you’re an optimist.
Here’s why I’m an optimist: Because it’s where I put all of Google’s public goals in context. We talked about the gigaton goal, we talked about the Solar API — but I think this is also a question about energy usage and carbon intensity. We will continue to invest in the infrastructure that we need — and we need that infrastructure to be able to actually help solve some of these problems, by providing information to people — but at the same time, the company has been really focused on trying to minimize the carbon intensity of the energy we produce. So, since 2017, we’ve been operating off of 100% renewable energy; this is on an annualized basis. We also have an initiative to use carbon-free energy — so the source of the energy that ultimately goes where electrons are going to our data centers, we’re actively measuring what percentage of that is carbon-free on a 24/7 basis.
With our net-zero commitments, to be on a net basis by 2030, that includes all of our AI infrastructure. That’s where I would try to separate the energy use that’s required to operate AI from the carbon intensity, which I think is very different. Our data centers, we estimate, are one-and-a-half times more efficient than your average data center. And with AI workloads themselves, in some instances, we’ve been able to get the energy usage down by 100x, and the corresponding amount of carbon intensity down by 1,000x.
But to your point, at the same time, it is very much on our minds that the carbon intensity to run all of these AI workloads — how does that compare to the benefits that they’re able to provide? I think that’s where I am. I do have a lot of optimism about the efficiency work, about the trajectory of carbon-free energy and net zero. The upsides in terms of what it does for solar, what it does for transportation — yeah, I am a big believer.
The big reason why I’m so excited about this opportunity in the Maps and Geo space is I just think there’s so much opportunity for all kinds of organizations, including individual citizens, to make these choices and changes to their environment. And I think the role that AI has is enormous — obviously not the whole thing, because it doesn’t build cycling lanes. People have to go do that. People have to change policies around how buildings are going to have less carbon intensity when they’re built. There’s tons and tons of other work that is required to actually build the future that we want, that is lower carbon intensity — ideally zero. But I do think that AI plays an enormous role as decision support for all those choices that are needed in the future.
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The EV-maker is now a culture war totem, plus some AI.
During Alan Greenspan’s decade-plus run leading the Federal Reserve, investors and the financial media were convinced that there was a “Greenspan put” underlying the stock market. The basic idea was that if the markets fell too much or too sharply, the Fed would intervene and put a floor on prices analogous to a “put” option on a stock, which allows an investor to sell a stock at a specific price, even if it’s currently selling for less. The existence of this put — which was, to be clear, never a stated policy — was thought to push stock prices up, as it gave investors more confidence that their assets could only fall so far.
While current Fed Chair Jerome Powell would be loath to comment on a specific volatile security, we may be seeing the emergence of a kind of sociopolitical put for Tesla, one coming from the White House and conservative media instead of the Federal Reserve.
The company’s high-flying stock shed over $100 billion of value on Monday, falling around 15% and leaving the price down around 50% from its previous all-time high. While the market as a whole also swooned, especially high-value technology companies like Nvidia and Meta, Tesla was the worst hit. Analysts attributed the particularly steep fall to concerns that CEO Elon Musk was spending too much time in Washington, and that the politicization of the brand had made it toxic to buyers in Europe and among liberals in the United States.
Then the cavalry came in. Sean Hannity told his Fox News audience that he had bought a Model S, while President Donald Trump posted on Truth Social that “I’m going to buy a brand new Tesla tomorrow morning as a show of confidence and support for Elon Musk, a truly great American.” By this afternoon, Trump had turned the White House lawn into a sales floor for Musk’s electric vehicles. Tesla shares closed the day up almost 4%, while the market overall closed down after Trump and his advisors’ furious whiplash policy pronouncements on tariffs.
Whether the Tesla put succeeds remains to be seen. The stock is still well, well below its all-time highs, but it may confirm a new way to understand Tesla — not as a company that sells electric vehicles to people concerned about climate change, but rather as a conservative culture war totem that has also made sizable investments in artificial intelligence and robotics.
When Musk bought Twitter and devoted more of his time, energy, money, and public pronouncements to right wing politics, some observers thought that maybe he could lift the dreadful image of electric vehicles among Trump voters. But when Pew did a survey on public attitudes towards electric vehicles back in 2023, it found that “Democrats and Democratic-leaning independents, younger adults, and people living in urban areas are among the most likely to say they would consider purchasing an EV” — hardly a broad swathe of Trump’s America. More than two-thirds of Republicans surveyed said they weren’t interested in buying an electric car, compared to 30% of Democrats.
