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I decided to go to Italy in June with my husband, my 9-month-old daughter, and my 69-year-old father. What could go wrong?

The start of a vacation really begins 10 days before departure, when your arrival date first appears on your weather app. Like the turning over of a tarot card, it is this initial forecast that hints at the potential character of your trip — whether your beach vacation might be ruined by rain, or if spring break will fall this year during an unanticipated cold spell.
For our recent trip to Bologna, Italy, my family and I seemed to have pulled one of the worst cards in the deck: Our weather apps suggested early on that the high would be near 100 degrees Fahrenheit on the weekend of our arrival.
Little did we know then, it would never cool down.
Coming on the heels of Europe’s second-hottest May on record, an extreme heat wave settled over the continent on June 18, 2026 — the first day of our trip — and lasted through Sunday, June 29 — the day we returned home. This would, on its face, seem to be a case of abysmal luck. But as someone who writes about extreme heat, it felt more like the moment I went from covering the story to living it myself, a jarring but not uncommon experience among my professional colleagues. As is often the case on the climate beat, it is only a matter of time before we become the subjects of our own stories.
To be sure, I’ve been hot in Europe before. Last year, I was also in Bologna during a heat wave, when the city set a record for the highest minimum temperature in June. At that time, I was pregnant and attending the Il Cinema Ritrovato film festival with my husband, a movie critic. Despite the wimpy European AC running in the theaters — and the nonexistent AC in many of the city’s best restaurants — we had such a good time that we pledged to make our attendance an annual family tradition. Next year, we decided then, we’d return with the baby.
Ah, the naïveté of parents to-be!
Our itinerary took us from Seattle to Paris for a one-night stopover before we would carry on to Bologna. On our arrival day, June 18, Paris hit 97 degrees Fahrenheit. Determined to try to see as much of the new-to-us city as we could, we stuck the baby in a backpack and raced from our air-conditioned room to another AC oasis, the Musée d’Orsay — a walk of about half an hour that took us along the sun-blasted east end of the Tuileries and over the exposed Pont Royal. By the time we reached the long line of wilting tourists waiting to enter the museum, our daughter had slumped, lethargic, in her carrier. Beside ourselves with panic, we pushed our way into the museum’s lightly air-conditioned ticketing office. I was calculating the fastest way to get medical help — yell for security and hope the museum had paramedics on hand? Dial the local emergency number? — when, after what felt like a terrifyingly long time, she opened her eyes and cried.
I’ve replayed that walk over and over in my head, wondering where we went wrong. Unfortunately, it is difficult to get good medical information about babies and heat. Infants’ warning signs are contradictory — sweat is a red flag, but so is not sweating; increased irritability should be watched for, but so should lethargy — and an individual’s acclimation and compounding conditions like hydration and airflow make it even harder to know when a temperature is safe, or isn’t. Did the sweltering ride into the city on an overcrowded RER mean our daughter was already under heat stress when we left again for our walk? Was it just jet lag compounding her lethargy? Was it the heat transfer from being in a carrier that was at fault, or all that direct sun on the Seine?
Whatever the cause, we arrived in Bologna on edge. In addition to our daughter, I was worried about the other most vulnerable member of our small party: my dad, a senior, who joined us a few days later. Having reported on the 2021 Pacific Northwest heat dome deaths and knowing the cardiac stressor of dehydration, especially on older adults, I was extra obnoxious about making sure everyone carried a water bottle and ensured that the apartment we rented (which I’d made extra sure came with air conditioning) stayed at an “American-style” temperature of “wrap yourself in a blanket indoors.” (I admit to having the weak American mind disease when it comes to using AC, although I was fascinated by the story a Belgian friend told about the social stigma against installing AC in his country because it’s perceived as making the conditions hotter for one’s neighbors.)
