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At a New York Mets game this weekend, I saw something I’m not used to seeing until late summer. No, not the inexplicable late-season implosion of a beloved local franchise — a neon-red setting sun.
West Coasters know this sun well. I call it the “Eye of Sauron” sun; others say it’s “blood-red.” In reality, the color is harder to describe, more like the red-orange-pink insides of a halved grapefruit. It feels unnatural and eerie, and is the effect of shorter wavelengths of light being filtered out of a sunrise or sunset by particles in the air caused by pollution, including wildfire smoke.
I immediately grabbed my phone to find the source of the haze, but a quick Google search of “Where is this smoke coming from?” didn’t turn up any immediate results. In fact, it can be frustratingly difficult to figure out the origin of wildfire smoke when you see or smell it. This only gets more difficult as fire season wears on; is the smoke you’re inhaling from a small nearby fire, or part of a bigger burn blowing in from somewhere else?
Unfortunately, there isn’t a handy app yet that will simply tell you “the smoke overhead is from the Canadian fires” — which, in the case of the pollution I was experiencing in Flushing Meadows, it actually was. But you can cobble together an answer about where smoke is coming from by using a few different methods.
When you climb a mountain, an inaccurate forecast can be the difference between life and death. I learned about the MyRadar app from an experienced mountaineering guide who swears it is the most accurate weather app on the market. It’s also become my go-to app for figuring out where the wildfire smoke I’m inhaling is coming from.
The app pulls data from the United States Geological Survey, InciWeb, and the United States Forest Service’s Risk Incident Information Management System to build its smoke and fire maps (it also received a wildfire detection grant from the National Oceanic and Atmospheric Administration last year). Hovering over my house at around 2 p.m. on Monday, the app clearly told me I was experiencing “moderate air quality” and “heavy smoke hazard.” Zooming out, it’s easy to guess based on the shape of the “heavy smoke hazard” cloud that the pollution is wrapping down from the massive fires burning in Alberta, Saskatchewan, and British Columbia. You can also overlay wind patterns on the app for further confirmation.

MyRadar’s visuals can get a little cluttered, though, and parsing this information still leaves you with an informed guess. But it’s one that can be easily cross-checked against the EPA’s AirNow app.
The EPA app is a little more straightforward: It gives users an upfront measurement of their air quality index, or AQI, which, with a click, can be broken down into “primary pollutants.” In the case of New York City on Monday, it was PM2.5, the expected particle from wildfire smoke (and also “the bad one” when it comes to your health). The app also shows a “forecast” of how the AQI is expected to develop over the coming hours; in New York’s case, it was going to get worse before it got better.
The AirNow app additionally has a “smoke” tab that shows a similar smoke plume overlay as MyRadar’s. By clicking on the globe in the upper left-hand corner, you can view additional fire information, including how far away the nearest burn is, and confirm if you’re under a smoke plume. Using these two pieces of information together, you can further deduce if the smoke you’re experiencing is blowing in from somewhere far away or nearby (some of New York’s smoke may be from the Cannon Ball 2 Fire to our northwest, in Passaic County, New Jersey, but the app shows me that fire is fairly small — 107 total acres — and so in this case, it is not the main culprit).

The BlueSky Canada Smoke Forecasting System (FireSmoke Canada) is run by the University of British Columbia, and while it has an emphasis on Canadian air quality, it is run in partnership with the United States Forest Service and includes U.S. data too. The FireSmoke Canada website specifically tracks PM2.5 smoke particles at ground level from wildfires across North America (“ground level” is an important distinction because sometimes smoke plumes will be too high in the atmosphere to actually affect your health). The FireSmoke Canada map throws in a time-lapse animation and for my purposes, it clearly showed that the smoke in New York was coming down from the Canadian fires.
