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“At least 14 Tarrant County residents died from extreme heat last summer … Of those who died from heat, at least eight cases included residents with no air conditioning, no working air conditioning, or who had their air conditioning turned off at the time of their death…” –The Fort Worth Star-Telegram, June 25, 2023
Air conditioners aren’t supposed to make that sound. The gray-white box in the window had always rattled, but this morning it has begun to grind. The grandmother puts her hand in front of the AC’s dust-covered gills, feels nothing but a weak, lukewarm breeze.
She thinks about calling her daughter, whose husband installed the unit in her trailer’s living room window the summer before. She shakes her head to herself: No, they have the baby; it’s a 40-minute drive; she’s a burden enough as it is. She doesn’t have internet in the trailer to see the day’s excessive heat warning. Her cell phone, another gift from her daughter, is dead more often than it’s not, and she can’t find the weather app on it half of the time, anyway.
But the grandmother has been hot before — prides herself, even, on her 68 Texan summers. Besides, she’s not planning anything strenuous today, which would elevate her chances of exertional, or “activity-induced,” heat stroke — the kind that makes the news for killing the young, fit, and healthy, like the California couple who were found dead on a trail with their 1-year-old baby and dog in 2021, or the stepfather who died last month while trying to rescue his 14-year-old stepson, who also died, while hiking in 119-degree weather in Texas’ Big Bend National Park. Like the dozens of promising high school and college athletes who collapse during training, games, and meets every year.
Or like the characters in longtime Outside correspondent and adventure historian Peter Stark’s cautionary tales about succumbing to the elements. Stark is perhaps best known for his second-person narrative about what it’s like to die from hypothermia, which recirculates every winter, but he has a particular, morbid fascination with heat strokes, having now written two different versions (a competitive cyclist dies in one; a hungover, hiking surfer is brought back from the brink in the other). “Out of all the research I’ve done into ways to die — or come close to dying — heat stroke is the one I found the scariest,” Stark told an Outside interviewer last year.
Like Stark’s characters, the grandmother is fictional and illustrative. Unlike Stark’s characters, she has not elected into risk. Exertional heat stroke is often described as “sporadic” because it is circumstantial; it is also less deadly since an athlete often begins to feel terrible, or collapses, before the point-of-no-return. “Classic” heat stroke, which results from unbearably high temperatures, “occurs in epidemic form” in the sense that it strikes the vulnerable at once and all together: the ill, the elderly, the unhoused, the bedridden, the prepubescent. Though heat-related mortality can be hard to pin down, by some estimates classic heat stroke is fatal in over 60% of intensive care cases — part of the reason extreme heat is credited as the deadliest weather phenomenon in the United States.
The grandmother goes to her sink and fills a glass of water. She looks out the window, at the tall grass growing alongside her neighbor’s trailer, and thinks about her grandbaby. Her trailer, which had stayed cool overnight before the AC conked out, has already begun to feel muggy, but she isn’t alarmed.
It is 97 degrees outside and getting hotter.
The human body is a contradiction: It can run a marathon in under two hours; it can scale the tallest mountain in the world; and it can survive episodes of extreme cold and starvation. At the same time, it is hilariously delicate: Only about 8.2 degrees separate our core body temperature of 98.6 from multi-organ dysfunction, which begins somewhere around 106 degrees, depending on the person and circumstances. Because this leaves little margin for error, our bodies spring into a well-rehearsed response when blood warmed by our environments at the surface of our skin makes its way to our brain, causing our hypothalamus to rustle through its bag of cooling tricks.
The grandmother’s body begins to run through them as the trailer’s temperature rises to 100 degrees, the point at which the body ceases to give off heat and begins to absorb it. Her hair follicles relax to release any trapped warm air against her skin. Her sweat glands are activated, and soon she’s covered in a light sheen that serves to transport heat away from her body via evaporation. Crucially, her blood vessels dilate so that the warmed blood can pass closer to the surface of the skin, where it will ideally be cooled by the heat pulling away from her body.
But as an older adult, the grandmother’s blood vessels don’t dilate as well as they used to. Her body strains to cool itself and her heart pumps harder. And despite her glass of water, the grandmother begins to notice she feels … off. She is experiencing some of the most common heat-related symptoms, the ones most of us are probably familiar with: Her stomach starts to cramp and she feels slightly nauseous as blood is redirected from her gut to the surface of her skin. She begins, also, to feel fatigued — unbeknownst to her, the drowsiness is because her body is running its cooling mechanisms full-blast, compensating for the broken AC.