Still, meals out couldn’t be avoided, and while many restaurants seemed to have added air conditioning since our trip last year, Bologna is still an eat-on-the-street kind of city. Breakfast was tolerable; leaving for lunch and dinner, though, felt like having a tennis racket of heat swung directly at your face as soon as you stepped outside. The city’s famous porticoes, a “historical form of climactic refuge” designed to provide passive cooling in the form of shade and airflow, offered marginal relief. But even the clever medieval architecture couldn’t compete with the fossil fuel emissions-worsened heat; after the sun went down around 9 p.m., the heat would linger, radiating out of the masonry. The thermometer I hung from the stroller frequently read over 90 degrees Fahrenheit even as late as 11 p.m. To keep the baby cool, we tucked ice packs wrapped in burp cloths alongside her in the stroller, misted her with fans, and covered her legs in a Frogg Toggs evaporative cooling towel that we’d rewet in the city’s public water fountains.
During our 10 days in Italy, the daytime high never dropped below 95 degrees, and my dad and the baby spent almost their entire vacation indoors — either at the apartment or at the wonderful Biblioteca Salaborsa, a library and one of Bologna’s community cooling centers. It was from my colleague Robinson Meyer that I later learned more than half of Italian households now have air conditioning, although adoption has grown faster in the south than in the north, where we were. That’s a pattern that extends across Europe; about “28% of French homes and 13% of apartments have some kind of air conditioning,” Rob further writes.
But while excess mortality takes a long time to calculate accurately, France already reports that more than 1,300 people have died due to the heat since June 21, 2026. Most of the casualties are among people over the age of 65, as is usually the case during heat waves, but small children are also among the dead.
There isn’t a tidy ending to this story. We were hot, we lived, and we went home. I have almost no pictures of my child on her first international vacation because she spent practically all of it indoors, but that is hardly a tragedy. And — as I kept reminding myself when my intrusive thoughts and mom guilt became overwhelming — there are millions of parents raising millions of children in parts of the world that are very, very hot. What we accomplished, while inconvenient, was nothing extraordinary; in the coming years, it will probably become even more banal. (Indeed, it was about 10 degrees hotter in parts of France during this heat wave than anything we endured in Bologna.)
But let’s go back to that excess mortality number for just a moment. In 2022, a summer likely to be cooler than the six-day-old El Niño-fueled one now beginning in Europe, the World Health Organization calculated that more than 61,000 people died on the continent due to extreme heat stress. That’s 61,000 people with daughters and sons who also harangued them about remembering to drink water or stay out of the sun; 61,000 people who now won’t see their grandchildren start school, who won’t attend another family meal, who won’t take another vacation. While I spent 10 days worrying about how to keep the people I care about safe from extreme heat, it’s all but certain someone else — many someone elses — lost the ones they love in those same temperatures.
On the night before our departure for Paris, when our whole weather app had filled up with 97, 98, and 101 degree days stretching into the foreseeable future, my husband and I asked each other if we still wanted to go and be in that kind of heat. What a privilege it is, for now, to have been able to decide.
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Representative Mike Levin, It’s Electric, Rivian, and more showed up for the mobility session at Heatmap House.
On the surface, the climate case for electric vehicles is simple: Battery-powered cars can eliminate our need to burn dirty gasoline and diesel, and as more renewables come onto the grid will only run more and more cleanly. But the benefits that can be gained from electrifying the vehicle fleet run far deeper, a case that a variety of speakers made at Heatmap House on Wednesday as part of New York Climate Week.
Andrew Peterman, director of advanced energy solutions at the EV maker Rivian, explained how electric vehicles are becoming a multi-tiered grid solution. Rivian itself is cooperating with drivers and utilities to create automatic smart charging so that EVs can charge when energy is abundant and inexpensive, saving the user money — in some cases as much as $1,000 per year — and easing strain on the grid. Doing so helps to keep electricity prices down, which is good for the country and for the bottom line of an electric vehicle maker.
