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Stanford’s Rob Jackson discusses methane, the “my-ocene,” and his new book, Into the Clear Blue Sky.
Mornings are my time for thinking about Rob Jackson — specifically, when I am making coffee. Every time I reach for the knob on my gas stove to heat my water kettle, I remember something he told me during our discussion of his new book, Into the Clear Blue Sky: The Path to Restoring Our Atmosphere: “We would never willingly stand over the tailpipe of a car breathing in the exhaust, yet we willingly stand over a stove, breathing the exact same pollutants.”
Mornings, incidentally, are also my time for practicing holding my breath.
Jackson is the chair of the Global Carbon Project, a professor of Earth science and a senior fellow at Stanford University’s Woods Institute for the Environment and Precourt Institute for Energy, as well as one of the most highly-cited climate and environmental scientists in the world — all a long way of saying, he spends a lot of time thinking about kitchens and neighborhoods just like mine. But emissions aren’t the only thing that occupies Jackson’s time these days; while he stresses that reducing emissions is still the “cheapest, safest, and only sure path to a safe climate,” his book also reluctantly examines technologies that remove greenhouse gases from the atmosphere after they’ve been emitted. “In truth, I’m frustrated … because we shouldn’t need them,” he explains.
Ahead of the release of Into the Clear Blue Sky on July 30, I spoke with Jackson about why it’s so difficult to make people care about atmospheric restoration in the same way they care about habitat loss or extreme weather, and the stories, people, and emerging technologies that do make him hopeful. Our conversation has been lightly edited and condensed for clarity.
In the introduction to Into the Clear Blue Sky, you write that restoring the atmosphere “must invoke the same spirit and philosophy used to restore endangered species and habitats to health.” But unlike with polar bears or glaciers, we usually can’t see the damage to the atmosphere. Do you think that is part of why we’ve been so slow and halting in addressing greenhouse gas pollution?
A little bit, I do. I think the real reason we’ve been slow to address greenhouse gas pollution is because we are better at just continuing with the status quo. We aren’t making changes in our lifestyles and our industries. I’ve grown skeptical that people will respond to climate thresholds like 1.5 [degrees Celsius of warming] or 2 C. People don’t really understand why those numbers are important — they don’t understand what they mean in paleo-time, in terms of sea level rise and ice melt. I’m seeking a different motivator, a different narrative for change. And I think restoration is a more powerful narrative than some arbitrary temperature number.
There are several moments in the book where you suggest that decarbonization has benefits beyond just addressing climate change — like how feeding cows red seaweed accelerates their weight gain, or how electric motorcycles don’t have the fumes, vibrations, or noise of gas-powered motorcycles. Do you think we need to market green technologies in ways that go beyond just cleaning up the atmosphere?
Yes. Approximately half the population in the United States isn’t motivated by concerns about climate change, and we have to reach them a different way. I strongly believe that climate solutions won’t just help our grandchildren; they’ll help make us healthier today, and ultimately help us save money.
Air pollution is the best example: Our air is cleaner today than when I was a boy. So is our water. But there are 100,000 Americans who still die from coal and car pollution every year in the United States, and one in five people worldwide — that’s 10 billion people a year who die from fossil fuel pollution. Those deaths are unnecessary and senseless. We have cleaner technologies available now. So if we can help people see that clean energy and climate solutions will restore our water and air, they might be more likely to say, “Okay, let’s give it a try.”
CO2 and methane are the big villains of the book, but I noticed that you don’t tangle with nitrous oxide too much. Was there any thinking behind that decision?
The problem with nitrous oxide is there are fewer things that we can do to reduce emissions. The number one source of nitrous oxide pollution — which causes about 10% of global warming, it’s not a trivial amount — is nitrogen fertilization for our crops. It’s a very complicated discussion when you get into growing food for people around the world, especially in poor countries, and climate change caused by resource consumption in richer countries. The issues are more complicated, and the solution set is smaller.
In your chapter about hydrogen — which you express some doubts about — you say it’s not your job as a scientist to “pick winners and losers.” I’m curious about these moments of tension between your personal opinions and your position as a scientist. When do you speak up, and when do you choose to stand back?
