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Sweltering heat and earlier sunsets are a big problem for solar power.
The biggest problem in renewable energy goes by a few names.
Classically, it’s called the “duck curve,” which shows the relationship between solar generation and how much power the rest of the grid uses during the day. At the bottom of the curve, typically around midday, solar can sometimes generate 100% of the power demanded from the grid. But as the sun traces its arc towards the horizon, solar power generation falls and then quickly goes to zero as the sun sets. Often, temperatures and electricity use remains high, especially as people come home from work and start using home appliances, meaning non-solar sources of power must quickly come on line to fill in the gap.
It’s not a coincidence that utilities and grid operators tend to ask consumers to conserve in the later afternoon or evening. The phenomenon is classically associated with solar-heavy California, but it has come to Texas as well, where it goes by the name of the “Armadillo Curve” or the “Dead Armadillo Curve.”
But the relation between the sun and the Earth doesn’t just create darkness and light on daily scales but on annual ones as well. Yes, I know this isn’t breaking news, but it’s important, especially as the power system and climate are changing.
Right now we might be in the neck of the annual duck curve.
In case you haven’t noticed, the sun is setting earlier and it’s still really hot out. Kids are going back to school while much of the country is still facing summer temperatures.
In New York City this week, high temperatures are forecast to get into the 90s, while the sun will set before 7:30; in Washington, D.C., forecast highs are over 100 later this week with a sunset just past 7:30; in Houston, daytime highs to get over 100 later this week, with the sun setting before 7:40; and in Los Angeles , sunsets are at around 7:15 with expected daytime highs in the 90s this weekend.
And Septembers are only getting hotter. Septembers 2021 and 2022 were tied for the fifth hottest on record for the last 143 years, according to the National Oceanic and Atmospheric Administration; 10 of the hottest Septembers have occurred since 2012. The warmest was in 2020.
These higher temperatures mean prolonged periods of high electricity usage, even as one resource — solar — becomes less potent. This matters because, at least in the United States, we tend to organize our lives — and our electricity usage — around the clock, not the sun.
As the sun is setting earlier, our high electricity usage stretches longer compared to the length of the solar day, exacerbating the duck curve dynamics inherent to solar power. A dishwasher that runs when the sun’s still up in July is pulling the same power from the grid as one that runs during fall’s early twilight. The saving grace of shorter days in a grid that uses solar power is supposed to be that air conditioning usage goes down, but that doesn’t happen when summer temperatures persist past Labor Day.
If hot Septembers and even Octobers become the norm, grid conditions could tighten up both during and across the days, with higher cost, less reliable power or increased usage of fossil fuels to fill in the gap.
These longer, hotter summers can make operating electric grids more difficult. ERCOT, the electricity market that covers the vast majority of Texas, restricts power plants from having planned outages between May 15 and September 15 for maintenance. While still in the summer restriction window, ERCOT on Tuesday issued an alert for later this week, warning of “forecasted higher temperatures, higher electrical demand, and the potential for lower reserves.” If ERCOT extends its restrictions on outages for maintenance, there should be more unplanned outages, making power scarcer, meaning higher prices and a greater possibility of blackouts.
Not every country sees peak electricity usage in late summer. In New England, peak electricity demand tends to hit in July. In the sprawling PJM Interconnection last year, the electricity market that spans from the Chicago area to Virginia, demand peaks tended to be in June or August. In New York, peak demand is often in July.
But summer peaks are later in the year in two the country's largest electricity markets: California and Texas.
The Texas energy market had hit its peak day in July in 2022, but it moved out to August this year. And Texas is already bursting through its September demand records. It reached over 78,000 megawatts in just the first week of this month, well over its previous record of 72,370 megawatts, which it set in 2021.
And California hit its power demand record last September amidst a heat wave that covered much of the western United States.
It’s not just there being literally fewer hours of sunlight that drags down solar production later in the year, but also the lower angle of the sun. “As the sun gets lower in the sky we see solar production numbers will drop,” Joshua Rhodes, a senior research scientist at the University of Texas, told me.
