Small nuclear reactors could power the future — the challenge is building the first one in the U.S.
Nuclear plants could become smaller, simpler and easier to build in the future, potentially revolutionizing a power source that is increasingly viewed as critical to the transition away from fossil fuels.
New designs called small modular reactors, or SMR in shorthand, promise to speed deployment of new plants as demand for clean electricity is rising from artificial intelligence, manufacturing and electric vehicles.
At the same time, utilities across the country are retiring coal plants as part of the energy transition, raising worries about a looming electricity supply gap. Nuclear power is viewed as a potential solution because it is the most reliable power source available and does not emit carbon dioxide.
Building large plants is very costly and time-consuming. In Georgia, Southern Co. built the first new nuclear reactors in decades, but the project finished seven years behind schedule at a cost of more than $30 billion.
Small modular reactors, with a power capacity of 300 megawatts or less, are about a third the size of the average reactors in the current U.S. fleet. The goal is to build them in a process similar to an assembly line, with plants rolling out of factories in just a handful of pieces that are then put together at the site.
“They’re a smaller bite from a capital perspective,” Doug True, chief nuclear officer at the Nuclear Energy Institute, told CNBC. “They’re a perfect fit for things like replacing a retired coal plant, because the size of coal plants typically is more than that of the small modular reactor design space.”
The challenge is getting the first small modular reactor built in the U.S.
Only three SMRs are operational in the world, according to the Nuclear Energy Agency. Two are in China and Russia, the central geopolitical adversaries of the U.S. A test reactor is also operational in Japan.
Executives in the nuclear industry generally agree that small modular reactors won’t reach a commercial stage until the 2030s. An ambitious effort by NuScale to deploy SMRs at a site in Idaho was canceled last year, as the project’s price tag ballooned from $5 billion to $9 billion due to inflation and high interest rates.
Eric Carr, president of nuclear operations at Dominion Energy, said the biggest challenge to commercializing the technology right now is managing the costs of a first-of-a-kind project.
“Nobody exactly wants to be first, but somebody has to be,” Carr told CNBC. “Once it gets going, it’s going to be a great, reliable source of energy for the entire nation’s grid.”
Dominion Energy
Dominion is currently evaluating whether it makes sense to build a small modular reactor at its North Anna nuclear station in Louisa County, Virginia, northwest of Richmond. The utility’s service area includes the largest data center market in the world in Loudoun County, less than 100 miles north of the plant.
Electricity demand from these computer server warehouses is expected to surge because artificial intelligence consumes more energy. In the case of Dominion, the peak power demand from data centers is forecast to more than double to 6.4 gigawatts by 2030 and quadruple to 13.4 gigawatts in 2038.
Dominion asked SMR technology companies in July to submit proposals evaluating the feasibility of developing a small reactor at North Anna. Carr said interest in the proposal process has been high. The utility is currently working with vendors to make sure they understand Dominion’s needs and to figure out which technology might be suitable, Carr said.
“For our specific case at Dominion, we have a duty to our shareholders to do the right thing, and we also have a duty to our customers to make sure we can meet the demand of this growth, but we have to balance both of those interests,” Carr said. Though Dominion has not committed to building an SMR yet, one planning scenario envisages developing six such reactors starting in 2034.
The tech companies driving the data center boom have also shown a growing interest in nuclear due to its reliability and role in fighting climate change. Carr said Dominion is having discussions with some customers on possibly collaborating to move SMRs closer to reality.
“We’re having some discussions with the technology vendors as well as the large customers that are coming in and saying, ‘What could this look like if we all work together,'” Carr said.
Holtec International
Holtec International, a privately held nuclear technology company, is trying to find a path forward for the industry on two fronts. The company is in the process of restarting the Palisades nuclear plant in Michigan, which would be the first time a plant that ceased operations has come back online.
Holtec also plans to install two small reactors at Palisades in the early 2030s, which would nearly double the power capacity of the plant. Kelly Trice, president of Holtec, said, without disclosing names, that at least six utilities are interested in participating in restarting Palisades and constructing the small reactors.
“If they participate, they can get all of those painful lessons learned without having to pay for them,” Trice told CNBC. “And then, when the plant is built at their site, it is the second one or the third one or the fourth — which usually becomes a lot less expensive once you’ve learned all your lessons.”
Once the first SMR has been constructed at Palisades, Holtec plans to build an order book to “continually manufacture the components to do this for whatever plant is needed,” Trice said.
Holtec’s SMR design is a pressurized water-reactor, the same technology as most plants currently operating in the U.S. fleet. “But with some elegant safety features that don’t require human action, and as a result of that simpler to operate, fewer people required, easier to maintain,” Trice said.
“And also reproducible. Our goal is for every SMR to essentially be the same,” he said.
Constellation Energy
The largest operator of nuclear plants in the U.S., Constellation Energy, is also exploring the possibility of building a small reactor at one of its facilities.