“Our ability to sell and give people value out of an electric vehicle can only be enabled if we transform the grid to be able to be affordable, reliable, and cleaner for everyone,” Peterman told Heatmap deputy editor Jillian Goodman. “We need to use our role in the energy system to enable customers to get more value out of the grid. So everything we do is about grid transformation to enable electric vehicles to have an even stronger and stronger value proposition. When we bring down electricity costs, that brings down the total cost of ownership for our vehicle owners.”
Of course, energy can go in the other direction, too. Now that millions of EVs are on the road, the multitude of kilowatt-hours stored in EV batteries can be a grid asset. That goes for vehicle-to-grid integration, where EVs can discharge energy to help balance the grid when they’re not driving. But it’s an especially compelling proposition when those batteries get older and are no longer optimal for powering vehicles. Rivian is working with partners such as Redwood Materials to recycle old EV batteries and to repurpose some as grid storage. The same is true at Waymo, whose fleet of autonomous, only-electric rideshare vehicles have racked up hundreds of thousands of miles in some cases.
“Our fleets are sometimes outlasting our batteries where they still work, but they’re just not optimal for the ride-hailing fleet,” Waymo head of environment and sustainability Adam Lenz told Nico Lauricella, Heatmap’s CEO and editor in chief. “So we’re taking those batteries out, refreshing them, and then there’s still a lot of life left on this battery. We’re working with a partner that’s based out of L.A. County where we provide service and they’re deploying those batteries to support front of the meter grid storage.” (Waymo is also a sponsor of Heatmap House.)
It’s clear that the rideshare economy will be dominated by electric vehicles, and Lenz argued that this fact helps extend the climate benefits of electrification and autonomy to people who don’t want to drive or have been priced out by the upfront costs of an EV. The promise that self-driving cars will ultimately be much safer compared to those driven by fallible humans makes it safer to walk or bike, the most sustainable transportation methods. Waymo recently introduced a partnership with Visa to give San Francisco Bay Area riders a $2.85 Waymo account credit (the price of a bus ride in S.F.) when they combine a rideshare trip with a train or bus linkup to create a mulit-modal journey — a roundabout way to create “free” buses.
Across the country, EV charging could help give New York City not only cleaner skies but also improved grid management. The city’s Green Ride Initiative is meant to have New York’s taxi and rideshare trips be majority-electric by 2030, yet NYC has been a charging desert compared to other dense cities like London. Tiya Gordon, co-founder and COO of charging company it’s electric, came to Heatmap House to discuss her company’s recent win of a contract to install 700 new street chargers in New York, which has only 88 today.
It’s not just how many chargers are going in, she said, but where — the majority will go into neighborhoods in Brooklyn and Queens where rideshare drivers live and park their cars overnight. Albert Gore, executive director of the Zero Emission Transportation Association, added: “It makes a lot of sense also when you think about the impact to the grid. If you are directing a lot of that charging at night, particularly for these high mileage use cases, that actually puts downward pressure on electricity rates. EVs are a very, very flexible load.”
“We will not cease exports of U.S. diesel,” the Secretary of Energy told us at Heatmap House.
Secretary of Energy Chris Wright threw cold water on a potential diesel export ban, telling Heatmap executive editor Robinson Meyer that the president “didn’t endorse it.”
“We are open to any ideas to lower energy prices for Americans,” Wright said at our Heatmap House event at New York Climate Week. “We have a continual, thoughtful dialog based on the facts on the ground of what are the most practical steps moving forward, and it looks like right now we do need to grow the diesel supply in the United States.”
There could be some adjustments to the diesel industry, Wright told Rob, saying there may “be some tweak in where diesel flows out of U.S. refineries.” About a full-scale ban, however, he was unequivocal. “We will not cease exports of U.S. diesel.”
That stands in contrast to President Trump’s remarks Tuesday, when he told reporters, “I’ve said, ‘Let’s not send out the diesel.’ I’ve called for it. I’ve called for it within my people.” Politico reported Wednesday afternoon that the administration is “preparing” a 90-day export ban.