“As the sun is lower in the sky it’s up fewer hours ... the photons are coming in at a steeper angle, the panels are not going to get as much light. Even when the sun is at the highest point of the day, the panels are not getting the same level of irradiance as when the sun is at the highest point of the day [at other times of year].”
The best angle for solar panels can change around 15 degrees a year, depending on the year and solar panels are more efficient when they can track the sun during the day. Most homeowners who install solar panels won’t have tracking technology, while utility-scale solar developers are more likely to. This means that a state like Texas, whose renewable mix is more focused on large solar arrays, could see less dramatic drop-offs in solar power throughout the day or throughout the year than a state like California, which has more residential solar.
A roof-mounted four kilowatt-hour solar PV system with standard specs where I grew up in Northern California would get 7.45 kilowatts-hours per meter squared per day in July, generating 689 kilowatt-hours of power, according to National Renewable Energy Laboratory PVWatts tool; in September, solar radiation would drop down to 6.6 kilowatt-hours per meter squared per day and 587 kilowatt-hours per month.
This admittedly basic math suggests it's possible California could struggle this month — and in future Septembers — with meeting electricity demand.
In the past 10 years, California’s annual load peak has occurred in September five times, with the peak loads in 2022 and 2021 occurring on September 6 and 8 respectively.
This year has been, so far, not particularly stressful for the Golden State’s grid thanks to some good luck — no region-wide, prolonged heat waves that max out California’s grid and make imports scarce, mild temperatures on the coasts where the state’s population is concentrated, no major wildfires, and plentiful hydro power thanks to massive snowfall this past winter — as well as massive deployment of batteries across the grid. The batteries especially can help alleviate these duck curve dynamics, as they essentially redistribute power from the sunniest part of the day to the evenings.
While Texas set several new records this year in electricity usage, California has stayed well short of its 52,000 megawatt record last September. California set records for solar power in June and July, with almost 16,000 megawatts, while total demand over 40,000 megawatts.
“While we haven’t seen substantial stress on the grid this summer, we haven’t been fully tested. If we got the kind of west-wide heat we experienced in September 2022, we could need to tap into the state’s emergency or strategic reserves again,” Anne Gonzales, a spokesperson for the California Independent System Operator, told me in an email.
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What he wants them to do is one thing. What they’ll actually do is far less certain.
Donald Trump believes that tariffs have almost magical power to bring prosperity; as he said last month, “To me, the world’s most beautiful word in the dictionary is tariffs. It’s my favorite word.” In case anyone doubted his sincerity, before Thanksgiving he announced his intention to impose 25% tariffs on everything coming from Canada and Mexico, and an additional 10% tariff on all Chinese goods.
This is just the beginning. If the trade war he launched in his first term was haphazard and accomplished very little except costing Americans money, in his second term he plans to go much further. And the effects of these on clean energy and climate change will be anything but straightforward.
The theory behind tariffs is that by raising the price of an imported good, they give a stronger footing in the market; eventually, the domestic producer may no longer need the tariff to be competitive. Imposing a tariff means we’ve decided that a particular industry is important enough that it needs this kind of support — or as some might call it, protection — even if it means higher prices for a while.
The problem with across-the-board tariffs of the kind Trump proposes is that they create higher prices even for goods that are not being produced domestically and probably never will be. If tariffs raise the price of a six-pack of tube socks at Target from $9.99 to $14.99, it won’t mean we’ll start making tube socks in America again. It just means you’ll pay more. The same is often true for domestic industries that use foreign parts in their manufacturing: If no one is producing those parts domestically, their costs will unavoidably rise.
The U.S. imported over $3 trillion worth of goods in 2023, and $426 billion from China alone, so Trump’s proposed tariffs would represent hundreds of billions of dollars of increased costs. That’s before we account for the inevitable retaliatory tariffs, which is what we saw in Trump’s first term: He imposed tariffs on China, which responded by choking off its imports of American agricultural goods. In the end, the revenue collected from Trump’s tariffs went almost entirely to bailing out farmers whose export income disappeared.