I wish I had a perfect answer to that. I speak more often now than I did earlier in my career. I feel that we’ve run out of time. There’s more urgency today. I feel like I no longer have the luxury of just letting the data speak. I want to try to help people understand the available solutions and the things that we can do individually and systematically.
To succeed in the fight against climate change, we will, I think, need to accept solutions that are not our favorites. And that’s a difficult message. People tend to fight everything they’re not 100% happy with, but the climate is not going to be fixed by any single solution.
The part of your book that made me the most anxious was the chapter about methane leaks, where you’re driving around Boston taking air samples and having the methane sensors go off all over the place. It also reminds me of the chapter on indoor air pollution and how many of these forms of pollution are so passive — like methane quietly leaking into our homes or up from under our streets.
The city home work has been really interesting, and it’s consumed a lot of recent years of my life — much more than I expected it to. And yet the biggest surprise of our methane work in the homes was how slow but consistent leaks from appliances like stoves and the pipes in people’s walls produced more pollution than the methane that leaked when the appliances were on. And that’s because the appliance might be on for an hour a day, but for 23 hours a day, the slow bleed of methane continues to the atmosphere.
It isn’t passive, though. The pollutants we document include NOx gases that trigger asthma. Benzene, formed in flames, is a carcinogen. We would never willingly stand over the tailpipe of a car breathing in the exhaust, yet we willingly stand over a stove, breathing the exact same pollutants, day after day, meal after meal, year after year.
Your book takes readers to many places worldwide. Is there any one project or organization that stands out to you as particularly exciting or crucial?
I very much enjoyed learning about green steel manufacturing. The chapter that I enjoyed the most, though, was the trip to Finland [to see the work of the Snowchange Cooperative, a landscape restoration group]. What I liked about that project, first of all, was seeing people taking matters into their own hands and working for solutions. But what was so interesting for me was the idea of “rewilding,” in the European sense — they’re not interested in trying to recreate an exact replica of something that was present in 1900. They’re trying to restore a functioning ecosystem that will still be there in 100 years. It’s a beautiful sight and the message was very moving for me.
The book vacillates between optimism and a kind of wary realism. I think that’s kind of the conundrum of climate activists on the whole, but is it something you have thoughts about? Do you want readers to come away hopeful, or are you hoping this galvanizes action, too?
That duality, that tension, is deeply rooted in me, and perhaps many people who care about climate and environment. I study the Earth for a living; I see the changes happening not just year to year but decade to decade from now. And you can’t help but be discouraged about the lack of progress.
But on the other hand, I talk to students about how optimism and hope are muscles we can exercise. My first homework assignment in every class is for students to find things that are better today than they were 50 or 100 years ago. That list is long: life expectancy and childhood mortality; water and air quality; the decline of global poverty despite all the injustices that remain. Then there are many specific examples, like the phase-out of leaded gasoline, the Montreal Protocol, and my favorite example, the U.S. Clean Air Act, which saves hundreds of thousands of lives a year at a 30-fold return on investment, so workers are healthier and more productive. We all breathe easier and pay lower medical expenses from air pollution. So I talk to students about how it’s important to acknowledge past successes; by doing so, we make future successes, such as climate, more likely.
Are there any last thoughts about your book that you want to leave readers with?
In the book, I tend to emphasize technologies — maybe to a fault. We don’t talk enough about reducing consumption and demand. The world is deeply unequal in terms of resource use and pollution.
I’m obviously a nerdy guy, and I talk about how we’re in the “myocene” — the my-ocene — the era when the top 1% of the world’s population contributes more fossil carbon emissions than half the people on Earth. The world cannot support the global population at the levels of resource use that we have in the United States right now. Either we need to reduce our energy use and consumption somewhat, or those other people in those other countries will aspire to be like us and they’ll produce and use more.
One example is cars: if everyone in the world owned cars at the rate we do, there would be 7 billion cars instead of about 1.5 billion. And I don’t care whether those cars are EVs or hydrogen vehicles or whatever; the world would not be a more sustainable and richer place with 5 billion more cars on it. We need to talk about using less in this country, not just building new things.
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Businesses were already bracing for a crash. Then came another 50% tariff on Chinese goods.
When I wrote Heatmap’s guide to driving less last year, I didn’t anticipate that a good motivation for doing so would be that every car in America was about to get a lot more expensive.
