You’re out of free articles.
Log in
To continue reading, log in to your account.
Create a Free Account
To unlock more free articles, please create a free account.
Sign In or Create an Account.
By continuing, you agree to the Terms of Service and acknowledge our Privacy Policy
Welcome to Heatmap
Thank you for registering with Heatmap. Climate change is one of the greatest challenges of our lives, a force reshaping our economy, our politics, and our culture. We hope to be your trusted, friendly, and insightful guide to that transformation. Please enjoy your free articles. You can check your profile here .
subscribe to get Unlimited access
Offer for a Heatmap News Unlimited Access subscription; please note that your subscription will renew automatically unless you cancel prior to renewal. Cancellation takes effect at the end of your current billing period. We will let you know in advance of any price changes. Taxes may apply. Offer terms are subject to change.
Subscribe to get unlimited Access
Hey, you are out of free articles but you are only a few clicks away from full access. Subscribe below and take advantage of our introductory offer.
subscribe to get Unlimited access
Offer for a Heatmap News Unlimited Access subscription; please note that your subscription will renew automatically unless you cancel prior to renewal. Cancellation takes effect at the end of your current billing period. We will let you know in advance of any price changes. Taxes may apply. Offer terms are subject to change.
Create Your Account
Please Enter Your Password
Forgot your password?
Please enter the email address you use for your account so we can send you a link to reset your password:
Hikers plan and climate change laughs.
Mini Chimi was taking a nero with her tramily when she replied to my email. “I believe there is a lot of fear out there associated with the high snow year on the [Pacific Crest Trail],” she told me. “I want to be a positive voice out here.”
Mini didn’t need to worry about coming across as anything else; her writing on The Trek, ablogging platform for long-distance, end-to-end “thru-hikers,” is punctuated by joyous clumps of exclamation points.
“WE ARE DOING IT!!!!” celebrates one post. “COWBOY CAMPING IS SO FUN!!!!!” she raves further on, about sleeping without a tent. Even “snow around mile 35!!!” — a section of high desert just north of the Mexican border — warrants Mini Chimi’s excitement, although it is snow that most hikers of the Pacific Crest Trail, or PCT, are dreading the sight of this year.
In the little more than a decade since Cheryl Strayed published her bestselling memoir about hiking the PCT, Wild (adapted into a movie starring Reese Witherspoon in 2014), interest in thru-hiking the 2,650-mile Mexico-to-Canada trail in a single season has skyrocketed. But in the same span of time, the Pacific Crest Trail Association (PCTA) — the nonprofit stewards of the trail — has grown increasingly worried that thru-hiking as we know it is on the verge of going extinct. Wildfires now regularly close vast sections of the trail in the late summer, and water sources in the desert and high Sierras are drying up, making remote regions virtually impassable. Hiking the trail end-to-end in one year, a bucket-list item for many long-distance backpackers, is now “almost impossible” due to climate change.
Though Mini Chimi is keeping her chin up, 2023 thru-hikers — who’ve quit jobs, bought one-way international flights, and sunk thousands of dollars into new gear — are already watching their odds of completing the trail this year evaporate, some before they’ve even begun (northbound hikers continue to start their trips through the end of May). But ironically, it isn’t extreme heat or wildfires that are scuttling plans. It’s the snow.
“This time of year, there is always snow on the trail,” Scott Wilkinson, the content development director of the PCTA, explained to me. “But this year, obviously, we’re talking about an order of magnitude much, much bigger.”
Due to the parade of atmospheric rivers that slammed the West Coast this winter, California remains buried under once-in-a-generation levels of snow. Ski areas are promising to stay open until “AT LEAST July,” and the Sierra Nevada might not melt out until well into August. This has caused a number of problems that aren’t typical of the trail, which has otherwise trended hotter and drier: A recent post in the Class of 2023 PCT Facebook group, which is administered by the PCTA, suggested that the precipitation this winter has resulted in a lush desert underbrush that is making it harder to spot rattlesnakes, increasing the likelihood of bites. The trail will likely get insufferably buggy this summer, and the West Coast superbloom is also expected to dry into fodder for wildfires.
But fires, one of the most foreboding late-season obstacles on the trail, still seem a world away. In parts of the southern Sierra Nevada, which hikers usually aim to hit around mid-June, the snowpack is still 300% above normal levels. “Right now, about 660 miles of the PCT in the Sierra Nevada are under snow,” Wilkinson told me last week. “That, at a normal trail hiking pace of 20 to 30 miles a day — I mean, that’s a month’s worth of hiking. In snow, it’s likely to be considerably slower than that.” He noted that while there are “a few people that are leading the pack” who have experience in snow conditions, for the most part, that level of snow is “pretty much a nonstarter.”
Firefly is one such hiker who is hoping to push through the Sierras (thru-hikers traditionally refer to each other by their trail names, which I’m honoring here). A retired San Diego Fire Department fire captain, Firefly left the trail in March at mile 151, just south of the San Jacintos, the first major mountain range that hikers encounter headed north. With a high point of over 9,000 feet (or 10,804 feet, if one detours off trail to bag Mt. San Jacinto), the San Jacintos will mark the highest elevation many of the less experienced thru-hikers will have ever stood at, and the steep, bare slopes are “nerve-racking under normal conditions, and downright treacherous if it’s icy,” as they are now, the Fatmap PCT guide cautions.