The past almost-four years under Joe Biden have seen a series of back-and-forth moves in which new tariffs were announced, other tariffs were increased, exemptions were removed and reinstated. For instance, this May Biden increased the tariff on Chinese electric vehicles to over 100% while adding tariffs on certain EV batteries. But some of the provisions didn’t take effect right away, and only certain products were affected, so the net economic impact was minimal. And there’s been nothing like an across-the-board tariff.
It’s reasonable to criticize Biden’s tariff policies related to climate. But his administration was trying to navigate a dilemma, serving two goals at once: reducing emissions and promoting the development of domestic clean energy technology. Those goals are not always in alignment, at least in the short run, which we can see in the conflict within the solar industry. Companies that sell and install solar equipment benefit from cheap Chinese imports and therefore oppose tariffs, while domestic manufacturers want the tariffs to continue so they can be more competitive. The administration has attempted to accommodate both interests with a combination of subsidies to manufacturers and tariffs on certain kinds of imports — with exemptions peppered here and there. It’s been a difficult balancing act.
Then there are electric vehicles. The world’s largest EV manufacturer is Chinese company BYD, but if you haven’t seen any of their cars on the road, it’s because existing tariffs make it virtually impossible to import Chinese EVs to the United States. That will continue to be the case under Trump, and it would have been the case if Kamala Harris had been elected.
On one hand, it’s important for America to have the strongest possible green industries to insulate us from future supply shocks and create as many jobs-of-the-future as possible. On the other hand, that isn’t necessarily the fastest route to emissions reductions. In a world where we’ve eliminated all tariffs on EVs, the U.S. market would be flooded with inexpensive, high-quality Chinese EVs. That would dramatically accelerate adoption, which would be good for the climate.
But that would also deal a crushing blow to the American car industry, which is why neither party will allow it. What may happen, though, is that Chinese car companies may build factories in Mexico, or even here in the U.S., just as many European and Japanese companies have, so that their cars wouldn’t be subject to tariffs. That will take time.
Of course, whatever happens will depend on Trump following through with his tariff promise. We’ve seen before how he declares victory even when he only does part of what he promised, which could happen here. Once he begins implementing his tariffs, his administration will be immediately besieged by a thousand industries demanding exemptions, carve-outs, and delays in the tariffs that affect them. Many will have powerful advocates — members of Congress, big donors, and large groups of constituents — behind them. It’s easy to imagine how “across-the-board” tariffs could, in practice, turn into Swiss cheese.
There’s no way to know yet which parts of the energy transition will be in the cheese, and which parts will be in the holes. The manufacturers can say that helping them will stick it to China; the installers may not get as friendly an audience with Trump and his team. And the EV tariffs certainly aren’t going anywhere.
There’s a great deal of uncertainty, but one thing is clear: This is a fight that will continue for the entirety of Trump’s term, and beyond.
Give the people what they want — big, family-friendly EVs.
The star of this year’s Los Angeles Auto Show was the Hyundai Ioniq 9, a rounded-off colossus of an EV that puts Hyundai’s signature EV styling on a three-row SUV cavernous enough to carry seven.
I was reminded of two years ago, when Hyundai stole the L.A. show with a different EV: The reveal of Ioniq 6, its “streamliner” aerodynamic sedan that looked like nothing else on the market. By comparison, Ioniq 9 is a little more banal. It’s a crucial vehicle that will occupy the large end of Hyundai's excellent and growing lineup of electric cars, and one that may sell in impressive numbers to large families that want to go electric. Even with all the sleek touches, though, it’s not quite interesting. But it is big, and at this moment in electric vehicles, big is what’s in.
The L.A. show is one the major events on the yearly circuit of car shows, where the car companies traditionally reveal new models for the media and show off their whole lineups of vehicles for the public. Given that California is the EV capital of America, carmakers like to talk up their electric models here.
