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Dr. Cliff Kapono sometimes still surfs the way his Indigenous Hawaiian ancestors did 1,000 years ago, on a traditional wooden board and all. But the professional surfer and molecular biologist fears his descendants might not have the same privilege. The reason is the looming scarcity of surfable waves.
While climate change could be a boon for big-wave surfers, as some have highlighted, the beloved recreational side of the sport is endangered by the shifting climate. Dramatic changes are already locked in, with rising waters swallowing surf breaks and wary communities erecting sea walls that alter the shape of the coastline. But this tension — between the masses losing access to cherished resources and the few who benefit even as they lament — is not exclusive to surfers; it’s one that bedevils almost anything related to climate adaptation.
There are several ways climate change could jeopardize surfing, but the most dramatic is also the most counterintuitive: sea level rise could drown waves.
Put simply, surfing is made possible by the interplay of water and wind. Waves form as energy from gusts passes through water and underwater obstacles (shallower ocean floor, coral reefs, even a man-made jetty) trip them up, allowing the top of a wave to crest as the water below the surface slows down. Whether it’s surfable, however, depends on everything from the break’s geography to how high the tide is on any given day.
Models of future wave conditions indicate sea level rise could change the shape of waves that generations of surfers have relied on. A2017 analysis of 105 California surf spots found that 34% are at risk of “drowning” by 2100, meaning the wave will break too close to shore or not at all. Just 5% of the state’s surf spots are expected to improve, the study found.
Erosion, which will alter the shape of coastlines, is partly to blame. But surfing’s precarity also results from the larger volume of water inherent to sea level rise. Many breaks perform best at low or medium tide; but in most places, sea level rise will push high tide higher while rendering low tide unrecognizable.
Accordingly, head of the Surfrider Foundation’s coast and climate initiative Stefanie Sekich said, “millions of people … will have their surf breaks drowned before their eyes.” Sekich herself has already seen a treasured and unnamed pocket break near San Diego swallowed up by erosion.
Climate change could also result in changes in the water quality that make surfing untenable, such as algal blooms that release toxins that kill fish and irritate swimmers’ skin.
Warmer waters also can stress the coral reefs that often help shape the most reliable surf breaks. This causes them to expel the algae living within them (“bleaching”) and leaves them at risk of dying off entirely.
“A balance and a natural flow that has existed over millennia is being disrupted as a result of human interaction,” Kapono said of this suite of effects. “And change is difficult for people. It requires either time or money, patience or adaptation.”
Determining how to adapt to this change, however, involves hard choices about what we value and why. Surf communities vulnerable to coastal erosion are being forced to weigh the risk that homes could slip into the sea against the risk that new infrastructure could upend a chief reason people seek to live there in the first place: surfing, and the lifestyle and natural splendor that goes with it.
Nik Strong-Cvetich, who leads the non-profit Save the Waves Coalition, argues that surf breaks themselves have unappreciated economic power. In the last 70 years, surfing’s spread has transformed it from a spiritual and social practice for small island communities to a global sport. But towns like his own Santa Cruz, California, do not account for ridable waves when it comes to erecting sea walls, breakwaters, and other manmade structures along the shore, even though the waves are the main attraction for many tourists and transplants.
This so-called “armoring” of the coast via cement structures designed to simultaneously block the waves and prevent the shore’s slip into the sea can negatively impact intertidal ecosystems and even hasten beach erosion. The California Coastal Commission, charged with protecting coastal resources and regulating development, has accordingly become choosier about where this armoring is allowed; in recent cases, it has required owners of new coastal properties to waive their rights to future sea walls to protect their vulnerable developments.
Still, a cement-forward approach to adaptation, Strong-Cvetich said, is among climate change’s biggest threats to surfing, and to the ecosystems and economies that go hand-in-hand with the sport. His organization, Save the Waves, argues for nature-based solutions to sea level rise, such as dune restoration, and for legally protecting surf breaks.
This latter point is controversial. For non-surfers it can sound an awful lot like prioritizing recreation over people’s homes. But if done well, Strong-Cvetich maintains, it is possible to both protect surfing and walk back people’s exposure to environmental hazards.