The FireSmoke Canada map is also a great way to figure out the origin of local fire smoke too since it often shows plumes from even small blazes (though it has technical limitations too, which it details in its FAQ). Unfortunately, the service doesn’t allow users to click on a fire to learn more information about it, which means toggling back and forth between the AirNow or MyRadar app, or the FIRMS U.S./Canada website, to get a fuller picture of what is going on.

Other discrepancies between the apps can be frustrating; AirNow, for example, still shows the Great Lakes Wildfire as burning in North Carolina, though it’s not appearing on FireSmoke Canada’s tracker; MyRadar provides the most context, showing the containment at 90% and labeling its status as “minimal.” On the other hand, MyRadar and AirNow don’t show a fire near Hanford, Washington, while MySmoke Canada does.
Short of doing your own detective work with various wildfire tracking services, local media otherwise remain the best option for figuring out where smoke is coming from. The Hanford blaze that eluded MyRadar and AirNow, for example, is easily confirmed by the regional press; started by lightning, the fire reportedly burned around 1,000 acres and is now 100% contained.
Turns out, Googling “Why is it smoky outside” — while it might feel archaic — still might be one of the best options.
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Robotaxis are more likely to be EVs, and that’s not a coincidence.
Here in Los Angeles, the hot new thing in parenting is Waymo. One recent article argued that driverless electric vehicles have become the go-to solution for overscheduled parents who can’t be everywhere at once. No time to drive the kid to school dropoff or to practice? Hire a rideshare, preferably one without a potentially problematic human driver.
Perhaps it’s fitting that younger Americans, especially, are encountering electric cars in this way. Over the past few years, plenty of headlines have declared that teens and young adults have fallen out of love with the automobile; they’re not getting their driver’s licenses until later, if at all, and supposedly aren’t particularly keen on car ownership compared to their parents and grandparents. Getting around in a country built for the automobile leaves them more reliant on the rideshare industry — which, it so happens, is a place where the technological trends of electric and autonomous vehicles are rapidly converging.
This isn’t the way most people, myself included, talk about the EV revolution. That discourse typically runs through the familiar lens of our personal vehicles — which, it should be noted, Americans still lease or buy in the millions. In that light, EVs are struggling. Since buyers raced to scoop up electric cars in September before the federal tax credit lapsed, sales have slowed. Automakers have canceled or delayed numerous models and pivoted back to combustion engines or hybrids in response to the hostile Trump-era environment for selling EVs. While the world has carried on with electrification, America has backslid.
While all this was happening, however, the rideshare industry was accelerating in the opposite direction. Waymo’s fleet of autonomous vehicles is all-electric, currently made up of Jaguar I-Pace SUVs. Uber just invested more than $1 billion in Rivian as part of a plan to add thousands of the brand’s new R2 EVs to its fleet of electric robotaxis. Tesla’s moves are particularly telling. Elon Musk is still selling plenty of normal, human-driven Model Y and Model 3 EVs to make some money for the moment, but the company’s future prospects are all-in on the Cybercab, a two-seater robotaxi that would never be driven by a person. Who’d buy such a thing? Rideshare companies — or, perhaps, people see the Cybercab as a passive income machine that shuttles their neighbors around town whenever they’re not riding in it.
Human-driven rideshare fleets are quickly electrifying, too. Uber now allows riders to request an EV explicitly, an option that has been growing in popularity, especially as rising gas prices make electric rides more appealing. The company has been offering thousands of dollars of incentives to drivers who want to buy an EV, a program that expanded nationwide this month. EV-maker Fisker went bankrupt and folded, but its orphaned Ocean vehicles are roaming New York City as rideshare cars. Sara Rafalson of the charging company EVgo recently told me that rideshare already accounts for a quarter of the energy it distributes.
Yes, gasoline carries certain advantages for a taxi service — a gas-burning cab can drive all night with just momentary refueling stops, for example, whereas an EV must go out of commission during its occasional charging stops. Nevertheless, it’s clear that the rideshare industry is going electric.