Hyundai’s brand partner, Kia, debuted a GT performance version of its EV9, adding more horsepower and flashy racing touches to a giant family SUV. Jeep reminded everyone of its upcoming forays into full-size and premium electric SUVs in the form of the Recon and the Wagoneer S. VW trumpeted the ID.Buzz, the long-promised electrified take on the classic VW Microbus that has finally gone on sale in America. The VW is the quirkiest of the lot, but it’s a design we’ve known about since 2017, when the concept version was revealed.
Boring isn’t the worst thing in the world. It can be a sign of a maturing industry. At auto shows of old, long before this current EV revolution, car companies would bring exotic, sci-fi concept cars to dial up the intrigue compared to the bread-and-butter, conservatively styled vehicles that actually made them gobs of money. During the early EV years, electrics were the shiny thing to show off at the car show. Now, something of the old dynamic has come to the electric sector.
Acura and Chrysler brought wild concepts to Los Angeles that were meant to signify the direction of their EVs to come. But most of the EVs in production looked far more familiar. Beyond the new hulking models from Hyundai and Kia, much of what’s on offer includes long-standing models, but in EV (Chevy Equinox and Blazer) or plug-in hybrid (Jeep Grand Cherokee and Wrangler) configurations. One of the most “interesting” EVs on the show floor was the Cybertruck, which sat quietly in a barely-staffed display of Tesla vehicles. (Elon Musk reveals his projects at separate Tesla events, a strategy more carmakers have begun to steal as a way to avoid sharing the spotlight at a car show.)
The other reason boring isn’t bad: It’s what the people want. The majority of drivers don’t buy an exotic, fun vehicle. They buy a handsome, spacious car they can afford. That last part, of course, is where the problem kicks in.
We don’t yet know the price of the Ioniq 9, but it’s likely to be in the neighborhood of Kia’s three-row electric, the EV9, which starts in the mid-$50,000s and can rise steeply from there. Stellantis’ forthcoming push into the EV market will start with not only pricey premium Jeep SUVs, but also some fun, though relatively expensive, vehicles like the heralded Ramcharger extended-range EV truck and the Dodge Charger Daytona, an attempt to apply machismo-oozing, alpha-male muscle-car marketing to an electric vehicle.
You can see the rationale. It costs a lot to build a battery big enough to power a big EV, so they’re going to be priced higher. Helpfully for the car brands, Americans have proven they will pay a premium for size and power. That’s not to say we’re entering an era of nothing but bloated EV battleships. Models such as the overpowered electric Dodge Charger and Kia EV9 GT will reveal the appetite for performance EVs. Smaller models like the revived Chevy Bolt and Kia’s EV3, already on sale overseas, are coming to America, tax credit or not.
The question for the legacy car companies is where to go from here. It takes years to bring a vehicle from idea to production, so the models on offer today were conceived in a time when big federal support for EVs was in place to buoy the industry through its transition. Now, though, the automakers have some clear uncertainty about what to say.
Chevy, having revealed new electrics like the Equinox EV elsewhere, did not hold a media conference at the L.A. show. Ford, which is having a hellacious time losing money on its EVs, used its time to talk up combustion vehicles including a new version of the palatial Expedition, one of the oversized gas-guzzlers that defined the first SUV craze of the 1990s.
If it’s true that the death of federal subsidies will send EV sales into a slump, we may see messaging from Detroit and elsewhere that feels decidedly retro, with very profitable combustion front-and-center and the all-electric future suddenly less of a talking point. Whatever happens at the federal level, EVs aren’t going away. But as they become a core part of the car business, they are going to get less exciting.
Current conditions: Parts of southwest France that were freezing last week are now experiencing record high temperatures • Forecasters are monitoring a storm system that could become Australia’s first named tropical cyclone of this season • The Colorado Rockies could get several feet of snow today and tomorrow.