Both Save the Waves and Surfrider are joining those calling for the government to fund relocating some vulnerable coastal neighborhoods. This too is quite controversial. Several California towns have already considered and shot down “managed retreat” proposals, which many affected homeowners view as jeopardizing the value of their beachfront properties. Meanwhile, a California Legislative Analyst report found that sea level rise is projected to submerge $10 billion worth of property by 2050.
In the midst of any likely climate tragedy, there will be those that come out ahead. When it comes to surfers and climate change, one prominent story goes, the winners are the big-wave surfers.
For certain elite surfers, there may be some truth to this. The swells that launch the waves sky-high at breaks like Nazaré result largely from storm activity thousands of miles offshore; one of climate change’s knock-on effects is stronger hurricanes and surface winds, which cause those swells to carry even more energy within them. In fact, this has already begun to happen, with global wave power increasing 0.4% per year since 1948, according to a 2019 study.
In combination with sea level rise, this has the potential to fuel the monster waves that surfers like Garrett McNamara and Kai Lenny watch for.
Kurt Korte, vice president of forecasting for the surf report service Surfline, said the question of where new 100-footers could be found lingers in the back of his mind as his team monitors changing ocean conditions.
“When you see a storm system that does something a little bit atypical, or you see a shift in the general pattern from one winter to the next, you get … thinking about what that may mean,” Korte said. He expects that climate change makes uncovering the next Nazaré especially likely at higher altitudes: think Alaska, Western Canada, or Greenland.
This would be a boon for the extreme surfers that increasingly get the spotlight in documentaries like the glossy HBO documentary series 100 Foot Wave — and for the fans that devour footage of their work. But the rise of monster waves while gentler, warmer breaks are swallowed would represent a gradual sea change for surfing more broadly: from leisure activity to extreme sport, most accessible to those who can afford the training, equipment, and travel required, and increasingly unrecognizable to Kapono’s ancestors
But Li Erikson, a research geographer at the U.S. Geological Survey, notesher own team’s models paint a more nebulous picture of the big-wave future. While there are some places where waves are projected to grow taller (including at the higher latitudes), there are others where they are expected to shrink.
As is so often the case in conversations of the climate crisis’ winners and losers, treating bigger and better waves as a foregone conclusion betrays both a desire to simplify the phenomenon’s effects, and to focus on the not-that-bad-actually-perhaps-even-good elements of the story. While this might be an effective coping mechanism, it’s also one that threatens to distract us from adapting before it’s too late.
The reality of the surf community’s experience of climate change is one that mirrors our collective experience: A few will gain, while most will lose. For instance, the internet brims with articles on the few regions that will fare best when so much of the world weathers floods and drought and fires. (The area around the Great Lakes seems particularly promising.) And while climate change has already caused the number of people suffering from hunger in some of the world’s most vulnerable countries to more than double since 2017, a warming Siberia will see its lucky farmers able to produce new crops.
Preserving what we value in the face of climate change is complicated and often overwhelmed by the sheer volume of what we stand to lose. But sticking our heads in the sand and relying on a sea wall to save us only promises to compound our grief. Adaptation is the task of stemming the losses, especially while resources still abound.
“There’s a finite number of people that are really impacted by the big wave stuff,” Korte said. But when it comes to the future of the smaller coastal breaks that have lured an increasing number of surfers into the water, he added, millions stand to lose.
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Give the people what they want — big, family-friendly EVs.
The star of this year’s Los Angeles Auto Show was the Hyundai Ioniq 9, a rounded-off colossus of an EV that puts Hyundai’s signature EV styling on a three-row SUV cavernous enough to carry seven.
I was reminded of two years ago, when Hyundai stole the L.A. show with a different EV: The reveal of Ioniq 6, its “streamliner” aerodynamic sedan that looked like nothing else on the market. By comparison, Ioniq 9 is a little more banal. It’s a crucial vehicle that will occupy the large end of Hyundai's excellent and growing lineup of electric cars, and one that may sell in impressive numbers to large families that want to go electric. Even with all the sleek touches, though, it’s not quite interesting. But it is big, and at this moment in electric vehicles, big is what’s in.
The L.A. show is one the major events on the yearly circuit of car shows, where the car companies traditionally reveal new models for the media and show off their whole lineups of vehicles for the public. Given that California is the EV capital of America, carmakers like to talk up their electric models here.