But today, these systems are fighting an uphill battle. The trailer is humid, meaning the grandmother’s sweat isn’t evaporating as efficiently as it would in dry air. She has a sunburn from sitting on her lawn the day before, and her body is using water to try to heal it, leaving her with less liquid overall to sweat out. She can’t drink enough water to replenish what she’s lost, either, since the human body can only absorb, at max, one liter of water an hour, and those in extreme heat conditions can lose that or more in the same span of time.
Little does the grandmother know, either, that because it’s now over 95 degrees in her trailer, the fan she’s turned on is no longer having any cooling effect. Her core temperature tips toward 100 degrees.
Heat exhaustion sets in when the core body temperature is between 101°F and 104°F, as the grandmother’s is now. (Core body temperature cannot reliably be read on an oral thermometer, which is part of why the Centers for Disease Control and Prevention recommends watching for symptoms of heat exhaustion and heat stroke rather than taking your own measurements). In addition to her fatigue, she now feels dizzy. Her heart is pounding as her body tries to regulate itself; if she had a preexisting cardiac condition, she would be in even more danger than she already is. She stands up to get more water and feels a woosh of lightheadedness — a result of low pressure stemming from her dilated vessels — and her vision momentarily goes black. She nearly faints, but steadies herself with a hand on the back of a chair.
If a neighbor checked in on her, as the weathermen on TV are advising good samaritans do, they would see that the grandmother looks pale, that she’s grown irritable and unfocused. The neighbor might suggest she take a cold shower before asking her to come to their air-conditioned trailer, or a local cooling center, for the rest of the day. The most crucial thing, though, would be that she gets to a safe temperature, and fast, before her core hits 104, the threshold of heat stroke.
In her delirium, the grandmother thinks to take an Advil, foggily hoping a fever-reducer might help lower her core body temperature. And though the damage wrought by extreme heat is similar internally to that inflicted by a dangerously high fever, the response systems at play in each case are completely different. For extreme heat, there is no magic pill, no shut-off switch for how the grandmother is feeling aside from getting somewhere cool.
It might seem like a simple thing: getting somewhere cool. In this sense, classic heat stroke is, agonizingly, preventable. Though most Americans have air conditioning, over a quarter — 34 million households — “said they could not [financially] meet their energy needs at some point” during 2020, according to Energy Information Administration data. Of those who were struggling, 10% reported enduring dangerously high temperatures in their homes due to concerns about cost.
Because Americans typically do have access to AC, though, losing air conditioning for reasons beyond their control — say, due to grid failure, a localized blackout, or a mechanical issue — actually makes people more susceptible to dangerous heat-related illness, in part because acclimation has such a large role in how well we tolerate heat. The shock of living in climate-controlled rooms and suddenly finding yourself without one can be deadly.
The grandmother’s internal temperature is now over 105 degrees and still rising; she is well within the realm of heat stroke. Her pulse is rapid and now she is confused and agitated — she stumbles, directionless, toward her living room and collapses on the floor. Her body is rationing water away from vital organs, like her kidneys, which begin to shut down. Her brain is swollen. She cycles in and out of consciousness on the floor.
Her body is past the point of being able to bring its temperature back down by itself. A heat stroke victim may stop sweating. Their cells begin to die — the cerebellum, which controls motor functions, is one of the earliest parts of the brain to fail. They may have seizures or hallucinate or, nearing the end, feel a soaring sense of euphoria. Internally, the body is in freefall; by one estimate, there are 27 different pathways to death once heat stroke sets in, ranging from heart failure to the proteins that control blood clotting becoming overactive and cutting off flow to vital organs.
When the grandmother’s daughter arrives and calls the paramedics, it will only have been two hours since the grandmother first noticed her air conditioner’s grinding. “That’s part of what makes [heat stroke] so lethal,” Willamette Week wrote after the heat wave in the Pacific Northwest in 2021 killed an estimated 250 Americans: “You can go from feeling bothered by the heat to dead in 90 minutes.”
Victims of classic heat stroke are often elderly, often have pre-existing health conditions, often are socially isolated, and often are low-income. In an analysis of heat deaths in Multnomah County (where Portland, Oregon, is located) in 2021, The Washington Post found 61 percent of confirmed deaths were in areas with above-average poverty rates. In the same story, the reporters found that a “direct outreach” program in Philadelphia — which includes a “mass notification system,” “the number for a 24-hour hotline staffed by nurses [flashing] from one of the city’s tallest high rises,” and a 5,000-strong volunteer team that mobilizes “to check on high-risk neighbors” — saves an average of 45 lives per year.