Then again, no one saw the breadth and depth of the Trump administration’s tariffs coming. “We would characterize this slate of tariffs as ‘worse than the worst case scenario,’” one group of veteran securities analysts wrote in a note to investors last week, a sentiment echoed across Wall Street and reflected in four days of stock market turmoil so far.
But if the economic downturn has renewed your interest in purchasing a bike or e-bike, you’ll want to act fast — and it may already be too late. Because Trump’s “Liberation Day” tariffs stack on top of his other tariffs and duties, the U.S. bicycle trade association PeopleForBikes calculated that beginning on April 9, the day the newest tariffs come into effect, the duty on e-bikes from China would be 79%, up from nothing at all under President Biden. The tariff on most non-electric bikes from China, meanwhile, would spike to 90%, up from 11% on January 1 of this year. Then on Tuesday, the White House announced that it would add another 50% tariff on China on top of that whole tariff stack, starting Wednesday, in retaliation for Beijing’s counter-tariffs.
Prior to the latest announcement, Jay Townley, a founding partner of the cycling industry consulting firm Human Powered Solutions, had told me that if the Trump administration actually followed through on a retaliatory 50% tariff on top of those duties, then “we’re out of business because nobody can afford to bring in a bicycle product at 100% or more in tariffs.”
It’s difficult to overstate how existential the tariffs are for the bicycle industry. Imports account for 97% of the bikes purchased in the United States, of which 87% come from China, making it “one of the most import-dependent and China-dependent industries in the U.S.,” according to a 2021 analysis by the Coalition for a Prosperous America, which advocates for trade-protectionist policies.
Many U.S. cycling brands have grumbled for years about America’s relatively generous de minimis exemption, a policy of waiving duties on items valued at less than $800. The loophole — which is what enables shoppers to buy dirt-cheap clothes from brands like Temu, Shein, and Alibaba — has also allowed for uncertified helmets and non-compliant e-bikes and e-bike batteries to flood the U.S. market. These batteries, which are often falsely marketed as meeting international safety standards, have been responsible for deadly e-bike fires in places like New York City. “A going retail for a good lithium-ion replacement battery for an e-bike is $800 to $1,000,” Townley said. “You look online, and you’ll see batteries at $350, $400, that come direct to you from China under the de minimis exemption.”
Cyclingnews reported recently that Robert Margevicius, the executive vice president of the American bicycle giant Specialized, had filed a complaint with the Trump administration over losing “billions in collectable tariffs” through the loophole. A spokesperson for Specialized defended Margevicius’ comment by calling it an “industry-wide position that is aligned with PeopleForBikes.” (Specialized did not respond to a request for clarification from Heatmap, though a spokesperson told Cyclingnews that de minimis imports permit “unsafe products and intellectual property violation.” PeopleForBikes’ general and policy counsel Matt Moore told me in an email that “we have supported reforming the way the U.S. treats low-value de minimis imports for several years.”)
Trump indeed axed China’s de minimis exemption as part of his April 2 tariffs — a small win for the U.S. bicycle brands. But any protection afforded by duties on cheap imported bikes and e-bikes will be erased by the damage from high tariffs imposed on China and other Asian countries. Fewer than 500,000 bicycles in a 10 million-unit market are even assembled in the United States, and essentially none is entirely manufactured here. “We do not know how to make a bike,” Townley told me flatly. Though a number of major U.S. brands employ engineers to design their bikes, when it comes to home-shoring manufacturing, “all of that knowledge resides in Taiwan, China, Vietnam. It isn’t here.”
In recent years, Chinese factories had become “very proficient at shipping goods from third-party countries” in order to avoid European anti-dumping duties, as well as leftover tariffs from Trump’s first term, Rick Vosper, an industry veteran and columnist at Bicycle Retailer and Industry News, told me. “Many Chinese companies built bicycle assembly plants in Vietnam specifically so the sourcing sticker would not say ‘made in China,’” he added. Of course, those bikes and component parts are now also subject to Trump’s tariffs, which are as high as 57% for Vietnam, 60% for Cambodia, and 43% for Taiwan for most bikes. (A potential added tariff on countries that import oil from Venezuela could bump them even higher.)
