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Do you want a light tailwind or a full-on hurricane?
“The only thing better for the climate than buying an EV over a gasoline-powered car is buying no car at all,” the climate scientist
Rob Jackson has written. But for many Americans, not having a car at all is the stuff of logistical and cultural nightmares. The average person living in the U.S. covers more than 1,000 miles per month in their vehicle, and nearly 45% of people don’t even have the option of opting for public transportation. Ditching your car? You might as well ask people to give up their cell phones.
But across the country, transportation advocates and e-bike warriors are looking for solutions to go, if not entirely car-less, then at least car-light. Heatmap has put together a comprehensive guide to help you make a decision that best fits your lifestyle, whether that’s becoming a superpedestrian, a committed e-bike user, or just trying to replace a couple of short-haul drives a week.
Doug Gordon is the cohost of “The War on Cars,” a podcast about the fight against car culture. He is also a writer, TV producer, and safe streets advocate, and he advises nonprofits and mobility companies on communications strategies to promote better streets and public infrastructure through his Brooklyn Spoke Media consulting business.
Alexa Sledge is the director of communications at Transportation Alternatives, a nonprofit organization that has worked to promote non-polluting, safe, and quiet travel in New York City since 1973.
Bryan Dean is the sales manager at The eBike Store in Portland, Oregon, which opened in 2008 as the city’s first e-bike-only retailer. He’s spent over six years helping customers pick out their perfect bikes and is also the creator of the #eBikeAnywhere hashtag.
Kevin Lau is a product specialist at REI with more than 20 years of experience. He is based out of Marlton, New Jersey.
Only 8% of U.S. households currently get by without owning a car, and less than 1% of Americans commute to work by bike. The U.S. is so driving-centric that we’re home to one-fifth of all the cars on the planet despite having less than 5% of the global population. Eleven states have more registered vehicles than people.
But just because driving has always been your default doesn’t mean it makes the most sense for the kind of travel you do — even if you live somewhere without great public transportation. Over half of all trips Americans make in a car are for a distance of less than three miles — perfect to convert into a bike ride.
“I think of mobility like a Swiss army knife: You have to use the right tool for the job,” Gordon told me. “If I just need to pick up a carton of milk, does it make sense to do that in a 6,000-pound metal box on wheels that is powered by dinosaur juice? Not so much.”
On average, commuting by bike in the U.S. saves an estimated $2,500 per year, and it has been found to have massive benefits for one’s mental health, cardiovascular health, and even productivity at work. Yes, even e-bikes!
“If you go to places like Copenhagen or Amsterdam — places where there are huge numbers of cyclists — and you poll those people, concern for the environment barely cracks the top five reasons why they cycle,” Gordon said. “The reasons why people cycle in Denmark and the Netherlands are because it’s safe and convenient, and it’s often the fastest and cheapest way to get where they’re going.”
Transportation is the most significant contributor to climate change in the United States, with nearly 60% of the sector’s greenhouse gas emissions coming from cars alone (another 23% comes from trucks). Replacing a quarter of your total driving with walking, biking, or e-biking could save 1.3 tons of greenhouse gas emissions per year, according to our friends at WattTime — about the same as forgoing burning 1,433 pounds of coal or three barrels of oil. If every American drove even a mere 10% less per year, it’d be like taking 28 coal-fired power plants offline.
You can still make a significant impact without ditching your car, in other words: You simply have to drive less. And the upsides are enormous. More Americans die of car pollution than in car accidents every year. Additionally, commuting by bike or by foot makes us healthier and happier.
It also helps us realize what our community priorities should be. “Individual action is not always what we need to focus on,” Gordon said. “We need to focus on institutional change. But my philosophy is that lots of individual action actually adds up to the political will to get the institutional change you need.”
A survey of studies from five countries (including the U.S.) found that the main barriers to cycling were low perceived safety, bad weather, lack of cycling infrastructure (including “shower facilities” at one’s destination), and distance and perceived effort.
Safety is a valid concern. Riding a bike is about 500 times more likely to be fatal than riding a bus, according to a 2007 study; even with the success of programs like New York’s Vision Zero, collisions with cars remain a real danger for people on bikes. The car-related pollution inhaled while cycling can also shorten a cyclist’s life by an estimated one to 40 days. But the benefits of cycling on average far outweigh the risks: Riding a bike adds an estimated three to 14 months to your life, even when the possibilities of collisions and air pollution are considered. The health benefits are so significant that a separate study by Swedish researchers found that cyclists had a 47% lower risk of early death and a 10% lower risk of hospitalization compared to car and train commuters.