On the campaign trail, Trump regularly lambasted EVs, although by the end of the campaign, as Musk’s support became more voluminous, he’s lightened up a bit. In any case, the Biden administration’s pro-electric-vehicle policies were an early target for the Trump administration, and the consumer subsidies for EVs passed under the 2022 Inflation Reduction Act are widely considered to be one of the softest targets for repeal.
But newer data shows that the tide may be turning, not so much for electric vehicles, but likely for Tesla itself.
The Wall Street Journalreported survey data last week showing that only 13% of Democrats would consider buying a Tesla, down from 23% from August of 2023, while 26% of Republicans would consider buying a Tesla, up from 15%. Vehicle registration data cited by the Journal suggested a shift in new Tesla purchases from liberal urban areas such as New York, San Francisco, and Los Angeles, towards more conservative-friendly metropolises like Las Vegas, Salt Lake City, and Miami.
At the same time, many Tesla investors appear to be mostly seeing through the gyrations in the famously volatile stock and relatively unconcerned about month-to-month or quarter-to-quarter sales data. After all, even after the epic fall in Tesla’s stock price, the company is still worth over $700 billion, more than Toyota, General Motors, and Ford combined, each of which sells several times more cars per year than Tesla.
Many investors simply do not view Tesla as a luxury or mass market automaker, instead seeing it as an artificial intelligence and robotics company. When I speak to individual Tesla shareholders, they’re always telling me how great Full Self-Driving is, not how many cars they expect the company to sell in August. In many cases, Musk has made Tesla stockholders a lot of money, so they’re willing to cut him tremendous slack and generally believe that he has the future figured out.
Longtime Tesla investor Ron Baron, who bought hundreds of millions of dollars worth of shares from 2014 to 2016, told CNBC Tuesday morning, that Musk “believes that digitization [and] autonomy is going to be driving the future. And he thinks we’re … on the verge of having an era of incredible abundance.”Baron also committed that he hasn’t, won’t, and will never sell. “I’m the last in, I’ll be the last out. So I won’t sell a single share personally until I sell all the shares for clients, and that’s what I’ve done.”
Wedbush Securities’ Dan Ives, one of the biggest Tesla bulls on the street, has told clients that he expects Tesla’s valuation to exceed $2 trillion, and that its self-driving and robotics business “will represent 90% of the valuation.”
Another longtime Tesla bull, Morgan Stanley’s Adam Jonas, told clients in a note Monday that Tesla remained a “Top Pick,” and that his price target was still $430, compared to the stock’s $230.58 close price on the day. His bull case, he said, was $800, which would give the company a valuation over $2.5 trillion.
When the stock lags, Jonas wrote, investors see Tesla as a car company. “In December with the stock testing $500/share, the prevailing sentiment was that the company is an AI ‘winner’ with untapped exposure to embodied AI expressions such as humanoid robotics,” Jonas wrote. “Today with the stock down 50% our investor conversations are focused on management distraction, brand degradation and lost auto sales.”
In a note to clients Tuesday, Ives beseeched Musk to “step up as CEO,” and lamented that there has been “little to no sign of Musk at any Tesla factory or manufacturing facility the last two months.” But his bullishness for Tesla was undaunted. He argued that the scheduled launch of unsupervised Full Self-Driving in June “kicks off the autonomous era at Tesla that we value at $1 trillion alone on a sum-of-the-parts valuation.”
“Autonomous will be the biggest transformation to the auto industry in modern day history,” Ives wrote, “and in our view Tesla will own the autonomous market in the U.S. and globally.”
The most effective put of all may not be anything Trump says or does, but rather investors’ optimism about the future — as long as it’s Elon Musk’s future.
The uncertainty created by Trump’s erratic policymaking could not have come at a worse time for the industry.
This is the second story in a Heatmap series on the “green freeze” under Trump.
Climate tech investment rode to record highs during the Biden administration, supercharged by a surge in ESG investing and net-zero commitments, the passage of the Infrastructure Investment and Jobs Act and Inflation Reduction Act, and at least initially, low interest rates. Though the market had already dropped somewhat from its recent peak, climate tech investors told me that the Trump administration is now shepherding in a detrimental overcorrection. The president’s fossil fuel-friendly rhetoric, dubiously legal IIJA and IRA funding freezes, and aggressive tariffs, have left climate tech startups in the worst possible place: a state of deep uncertainty.