The tariffs could not come at a worse time for the industry. 2019 marked one of the slowest years for the U.S. specialty retail bike business in two decades, so when COVID hit — and suddenly everyone wanted a bicycle as a way of exercising and getting around — there was “no inventory to be had, but a huge influx of customers,” Vosper told me. In response, “major players put in huge increases in their orders.”
But by 2023, the COVID-induced demand had evaporated, leaving suppliers with hundreds of millions of dollars in inventory that they couldn’t move. Even by discounting wholesale prices below their own cost to make the product and offering buy-one-get-one deals, dealers couldn’t get the bikes off their hands. “All the people who wanted to buy a bike during COVID have bought a bike and are not ready to buy another one anytime soon,” Vosper said.
Going into 2025, many retailers were still dealing with the COVID-induced bicycle glut; Mike Blok, the founder of Brooklyn Carbon Bike Company in New York City, told me he could think of three or four tristate-area shops off the top of his head that have closed in recent months because they were sitting on inventory.
Blok, however, was cautiously optimistic about his own position. While he stressed that he isn’t a fan of the tariffs, he also largely sells pre-owned bikes. On the low end of the market, the tariffs will likely raise prices no more than about $15 or $20, which might not make much of a difference to consumer behavior. But for something like a higher-end carbon fiber bike, which can run $2,700 or higher and is almost entirely produced in Taiwan, the tariffs could mean an increase of hundreds of dollars for customers. “I think what that will mean for me is that more folks will be open to the pre-owned option,” Blok said, although he also anticipates his input costs for repairs and tuning will go up.
But there’s a bigger, and perhaps even more obvious, problem for bike retailers beyond their products becoming more expensive. “What I sell is not a staple good; people don’t need a bike,” Blok reminded me. “So as folks’ discretionary income diminishes because other things become more expensive, they’ll have less to spend on discretionary items.”
Townley, the industry consultant, confirmed that many major cycling brands had already seen the writing on the wall before Trump announced his tariffs and begun to pivot to re-sale. Bicycling Magazine, a hobbyist publication, is even promoting “buying used” as one of its “tips to help you save” under Trump’s tariffs. Savvy retailers might be able to pivot and rely on their service, customer loyalty, and re-sale businesses to stay afloat during the hard days ahead; Moore of PeopleForBikes also noted that “repair services may increase” as people look to fix what they already have.
And if you don’t have a bike or e-bike but were thinking about getting one as a way to lighten your car dependency, decarbonize your life, or just because they’re cool, “there are still good values to be found,” Moore went on. “Now is a great time to avoid a likely increase in prices.” Townley anticipated that depending on inventory, we’re likely 30 to 40 days away from seeing prices go up.
In the meantime, cycling organizations are scrambling to keep their members abreast of the coming changes. “PeopleForBikes is encouraging our members to contact their elected representatives about the very real impacts these tariffs will have on their companies and our industry,” Moore told me. The National Bicycle Dealers Association, a nonprofit supporting specialty bicycle retailers, has teamed up with the D.C.-based League of American Bicyclists, a ridership organization, to explore lobbying lawmakers for the first time in decades in the hopes that some might oppose the tariffs or explore carve-outs for the industry.
But Townley, whose firm Human Powered Solutions is assisting in NBDA’s effort, shared a grim conversation he had at a recent trade show in Las Vegas, where a new board member at a cycling organization had asked him “what can we do” about Trump’s tariffs.
“I said, ‘You’re out of time,” Townley recalled. “There isn’t much that can be done. All we can do is react.”
Any household savings will barely make a dent in the added costs from Trump’s many tariffs.
Donald Trump’s tariffs — the “fentanyl” levies on Canada, China, and Mexico, the “reciprocal” tariffs on nearly every country (and some uninhabited islands), and the global 10% tariff — will almost certainly cause consumer goods on average to get more expensive. The Yale Budget Lab estimates that in combination, the tariffs Trump has announced so far in his second term will cause prices to rise 2.3%, reducing purchasing power by $3,800 per year per household.
But there’s one very important consumer good that seems due to decline in price.
Trump administration officials — including the president himself — have touted cheaper oil to suggest that the economic response to the tariffs hasn’t been all bad. On Sunday, Secretary of the Treasury Scott Bessent told NBC, “Oil prices went down almost 15% in two days, which impacts working Americans much more than the stock market does.”