What about concerns about shower availability and the “distance and perceived effort” of riding a bike? That’s where the advantages of an e-bike’s pedal assist come into play. “E-bikes are great at blasting through any concerns you have about sweat,” Gordon told me. Even in hot weather or on difficult terrain, pedal assist can keep you looking fresh when you arrive at the office.
The first step to driving less is thinking about when and where you can replace specific trips with walking, cycling, or public transportation instead. Lau told me his general rule of thumb is that if a trip is less than a mile and he can safely walk (i.e. if there are sidewalks or safe paths), then he’ll walk. “If it’s more than that, I’ll take the bike if I have a place to lock it or can bring it into my workplace or store,” he said. For trips where he might need some extra assistance — that are farther, longer, hillier, or will require carrying “more cargo without working as hard,” he’ll opt for an e-bike instead.
You can do a lot of this reconnaissance from your couch. Apple Maps and Google Maps can take a lot of the guesswork out of finding the best bike paths to and from your house and the other places you frequent, including informing you ahead of time if the route will require riding on major or minor roads or ones with protected bike lanes. Google and Apple Maps can also give you real-time information about public transportation options in your area (as well as allow you to plan for trips when service might be reduced, like late nights or weekends), and many transit systems now have their own apps to make tracking delays or alternative service simpler.
It’s funny how you don’t realize where the long, slow inclines are in your neighborhood until you’re huffing up them on a bike. Google Maps and Apple Maps can show you what elevation to expect on a walking or cycling route. If you live in a hillier area, an e-bike might be better than a traditional bike since it can take some of the ouch out of the ups.
“Something really, really important that people don’t always think about is gear,” Sledge told me. “It doesn’t necessarily have to be expensive, but if you can only ride your bike when it’s 80 degrees and sunny, that’s not the best scenario.”
If you live somewhere where it gets hot, rainy, snowy, windy, or the weather can change unexpectedly, think ahead of time about the sort of gear you’d need to make cycling or walking more comfortable. (We have a checklist of ideas below.)
California, Colorado, Connecticut, Hawaii, Massachusetts, New York, Oklahoma, and Vermont all have statewide tax credits or rebates to encourage e-bike adoption.
Live somewhere that isn’t on that list? Here is a super handy tracker from the Transportation Research and Education Center at Portland State University of more than 100 counties, cities, and municipalities that offer e-bike incentive programs. Also, look for e-bike lending libraries that might be in your area.
If you’re having trouble learning about the programs available to you, head into a brick-and-mortar e-bike shop in your area or connect with your local transportation advocacy group — they’ll know what programs you can take advantage of and be happy to point you in the right direction.
Do you know what bike enthusiasts love more than anything? Creating new bike enthusiasts. If you’re still feeling intimidated by the idea of getting on a bike — or even if you’re not — “find a friend who’s already doing it,” Gordon suggested. Bike people are “an evangelical bunch, and if you tell a friend who you know is into biking or bike commutes regularly that ‘Hey, I’m thinking of doing it,’ I can guarantee that person will be more than happy to hold your hand and help you through your first ride.”
There are dozens of emissions-free or emissions-light transportation options, from using your own two feet to digging the old beater bicycle out of your garage to going full Steve Wozniak with a Segway. The most important thing is to something you’ll actually use.
That said — “What’s really going to be the best option for most Americans is an e-bike,” Sledge told me. “That’s a true car replacement when so often a [traditional] bike can’t be a true, true, true car replacement.” E-bikes are simply more practical and comfortable for longer rides or daily commutes, and if you need to haul things like groceries or children, they can’t be beaten.
I’ve looked at all my options and don’t think I can drive any less than I already do. What can I do instead?
There’s no way around it: E-bikes are pricy. “An e-bike is going to be a big purchase — nowhere near as much as a car, but still, it’s a major purchase,” Sledge said. Even with incentive programs (more on that below), you’re likely to spend more than $1,000 out of pocket.
It is tempting to look for a bargain. But Dean stressed that manufacturers and bulk retailers are “sacrificing a lot” in terms of quality and service to make a profit at lower price points. As a rule, “If you’re spending less than $1,000 on any bike, it’s landfill,” he said. “And that waste is toxic — odds are, it isn’t going to be recycled properly.”