If the grandmother had been younger, she might have been treated with “cold-water immersion,” which is one of the fastest and most reliable ways to address heat stroke. (Willamette Week reports Oregon paramedics resourcefully filled body bags with ice and had those suffering from heat stroke crawl inside). In the case of the elderly, though, it is advised to treat heat stroke with more easily tolerable cooling methods, like the application of ice packs and cold, wet gauze.
Either way, the outcome past the threshold of heat stroke is uncertain. As Stark, the master of the cautionary tale, writes, “A study reviewing 58 of the severe heat stroke victims [after a 1995 Chicago heat wave] found that 21 percent died in the hospital soon after admission, 28 percent died within a year, and all the remaining subjects experienced organ dysfunction and neurological impairments.”
But he sees a grim silver lining. “It could be a small measure of good fortune,” writes Stark, “that confusion, semiconsciousness, or coma overcome victims as they succumb to severe heatstroke.”
The laborer puts the nail gun down on the nearest cinderblock and sweeps the back of his hand across his brow, a portrait of I’m hot. Though the elimination of water breaks won’t go into effect until the fall, his employer has threatened to fire anyone who “slacks off” anyway, and the laborer needs this job. He watches for a moment as the heat makes strange shapes in the air above the new asphalt driveway. He thinks he might have a headache coming on.
There are five more hours to go. It’s 96 degrees out with 66% humidity.
And tomorrow will be another scorcher.
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Dozens of people are reporting problems claiming the subsidy — and it’s not even Trump’s fault.
Eric Walker, of Zanesville, Ohio, bought a Ford F-150 Lightning in March of last year. Ironically, Walker designs and manufactures bearings for internal combustion engines for a living. But he drives 70 miles to and from his job, and he was thrilled not to have to pay for gas anymore. “I love it so much. I honestly don’t think I could ever go back to a non-EV,” he told me. “It’s just more fun, more punchy.”
But although he’s saving on gas, Walker recently learned he’d made a major, expensive mistake at the dealership when he bought the truck. The F-150 Lightning qualified for a federal tax credit of $7,500 in 2024. Walker was income-eligible and planned to claim it when he filed his taxes. But his dealership never reported the sale to the Internal Revenue Service, and at the time, Walker had no idea this was required. When he went to submit his tax return recently, it was rejected. Now, it may be too late.
Walker is not alone. Dozens of users on Reddit have been sharing near-identical stories as tax season has gotten underway — and it’s only early February. It is unclear exactly how many EV buyers are affected. What we do know is that it will be up to the Trump administration’s Treasury Department to decide whether any of them will get the refund they were counting on — the same administration that wants to kill the tax credit altogether.
The problem dates back to a change in the process for claiming the tax credit. For the 2023 tax year, dealers had until January 15, 2024 to report eligible EV sales to the IRS. For 2024, however, the IRS introduced a new, digital reporting system and new deadlines. Starting in January 2024, if a customer bought an eligible vehicle and wanted to claim the tax credit, dealerships were required to file a report within three days of the time of sale to the IRS through a web portal called Energy Credits Online.
This change coincided with another: Buyers now had the option to transfer the credit to their dealership instead of claiming it themselves. The dealer could then take the value of the credit off the price of the car and get reimbursed by the IRS. This was voluntary on the dealerships’ part, and many opted in. By October, more than 300,000 EV sales had used this transfer option, according to the Treasury Department. But apparently there were also many dealers who didn’t want to bother with it. And at least some of them never bothered to learn about the online portal at all.
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Charlie Gerk, an engineer living in the suburbs of Minneapolis, bought a Chrysler Pacifica plug-in electric hybrid in February after his wife had twins. Unlike Walker, Gerk knew all about the workings of the tax credit, and he wanted to get his discount up front. But the dealership he was working with — a smaller, family-run business — had not gotten set up to do it. “He’s like, ‘We sell six EVs a year, we’re not going to take the time to sign up for that program,’” Gerk recalled the salesman saying. Gerk decided to claim the tax credit himself, and the dealership even gave him a few hundred bucks off the car since he’d have to wait a year to see the refund. He then emailed the dealership instructions from the IRS for reporting the sale through the online portal, and the dealership assured him it would submit the information. It sent Gerk a copy of form 15400, an IRS “Clean Vehicle Seller Report,” for him to keep for his records — except that the form was dated 2023. When Gerk inquired about it, the finance manager told him it was just because it was still so early in the year, and that they would make sure it got filed appropriately online.