The trend in the industry is to upgrade existing plants with small reactors in part because the communities are already open to nuclear. The necessary land, water, grid connection and security footprint are also already available, said Kathleen Barrón, chief strategy officer at Constellation.
Barrón said the idea is to work with a customer that is interested in contracting at one of Constellation’s existing plants for power today, and then working with them to use the facility to “host an SMR to provide greater clean power to that customer in the future.”
“This will only happen if there’s a supportive state policy akin to what states have done with offshore wind and there are customers that are interested in buying the offtake from those reactors,” Barrón said.
For now, the energy transition will require an all-above approach with natural gas acting as a bridge toward cleaner energy as coal phases out — until the next technology comes online, Dominion’s Carr said.
“SMR may very well be that next technology,” he said.
Back in 2018, when most electric motorcycle startups were showing off what looked like clunky science experiments or budget-minded e-scooters, a little company out of Stuttgart quietly unveiled one of the wildest-looking two-wheelers I’d ever seen. As one of the first motorcycle journalists to cover Sol Motors and their outlandish debut seven years ago, I’ve been keeping tabs on them ever since. And now I am excited to share that the Sol Pocket Rocket is finally preparing to launch in full production form. Yes, really.
The German company is now taking pre-orders for its uniquely tubular electric motorcycle that somehow looks like a mashup between a torpedo, an irrigation pipe, and a Star Wars prop. And yet, despite its cartoonish silhouette, it might just be one of the coolest ultra-urban e-motos headed for the streets.
The Sol Pocket Rocket comes in two versions: the standard model and the more powerful Pocket Rocket S. The latter packs an 8.5 kW (roughly 11.4 hp) electric motor that propels the bike to a top speed of 85 km/h (53 mph), while the standard version tops out at 45 km/h (28 mph), putting it in moped territory in many markets.
That makes it a perfect fit for cities, especially in Europe where light electric mopeds and motorcycles are gaining traction among young riders who want something fast, fun, and emissions-free, but without the size, weight, or cost of a traditional motorcycle. The bike’s 2.5 kWh battery may not sound like much, but the company says it offers up to 108 km (67 miles) of range for the lower speed version or 68 km (42 miles) of range for the higher speed version, which is generally more than enough for most urban commutes. The battery is also removable, allowing for convenient charging inside your apartment or office. That can be a neat trick for riders who charge at work, essentially doubling the maximum range they can commute.
And while we’re on the topic of design – yes, it’s unusual. The Pocket Rocket’s oversized aluminum top tube houses the battery and electronics, while a minimalist seat juts out from the back like a café racer’s rear hump. There’s no bodywork to speak of, giving it a raw and industrial aesthetic that’s either futuristic or ridiculous, depending on the lighting and your mood. But I’ve got to admit, I kind of love it.
The frame, wheels, and swingarm are all nicely machined, giving the whole thing a premium feel, or at least as premium as a potato gun on wheels can look. It’s like if Bauhaus made a Hot Wheels bike that could run on electrons.
Sol Motors is positioning the Pocket Rocket not just as a stylish e-motorcycle, but as a viable alternative to cars for city dwellers who want to skip traffic and parking headaches. It’s light, fast enough for urban streets, and small enough to squeeze into even the tiniest bike parking spot.
Pre-orders are now open and pricing starts at €5,990 for the standard model and €6,980 for the S version. That’s certainly not cheap, but not outrageous in today’s market for well-designed, European-made electric two-wheelers.
Electrek’s Take
I’ve covered a lot of oddball EVs over the years, but the Sol Pocket Rocket has a special place in my heart. There’s something honest about a company that doubles down on such a bold design and actually makes it work. Sure, it looks like a giant spool holder from the wrong angle, but it also looks like a lot of fun from the right angle! And the fact that it’s fast, fun, and actually headed to production means it offers three things that are far from a guarantee in today’s market.
It may have taken the scenic route and had a false start or two, but it looks like the company is finally ready to put that rubber on the road for good this time.
After nearly seven years of anticipation, I’m thrilled to see this bizarre beauty finally hitting the road. And hey, if anyone wants to send one over for a review, my driveway’s been waiting just as long.
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Environment
The 2026 Chevy Blazer EV lineup looks a bit different, but prices still start at under $45K
Chevy is introducing an updated lineup for the 2026 Blazer EV, including a few slight modifications. Despite the changes, prices will still start at under $45,000.
2026 Chevy Blazer EV prices by trim
GM’s Chevrolet is currently the fastest-growing EV brand in the US. Through May, Chevy sold over 37,000 EVs, surpassing Ford, which sold about 34,000.
Although the Equinox EV stole the spotlight, becoming the third top-selling EV behind Tesla’s Model Y and Model 3, Chevy’s electric Blazer has quiety been driving growth. In April, the Chevy Blazer EV was the sixth-best-selling EV.