Hyundai’s brand partner, Kia, debuted a GT performance version of its EV9, adding more horsepower and flashy racing touches to a giant family SUV. Jeep reminded everyone of its upcoming forays into full-size and premium electric SUVs in the form of the Recon and the Wagoneer S. VW trumpeted the ID.Buzz, the long-promised electrified take on the classic VW Microbus that has finally gone on sale in America. The VW is the quirkiest of the lot, but it’s a design we’ve known about since 2017, when the concept version was revealed.
Boring isn’t the worst thing in the world. It can be a sign of a maturing industry. At auto shows of old, long before this current EV revolution, car companies would bring exotic, sci-fi concept cars to dial up the intrigue compared to the bread-and-butter, conservatively styled vehicles that actually made them gobs of money. During the early EV years, electrics were the shiny thing to show off at the car show. Now, something of the old dynamic has come to the electric sector.
Acura and Chrysler brought wild concepts to Los Angeles that were meant to signify the direction of their EVs to come. But most of the EVs in production looked far more familiar. Beyond the new hulking models from Hyundai and Kia, much of what’s on offer includes long-standing models, but in EV (Chevy Equinox and Blazer) or plug-in hybrid (Jeep Grand Cherokee and Wrangler) configurations. One of the most “interesting” EVs on the show floor was the Cybertruck, which sat quietly in a barely-staffed display of Tesla vehicles. (Elon Musk reveals his projects at separate Tesla events, a strategy more carmakers have begun to steal as a way to avoid sharing the spotlight at a car show.)
The other reason boring isn’t bad: It’s what the people want. The majority of drivers don’t buy an exotic, fun vehicle. They buy a handsome, spacious car they can afford. That last part, of course, is where the problem kicks in.
We don’t yet know the price of the Ioniq 9, but it’s likely to be in the neighborhood of Kia’s three-row electric, the EV9, which starts in the mid-$50,000s and can rise steeply from there. Stellantis’ forthcoming push into the EV market will start with not only pricey premium Jeep SUVs, but also some fun, though relatively expensive, vehicles like the heralded Ramcharger extended-range EV truck and the Dodge Charger Daytona, an attempt to apply machismo-oozing, alpha-male muscle-car marketing to an electric vehicle.
You can see the rationale. It costs a lot to build a battery big enough to power a big EV, so they’re going to be priced higher. Helpfully for the car brands, Americans have proven they will pay a premium for size and power. That’s not to say we’re entering an era of nothing but bloated EV battleships. Models such as the overpowered electric Dodge Charger and Kia EV9 GT will reveal the appetite for performance EVs. Smaller models like the revived Chevy Bolt and Kia’s EV3, already on sale overseas, are coming to America, tax credit or not.
The question for the legacy car companies is where to go from here. It takes years to bring a vehicle from idea to production, so the models on offer today were conceived in a time when big federal support for EVs was in place to buoy the industry through its transition. Now, though, the automakers have some clear uncertainty about what to say.
Chevy, having revealed new electrics like the Equinox EV elsewhere, did not hold a media conference at the L.A. show. Ford, which is having a hellacious time losing money on its EVs, used its time to talk up combustion vehicles including a new version of the palatial Expedition, one of the oversized gas-guzzlers that defined the first SUV craze of the 1990s.
If it’s true that the death of federal subsidies will send EV sales into a slump, we may see messaging from Detroit and elsewhere that feels decidedly retro, with very profitable combustion front-and-center and the all-electric future suddenly less of a talking point. Whatever happens at the federal level, EVs aren’t going away. But as they become a core part of the car business, they are going to get less exciting.
Current conditions: Parts of southwest France that were freezing last week are now experiencing record high temperatures • Forecasters are monitoring a storm system that could become Australia’s first named tropical cyclone of this season • The Colorado Rockies could get several feet of snow today and tomorrow.
This year’s Atlantic hurricane season caused an estimated $500 billion in damage and economic losses, according to AccuWeather. “For perspective, this would equate to nearly 2% of the nation’s gross domestic product,” said AccuWeather Chief Meteorologist Jon Porter. The figure accounts for long-term economic impacts including job losses, medical costs, drops in tourism, and recovery expenses. “The combination of extremely warm water temperatures, a shift toward a La Niña pattern and favorable conditions for development created the perfect storm for what AccuWeather experts called ‘a supercharged hurricane season,’” said AccuWeather lead hurricane expert Alex DaSilva. “This was an exceptionally powerful and destructive year for hurricanes in America, despite an unusual and historic lull during the climatological peak of the season.”