Gordon suggested that if you’re concerned about how often you’ll use an e-bike, it makes sense to get “a cheap regular bike” initially. “Then you can figure out if this is something you want to do in the long term, and after a few weeks, or a month, or a year, you can go, ‘Okay, I’m ready for the $1,000, $2,000, $5,000 bicycle.’”
Perspective is important, too. Yes, e-bikes are expensive — if you compare them to regular bikes. “If you compare them to cars, they’re a bargain,” Gordon said. “E-bikes are a replacement tool; they’re not an upgrade from other bikes. So if you’re a family with two cars and are going down to one, getting a $2,500 or even $5,000 e-bike is a relative bargain.” Additionally, many retailers — including The eBike Store in Portland, Oregon, where Dean works — offer installment plans to help make the purchase more manageable.
Conversion kits are a popular way to convert an analog bike you already own into an e-bike by attaching a motor to the front hub, rear hub, or mid-drive. Many of these kits can be found cheaply on websites like Amazon, though The Washington Post warns that it is still a “very Wild West market” and to only buy batteries from reputable e-bike battery brands (low-quality batteries are more likely to start fires). While converting to an e-bike might be a good option for you if you want to dip a toe in the e-bike water, you’ll still need to spend several hundred dollars to get a kit that gives you the same oomph as an actual e-bike. That said, whatever option gets you on a bike is the best one, and if you’re converter-kit curious, here’s a good guide for learning where to start.
“Buying a bike at a brick-and-mortar store from competent, kind people who love their job — customers are going to have a fantastic experience,” Dean told me. “They’re going to get a great taste for the bike, which means they’ll be riding it a lot. We’re not in the business of selling bikes that sit and rot in someone’s garage.”
It is especially important to go to a store with e-bike specialists on staff (rather than a bulk retailer like Costco — or worse, anything online) because the mechanics will have checked the bike over and adjusted the safety points so it’s ready to go. “You’re going to get educated and get a strong appreciation of the beautiful tool that you are buying, and learn how to operate it and make it last,” Dean added.
Most importantly, though, ensure you take the bike for a test ride before handing over your credit card. Any retailer worth its salt will offer this as an option; the best retailers will take you on a guided test ride, where they’ll teach you how to use the e-bike you’re trying out. But the bottom line is, “Don’t buy a bike that you haven’t ridden,” Dean said. “Ride the bike before you buy it; that’s in all-caps with smiley faces and exclamation points. Don't buy the bike if you can’t ride it first.”
“Buy the bike that’s going to put the biggest, dumbest smile on your face.”
Dean said he points riders looking to log miles to the Specialized Como. “When you’re commuting long miles, you want something comfortable, something that’s reliable, something that has a strong enough motor that will get you where you’re going and a big-enough battery that you’re not going to sweat it,” he said. The Specialized Como is also an excellent choice for people who want to “show up to work not sweaty” but maybe get a little bit more of a workout on the way home.
If you prefer commuting on a traditional bike, Lau suggested REI’s ADV 1.1, a road touring bike, or the CTY 1.1 bike, a less-expensive hybrid built for logging longer distances and enduring the daily wear-and-tear of a commute. His e-bike pick for commuters is the CTY e2.2, a popular, well-reviewed, and accessible commuter bike specifically marketed to “replace car trips.”
Dean loves to recommend Tern bikes to people who want to make trips with their kids. “They’ve been doing this for a long time, they have tons of great accessories, and they use Bosch power systems,” he said — all points in the bike’s favor. That customizability and reliability make it a good fit for families who want to be able to tailor the bike to their needs and price point while also not having to worry about it breaking down in the middle of a toddler’s meltdown.
But there is one other primary reason why Dean points parents to Tern. “All of their bikes are rider first, cargo behind” — versus bucket bikes that put the cargo in front of the rider. While the latter design is also popular, it also means that if you’re trying to squeak out into traffic, you’re nosing your most precious cargo ahead of you, into potential harm’s way.
Lau offered three options for e-bikes that won’t make you miss the trunk of your car, starting with the Cannondale Cargowagen, which can lug up to 440 pounds — that is a lot of Chili & Lime Flavored Rolled Corn Tortilla Chips. Its range isn’t quite as good as some other bikes on the market — the battery is 545 watt-hours — so it’s probably a better fit for people who live in higher-density areas or near their preferred market. (You can always buy a second battery if you want a little more range.) The Cargowagen is also a class 3 bike, meaning you won’t have to worry about the ice cream melting before you can get home.