Fast forward to one year later, and Gerk came across a post in the Pacifica Reddit forum from someone whose claim was rejected by the IRS because their dealer failed to report the sale. “I logged into my online dashboard for the IRS, and sure enough, the vehicle’s not there,” Gerk told me. “If it was filed appropriately, it would have shown on my online dashboard that I had an EV clean vehicle credit for 2024, and it’s not there.”
Gerk spoke to his dealership, which said it would look into the situation. He forwarded me an email exchange between the IRS and his dealership in which a representative from the IRS’ Clean Vehicle Team said it was probably too late to fix. “The open period for any unsubmitted time of sale reports is closed,” the staffer wrote. “We are expecting some Energy Credit Online (ECO) updates so contact us via secure messaging in the Spring for additional information.”
Some users on Reddit who, like Gerk, were aware of the reporting requirements when they bought their EVs, have shared stories about visiting more than a dozen dealerships before finding one that was registered with ECO and willing to file the paperwork. Others who didn't know about the rules have recalled inquiring about the tax credit at their dealership and being told they could simply claim it on their taxes. They only found out when they tried to submit their tax paperwork on TurboTax or another e-filing system and received an error message informing them that their vehicle is not registered in the IRS database.
Some blame the dealerships for misleading them and are wondering if they have grounds to sue. Others blame the IRS for not adequately informing customers or dealers about the rules.
“My frustration lies with the fact the IRS would even allow this to be an option,” Gerk told me. “If you’re going to allow the credit to be taken by me, I have to be dependent on my dealer doing the right thing?” (Gerk asked that we not share the name of his dealership.)
I spoke with a former Treasury staffer who worked on the program, who told me that the agency went to great lengths to educate dealerships about the new online portal and filing requirements, including hosting webinars that reached more than 10,000 dealerships and a presentation at the National Automobile Dealership Association’s annual convention in Las Vegas. The agency put up pages of fact sheets, checklists, and other materials for dealers and consumers on the IRS website, they said. But the IRS doesn’t have a marketing budget, and also relied heavily on NADA, the Dealership Association, for help getting the word out.
NADA did not respond to multiple emails and phone calls asking for comment. I also contacted several of the dealerships who sold EVs to buyers who are now having their tax credit claims rejected, none of which got back to me.
Many of the affected buyers are trying to get their dealerships to contact the IRS and see if they can retroactively report the sales, as Gerk did. Some are having more luck than others. When Walker contacted his dealership in Cleveland, Ohio, to see if there was anything it could do to help him, it still seemed to have no idea what he was talking about. Walker forwarded me a response from his dealership asking him if he had spoken to his accountant. “My sales desk is pretty insistent on that this is something your accountant would handle,” it said. (Walker did not want to disclose the name of his dealership as he is still trying to work with them on a solution.)
I reached out to the Treasury Department with a list of questions, including whether this issue was on its radar and what consumers who find themselves in this situation should do. The agency confirmed receipt of the request, but had not gotten back to me by press time. We will update this story if they do. There are reports on Reddit of EV buyers having a similar issue claiming the tax credit in 2024 for purchases made in 2023. Some filed their taxes without the EV credit and then submitted appeals to the IRS after the fact, with seemingly some success.
Buyers stuck in this situation have few other places to turn. Some Reddit users have posted about reaching out to their representatives, who offered to contact the IRS on their behalf. One challenge, as noted by the former Treasury staffer I spoke with, is that unlike the dealers, who have NADA, there is no consumer advocacy group for electric vehicle buyers who can engage with lawmakers and the Treasury and request a solution.
“I don’t necessarily need the money,” Walker told me. “It was just gonna go towards some more student loans — I’m just trying to pay down all of my debt as soon as possible. So I didn’t need it. But it would have been certainly something nice to have.”
For now, at least, the math simply doesn’t work. Enter the EREV.
American EVs are caught in a size conundrum.