That isn’t just because EVs have a futuristic vibe. There are technological reasons, too. Tesla and Rivian have designed their vehicles to be effectively smartphones on wheels, which makes them ideally suited for robotaxis. EVs have plenty of battery power on hand to meet all the computational demands of self-driving. Plus, electric power is particularly efficient for stop-and-go urban driving.
On the EV side, the business case for electric robotaxis is particularly compelling. One reason electric cars have struggled with everyday Americans is that it’s more difficult for an individual to stomach the higher upfront cost of an EV to enjoy its longer-term rewards. That’s less true for a business, whose accountants know EVs mean less long-term maintenance.
In the case of the rideshare economy, EVs are becoming the clear choice even though they’re owned by individual drivers. While the EV purchasing tax credit is gone for individuals, drivers can get financial help from a company like Uber to purchase an EV, which allows them to insulate themselves from the volatility of gas prices and reduce their regular maintenance schedule. They can also charge strategically around their taxi trips; robotaxi fleets often concentrate their recharging to the overnight hours when electricity is cheapest.
There is plenty of evidence that the “Gen Z doesn’t want to own cars” narrative is as reductive and oversimplified as you’d think. Younger generations are interested in cars — and in electric cars, in particular — but they’re often put off by the soaring costs of owning and maintaining a vehicle. As EV prices continue to fall, you can expect EV adoption to accelerate among Gen Z and millennial drivers.
In the meantime, those folks don’t have to buy an EV to join the EV age. It’s getting more and more likely that the car that drives you to the airport will be an EV — and more likely that riders will opt for electric if given the choice.
$4 of gasoline will actually get you pretty far these days.
Everyone’s mad about high oil prices, but are they doing anything about it? With around 11 million barrels per day (about a tenth of global production) shut in, and thus missing from the global oil market, someone has to be using less of it. Maybe it’s petrochemical plants that run on tight margins slowing down. Maybe it’s European airlines cancelling flights.
At least so far, it’s probably not American drivers.
“In the U.S. we’re seeing an indifference, in terms of what we can see from consumption numbers,” David Doherty, head of natural resources research at BloombergNEF, told me on the sidelines of the research group’s annual summit last week. The Energy Information Administration’s proxy for gasoline consumption, “product supplied of finished motor gasoline,” shows no dramatic change following the beginning of the war or subsequent spike in oil prices.
Gas prices in the United States sit at $4.11 per gallon according to AAA, compared to $3.15 a year ago. But even in the context of the almost $5 per gallon in 2022 and the $4.11-ish gas hit in the summer of 2008, the impact on actual households is likely more mild.
“$4 now is very different to $4 five years ago. And it's definitely different to $4 in 2008, which is when the last price spikes came through,” Doherty said. “$4 doesn't get you a coffee now. $4 a decade ago got you coffee plus oat milk.”
For one, a dollar is hardly a dollar anymore. There’s been higher than typical inflation since 2022, and a substantial rise in overall prices since 2008. This means that a dollar of gasoline (or even $4) is taking up a smaller portion of American consumer spending than it has in the past.
Looking back even further, the American auto fleet has gotten more efficient, meaning that drivers are getting more miles per gallon — and thus miles per dollar — than they were in the past. And that’s not even taking into account the rise of electric vehicles, which allow drivers to opt out of gasoline price volatility altogether.
Ironically, a big chunk of the credit comes from the now essentially scrapped Corporate Average Fuel Economy standards — themselves a response to the 1973 oil shock and designed to ease the American auto fleet’s dependency on fuels with volatile prices set by the global market by ratcheting up fuel economy over time. Then in 2007, President George W. Bush signed into law the first major tightening of CAFE standards in nearly 30 years.
“CAFE standards — which have just been neutered — ultimately have helped,” Doherty told me, referring to the Trump administration’s successful efforts to undo further fuel economy progress under the Obama and Biden administrations.
Overall, the U.S. economy has also gotten less “oil intensive” — we simply use less oil per dollar of economic activity than we used to. Since 1970, oil consumption has gone up by about 20%, while the size of the economy as measured in GDP has more than quadrupled.