Like Dean, Lau loves to recommend Tern bikes for handling heavy loads, especially the Tern GSD S00, which conveniently folds up so it can even be stored in an apartment or transported in an elevator while still being compatible with Tern’s line of cargo-carrying products — but at almost $6,000 before add-ons, it’ll likely be out of many first-time e-bikers’ budgets. Tern’s Vektron S10 is a less expensive option and still has the power to handle hilly roads with six Trader Joe’s bags in tow. (Note that both Terns are class 1 bikes, meaning the pedal assist tops out at 20 miles per hour.)
“Lightweight e-bikes are out there,” Dean said, and can be had — for the right amount of money. “They’re usually going to start around $3,500 to $4,000 and then go up from there,” he told me, pointing to Specialized as one of his favorite lightweight brands.
Keep in mind that you may not need a lightweight e-bike. “No one has ever come in and said, ‘I want a heavy bike,’” Dean pointed out. Electric motors are, by necessity, heavy, so getting a lighter bike can mean sacrificing half the motor and battery. There are workarounds: “If you have stairs to go up, almost all of these bikes have a walk assist mode,” which gently turns the tires so you’re not fighting gravity on your own, Dean told me. Likewise, if you’re trying to load your bike onto a car rack, “you don’t have to Hulk it up there; you can be a little smarter about your efforts by picking up the front wheel and putting it in the rack behind your car. Then pick up the back wheel.” If you’re really struggling with your bike, you can always pop off the battery — one of the heavier components — and carry it separately.
The best new commuter bike you can get away with is the CTY 1.1, the analog bike Lau recommended above, but for an e-bike option, he points customers to the Co-op CTY e2.1, an easy, accessible, no-frills class 1 bike that won’t run you more than $2,000. It might be a little light on features for a serious urban commuter, though.
Dean told me that the Gazelle Medeo and some of the bikes from Electra Country will have price points that could be more acceptable to customers on a budget. Gazelle uses the reliable Bosch power system, and the Medeo is “really good” and comes in “multiple versions.” (I found one for less than $2,000). Electra Country is a subsidiary of Trek and is a “one-size-fits-all, beach cruiser-looking bike” that comes in super fun colors.
Congratulations! You’re the proud owner of a bike or an e-bike (or skateboard or e-scooter or a really good pair of walking shoes). What happens now?
While the benefits of riding a bike (or any other form of active transportation) still outweigh the risks, cars are getting bigger, their blindspots are getting larger, and pedestrian and cyclist deaths nationwide are at a 40-year high. Even electric vehicles might be a small part of the problem since they’re so much heavier than regular cars — and that much more dangerous if you get hit.
I asked Sledge how newly carless commuters could become better pedestrians, and she quickly corrected me. “There is no such thing as being a good pedestrian,” she said. “So often, in the United States, when we have groups of people that are consistently harmed by other groups of people, we’re like, ‘How can the victims be better?’ And the real answer is, ‘How can we create systems and designs that protect those people?’”
We’ll get into that. But the bottom line is: be safe when you’re out on the road. Learn how to navigate intersections safely, and don’t take unnecessary risks. Especially if you’re on an e-bike, “You’re traveling faster than most cars are expecting you to,” Dean said. “To remember that, imagine you are not only invisible, but they’re all trying to kill you.”
“Riding a bike is a really good entry for a lot of people into larger political conversations about climate, the design of their cities or towns, and a host of other issues,” Gordon told me. It might only be a short amount of time before you start to wonder why there aren’t more protected bike lanes in your town or city, or why mass transit isn’t reaching your neighborhood or destination, or why lousy road design is making your commute more dangerous than it should be.
There’s some good news, though: There has never been a better time to become a transit advocate. “It could be as small as your block, or your neighborhood, or your city, but there are tons of groups all over the country that focus on working to make them safer and better for the people in them,” Sledge said.
One of the best places to start is by making your voice and your values heard. As Sledge reminded me, car companies already have — and continue to spend money and time lobbying policies that are better for drivers (and their bottom lines) than others on the road. But where to begin? “First, I would look for any kind of organization in your community, your neighborhood, or your city that focuses on safe streets or fighting climate change, and see if you can get involved with them,” Sledge said. “And if you don’t have that kind of organization, start to go to your city council meetings, making your voice heard with your local representatives — those kinds of things really make a difference.”