Part of the reason Firefly left trail was to take a snow travel class offered by the Sierra Mountain Center, which she'd signed up for in October 2022, before even knowing how bad this season was going to be. In the class, she learned how to use crampons, traverse steep snow slopes, and, critically, how to self-arrest using an ice ax. “It feels that a lot of hikers have already decided to skip the Sierra without even setting up to try it,” she wrote to me. “And that’s totally fine for them because it really looks overwhelming. It just feels like an opportunity for me to do something amazing, scary, challenging, and hard.”
Refill, a thru-hiker from northern Germany, managed to make it through the San Jacintos “as probably the third or fourth group,” by his estimate. He’s reflected in a Trek journal entry that “since the start of my planning, San Jac was the mountain range that scared me the most” — a sentiment that is common among PCT hikers, especially after a thru-hiker slipped on a patch of ice on Apache Peak and slid to his death in 2020. In the Class of 2023 PCT group, hikers have been busy exchanging beta about the conditions; one offered up a handy flowchart titled “So You’re Considering the Apache-Onward Section??” with the most common outcome being: Skip it! The local search-and-rescue group is getting to the point even quicker, urging hikers to entirely bypass the 60-odd miles through the San Jacintos, while the PCTA has posted sternly-worded reminders on Facebook that spots on the trail “will require mountaineering skills” and pose avalanche dangers: “Do not assume it will be okay or easy.”
Refill, for his part, is planning to take the skills he practiced with his tramily — that is, his “trail family” — in the San Jacintos and use them in the Sierra Nevada. “All in all, this sketchy and steep mountain range was very good training; we will probably start hiking at 3 a.m. every night in the Sierras,” he told me, describing a mountaineering technique that ensures traversing hard, firm, and more navigable snow during colder hours. “I WAS nervous about San Jacinto, as this range is known to be deadly and steep,” he went on. “I AM nervous about the river crossings in the Sierras.”
The water crossings are also what is keeping Firefly up at night. Outdoor educator Andrew Skurka lists over 30 PCT “High Sierra creek hazards” that still lay ahead of hikers on his website, some with ominous notes like “PCT hiker died here in 2017.” Already, a “critical backcountry bridge” in a section of trail about a month ahead of the lead thru-hikers “has been badly damaged [by snow] and will almost certainly mean long-distance hikers will have to reroute their trips around one of the most picturesque stretches of the High Sierra this summer,” the San Francisco Chronicle reports. The news isn’t encouraging from the PCTA, either: “Without a bridge, crossing the river is not possible anywhere in the general vicinity during high water,” a blog post from the organization warns. “The record-breaking snowpack this year essentially guarantees that high water conditions will exist into August, if not longer.” (White water rafters, meanwhile, are thrilled).
Serendipity is an experienced thru-hiker who completed the Appalachian Trail in 2022; her plans look more like the typical 2023 thru-hiker’s. “My tramily and I are planning to skip the Sierra and possibly come back later in the year, depending on conditions,” she wrote to me from a water cache on the trail just short of the 100-mile mark last week. “We are taking a cautious approach.” It’s not that she doesn’t want to thru-hike — “if the conditions were passable, we would have” — but “I am keeping a take-it-as-it-comes attitude, and [planning] accordingly as we get information,” she went on. “I don’t feel any pressure to attempt to take on unsafe conditions.”
Firefly was staying realistic too: “If there is significant warming or rain before the end of May or while I am in the Sierra, and the river crossings are gnarly or too difficult, then I will bail out, skip up to Northern California, and return in August to finish the Sierra,” she said, describing, like Serendipity, a strategy known as “flip-flopping” — skipping temporarily impassible or challenging trail conditions and returning to complete the sections when they’ve cleared up. Mini Chimi said she has already reworked her plans in this way: “We are ... having to skip around [in order to] avoid large amounts of dangerous snow,” she wrote to me during her “nero,” a “near-zero” mileage rest day. “We will be going back when the conditions are better to complete these sections.”
One day, even elaborate flip-flopping likely won’t allow hikers to complete all the PCT sections in a single season — such as if the Sierra has a snowless year, as is anticipated — but Wilkinson said the hikers I spoke to all have the right mindset. “A lot of hikers are rolling with it; they’re getting creative,” he told me. “They’re beginning to let go of this continuous journey concept in their minds.”
Among those who are on trail, though, letting go can still be easier said than done. “Last year on my [Appalachian Trail] thru-hike, I felt a certain ‘do it now!’ urgency, in part due to my age,” Serendipity said. “I feel a similar ‘do it now’ urgency on the PCT because of my age and also how the uncertainty of extreme weather conditions will affect the PCT.” Those not on trail feel this anxiety too: Thru-hiking the PCT has long been a dream of mine, one that I may now never realistically be able to complete — at least, not in the way I’d envisioned it. Losing that possibility is sad: I’ve alternated between denial (maybe I could still get lucky and pull it off?) and anger that this is our reality.
But like Mini Chimi, Wilkinson remains almost impossibly upbeat about the future of the PCT. “None of this spells the end of the trail,” he said. “This isn’t necessarily gloom-and-doom. It’s change, right? And change is never easy, especially when it’s as difficult to predict as what we’re experiencing now.”
The PCT is nothing if not a patient teacher of change: on the journey, spring turns to summer turns to fall; the trail weaves through six of the country’s seven eco-zones; and sometimes, years-in-the-making plans have to be reworked due to hydroclimatic events, a washed out bridge, or a dry lightning storm. The only way anyone ever gets from one border to the other is by surrendering to whatever the unknowable mile ahead may bring. Mini Chimi is right; you might as well be positive about each step, in that case. None of them can be taken for granted; every one of them, each year, becomes a more precious gift.
Log in
To continue reading, log in to your account.
Create a Free Account
To unlock more free articles, please create a free account.
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.