When it comes to how the changing price of oil, and thereby gasoline, affects drivers, it’s a little trickier. I decided to calculate the “miles per dollar” on an annual basis, and then conservatively estimated how fleet efficiency would have increased by now.
To do this, I looked at the average miles per gallon of the U.S. car fleet and the “all grades” gasoline price for those same years. (“All grades” a little higher than the typical “regular” gas series, but the data goes back further.) The MPG data only goes back to 2024, so I conservatively projected it out to this year. While U.S. drivers are getting less out of their dollar than they did in 2024, they’re also going farther than they did in 2022 and 2008, the last time gas prices spiked dramatically.
I also wanted to get an idea of how much household spending is on gasoline. There’s no perfect way to do this with up-to-date data, but I was able to look at the relative importance of transportation fuel in the Consumer Price Index, which tells you the portion of spending on gasoline among the goods and services tracked by the Bureau of Labor Statistics. As expected, the relative importance rose dramatically in the 1970s and early 1980s, and hit a new high in 2007; in 2025, it fell close to its all time lows at just under 3%.
The Bureau of Labor Statistics also looks at annual household spending on gasoline. The latest data from 2024 agreed that it had been falling, from $2,805 in 2022, to $2,449 in 2023, and then $2,411 in 2024, but the 2025 data isn’t available yet.
Looking at more frequently updated data, the Republican staff of the Joint Economic Committee estimated that spending in February on “gasoline and other energy goods” was just over 1.9% of all personal consumption, a more than 0.2 percentage point decline from a year ago. This was, of course, before gasoline prices soared in March and into April.
“If you were to put [gasoline] beside the cost of your rent, for example, it's becoming a much smaller slice of your outlays,” Doherty said. This is the now-abandoned fuel efficiency standards actually working, Doherty said. “It's a different share of your budget. It's a more efficient car, and that’s through design.”
This also helps explain why in the United States, we’re not seeing the “demand destruction” that should accompany a contraction in oil supply, where consumers cut back consumption in response to high prices.
But with lines of empty tankers queuing up at the United States’ Gulf Coast petroleum export complex, looking to bring American crude to markets that can’t get their hands on oil from the Persian Gulf, prices may still have a way to go. Drivers in the United States are now in a barrel-for-barrel competition with the rest of the world.
On China’s fossil fuel controls, Maine data centers, and a faster NRC
Current conditions: Nearly two dozen states from Texas to Minnesota are bracing for days of thunderstorms, tornadoes, hail, and winds up to 70 miles per hour • Japan is deploying 1,400 firefighters to battle a wildfire in Iwate prefecture that has forced at least 3,000 people to evacuate • While it’s nearly 50 degrees Fahrenheit and sunny today in Chernobyl, Ukraine, exactly 40 years ago yesterday the weather worsened the world’s worst nuclear accident by blowing radiation from the melted-down reactor.
The Trump administration has dismissed every member of the independent board that oversees the National Science Foundation. In what The New York Times described as a “terse email” sent Friday afternoon, members of the 25-member National Science Board were told their position was “terminated, effective immediately.” Willie E. May, a terminated board member and a vice president at Morgan State University, told the newspaper: “I am deeply disappointed, though I cannot say I am entirely surprised. I have watched the systematic dismantling of the scientific advisory infrastructure of this government with growing alarm, and the National Science Board is simply the latest casualty.” The move to seize tighter control over funding for scientific research comes two months after the Environmental Protection Agency repealed the legal finding that underpins all federal climate regulations and days after the Department of Health and Human Services nixed publication of a study about the safety of COVID-19 vaccines.
Meanwhile, a top Republican in Congress has confirmed the limits of President Donald Trump’s bid to cap pay at the Tennessee Valley Authority. The White House’s push to limit compensation at the nation’s largest public power utility to $500,000 only applies to the chief executive, Representative Chuck Fleischmann, Republican from Tennessee, told The Knoxville News Sentinel. The White House sought to fire TVA CEO Don Moul last year, but ultimately backed down.