With “the Equinnox and Blazer right in the heart of the market, they are really benefitting from that,” Tom Libby, an analyst at S&P Global Mobility, explained.
With the 2026 model years arriving with a few updates, Chevy looks to continue closing the gap with Tesla. Earlier this month, the 2026 Chevy Silverado EV configurator went live with base prices about $10,000 cheaper than the outgoing model. Now, it looks like the electric Blazer will be next.
New order guide data show the 2026 Chevy Blazer EV LT FWD will still start at $44,600, not including the destination fee. The 2026 model year will be available in FWD, AWD, and performance AWD configurations. However, Chevy is dropping the RWD option.
Although the base LT model is priced the same, the 2026 Chevy Blazer RS AWD is $500 more than last year’s model, starting at $50,400.
The 615 horsepower Blazer EV SS, the quickest SS Chevy vehicle to date, will still start at $60,600. Like the 2025MY, GM’s Super Cruise is standard on the SS and available for other trims. It costs $3,255 this year, the same as it did in 2025.
Other upgrades for the new model include a new Polar White Tricoat paint option and a standard dual-level charging cord, but it still lacks a NACS port.
A Chevy spokesperson confirmed to Car and Driver last month that “To simplify the product lineup while still offering the most popular options for consumers, RWD will not be available beginning with the 2026 model year.”
Up next will be the 2026 Chevy Equinox EV, or “America’s most affordable 315+ mile range EV,” as GM calls it. The base 2025 LT model starts at $34,995. Chevy keeping entry-level Blazer prices the same could be a good sign for the Equinox.
| 2026 Chevy Blazer EV trim | Starting MSRP* | Range (*2025MY EPA-estimated) |
| LT FWD | $44,600 | 312 miles |
| RS FWD | $50,400 | 312 miles |
| SS AWD | $60,600 | 303 miles |
With the federal EV tax credit set to expire at the end of September, Chevy is offering some serious savings opportunities. Starting at just $289 per month, the 2025 Equinox EV is hard to pass up. GM is also offering 0% APR across all 2025 Equinox EV, Blazer EV, and Silverado EV models.
Ready to test one out for yourself? You can use our links below to find deals on Chevy EV models at a dealer near you.
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Tesla has expanded the service area of its Robotaxi service in Austin, and it did so to draw a penis-shaped service map, seemingly for no other reason than to satisfy the juvenile humor of its CEO, but what it really achieved is to illustrate how unserious Tesla’s Robotaxi business is compared to other efforts.
Last month, Tesla launched its Robotaxi service in Austin, Texas, and as expected, the service was mostly for show and to give CEO Elon Musk a win after years of failed predictions regarding Tesla’s self-driving efforts.
The service was launched only for a small group of Tesla stock promoters on X, and it required a Tesla employee sitting in the front seat with a finger on a kill switch at all times.
In other words, it’s basically Tesla’s Supervised Full Self-Driving (FSD) in consumer vehicles, but with the supervisor moved from the driver’s seat to the front passenger seat.
Tesla also launched into a small area of South Austin, but last week, Musk said that the company would expand the service area by the weekend.
Late on Sunday, Tesla did update the service area, and it now looks like this:
There’s no practical reason to cover this specific section of Austin. The update appears to be solely to satisfy Musk’s famously juvenile sense of humor, which includes fascinations with the numbers “69” and “420”.
Tesla has also been offering rides in Robotaxi (invite-only) for $4.20 a ride.
In practice, what this joke does is illustrate just how unserious Tesla’s Robotaxi effort is in comparison to other autonomous ride-hailing programs.
Waymo already operates a larger area of Austin, and it does so without any supervisor inside the vehicle. It also operates in San Francisco, the Bay Area, Los Angeles, and Phoenix:
Tesla shareholders are holding on to the hope that Tesla will be able to scale faster, but Waymo has even launched in Atlanta since Tesla launched its limited service in Austin, and they are preparing to launch in Philadelphia and New York.
Meanwhile, Tesla still operates with supervisors inside its vehicles – a step that Waymo completed years ago.
Electrek’s Take
Look, I love a joke as much as the next guy, but when the whole service is a joke, maybe don’t draw a penis with the service map.
In China, I rode in Baidu’s Apollo Go, and it simply works without anyone in the car, and it is in operation in half a dozen cities.
It’s cool to see Tesla making progress here, but what’s less cool is the moving of the goalpost that leads to people forgetting that Tesla has promised unsupervised self-driving in all vehicles built since 2016.
Meanwhile, its progress has yet to outpace competition and CEO Elon Musk is out there claiming Tesla is the leader in self-driving with no close second.
It’s a level of delusion that you don’t want to see in someone deploying “self-driving” 5,000-lb machines moving at high speeds on public roads.
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