“Uncertainty is the enemy of economic progress,” Andrew Beebe, managing director at Obvious Ventures, told me.
The lack of clarity is understandably causing investors to throw on the brakes. “We’ve talked internally about, let’s be a little bit more cautious, let’s be a little more judicious with our dollars right now,” Gabriel Kra, co-founder at the climate tech firm Prelude Ventures, told me. “We’re not out in the market, but I would think this would be a really tough time to try and go out and raise a new fund.”
This reluctance comes at a particularly bad time for climate tech startups, many of which are now reaching a point where they are ready to scale up and build first-of-a-kind infrastructure projects and factories. That takes serious capital, the kind that wasn’t as necessary during Trump’s first term, or even much of Biden’s, when many of these companies were in a more nascent research and development or proof-of-concept stage.
I also heard from investors that the pace of Trump’s actions and the extent of the economic upheaval across every sector feels unique this time around. “We’re entering a pretty different economic construct,” Beebe told me, citing the swirling unknowns around how Trump’s policies will impact economic indicators such as inflation and interest rates. “We haven’t seen this kind of economic warfare in decades,” he said.
Even before Trump took office, it was notoriously difficult for climate companies to raise funding in the so-called “missing middle,” when startups are too mature for early-stage venture capital but not mature enough for traditional infrastructure investors to take a bet on them. This is exactly the point at which government support — say, a loan guarantee from the Department of Energy’s Loan Programs Office or a grant from the DOE’s Office of Clean Energy Demonstrations — could be most useful in helping a company prove its commercial viability.
But now that Trump has frozen funding — even some that’s been contractually obligated — companies are left with fewer options than ever to reach scale.
One investor who wished to remain anonymous in order to speak more openly told me that “a lot of the missing middle companies are living in a dicier world.” A 2023 white paper on “capital imbalances in the energy transition” from S2G Investments, a firm that supports both early-stage and growth-stage companies, found that from 2017 to 2022, only 20% of climate capital flowed toward companies at this critical inflection point, while 43% went to early-stage companies and 37% towards established technologies. For companies at this precarious growth stage, a funding delay on the order of months could be the difference between life and death, the investor added. Many of these companies may also be reliant on debt financing, they explained. “Unless they’ve been extremely disciplined, they could run into a situation where they’re just not able to service that debt.”
The months or even years that it could take for Trump’s rash funding rescission to wind through the courts will end up killing some companies, Beebe told me. “And unfortunately, that’s what people on the other side of this debate would like, is just to litigate and escalate. And even if they ultimately lose, they’ve won, because startups just don’t have the balance sheets that big companies would,” he explained.
Kra’s Prelude Ventures has a number of prominent companies in its portfolio that have benefitted from DOE grants. This includes Electric Hydrogen, which received a $43.3 million DOE grant to scale electrolyzer manufacturing; Form Energy, which received $150 million to help build a long-duration battery storage manufacturing plant; Boston Metal, which was awarded $50 million for a green steel facility; and Heirloom, which is a part of the $600 million Project Cypress Direct Air Capture hub. DOE funding is often doled out in tranches, with some usually provided upfront and further payments tied to specific project milestones. So even if a grant has officially been awarded, that doesn’t mean all of the funding has been disbursed, giving the Trump administration an opening to break government contracts and claw it back.
Kra told me that a few of his firm’s companies were on the verge of securing government funding before Trump took office, or have a project in the works that is now on hold. “We and the board are working closely with those companies to figure out what to do,” he told me. “If the mandates or supports aren’t there for that company, you’ve got to figure out how to make that cash last a bunch longer so you can still meet some commercially meaningful milestones.”
In this environment, Kra said his firm will be taking a closer look at companies that claim they will be able to attract federal funds. “Let’s make sure we understand what they can do without that non-dilutive capital, without those grants, without that project level support,” he told me, noting that “several” companies in his portfolio will also be impacted by Trump’s ever-changing tariffs on imports from Canada, Mexico, and China. Prelude Ventures is working with its portfolio companies to figure how to “smooth out the hit,” Kra told me later via email, but inevitably the tariffs “will affect the prices consumers pay in the short and long run.”
While investors can’t avoid the impacts of all government policies and impulses, the growth-stage firm G2 Venture Partners has long tried to inoculate itself against the vicissitudes of government financing. “None of our companies actually have any exposure to DOE loans,” Brook Porter, a partner and co-founder at G2, told me in an email, nor have they received government grants. If you add up the revenue from all of the companies in G2’s portfolio, which is made up mainly of sustainability-focused startups, only about 3% “has any exposure to the IRA,” Porter told me. So even if the law’s generous clean energy tax credits are slashed or the programs it supports are left to languish, G2’s companies will likely soldier on.