Another great resource is Transportation for America’s Transit Advocate Guide, which takes you step-by-step through building a movement in your community. Transportation Alternatives also hosts occasional activist trainings to help you learn how to organize successful campaigns in your neighborhood.
Maybe you bought an e-bike or a monthly metro pass … but you’ve been unable to quit your car the way you thought you would. That’s okay! This is not an all-or-nothing activity. “Don’t feel guilty if you’re still driving,” Gordon stressed. Remember that “you’re operating within a system that is built for you to drive, so starting small is really good.” Every fit and start of progress helps.
Remember also that better, low- and zero-emissions-friendly infrastructure and a pedestrian-first culture aren’t going to be built overnight. Even the most hard-core among us still need to use cars occasionally. Just “reimagining how we’re going to truly allocate our public resources — our public dollars, our public services — to serve everyone, and radically rethinking how to do that, is so important,” Sledge said.
I will leave you with one last instruction for ditching your car. When you discover the bike that lets you “follow your joy, follow your bliss,” and puts a “smile on your face” — as Dean likes to say — don’t keep it to yourself.
Someone else in your community is beginning to think about ditching their car, too. It’s your turn now. Go forth. Become someone else’s enthusiastic bike geek.
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Half of all Americans are sweating under one right now.
Like a bomb cyclone, a polar vortex, or an atmospheric river, a heat dome is a meteorological phenomenon that feels, well, a little made up. I hadn’t heard the term before I found myself bottled beneath one in the Pacific Northwest in 2021, where I saw leaves and needles brown on living trees. Ultimately, some 1,400 people died from the extreme heat in British Columbia, Washington, and Oregon that summer weekend.
Since that disaster, there have been a number of other high-profile heat dome events in the United States, including this week, over the Midwest and now Eastern and Southeastern parts of the country. On Monday, roughly 150 million people — about half the nation’s population — faced extreme or major heat risks.
“I think the term ‘heat dome’ was used sparingly in the weather forecasting community from 10 to 30 years ago,” AccuWeather senior meteorologist Brett Anderson told me, speaking with 36 years as a forecaster under his belt. “But over the past 10 years, with global warming becoming much more focused in the public eye, we are seeing ‘heat dome’ being used much more frequently,” he went on. “I think it is a catchy term, and it gets the public’s attention.”
Catching the public’s attention is critical. Heat is the deadliest weather hazard in the U.S., killing more people annually than hurricanes, floods, tornadoes, or extreme cold. “There is a misunderstanding of the risk,” Ashley Ward, the director of the Heat Policy Innovation Hub at Duke University, told me. “A lot of people — particularly working age or younger people — don’t feel like they’re at risk when, in fact, they are.”
While it seems likely that the current heat dome won’t be as deadly as the one in 2021 — not least because the Midwest and Southeastern regions of the country have a much higher usage of air conditioning than the Pacific Northwest — the heat in the eastern half of the country is truly extraordinary. Tampa, Florida reached 100 degrees Fahrenheit on Sunday for the first time in its recorded history. Parts of the Midwest last week, where the heat dome formed before gradually moving eastward, hit a heat index of 128 degrees.
Worst of all, though, have been the accompanying record-breaking overnight temperatures, which Ward told me were the most lethal characteristics of a heat dome. “When there are both high daytime temperatures and persistently high overnight temperatures, those are the most dangerous of circumstances,” Ward said.
Although the widespread usage of the term “heat dome” may be relatively new, the phenomenon itself is not. The phrase describes an area of “unusually strong” high pressure situated in the upper atmosphere, which pockets abnormally warm air over a particular region, Anderson, the forecaster, told me. “These heat domes can be very expansive and can linger for days, and even a full week or longer,” he said.
Anderson added that while he hasn’t seen evidence of an increase in the number of heat domes due to climate change, “we may be seeing more extreme and longer-lasting heat domes” due to the warmer atmosphere. A heat dome in Europe this summer, which closed the Eiffel Tower, tipped temperatures over 115 degrees in parts of Spain, and killed an estimated 2,300 people, has been linked to anthropogenic warming. And research has borne out that the temperatures and duration reached in the 2021 Pacific Northwest heat dome would have been “virtually impossible without human-caused climate change.”
The link between climate change and heat domes is now strong enough to form the basis for a major legal case. Multnomah County, the Oregon municipality that includes Portland, filed a lawsuit in 2023 against 24 named defendants, including oil and gas companies ExxonMobil, Shell, and BP, seeking $50 million in damages and $1.5 billion in future damages for the defendants’ alleged role in the deaths from the 2021 heat dome.