AccuWeather
This year’s hurricane season produced 18 named storms and 11 hurricanes. Five hurricanes made landfall, two of which were major storms. According to NOAA, an “average” season produces 14 named storms, seven hurricanes, and three major hurricanes. The season comes to an end on November 30.
California Gov. Gavin Newsom announced yesterday that if President-elect Donald Trump scraps the $7,500 EV tax credit, California will consider reviving its Clean Vehicle Rebate Program. The CVRP ran from 2010 to 2023 and helped fund nearly 600,000 EV purchases by offering rebates that started at $5,000 and increased to $7,500. But the program as it is now would exclude Tesla’s vehicles, because it is aimed at encouraging market competition, and Tesla already has a large share of the California market. Tesla CEO Elon Musk, who has cozied up to Trump, called California’s potential exclusion of Tesla “insane,” though he has said he’s okay with Trump nixing the federal subsidies. Newsom would need to go through the State Legislature to revive the program.
President-elect Donald Trump said yesterday he would impose steep new tariffs on all goods imported from China, Canada, and Mexico on day one of his presidency in a bid to stop “drugs” and “illegal aliens” from entering the United States. Specifically, Trump threatened Canada and Mexico each with a 25% tariff, and China with a 10% hike on existing levies. Such moves against three key U.S. trade partners would have major ramifications across many sectors, including the auto industry. Many car companies import vehicles and parts from plants in Mexico. The Canadian government responded with a statement reminding everyone that “Canada is essential to U.S. domestic energy supply, and last year 60% of U.S. crude oil imports originated in Canada.” Tariffs would be paid by U.S. companies buying the imported goods, and those costs would likely trickle down to consumers.
Amazon workers across the world plan to begin striking and protesting on Black Friday “to demand justice, fairness, and accountability” from the online retail giant. The protests are organized by the UNI Global Union’s Make Amazon Pay Campaign, which calls for better working conditions for employees and a commitment to “real environmental sustainability.” Workers in more than 20 countries including the U.S. are expected to join the protests, which will continue through Cyber Monday. Amazon’s carbon emissions last year totalled 68.8 million metric tons. That’s about 3% below 2022 levels, but more than 30% above 2019 levels.
Researchers from MIT have developed an AI tool called the “Earth Intelligence Engine” that can simulate realistic satellite images to show people what an area would look like if flooded by extreme weather. “Visualizing the potential impacts of a hurricane on people’s homes before it hits can help residents prepare and decide whether to evacuate,” wrote Jennifer Chu at MIT News. The team found that AI alone tended to “hallucinate,” generating images of flooding in areas that aren’t actually susceptible to a deluge. But when combined with a science-backed flood model, the tool became more accurate. “One of the biggest challenges is encouraging people to evacuate when they are at risk,” said MIT’s Björn Lütjens, who led the research. “Maybe this could be another visualization to help increase that readiness.” The tool is still in development and is available online. Here is an image it generated of flooding in Texas:
Maxar Open Data Program via Gupta et al., CVPR Workshop Proceedings. Lütjens et al., IEEE TGRS
A new installation at the Centre Pompidou in Paris lets visitors listen to the sounds of endangered and extinct animals – along with the voice of the artist behind the piece, the one and only Björk.
How Hurricane Helene is still putting the Southeast at risk.
Less than two months after Hurricane Helene cut a historically devastating course up into the southeastern U.S. from Florida’s Big Bend, drenching a wide swath of states with 20 trillion gallons of rainfall in just five days, experts are warning of another potential threat. The National Interagency Fire Center’s forecast of fire-risk conditions for the coming months has the footprint of Helene highlighted in red, with the heightened concern stretching into the new year.
While the flip from intense precipitation to wildfire warnings might seem strange, experts say it speaks to the weather whiplash we’re now seeing regularly. “What we expect from climate change is this layering of weather extremes creating really dangerous situations,” Robert Scheller, a professor of forestry and environmental resources at North Carolina State University, explained to me.