Then there are the venture capitalists themselves. Many of the investors I spoke with emphasized that not all firms will have the ability or will to weather this storm. “I definitely believe many generalist funds who dabbled in climate will pull back,” Beebe told me. Porter agreed. “The generalists are much more interested in AI, then I think in climate,” he said. It’s not as if there’s been a rash of generalist investors announcing pullbacks, though Kra told me he knows of “a couple of firms” that are rethinking their climate investment strategies, potentially opting to fold these investments under an umbrella category such as “hard tech” instead of highlighting a sectoral focus on energy or climate, specifically.
Last month, the investment firm Coatue, which has about $70 billion in assets under management, raised around $250 million for a climate-focused fund, showing it’s not all doom and gloom for the generalists’ climate ambitions. But Porter told me this is exactly the type of large firm he wouldexpect to back out soon, citing Tiger Global Management and Softbank as others that started investing heavily during climate tech’s boom years from 2020 to 2022 that he could imagine winding down that line of business.
Strategic investors such as oil companies have also been quick to dial back their clean energy ambitions and refocus their sights on the fossil fuels championed by the Trump administration. “Corporate venture is very cyclical,” Beebe told me, explaining that large companies tend to make venture investments when they have excess budget or when a sector looks hot, but tighten the purse strings during periods of uncertainty.
But Cody Simms, a managing partner at the climate tech investment firm MCJ, told me that at the moment, he actually sees the corporate venture ecosystem as “quite strong and quite active.” The firm’s investments include the low-carbon cement company Sublime Systems, which last year got strategic backing from two of the world’s largest building materials companies, and the methane capture company Windfall Bio, which has received strategic funding from Amazon’s Climate Pledge Fund. Simms noted that this momentum could represent an overexuberance among corporations who just recently stood up their climate-focused venture arms, and “we’ll see if it continues into the next few years.”
Notably, Sublime and Windfall Bio both also have millions in DOE grants, and another of MCJ’s portfolio companies, bio-based chemicals maker Solugen, has a “conditional commitment” from the LPO for a loan guarantee of over $200 million. Since that money isn’t yet obligated, there’s a good chance it might never actually materialize, which could stall construction on the company’s in-progress biomanufacturing facility.
Simms told me that the main thing he’s encouraging MCJ’s portfolio companies to do at this stage is to contact their local representatives — not to advocate for climate action in general, but rather “to push on the very specific tax credit that they are planning to use and to talk about how it creates jobs locally in their districts.”
Getting startups to shift the narrative away from decarbonization and climate and toward their multitudinous co-benefits — from energy security to supply chain resilience — is of course a strategy many are already deploying to one degree or another. And investors were quick to remind me that the landscape may not be quite as bleak as it appears.
“We’ve made more investments, and we have a pipeline of more attractive investments now than we have in the last couple of years,” Porter told me. That’s because in spite of whatever havoc the Trump administration is wreaking, a lot of climate tech companies are reaching a critical juncture that could position the sector overall for “a record number of IPOs this year and next,” Porter said. The question is, “will these macro uncertainties — political, economic, financial uncertainty — hold companies back from going public?”
As with so many economic downturns and periods of instability, investors also see this as a moment for the true blue startups and venture capitalists to prove their worth and business acumen in an environment that’s working against them. “Now we have the hardcore founders, the people who really are driven by building economically viable, long-term, massively impactful companies, and the investors who understand the markets very well, coming together around clean business models that aren’t dependent on swinging from one subsidy vine to the next subsidy vine,” Beebe told me.
“There is no opportunity that’s an absolute no, even in this current situation, across the entire space,” the anonymous climate tech investor told me. “And so this might be one of the most important points — I won’t say a high point, necessarily — but it might be a moment of truth that the energy transition needs to embrace.”
On the energy secretary’s keynote, Ontario’s electricity surcharge, and record solar power
Current conditions: Critical fire weather returns to New Mexico and Texas and will remain through Saturday • Sharks have been spotted in flooded canals along Australia’s Gold Coast after Cyclone Alfred dropped more than two feet of rain • A tanker carrying jet fuel is still burning after it collided with a cargo ship in the North Sea yesterday. The ship was transporting toxic chemicals that could devastate ecosystems along England’s northeast coast.