“As we learned in this country when we took on Big Tobacco, this is not an easy step or one I take lightly, but I do believe it’s our best way to fight for our community and protect our future,” Multnomah County Chair Jessica Vega Pederson said in a statement at the time. The case is now in jeopardy following moves by the Trump administration to prevent states, counties, and cities from suing fossil fuel companies for climate damages. (The estate of a 65-year-old woman who died in the heat dome filed a similar wrongful death lawsuit in Seattle’s King County Superior Court against Big Oil.)
Given the likelihood of longer and hotter heat dome events, then, it becomes imperative to educate people about how to stay safe. As Ward mentioned, many people who are at risk of extreme heat might not even know it, such as those taking commonly prescribed medications for anxiety, depression, PTSD, diabetes, and high blood pressure, which interfere with the body’s ability to thermoregulate. “Let’s just say recently you started taking high blood pressure medicine,” Ward said. “Every summer prior, you never had a problem working in your garden or doing your lawn work. You might this year.”
Air conditioning, while life-saving, can also stop working for any number of reasons, from a worn out machine part to a widespread grid failure. Vulnerable community members may also face hurdles in accessing reliable AC. There’s a reason the majority of heat-related deaths happen indoors.
People who struggle to manage their energy costs should prioritize cooling a single space, such as a bedroom, and focus on maintaining a cool core temperature during overnight hours, when the body undergoes most of its recovery. Blotting yourself with a wet towel or washcloth and sitting in front of a fan can help during waking hours, as can visiting a traditional cooling center, or even a grocery store or movie theater.
Health providers also have a role to play, Ward stressed. “They know who has chronic underlying health conditions,” she said. “Normalize asking them about their situation with air conditioning. Normalize asking them, ‘Do you feel like you have a safe place to go that’s cool, that you can get out of this heat?’”
For the current heat dome, at least, the end is in sight: Incoming cool air from Canada will drop temperatures by 10 to 20 degrees in cities like Philadelphia and Washington, D.C., with lows potentially in the 30s by midweek in parts of New York. And while there are still hot days ahead for Florida and the rest of the Southeast, the cold front will reach the region by the end of the week.
But even if this ends up being the last heat dome of the summer, it certainly won’t be in our lifetimes. The heat dome has become inescapable.
On betrayed regulatory promises, copper ‘anxiety,’ and Mercedes’ stalled EV plans
Current conditions: New York City is once again choking on Canadian wildfire smoke • Torrential rain is flooding southeastern Slovenia and northern Croatia • Central Asia is bracing for the hottest days of the year, with temperatures nearing 100 degrees Fahrenheit in Uzbekistan’s capital of Tashkent all week.
In May, the Trump administration signaled its plans to gut Energy Star, the energy efficiency certification program administered by the Environmental Protection Agency. Energy Star is extremely popular — its brand is recognized by nearly 90% of Americans — and at a cost to the federal government of just $32 million per year, saves American households upward of $40 billion in energy costs per year as of 2024, for a total of more than $500 billion saved since its launch in 1992, by the EPA’s own estimate. Not only that, as one of Energy Star’s architects told Heatmap’s Jeva Lange back in May, more energy efficient appliances and buildings help reduce strain on the grid. “Think about the growing demands of data center computing and AI models,” RE Tech Advisors’ Deb Cloutier told Jeva. “We need to bring more energy onto the grid and make more space for it.”
That value has clearly resonated with lawmakers on the Hill. Legislators tasked with negotiating appropriations in both the Senate and the House of Representatives last week proposed fully funding Energy Star at $32 million for the next fiscal year. It’s unclear how the House’s decision to go into recess until September will affect the vote, but Ben Evans, the federal legislative director at the U.S. Green Building Council, said the bill is “a major step in the right direction demonstrating that ENERGY STAR has strong bipartisan support on Capitol Hill.”
A worker connects panels on floating solar farm project in Huainan, China. Kevin Frayer/Getty Images
The United States installed just under 11 gigawatts of solar panels in the first three months of this year, industry data show. In June alone, China installed nearly 15 gigawatts, PV Tech reported. And, in a detail that demonstrates just how many panels the People’s Republic has been deploying at home in recent years, that represented an 85% drop from the previous month and close to a 40% decline compared to June of last year.
