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The bugs are already out in New York and the West is in for ”a very bad spring.” Here’s what experts say is in store for the U.S. this year.
It got me in March.
Maybe it happened while I was on a run, enjoying one of the first warm days of spring. Maybe I’d been waiting unsuspectingly for the train on an open-air platform. Maybe it happened in my own apartment. Regardless, at some point last month, I hesitated too long before brushing away a soft, fleeting sensation on my cheek. In the ongoing, 10,000-year-long game of tag between mosquitoes and humans, I’d taken another L.
Though it’s only early April, many New Yorkers have already gotten their first bites of the year: interviewer Isaac Fitzgerald and interviewee James Hannaham were driven out of a backyard by the bugs in Brooklyn; the city’s Department of Health has officially declared “it’s mosquito season in NYC!” and started tweeting out standing-water advisories; and CBS’ local affiliate recently ran a segment about how “it’s going to be a bad summer” for biting insects. Other metropolitan areas are also bracing for a buggy season ahead: “It’s looking like it’s going to be worse than it has [been in] the past two years,” Minnesota’s MPR News reports. “Epic rains expected to take one more swat at California, with masses of mosquitoes,” adds the Los Angeles Times. “We could possibly see more mosquitoes than we wanted to see,” a biologist warned the Ohio area.
Predicting the severity of mosquito season is a bit of an imprecise science, like trying to nail down a long-range weather forecast. Actually, it’s a lot like trying to nail down a long-range weather forecast, since mosquito populations fluctuate based on immediate and unreliable conditions, like spring rainfall and small changes in temperature. Generally speaking, more rain tends to precede “a greater prevalence of mosquitoes within the same month,” while “hotter temperatures [are] associated with increases in mosquitoes one to two months later,” reports one study, which focused on Dengue-carrying Aedes mosquitoes in Sri Lanka. (Invasive Aedes mosquitoes are also found on both U.S. coasts and throughout the South, with their habitats shifting north toward Chicago due to climate change.)
Mosquitos require standing water and temperatures steadily above 50 degrees Fahrenheit in order to start their breeding cycles. In the western United States, in addition to spring rainfall, natural occurrences of standing water are created by snowmelt, which causes floods that dry into perfect mosquito-breeding pools. Snowpack in the West, then, is one of the best early determinants of the coming mosquito season — unfortunate news for Californians, since their state broke a 40-year snowfall record over the winter. “Many places out west where they’ve received record rainfall and snowfall, they’re likely to have a very bad spring,” Daniel Markowski, the technical director of the American Mosquito Control Association, told Heatmap.
Snowmelt can also be a determining factor in the Midwest and East, where fears of spring flooding are already high. That said, their spring mosquito seasons are “less dependent upon the snow” than the West since they “always get at least some snow in many of the same areas,” Markowski went on. The bigger variable for the region is spring rainfall and how early it gets warm.
Mixed news on that front: NOAA expects the East Coast to be warmer than usual from April through June, with above-average precipitation concentrated around the Great Lakes region and potentially stretching south and seaward, through Pennsylvania, New York City, and the D.C.-area. Though the severity of the coming mosquito season is thus still a bit of an unknown, the stakes are high: Last year saw the largest number of ever recorded West Nile virus-positive mosquito pools in New York City, resulting in four deaths. There’s every indication that could happen again in 2023: “We expect mosquito and tick activity in NYC to be at similarly high levels,” M&M Pest Control, a Long Island City-based exterminator, writes on their website.
Warmer temperatures in the south and east could mean earlier emergences of mosquitoes.NOAA
Rainfall in most of the United States is expected to be normal this spring, but potential damp conditions around the Great Lakes and southern Acela Corridor could increase mosquito populations.NOAA
In the South, mosquito populations are “almost all rainfall- and temperature-driven” because snow is not the primary cause of standing water in the region, according to Markowski. While temperatures might not yet be high enough in the region for a major larvae boom, recent storms have authorities “concerned right now in southeast Mississippi, Alabama, Arkansas, Tennessee about mosquito populations,” Markowski said. Not to mention another reason for the South to be on high alert: Culex lactator, a species of mosquito native to South and Central America, has been discovered spreading throughout southwest Florida. Though it hasn’t been extensively studied, we do know Culex is a potential vector for West Nile and St. Louis Encephalitis.
Of especially high concern for infectious disease experts this year will be a place not usually thought of for its mosquitoes: Phoenix’s Maricopa County. Back in 2021, the region experienced the largest single outbreak of West Nile virus in U.S. history, likely due to a wetter-than-average monsoonal season; statewide, 127 people died. This year, winter snowmelt and spring rains have pulled the region out of its drought, but once the floodwaters start to recede, they’ll create major mosquito breeding grounds, NBC’s 12 News reports. The wetter desert environment will also attract more birds — the natural hosts of West Nile virus.
So while there is no guarantee that 2023 is going to be another “monster mosquito season” for the U.S. like 2021, there is no guarantee it won’t be, either. We know the West is unusually wet, which will almost certainly mean more bugs, while the Midwest and East are likewise tracking warm and damp. In the South, where storms are one of the biggest causes of standing water, there are fears that this year’s record number of early-season tornadoes is only a “prelude” of what’s to come.