Trump picked up this line on Truth Social Monday morning. “Oil prices are down, interest rates are down (the slow moving Fed should cut rates!), food prices are down, there is NO INFLATION,” he wrote. He then spent the day posting quotes from Fox Business commentators echoing that idea, first Maria Bartiromo (“Rates are plummeting, oil prices are plummeting, deregulation is happening. President Trump is not going to bend”) then Charles Payne (“What we’re not talking about is, oil was $76, now it’s $65. Gasoline prices are going to plummet”).
But according to Neil Dutta, head of economic research at Renaissance Macro Research, pointing to falling oil prices as a stimulus is just another example of the “4D chess” theory, under which some market participants attribute motives to Trump’s trade policy beyond his stated goal of reducing trade deficits to as near zero (or surplus!) as possible.
Instead, oil markets are primarily “responding to the recession risk that comes from the tariff and the trade war,” Dutta told me. “That is the main story.” In short, oil markets see less global trade and less global production, and therefore falling demand for oil. The effect on household consumption, he said, was a “second order effect.”
It is true that falling oil prices will help “stabilize consumption,” Dutta told me (although they could also devastate America’s own oil industry). “It helps. It’ll provide some lift to real income growth for consumers, because they’re not spending as much on gasoline.” But “to fully offset the trade war effects, you basically need to get oil down to zero.”
That’s confirmed by some simple and extremely back of the envelope math. In 2023, households on average consumed about 700 gallons of gasoline per year, based on Energy Information Administration calculations that the average gasoline price in 2023 was $3.52, while the Bureau of Labor Statistics put average household gasoline expenditures at about $2,450.
Let’s generously assume that due to the tariffs and Trump’s regulatory and diplomatic efforts, gas prices drop from the $3.26 they were at on Monday, according to AAA, to $2.60, the average price in 2019. (GasBuddy petroleum analyst Patrick De Haanwrote Monday that the tariffs combined with OPEC+ production hikes could lead gas prices “to fall below $3 per gallon.”)
Let’s also assume that this drop in gas prices does not cause people to drive more or buy less fuel-efficient vehicles. In that case, those same 700 gallons cost the average American $1,820, which would generate annual savings of $630 on average per household. If we went to the lowest price since the Russian invasion of Ukraine, about $3 per gallon, total consumption of 700 gallons would cost a household about $2,100, saving $350 per household per year.
That being said, $1,820 is a pretty low level for annual gasoline consumption. In 2021, as the economy was recovering from the Covid recession and before gas prices popped, annual gasoline expenditures only got as low as $1,948; in 2020 — when oil prices dropped to literally negative dollars per barrel and gas prices got down to $1.85 a gallon — annual expenditures were just over $1,500.
In any case, if you remember the opening paragraphs of this story, even the most generous estimated savings would go nowhere near surmounting the overall rise in prices forecast by the Yale Budget Lab. $630 is less than $3,800! (JPMorgan has forecast a more mild increase in prices of 1% to 1.5%, but agrees that prices will likely rise and purchasing power will decline.)
But maybe look at it this way: You might be able to drive a little more than you expected to, even as your costs elsewhere are going up. Just please be careful! You don’t want to get into a bad accident and have to replace your car: New car prices are expected to rise by several thousand dollars due to Trump’s tariffs.
With cars about to get more expensive, it might be time to start tinkering.
More than a decade ago, when I was a young editor at Popular Mechanics, we got a Nissan Leaf. It was a big deal. The magazine had always kept long-term test cars to give readers a full report of how they drove over weeks and months. A true test of the first true production electric vehicle from a major car company felt like a watershed moment: The future was finally beginning. They even installed a destination charger in the basement of the Hearst Corporation’s Manhattan skyscraper.
That Leaf was a bit of a lump, aesthetically and mechanically. It looked like a potato, got about 100 miles of range, and delivered only 110 horsepower or so via its electric motors. This made the O.G. Leaf a scapegoat for Top Gear-style car enthusiasts eager to slander EVs as low-testosterone automobiles of the meek, forced upon an unwilling population of drivers. Once the rise of Tesla in the 2010s had smashed that paradigm and led lots of people to see electric vehicles as sexy and powerful, the original Leaf faded from the public imagination, a relic of the earliest days of the new EV revolution.