This year’s Atlantic hurricane season caused an estimated $500 billion in damage and economic losses, according to AccuWeather. “For perspective, this would equate to nearly 2% of the nation’s gross domestic product,” said AccuWeather Chief Meteorologist Jon Porter. The figure accounts for long-term economic impacts including job losses, medical costs, drops in tourism, and recovery expenses. “The combination of extremely warm water temperatures, a shift toward a La Niña pattern and favorable conditions for development created the perfect storm for what AccuWeather experts called ‘a supercharged hurricane season,’” said AccuWeather lead hurricane expert Alex DaSilva. “This was an exceptionally powerful and destructive year for hurricanes in America, despite an unusual and historic lull during the climatological peak of the season.”
AccuWeather
This year’s hurricane season produced 18 named storms and 11 hurricanes. Five hurricanes made landfall, two of which were major storms. According to NOAA, an “average” season produces 14 named storms, seven hurricanes, and three major hurricanes. The season comes to an end on November 30.
California Gov. Gavin Newsom announced yesterday that if President-elect Donald Trump scraps the $7,500 EV tax credit, California will consider reviving its Clean Vehicle Rebate Program. The CVRP ran from 2010 to 2023 and helped fund nearly 600,000 EV purchases by offering rebates that started at $5,000 and increased to $7,500. But the program as it is now would exclude Tesla’s vehicles, because it is aimed at encouraging market competition, and Tesla already has a large share of the California market. Tesla CEO Elon Musk, who has cozied up to Trump, called California’s potential exclusion of Tesla “insane,” though he has said he’s okay with Trump nixing the federal subsidies. Newsom would need to go through the State Legislature to revive the program.
President-elect Donald Trump said yesterday he would impose steep new tariffs on all goods imported from China, Canada, and Mexico on day one of his presidency in a bid to stop “drugs” and “illegal aliens” from entering the United States. Specifically, Trump threatened Canada and Mexico each with a 25% tariff, and China with a 10% hike on existing levies. Such moves against three key U.S. trade partners would have major ramifications across many sectors, including the auto industry. Many car companies import vehicles and parts from plants in Mexico. The Canadian government responded with a statement reminding everyone that “Canada is essential to U.S. domestic energy supply, and last year 60% of U.S. crude oil imports originated in Canada.” Tariffs would be paid by U.S. companies buying the imported goods, and those costs would likely trickle down to consumers.
Amazon workers across the world plan to begin striking and protesting on Black Friday “to demand justice, fairness, and accountability” from the online retail giant. The protests are organized by the UNI Global Union’s Make Amazon Pay Campaign, which calls for better working conditions for employees and a commitment to “real environmental sustainability.” Workers in more than 20 countries including the U.S. are expected to join the protests, which will continue through Cyber Monday. Amazon’s carbon emissions last year totalled 68.8 million metric tons. That’s about 3% below 2022 levels, but more than 30% above 2019 levels.
Researchers from MIT have developed an AI tool called the “Earth Intelligence Engine” that can simulate realistic satellite images to show people what an area would look like if flooded by extreme weather. “Visualizing the potential impacts of a hurricane on people’s homes before it hits can help residents prepare and decide whether to evacuate,” wrote Jennifer Chu at MIT News. The team found that AI alone tended to “hallucinate,” generating images of flooding in areas that aren’t actually susceptible to a deluge. But when combined with a science-backed flood model, the tool became more accurate. “One of the biggest challenges is encouraging people to evacuate when they are at risk,” said MIT’s Björn Lütjens, who led the research. “Maybe this could be another visualization to help increase that readiness.” The tool is still in development and is available online. Here is an image it generated of flooding in Texas:
Maxar Open Data Program via Gupta et al., CVPR Workshop Proceedings. Lütjens et al., IEEE TGRS
A new installation at the Centre Pompidou in Paris lets visitors listen to the sounds of endangered and extinct animals – along with the voice of the artist behind the piece, the one and only Björk.