That makes it all the more important to minimize mosquitoes where we do have some control: “What I try to get people to understand is, just as nature — rainfall, snowfall amounts; temperatures — impact mosquito problems, we have a lot of control over what bites us in our backyards,” Markowski said. “If we’re over-watering our property, or we’re allowing water to stand on our property, you’re making mosquitoes right there that bite you.”
Meanwhile, in New York City, the warmest days of the year so far are expected this week. Short-sleeved, sun-starved urbanites will be out in droves.
As will be mosquitoes.
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The Senate’s reconciliation bill essentially repeals the Corporate Average Fuel Economy standards, abolishing fines for automakers that sell too many gas guzzlers.
A new provision in the Senate reconciliation bill would neuter the country’s fuel efficiency standards for automakers, gutting one of the federal government’s longest-running programs to manage gasoline prices and air pollution.
The new provision — which was released on Thursday by the Senate Commerce Committee — would essentially strip the government of its ability to enforce the Corporate Average Fuel Economy standards, or CAFE standards.
The CAFE rules are the government’s main program to improve the fuel economy of new cars and light-duty trucks sold in the United States. Over the past 20 years, the rules have helped push the fuel efficiency of new vehicles to record highs even as consumers have adopted crossovers and SUVs en masse.
But the Republican reconciliation bill would essentially end the program as a practical concern for automakers. It would set all fines issued under the program to zero, stripping the government of its ability to punish automakers that sell too many polluting vehicles.
“It would essentially eviscerate the standard without actually doing so directly,” Ann Carlson, a UCLA law professor who led the National Highway Traffic Safety Administration from 2022 to 2023, told me.
“It says that, ‘We have standards here, but we don’t care if you comply or not. If you don’t comply, we’re not going to hold you responsible,’” she said.
Representatives for the Senate Commerce Committee did not respond to an immediate request for comment. A talking points memo released by the committee on Thursday said that the new bill would “[bring] down automobile prices modestly by eliminating CAFE penalties on automakers that design cars to conform to the wishes of D.C. bureaucrats rather than consumers.”
Since 1975, Congress has required the National Highway Traffic Safety Administration (pronounced NIT-suh) to set annual fuel efficiency standards for new cars and light trucks sold in the United States. The rules generally require new vehicles sold nationwide to get a little more fuel efficient, on average, every year.
The rules have remained in effect — with varying levels of stringency — for 50 years, although they have generally encouraged automakers to get more efficient since Congress strengthened the law on a bipartisan basis in 2007.
In model-year 2023, the most recent period for which data is available, new cars and light trucks achieved a real-world fuel economy of 27.1 miles per gallon, an all-time high. The vehicle fleet was set to hit another record high in 2024, according to last year’s report.
Opponents of the fuel economy rules argue that the regulations increase the sticker price of new cars and trucks and push automakers to build less profitable vehicles. The Heritage Foundation, the conservative think tank that published Project 2025, has called the rules a “backdoor EV mandate.”
The rules’ supporters say that the standards are necessary because consumers don’t take fuel costs — or the environmental or public health costs of air pollution — into account when buying a vehicle. They say the rules keep gasoline prices low for all Americans by encouraging fuel efficiency across the board.
The strict Biden-era rules were projected to save consumers $23 billion in gasoline costs, according to an agency analysis. The American Lung Association said that the rules would prevent more than 2 million pediatric asthma attacks and save hundreds of infant lives by 2050.
Secretary of Transportation Sean Duffy has targeted the fuel economy rules as part of a wide-ranging effort to roll back Biden-era energy policy. On January 28, as his first official act, Duffy ordered NHTSA to retroactively weaken the rules for all cars and light trucks sold after model-year 2022.
On Friday, Duffy separately issued a legal opinion that would restrict NHTSA’s ability to include electric vehicles in its real-world estimates of the country’s fuel economy rules. The opinion sets up the next round of CAFE rules to be considerably weaker than existing law.
But the new Republican reconciliation bill, if adopted, would render those rules moot.
Under current law, automakers must pay a fine when the average fuel economy of the vehicles they sell exceeds the fuel economy standard set for that year. Automakers can avoid paying that penalty by buying “credits” from other car companies that have done better than the rules require.
The fine’s size is set by a formula written into the law. That calculation includes the number of cars sold above the fuel-economy threshold, how much those cars exceeded it, and a $5 multiplier. The GOP tax bill rewrites the law to set the multiplier to zero dollars.
In essence, no matter how much an automaker exceeds the fuel economy rules, the GOP reconciliation bill will now multiply their fine by zero.
The original CAFE law contains a second formula allowing the government to set even higher penalties if doing so would achieve “substantial energy conservation.” The new reconciliation bill sets the multiplier in this formula, too, to zero dollars.
The CAFE law’s penalties can be significant. The automaker Stellantis, which owns Fiat and Chrysler, recently paid more than $426 million in penalties for cars sold from model year 2018 to 2020. Last year, General Motors paid a $38 million fine for light trucks sold in model year 2020.