The photovoltaic installation plunge followed Beijing’s rollout of two new policies that changed the renewables business in China. The first, called the 531 policy, undid guaranteed feed-in tariffs and required renewable projects to sell electricity on the spot market. That took effect on June 1. The other, called the 430 policy, took effect on May 1 and mandated that new distributed solar farms consume their own power first before allowing the sale of surplus electricity to the grid. As a result of the stalled installations, a top panel manufacturer warned the trade publication Opis that companies may need to raise prices by as much as 10%.
For years now, Fortescue, the world’s fourth-biggest producer of iron ore, has directed much of the earnings from its mines in northwest Australia and steel mills in China toward building out a global green hydrogen business. But changes to U.S. policy have taken a toll. Last week, Fortescue told investors it was canceling its green hydrogen project in Arizona, which had been set to come online next year. It’s also abandoning its plans for a green hydrogen plant on Australia’s northeastern coast, The Wall Street Journal reported.
“A shift in policy priorities away from green energy has changed the situation in the U.S.,” Gus Pichot, Fortescue’s chief executive of growth and energy, told analysts on a call. “The lack of certainty and a step back in green ambition has stopped the emerging green-energy markets, making it hard for previously feasible projects to proceed.” But green hydrogen isn’t dead everywhere. Just last week, the industrial gas firm Air Liquide made a final decision to invest in a 200-megawatt green hydrogen plant in the Netherlands.
The Trump administration put two high-ranking officials at the National Oceanic and Atmospheric Administration on administrative leave, CNN reported. The reasoning behind the move wasn’t clear, but both officials — Steve Volz, who leads NOAA’s satellites division, and Jeff Dillen, NOAA’s deputy general counsel — headed up the investigation into whether President Donald Trump violated NOAA’s scientific integrity policies during his so-called Sharpiegate scandal.
The incident from September 2019, during Trump’s first term, started when the president incorrectly listed Alabama among the states facing a threat from Hurricane Dorian. Throughout the following week, Trump defended the remark, insisting he had been right, and ultimately showed journalists a weather map that had been altered with a black Sharpie market to show the path of the storm striking Alabama. NOAA’s investigation into the incident concluded that Neil Jacobs, the former agency official who backed Trump at the time and is now nominated to serve as chief, succumbed to political pressure and violated scientific integrity rules.
In March, North Carolina’s Republican-controlled Senate passed a bill to repeal the state’s climate law and scrap the 2030 deadline by which the monopoly utility Duke Energy had to slash its planet-heating emissions by 70% compared to 2005 levels. Governor Josh Stein, a Democrat, vetoed the legislation. But on Tuesday, the GOP majorities in both chambers of the legislature plan to vote to override the veto.
Doing so and enacting the bill could cost North Carolina more than 50,000 jobs annually and cause tens of billions of dollars in lost investments, Canary Media’s Elizabeth Ouzts reported. That’s according to a new study from a consultancy commissioned by clean-energy advocates in the state. The analysis is based on data from the state-sanctioned consumer advocate, Public Staff.
For years, a mystery has puzzled scientists: Why did Neanderthal remains show levels of a nitrogen isotope only seen among carnivores like hyenas and wolves that eat more meat than a hominid could safely consume? New research finally points to an answer: Neanderthals were eating putrefying meat garnished with maggots, said Melanie Beasley, an anthropologist at Purdue University. “When you get the lean meat and the fatty maggot, you have a more complete nutrient that you’re consuming.”
Oregon’s Cram Fire was a warning — the Pacific Northwest is ready to ignite.
What could have been the country’s first designated megafire of 2025 spluttered to a quiet, unremarkable end this week. Even as national headlines warned over the weekend that central Oregon’s Cram Fire was approaching the 100,000-acre spread usually required to achieve that status, cooler, damper weather had already begun to move into the region. By the middle of the week, firefighters had managed to limit the Cram to 95,736 acres, and with mop-up operations well underway, crews began rotating out for rest or reassignment. The wildfire monitoring app Watch Duty issued what it said would be its final daily update on the Cram Fire on Thursday morning.
By this time in 2024, 10 megafires had already burned or ignited in the U.S., including the more-than-million-acre Smokehouse Creek fire in Texas last spring. While it may seem wrong to describe 2025 as a quieter fire season so far, given the catastrophic fires in the Los Angeles area at the start of the year, it is currently tracking below the 10-year average for acres burned at this point in the season. Even the Cram, a grassland fire that expanded rapidly due to the hot, dry conditions of central Oregon, was “not [an uncommon fire for] this time of year in the area,” Bill Queen, a public information officer with the Pacific Northwest Complex Incident Management Team 3, told me over email.