Scheuller said North Carolina had been experiencing drought conditions early in the year, followed by intense rain leading up to Helene’s landfall. Then it went dry again — according to the U.S. Drought Monitor, much of the state was back to some level of drought condition as of mid-November. The NIFC forecast report says the same is true for much of the region, including Florida, despite its having been hit by Hurricane Milton soon after Helene.
That dryness is a particular concern due to the amount of debris left in Helene’s wake — another major risk factor for fire. The storm’s winds, which reached more than 100 miles per hour in some areas, wreaked havoc on millions of acres of forested land. In North Carolina alone, the state’s Forest Service estimates over 820,000 acres of timberland were damaged.
“When you have a catastrophic storm like [Helene], all of the stuff that was standing upright — your trees — they might be snapped off or blown over,” fire ecologist David Godwin told me. “All of a sudden, that material is now on the forest floor, and so you have a really tremendous rearrangement of the fuels and the vegetation within ecosystems that can change the dynamics of how fire behaves in those sites.”
Godwin is the director of the Southern Fire Exchange for the University of Florida, a program that connects wildland firefighters, prescribed burners, and natural resources managers across the Southeast with fire science and tools. He says the Southeast sees frequent, unplanned fires, but that active ecosystem management helps keep the fires that do spark from becoming conflagrations. But an increase like this in fallen or dead vegetation — what Godwin refers to as fire “fuel” — can take this risk to the next level, particularly as it dries out.
Godwin offered an example from another storm, 2018’s Hurricane Michael, which rapidly intensified before making landfall in Northern Florida and continuing inland, similar to Hurricane Helene. In its aftermath, there was a 10-fold increase in the amount of fuel on the ground, with 72 million tons of timber damaged in Florida. Three years later, the Bertha Swamp Road Fire filled the storm’s Florida footprint with flames, which consumed more than 30,000 acres filled with dried out forest fuel. One Florida official called the wildfire the “ghost” of Michael, nodding to the overlap of the impacted areas and speaking to the environmental threat the storm posed even years later.
Not only does this fuel increase the risk of fire, it changes the character of the fires that do ignite, Godwin said. Given ample ground fuel, flame lengths can grow longer, allowing them to burn higher into the canopy. That’s why people setting prescribed fires will take steps like raking leaf piles, which helps keep the fire intensity low.
These fires can also produce more smoke, Godwin said, which can mix with the mountainous fog in the region to deadly effect. According to the NIFC, mountainous areas incurred the most damage from Helene, not only due to downed vegetation, but also because of “washed out roads and trails” and “slope destabilization” from the winds and rain. If there is a fire in these areas, all these factors will also make it more challenging for firefighters to address it, the report adds.
In addition to the natural debris fire experts worry about, Helene caused extensive damage to the built environment, wrecking homes, businesses, and other infrastructure. Try imagining four-and-a-half football fields stacked 10 feet tall with debris — that’s what officials have removed so far just in Asheville, North Carolina. In Florida’s Treasure Island, there were piles 50 feet high of assorted scrap materials. Officials have warned that some common household items, such as the lithium-ion batteries used in e-bikes and electric vehicles, can be particularly flammable after exposure to floodwaters. They are also advising against burning debris as a means of managing it due to all the compounding risks.
Larry Pierson, deputy chief of the Swannanoa Fire Department in North Carolina, told Blueridge Public Radio that his department’s work has “grown exponentially since the storm.” While cooler, wetter winter weather could offer some relief, Scheuller said the area will likely see heightened fire behavior for years after the storm, particularly if the swings between particularly wet and particularly dry periods continue.
Part of the challenge moving forward, then, is to find ways to mitigate risk on this now-hazardous terrain. For homeowners, that might mean exercising caution when dealing with debris and considering wildfire risk as part of rebuilding plans, particularly in more wooded areas. On a larger forest management scale, this means prioritizing safe debris collection and finding ways to continue the practice of prescribed burns, which are utilized more in the Southeast than in any other U.S. region. Without focused mitigation efforts, Godwin told me the area’s overall fire outlook would be much different.
“We would have a really big wildfire issue,” he said, “perhaps even bigger than what we might see in parts of the West.”