Yet lots of those cars are still around. I see a few prowling my workplace parking garage or roaming the streets of Los Angeles. With the faded performance of their old batteries, these long-running EVs aren’t good for much but short-distance city driving. Ignore the outdated battery pack for a second, though, and what surrounds that unit is a perfectly serviceable EV.
That’s exactly what a new brand of EV restorers see. Last week, car site The Autopiancovered DIYers who are scooping up cheap old Leafs, some costing as little as $3,000, and swapping in affordable Chinese-made 62 kilowatt-hour battery units in place of the original 24 kilowatt-hour units to instantly boost the car’s range to about 250 miles. One restorer bought a new battery on the Chinese site Alibaba for $6,000 ($4,500, plus $1,500 to ship that beast across the sea).
The possibility of the (relatively) simple battery swap is a longtime EV owner’s daydream. In the earlier days of the electrification race, many manufacturers and drivers saw simple and quick battery exchange as the solution for EV road-tripping. Instead of waiting half an hour for a battery to recharge, you’d swap your depleted unit for a fully charged one and be on your way. Even Tesla tested this approach last decade before settling for good on the Supercharger network of fast-charging stations.
There are still companies experimenting with battery swaps, but this technology lost. Other EV startups and legacy car companies that followed Nissan and Tesla into making production EVs embraced the rechargeable lithium-ion battery that is meant to be refilled at a fast-charging station and is not designed to be easily removed from the vehicle. Buy an electric vehicle and you’re buying a big battery with a long warranty but no clear plan for replacement. The companies imagine their EVs as something like a smartphone: It’s far from impossible to replace the battery and give the car a new life, but most people won’t bother and will simply move on to a new car when they can’t take the limitations of their old one anymore.
I think about this impasse a lot. My 2019 Tesla Model 3 began its life with a nominal 240 miles of range. Now that the vehicle has nearly six years and 70,000 miles on it, its maximum range is down to just 200, while its functional range at highway speed is much less than that. I don’t want to sink money into another vehicle, which means living with an EV’s range that diminishes as the years go by.
But what if, one day, I replaced its battery? Even if it costs thousands of dollars to achieve, a big range boost via a new battery would make an older EV feel new again, and at a cost that’s still far less than financing a whole new car. The thought is even more compelling in the age of Trump-imposed tariffs that will raise already-expensive new vehicles to a place that’s simply out of reach for many people (though new battery units will be heavily tariffed, too).
This is no simple weekend task. Car enthusiasts have been swapping parts and modifying gas-burning vehicles since the dawn of the automotive age, but modern EVs aren’t exactly made with the garage mechanic in mind. Because so few EVs are on the road, there is a dearth of qualified mechanics and not a huge population of people with the savvy to conduct major surgery on an electric car without electrocuting themselves. A battery-replacing owner would need to acquire not only the correct pack but also potentially adapters and other equipment necessary to make the new battery play nice with the older car. Some Nissan Leaf modifiers are finding their replacement packs aren’t exactly the same size, shape or weight, The Autopian says, meaning they need things like spacers to make the battery sit in just the right place.
A new battery isn’t a fix-all either. The motors and other electrical components wear down and will need to be replaced eventually, too. A man in Norway who drove his Tesla more than a million miles has replaced at least four battery packs and 14 motors, turning his EV into a sort of car of Theseus.
Crucially, though, EVs are much simpler, mechanically, than combustion-powered cars, what with the latter’s belts and spark plugs and thousands of moving parts. The car that surrounds a depleted battery pack might be in perfectly good shape to keep on running for thousands of miles to come if the owner were to install a new unit, one that could potentially give the EV more driving range than it had when it was new.
The battery swap is still the domain of serious top-tier DIYers, and not for the mildly interested or faint of heart. But it is a sign of things to come. A market for very affordable used Teslas is booming as owners ditch their cars at any cost to distance themselves from Elon Musk. Old Leafs, Chevy Bolts and other EVs from the 2010s can be had for cheap. The generation of early vehicles that came with an unacceptably low 100 to 150 miles of range would look a lot more enticing if you imagine today’s battery packs swapped into them. The possibility of a like-new old EV will look more and more promising, especially as millions of Americans realize they can no longer afford a new car.