Beijing has laid out plans for tighter controls over fossil fuel use and greater oversight of heavy emitters in what experts told Carbon Brief was “a signal of China’s ongoing commitment to climate action and bridging policy” between the government’s national and sectoral five-year plans. The policy document, totaling nearly 2,800 words when translated into English, is what’s known as a “guiding opinion,” and “is not strictly binding, it bears the stamp of the two highest bodies in China’s political system, conveying a strong sense of authority,” wrote Anika Patel, the China editor at Carbon Brief, noting that “this is the first high-level document to explicitly link decarbonisation efforts with energy security and industrial development.” As Qi Qin, a China analyst at the Centre for Research on Energy and Clean Air, told Heatmap’s Katie Brigham last month: “I don’t think China is creating these technologies as a niche climate experiment anymore. They’re being folded into a broader industrial strategy. I think that the more important question is which of them are moving into real deployment now, and which are still at the stage of strategic signaling.”
At roughly the same time, the Chinese government has published an atlas of deep-sea mineral deposits as the People’s Republic looks to ramp up its ambitions to harvest critical metals from the ocean floor.
At the start of this month, I told you Maine was poised to become the first state to ban construction of data centers, at least temporarily. Not anymore. On Friday, Governor Janet Mills vetoed the bill, the Portland Press-Herald reported. In her message to the legislature, the Democrat said that, while a moratorium “is appropriate given the impacts of massive data centers in other states on the environment and on electricity rates,” the “final version of this bil fails to allow for a specific project in the Town of Jay that enjoys strong local support from its host community and region.” The 2023 closure of Androscoggin Mill, a pulp and paper plant, dealt what she called “a devastating blow” to the town, located roughly an hour and 20 minutes north of Portland, and the server farm would help “promote reinvestment and job creation at the former mill,” she said. Mills is locked in a heated race with left-wing populist Graham Platner for the Democratic nomination to take on Republican Senator Susan Collins this November.
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The British-listed green fertilizer company Atome is set to build a first-of-a-kind project in Paraguay, taking advantage of low-cost hydropower to produce ammonia using green hydrogen instead of natural gas. The firm’s final investment decision on the $665 million plant in Villeta, south of the capital of Asunción, comes as the Iran War disrupts fertilizer markets and drives up costs. “We’ve proven that you can actually close and finance an industrial-scale, green fertilizer facility,” chief executive Olivier Mussat told the Financial Times. “It’s never been done before.”
Duke Energy’s Robinson nuclear power plant in South Carolina just won the Nuclear Regulatory Commission’s approval to operate for 80 years as part of the fastest license renewal review in the agency’s history. The NRC cleared Unit 2 of the Robinson Steam Electric Plant — a single-unit pressurized water reactor — to operate for another 20 years. This, according to World Nuclear News, is the unit’s “second, or subsequent, license renewal: it received a 20-year renewal of its original 40-year license in 2004.” The NRC formally accepted the license renewal application for docketing on April 28, 2025, then completed the review within a 12-month timeframe. That’s six fewer months than the previous schedule, in accordance with an executive order Trump issued last year. “This milestone proves we can deliver results quickly without compromising safety,” NRC Chairman Ho Nieh said in a statement. “By focusing on essential factors for sustained nuclear power plant safety and applying lessons learned from past renewals, our team was able to work efficiently while maintaining their commitment to enabling timely safety decisions.”
TotalEnergies may be exiting offshore wind in the U.S. for the price of $1 billion from the Trump administration. But over in Kazakhstan, the French energy giant is expanding its wind footprint. While the landlocked Central Asian country doesn’t have much in the way of shores off of which to build turbines, it does have vast, windy steppelands. TotalEnergies plans to invest in a gigawatt of wind power and 600 megawatt-hours of battery storage, Renewables Now reported.