Over the past three decades, U.S. drivers decided they want tall, roomy crossovers and pickup trucks rather than coupes and sedans. These popular big vehicles looked like the obvious place to electrify as the car companies made their uneasy first moves away from combustion. But hefty vehicles and batteries don’t mix: It takes much, much larger batteries to push long, heavy, aerodynamically unfriendly SUVs and trucks down the road, which can make the prices of the EV versions spiral out of control.
Now, as the car industry confronts a confusing new era under Trump, signals of change are afoot. Although a typical EV that uses only a rechargeable battery for its power makes sense for smaller, more efficient cars with lower energy demands, that might not be the way the industry tries to electrify its biggest models anymore.
The predicament at Ford is particularly telling. The Detroit giant was an early EV adopter compared to its rivals, rolling out the Mustang Mach-E at the end of 2020 and the Ford F-150 Lightning, an electrified version of the best-selling vehicle in America, in 2022. These vehicles sell: Mustang Mach-E was the No. 3 EV in the United States in 2024, trailing only Tesla’s big two. The Lightning pickup came in No. 6.
Yet Ford is in an EV crisis. The 33,510 Lightning trucks it sold last year amount to less than 5% of the 730,000-plus tally for the ordinary F-150. With those sales stacked up against enormous costs needed to invest in EV and battery manufacturing, the brand’s EV division has been losing billions of dollars per year. Amid this struggle, Ford continues to shift its EV plans and hasn’t introduced a new EV to the market in three years. During this time, rival GM has begun to crank out Blazer and Equinox EVs, and now says its EV group is profitable, at least on a heavily qualified basis.
As CEO Jim Farley admitted during an earnings call on Wednesday, Ford simply can’t make the math work out when it comes to big EVs. The F-150 Lightning starts at $63,000 thanks in large part to the enormous battery it requires. Even then, the base version gets just 230 miles of range — a figure that, like with all EVs, drops quickly in extreme weather, when going uphill, or when towing. Combine those technical problems and high prices with the cultural resistance to EVs among many pickup drivers and the result is the continually rough state of the EV truck market.
It sounds like Ford no longer believes pure electric is the answer for its biggest vehicles. Instead, Farley announced a plan to pivot to extended-range electric vehicle (or EREV) versions of its pickup trucks and large SUVs later in the decade.
EREVs are having a moment. These vehicles use a large battery to power the electric motors that push the wheels, just like an EV does. They also carry an onboard gas engine that acts as a generator, recharging the battery when it gets low and greatly increasing the vehicle’s range between refueling stops. EREVs are big in China. They got a burst of hype in America when Ram promised its upcoming Ramcharger EREV pickup truck would achieve nearly 700 miles of combined range. Scout Motors, the brand behind the boxy International Scout icon of the 1960s and 70s, is returning to the U.S. under Volkswagen ownership and finding a groundswell of enthusiasm for its promised EREV SUV.
The EREV setup makes a lot of sense for heavy-duty rides. Ramcharger, for example, will come with a 92 kilowatt-hour battery that can charge via plug and should deliver around 145 miles of electric range. The size of the pickup truck means it can also accommodate a V6 engine and a gas tank large enough to stretch the Ramcharger’s overall range to 690 miles. It is, effectively, a plug-in hybrid on steroids, with a battery big enough to accomplish nearly any daily driving on electricity and enough backup gasoline to tow anything and go anywhere.
Using that trusty V6 to generate electricity isn’t nearly as energy-efficient as charging and discharging a battery. But as a backup that kicks in only after 100-plus miles of electric driving, it’s certainly a better climate option than a gas-only pickup or a traditional hybrid. The setup is also ideally suited for what drivers of heavy duty vehicles need (or, at least, what they think they need): efficient local driving with no range anxiety. And it’s similar enough to the comfortable plug-and-go paradigm that an extended-range EV should seem less alien to the pickup owner.
Ford’s big pivot looks like a sign of the times. The brand still plans to build EVs at the smaller end of its range; its skunkwords experimental team is hard at work on Ford’s long-running attempt to build an electric vehicle in the $30,000 range. If Ford could make EVs at a price at least reasonably competitive with entry-level combustion cars, then many buyers might go electric for pure pragmatic terms, seeing the EV as a better economic bet in the long run. Electric-only makes sense here.
But at the big end, that’s not the case. As Bloombergreports on Ford’s EV trouble, most buyers in the U.S. show “no willingness to pay a premium” for an electric vehicle over a gas one or a hybrid. Facing the prospect of the $7,500 EV tax credit disappearing under Trump, plus the specter of tariffs driving up auto production costs, and the task of selling Americans an expensive electric-only pickup truck or giant SUV goes from fraught to extremely difficult.