When asked if a diesel export ban would hurt America’s reputation as an energy superpower, Wright told Heatmap, “It certainly would have impacts.” But, he added, “I don’t think there’s serious consideration, although there’s always been a dialogue. I don’t think you will see a blanket ban on diesel. And yes, of course, we want to be the energy superpower supplying the whole world.”
Some Republicans in Congress have called for a diesel export ban, including Iowa Senator Chuck Grassley, who represents agriculture-heavy Iowa. High diesel prices impose a particularly large cost on two groups: farmers and New Englanders. Farmers need diesel to fuel equipment to harvest crops and trucks to move their goods, while millions of New Englanders rely on heating oil — which is virtually interchangeable with diesel — to heat their homes in the winter. Bills for heating oil may exceed $2,000 this winter, according to Mark Wolfe, the executive director of the National Energy Assistance Directors Association
Diesel prices today are sitting at just over $6.50 per gallon, according to AAA, up from $3.69 a year ago and $5.60 just a month ago.
The former vice president joined us at Heatmap House at New York Climate Week to talk about electric vehicles, artificial intelligence, and why clean energy will ultimately win.
In front of a packed room at Heatmap House on Wednesday morning, former Vice President Al Gore made the case for optimism on climate change.
“There is a possibility we will look back on this year of 2026 as the positive tipping point on climate,” he said.
He started with some high water marks in renewable energy and electric vehicles. Last year was the first year that the production of energy from renewable sources exceeded the overall increase in global energy demand, for example. Whereas 20 years ago, when Gore’s landmark climate change film An Inconvenient Truth premiered, there were virtually no electric vehicles on the road, by the end of this year about 30% of all new cars sold globally will be EVs.
On top of that, he later added, “the war in Iran marks the second time in four years that the fossil fuel supply chain has been disrupted, and price volatility has returned, and people around the world have reacted to this and in a really dramatic way.” Just in the past six months, EV sales reached record levels in 50 countries; Korea’s president committed to speed its transition off fossil fuels; Thailand announced a shift from liquified natural gas to renewables; and solar is booming in Africa.
“These are signs that this thing is really moving into high gear,” he said. “The fossil fuel industry is losing, they know they’re losing, and they’re trying to slow down how quickly they lose.”
Gore was also surprisingly hopeful about artificial intelligence, arguing that data centers were a cause for concern but “not a justification for panic.” He’s not convinced that the carbon emissions from powering artificial intelligence will have a decisive impact on our climate trajectory, and is far more worried about “cognitive atrophy and the emergence of an intelligence that makes us no longer the apex intelligence on the planet.”
The conversation with Gore followed an interview with one of his climate champion descendents, so to speak. Mikie Sherrill, the governor of New Jersey, showed off her energy bona fides in a conversation about her approach to affordability and data centers. She talked up her administration’s swift approvals of solar and battery projects to ensure they made the deadline for federal tax credits, lifting the state’s moratorium on nuclear, and implementation of virtual power plants.
“There is a crisis going on, so you cannot simply say to people, ‘Sorry, your bills are just going to keep skyrocketing,’” she said. “That is not the answer, which is why we’ve acted so aggressively.”
Sherrill also criticized data center developers for the way they have frequently come into the state without engaging with communities. “I told a data center, I said, ‘You guys have been horrible at it. I’m just telling you, nobody knows what a data center is, and you need to explain why it's even important. Are you curing cancer? What are you doing? Why is this a societal benefit?’”
She encouraged future Democratic candidates for public office to make sure they have a deep understanding of the specific energy circumstances of their state, and to speak to that on the campaign trail. “The can has been kicked down the road on too many different issues, and if you were going to try to duck your head and say some mealy-mouthed thing like, ‘We’re going to do all of the above’ and ‘Everyone's welcome and we like business,’ that’s not going to cut it.”