In a keynote speech at the energy industry’s annual CERAWeek conference, Energy Secretary Chris Wright told executives and policymakers that the Trump administration sees climate change as “a side effect of building the modern world,” and said that “everything in life involves trade-offs." He pledged to “end the Biden administration’s irrational, quasi-religious policies on climate change” and insisted he’s not a climate change denier, but rather a “climate realist.” According toThe New York Times, “Mr. Wright’s speech was greeted with enthusiastic applause.” Wright also reportedly told fossil fuel bosses he intended to speed up permitting for their projects.
Other things overheard at Day 1 of CERAWeek:
The premier of Canada’s Ontario province announced he is hiking fees on electricity exported to the U.S. by 25%, escalating the trade war kicked off by President Trump’s tariffs on Canadian goods, including a 10% tariff on Canadian energy resources. The decision could affect prices in Minnesota, New York, and Michigan, which get some of their electricity from the province. Ontario Premier Doug Ford estimated the surcharge will add about $70 to the monthly bills of affected customers. “I will not hesitate to increase this charge,” Ford said. “If the United States escalates, I will not hesitate to shut the electricity off completely.” The U.S. tariffs went into effect on March 4. Trump issued another 30-day pause just days later, but Ford said Ontario “will not relent” until the threat of tariffs is gone for good.
There was a lot of news from the White House yesterday that relates to climate and the energy transition. Here’s a quick rundown:
The EPA cancelled hundreds of environmental justice grants: EPA Administrator Lee Zeldin and Elon Musk’s so-called Department of Government Efficiency nixed 400 grants across environmental justice programs and diversity, equity, and inclusion programs worth $1.7 billion. Zeldin said this round of cuts “was our biggest yet.”
Transportation Secretary Sean Duffy rescinded Biden memos about infrastructure projects: The two memos encouraged states to prioritize climate change resilience in infrastructure projects funded by the Bipartisan Infrastructure Law, and to include under-represented groups when planning projects.
The military ended funding for climate studies: This one technically broke on Friday. The Department of Defense is scrapping its funding for social science research, which covers climate change studies. In a post on X, Defense Secretary Pete Hegseth said DOD “does not do climate change crap. We do training and war fighting.”
Meanwhile, a second nonprofit – the Coalition for Green Capital – filed a lawsuit against Citibank over climate grant money awarded under the Inflation Reduction Act but frozen by Zeldin’s EPA. Climate United filed a similar lawsuit (but targeting the EPA, as well as Citibank) on Saturday.
A new report from the Princeton ZERO Lab’s REPEAT Project examines the potential consequences of the Trump administration’s plans to kill existing EV tax credits and repeal EPA tailpipe regulations. It finds that, compared to a scenario in which the current policies are kept in place:
“In other words, killing the IRA tax credits for EVs will decimate the nascent renaissance in vehicle and battery manufacturing investment and employment we’re currently seeing play out across the United States,” said Jesse Jenkins, an assistant professor and expert in energy systems engineering and policy at Princeton University and head of the REPEAT Project. (Jenkins is also the co-host of Heatmap’s Shift Key podcast.)
REPEAT Project
The U.S. installed nearly 50 gigawatts of new solar power capacity last year, up 21% from 2023, according to a new report from the Solar Energy Industries Association (SEIA) and Wood Mackenzie. That’s a record, and the largest annual grid capacity increase from any energy technology in the U.S. in more than 20 years. Combined with storage, solar represents 84% of all new grid capacity added in 2024.
SEIA and Wood Mackenzie
Last year was “the year of materialization of the IRA,” with supply chains becoming more resilient and interest from utilities and corporate buyers growing. Installations are expected to remain steady this year, with little growth, because of policy uncertainty. Total U.S. solar capacity is expected to reach 739 GW by 2035, but this depends on policy. The worst case scenario shows a 130 GW decline in deployment through 2035, which would represent $250 billion in lost investments.
“Last year’s record-level of installations was aided by several solar policies and credits within the Inflation Reduction Act that helped drive interest in the solar market,” said Sylvia Levya Martinez, a principal analyst of North America utility-scale solar for Wood Mackenzie. “We still have many challenges ahead, including unprecedented load growth on the power grid. If many of these policies were eliminated or significantly altered, it would be very detrimental to the industry’s continued growth.”
Tesla shares plunged yesterday by 15%, marking the company’s worst day on the market since 2020 and erasing its post-election stock bump.