The CAFE provision in the GOP mega-bill seems designed to skirt past the Byrd rule, a Senate rule that policies in reconciliation bills must affect revenue, spending, or generally have more than a “merely incidental” effect on the federal budget.
But Carlson, the former NHTSA acting administrator, doubted whether the provision should really survive a Byrd bath.
Zeroing out the fines is “not really about revenue,” she said, but about compliance with the law. “This is a way to try to couch repeal of CAFE in revenue terms instead of doing it outright.”
And more of the week’s top news about renewable energy conflicts.
1. Nassau County, New York – Opponents of Equinor’s offshore Empire Wind project are now suing to stop construction after the Trump administration quietly lifted its stop-work order.
2. Somerset County, Maryland – A referendum campaign in rural Maryland seeks to restrict solar development on farmland.
3. Tazewell County, Virginia – An Energix solar project is still in the works in this rural county bordering West Virginia, despite a restrictive ordinance.
4. Allan County, Indiana – This county, which includes portions of Fort Wayne, will be holding a hearing next week on changing its current solar zoning rules.
5. Madison County, Indiana – Elsewhere in Indiana, Invenergy has abandoned the Lone Oak solar project amidst fervent opposition and mounting legal hurdles.
6. Adair County, Missouri – This county may soon be home to the largest solar farm in Missouri and is in talks for another project, despite having a high opposition intensity index in the Heatmap Pro database.
7. Newtown County, Arkansas – A fifth county in Arkansas has now banned wind projects.
8. Oklahoma County, Oklahoma – A data center fight is gaining steam as activists on the ground push to block the center on grounds it would result in new renewable energy projects.
9. Bell County, Texas – Fox News is back in our newsletter, this time for platforming the campaign against solar on land suitable for agriculture.
10. Monterey County, California – The Moss Landing battery fire story continues to develop, as PG&E struggles to restart the remaining battery storage facility remaining on site.
A conversation with Biao Gong of Morningstar
This week’s conversation is with Biao Gong, an analyst with Morningstar who this week published an analysis looking at the credit risks associated with offshore wind projects. Obviously I wanted to talk to him about the situation in the U.S., whether it’s still a place investors consider open for business, and if our country’s actions impact the behavior of others.
The following conversation has been lightly edited for clarity.
What led you to write this analysis?
What prompted me was our experience in assigning [private] ratings to offshore wind projects in Europe and wanted to figure out what was different [for rating] with onshore and offshore wind. It was the result of our recent work, which is private, but we’ve seen the trend – a lot of the big players in the offshore wind space are kind of trying to partner up with private equity firms to sell their interests, their operating offshore wind assets. But to raise that they’ll need credit ratings and we’ve seen those transactions. This is a growing area in Europe, because Europe has to rely on offshore wind to achieve its climate goals and secure their energy independence.
The report goes through risks in many ways, including challenging conditions for construction. Tell me about the challenges that offshore wind faces specifically as an investment risk.
The principle behind offshore wind is so different than onshore wind. You’re converting wind energy to electricity but obviously there are a bunch of areas where we believe it is riskier. That doesn’t mean you can’t fund those projects but you need additional mitigants.
This includes construction risk. It can take three to five years to complete an offshore wind project. The marine condition, the climate condition, you can’t do that [work] throughout the year and you need specialized vehicles, helicopters, crews that are so labor intensive. That’s versus onshore, which is pre-fabricated where you have a foundation and assemble it. Once you have an idea of the geotechnical conditions, the risk is just less.
There’s also the permitting process, which can be very challenging. How do you not interrupt the marine ecosystem? That’s something the regulators pay attention to. It’s definitely more than an onshore project, which means you need other mitigants for the lender to feel comfortable.
With respect to the permitting risk, how much of that is the risk of opposition from vacation towns, environmentalists, fisheries?
To be honest, we usually come in after all the critical permitting is in place, before money is given by a lender, but I also think that on the government’s side, in Europe at least, they probably have to encourage the development. And to put out an auction for an area you can build an offshore wind project, they must’ve gone through their own assessment, right? They can’t put out something that they also think may hurt an ecosystem, but that’s my speculation.
A country that did examine the impacts and offer lots of ocean floor for offshore is the U.S. What’s your take on offshore wind development in our country?
Once again, because we’re a rating agency, we don’t have much insight into early stage projects. But with that, our view is pretty gloomy. It’s like, if you haven’t started a project in the U.S., no one is going to buy it. There’s a bunch of projects already under construction, and there was the Empire Wind stop order that was lifted. I think that’s positive, but only to a degree, right? It just means this project under construction can probably go ahead. Those things will go ahead and have really strong developers with strong balance sheets. But they’re going to face additional headwinds, too, because of tariffs – that’s a different story.
We don’t see anything else going ahead.
Does the U.S. behaving this way impact the view you have for offshore wind in other countries, or is this an isolated thing?
It’s very isolated. Europe is just going full-steam ahead because the advantage here is you can build a wind farm that provides 2 or 3 gigawatts – that’s just massive. China, too. The U.S. is very different – and not just offshore. The entire renewables sector. We could revisit the U.S. four or five years from today, but [the U.S.] is going to be pretty difficult for the renewables sector.