As much as the industry has coalesced around the pure EV as the best way to green the car industry, this sort of bifurcation — EV for smaller vehicles, EREV for big ones — could be the best way forward. Especially if the Ramcharger or EREV Ford F-150 is what it takes to convince a quorum of pickup truck drivers to ditch their gas-only trucks.
Current conditions: People in Sydney, Australia, were told to stay inside after an intense rainstorm caused major flooding • Temperatures today will be between 25 and 40 degrees Fahrenheit below average across the northern Rockies and High Plains • It’s drizzly in Paris, where world leaders are gathering to discuss artificial intelligence policy.
Well, today was supposed to be the deadline for new and improved climate plans to be submitted by countries committed to the Paris Agreement. These plans – known as nationally determined contributions – outline emissions targets through 2030 and explain how countries plan to reach those targets. Everyone has known about the looming deadline for two years, yet Carbon Briefreports that just 10 of the 195 members of the Paris Agreement have submitted their NDCs. “Countries missing the deadline represent 83% of global emissions and nearly 80% of the world’s economy,” according to Carbon Brief. Last week UN climate chief Simon Stiell struck a lenient tone, saying the plans need to be in by September “at the latest,” which would be ahead of COP30 in November. The U.S. submitted its new NDC well ahead of the deadline, but this was before President Trump took office, and has more or less been disregarded.
Many of the country’s largest pension funds are falling short of their obligations to protect members’ investments by failing to address climate change risks in their proxy voting. That’s according to new analysis from the Sierra Club, which analyzed 32 of the largest and most influential state and local pension systems in the U.S. Collectively, these funds have more than $3.8 trillion in assets under management. Proxy voting is when pensions vote on behalf of shareholders at companies’ annual meetings, weighing in on various corporate policies and initiatives. In the case of climate change, this might be things like nudging a company to disclose greenhouse gas emissions, or better yet, reduce emissions by creating transition plans.
This report looked at funds’ recent proxy voting records and voting guidelines, which pension staff use to guide their voting decisions. The funds were then graded from A (“industry leaders”) to F (“industry laggards”). Just one fund, the Massachusetts Pension Reserves Investment Management (MassPRIM), received an “A” grade; the majority received either “D” or “F” grades. Others didn’t disclose their voting records at all. “To ensure they can meet their obligations to protect retirees’ hard-earned money for decades to come, pensions must strengthen their proxy voting strategies to hold corporate polluters accountable and support climate progress,” said Allie Lindstrom, a senior strategist with the Sierra Club.
Football fans in Los Angeles watching last night’s Super Bowl may have seen an ad warning about the growing climate crisis. The regional spot was made by Science Moms, a nonpartisan group of climate scientists who are also mothers. The “By the Time” ad shows a montage of young girls growing into adults, and warns that climate change is rapidly altering the world today’s children will inherit. “Our window to act on climate change is like watching them grow up,” the voiceover says. “We blink, and we miss it.” It also encourages viewers to donate to LA wildfire victims. A Science Moms spokesperson toldADWEEK they expected some 11 million people to see the ad, and that focus group testing showed a 25% increase in support for climate action among viewers. The New York Timesincluded the ad in its lineup of best Super Bowl commercials, saying it was “a little clunky and sanctimonious in its execution but unimpeachable in its sentiments.”
General Motors will reportedly stop selling the gas-powered Chevy Blazer in North America after this year because the company wants its plant in Ramos Arizpe, Mexico, to produce only electric vehicles. The move, first reported by GM Authority, means “GM will no longer offer an internal combustion two-row midsize crossover in North America.” If you have your heart set on a Blazer, you can always get the electric version.
In case you missed it: Airbus has delayed its big plan to unveil a hydrogen-powered aircraft by 2035, citing the challenges of “developing a hydrogen ecosystem — including infrastructure, production, distribution and regulatory frameworks.” The company has been trying to develop a short-range hydrogen plane since 2020, and has touted hydrogen as key to helping curb the aviation industry’s emissions. It didn’t give an updated timeline for the project.
“If Michael Pollan’s basic dietary guidance is ‘eat food, not too much, mostly plants,’ then the Burgum-Wright energy policy might be, ‘produce energy, as much as you can, mostly fossil fuels.’”
–Heatmap’s Matthew Zeitlin on the new era of Trump’s energy czars