At the same time, the Cram Fire can also be read as a precursor. It was routine, maybe, but also large enough to require the deployment of nearly 900 fire personnel at a time when the National Wildland Fire Preparedness Level is set to 4, meaning national firefighting resources were already heavily committed when it broke out. (The preparedness scale, which describes how strapped federal resources are, goes up to 5.) Most ominous of all, though, is the forecast for the Pacific Northwest for “Dirty August” and “Snaptember,” historically the two worst months of the year in the region for wildfires.
National Interagency Coordination Center
“Right now, we’re in a little bit of a lull,” Jessica Neujahr, a public affairs officer with the Oregon Department of Forestry, acknowledged to me. “What comes with that is knowing that August and September will be difficult, so we’re now doing our best to make sure that our firefighters are taking advantage of having time to rest and get rejuvenated before the next big wave of fire comes through.”
That next big wave could happen any day. The National Interagency Fire Center’s fire potential outlook, last issued on July 1, describes “significant fire potential” for the Northwest that is “expected to remain above average areawide through September.” The reasons given include the fact that “nearly all areas” of Washington and Oregon are “abnormally dry or in drought status,” combined with a 40% to 60% probability of above-average temperatures through the start of the fall in both states. Moisture from the North American Monsoon, meanwhile, looks to be tracking “largely east of the Northwest.” At the same time, “live fuels in Oregon are green at mid to upper elevations but are drying rapidly across Washington.”
In other words, the components for a bad fire season are all there — the landscape just needs a spark. Lightning, in particular, has been top of mind for Oregon forecasters, given the tinderbox on the ground. A single storm system, such as one that rolled over southeast and east-central Oregon in June, can produce as many as 10,000 lightning strikes; over the course of just one night earlier this month, thunderstorms ignited 72 fires in two southwest Oregon counties. And the “kicker with lightning is that the fires don’t always pop up right away,” Neujahr explained. Instead, lightning strike fires can simmer for up to a week after a storm, evading the detection of firefighting crews until it’s too late. “When you have thousands of strikes in a concentrated area, it’s bound to stretch the local resources as far as they can go,” Neujahr said.
National Interagency Coordination Center
The National Interagency Fire Center has “low confidence … regarding the number of lightning ignitions” for the end of summer in the Northwest, in large part due to the incredible difficulty of forecasting convective storms. Additionally, the current neutral phase of the El Niño-Southern Oscillation means there is a “wide range of potential lightning activity” that adds extra uncertainty to any predictions. The NIFC’s higher confidence in its temperature and precipitation outlooks, in turn, “leads to a belief that the ratio of human to natural ignitions will remain high and at or above 2024 levels.” (An exploding transformer appears to have been the ignition source for the Cram Fire; approximately 88% of wildfires in the United States have human-caused origins, including arson.)
Periodic wildfires are a naturally occurring part of the Western ecosystem, and not all are attributable to climate change. But before 1995, the U.S. averaged fewer than one megafire per year; between 2005 and 2014, that average jumped to 9.8 such fires per year. Before 1970, there had been no documented megafires at all.
Above-average temperatures and drought conditions, which can make fires larger and burn hotter, are strongly associated with a warming atmosphere, however. Larger and hotter fires are also more dangerous. “Our biggest goal is always to put the fires out as fast as possible,” Neujahr told me. “There is a correlation: As fires get bigger, the cost of the fire grows, but so do the risks to the firefighters.”
In Oregon, anyway, the Cram Fire’s warning has registered. Shortly after the fire broke out, Oregon Governor Tina Kotek declared a statewide emergency with an eye toward the months ahead. “The summer is only getting hotter, drier, and more dangerous — we have to be prepared for worsening conditions,” she said in a statement at the time.
It’s improbable that there won’t be a megafire this season; the last time the U.S. had a year without a fire of 100,000 acres or more was in 2001. And if or when the megafire — or megafires — break out, all signs point to the “where” being Oregon or Washington, concentrating the area of potential destruction, exhausting local personnel, and straining federal resources. “When you have two states directly next to each other dealing with the same thing, it just makes it more difficult to get resources because of the conflicting timelines,” Neujahr said.
By October, at least, there should be relief: The national fire outlook describes “an increasing frequency of weather systems and precipitation” that should “signal an end of fire season” for the Northwest once fall arrives. But there are still a long 68 days left to go before then.