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Electric cars and e-bikes dominate the discourse about sustainable transportation, but there are quirkier ways to move people around.
The Shogo’s front end shouts fast, and its steering yoke could’ve come off a race car — no surprise, since Honda motorsport engineers designed and hand-assembled it. Sure, the little electric vehicle tops out at 5 miles per hour. But sometimes it’s not about raw speed. It's about who gets to feel the glee of driving.
Developed as part of Honda’s “ Project Courage,” Shogo is a battery-powered ride built to let 4-to-9-year-old children’s hospital patients find a little extra joy as they drive themselves around the hallways. The kid EV comes with a tall mount at the back to hold a child’s IV and a toy bucket up front so stuffed animals can come along for the ride.
The Honda Shogo.Honda
Shogo looks like a souped-up version of Power Wheels, or a downsized go-kart purpose-built to set speed records in the hospital wing. It is, like many of the most interesting electric-powered vehicles out there, just a little weird. Electric cars and electric bikes have come to dominate the discourse about sustainable transportation, but there are quirkier ways to move people around, and those rides are going electric, too. We are finding out whether there’s a place in our transportation revolution for the oddballs, and whether battery power can replace gasoline in ATVs, dune buggies, and other people-movers.
Golf isn’t just a good walk spoiled. It’s also a sustainability bugaboo, given the land and water wasted on its courses (especially in places where grass was not meant to grow). Golf carts, on the other hand, are a remarkably good green transportation solution.
Electric cars, despite their potential to cut carbon emissions compared to gasoline-burners, still have lots of car problems — they’re heavy and powerful, for one thing, which makes them dangerous to pedestrians. There are better, smarter ways to move a family of four around a pedestrian-heavy neighborhood or downtown. Like an electric golf cart, for example.
Numerous towns around America have become much friendlier to using golf carts as a less formal, safer way to transport people across short or medium distances. In some of these places, low-speed golf carts are allowed to use the same footpaths where walkers walk and scooters scoot, but where anything you’d call a “car” is banned. Since golf carts are less dangerous than proper cars, younger teens can be allowed to drive them to school.
In the space between the golf cart and the EV you’ll find the tiny car that goes by many names: neighborhood electric vehicle (NEV), micro-EV, low-speed vehicle (LSV). Basically, picture something that’s more rugged than a golf cart and can travel at faster speeds — up to 35 mph — but isn’t overbuilt or powerful enough for highway driving. That wouldn’t appeal to people who want their vehicle to do everything, from trips down the block to journeys across the country.
The Wink Motors Mark 1.Wink Motors
On the other hand, LSVs are street-legal in many places where golf carts are not, and can accomplish all the local driving a full-size car can at a fraction of the cost. That makes them an attractive form of cheap, emissions-free transportation in places where cars really are the only way to get around — and hitting the road on board an electric golf cart, longboard, unicycle, or other form of non-fortified vehicle feels like staring death in the face on every trip.
City streets are for the practical and prosaic — the army of sensible crossovers that populate American roads. The place to find eccentric rides is everywhere else. Today, these icons are going electric.
All-terrain vehicles (ATVs) have always been a perfect match for petroleum power, since their owners typically use them for working on the farm or terrorizing a dirt track — both activities that occur far from a high-speed charger. But here, too, battery power is on the verge of a breakthrough as range improves, because electrification offers the same benefits it does for a full-sized car: namely, lots of power, little maintenance, no noise, and low fuel costs.
Polaris, one of the biggest names in that market, recently rolled out the Ranger XP Kinetic. The company worked with Zero Motorcycles, the leading maker of zippy electric motorbikes, to help it build a four-wheeler with up to 80 miles of range to allow for plenty of mud-slinging on a single charge. Just like electric cars, the e-ATVs market has seen startups, like India-based Tachyon, try to sneak in and succeed before the legacy companies get serious about electrification. Even Tesla may get into the game, as it teased a possible future electric ATV during the reveal of the Cybertruck. (Its limited production runs of the Cyberquad for kids sold out immediately.)
The Polaris XP Kinetic.Polaris
For those who are more keen to drive a little (electric) dune buggy in the sand — and who’ve got a healthy bank account — there is the Meyers Manx 2.0, a $75,000 electrified take on classic dune buggy style. Volkswagen unveiled a concept car several years ago signaling its own intent to put a battery in a two-seat sand-slinger, but that project died on the vine, so we may have to wait for more affordable options to come.
Electrified boats, snowmobiles, and fat-tire motorcycles are bringing battery power to the lake, the mountaintop, and the dirt track. The electric airplane is difficult, but not impossible. Wait long enough and the electric revolution will come to vehicles built for just about any purpose or terrain, and all our adventures will get a little less carbon-intensive.
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The Loan Programs Office is good for more than just nuclear funding.
That China has a whip hand over the rare earths mining and refining industry is one of the few things Washington can agree on.
That’s why Alex Jacquez, who worked on industrial policy for Joe Biden’s National Economic Council, found it “astounding”when he read in the Washington Post this week that the White House was trying to figure out on the fly what to do about China restricting exports of rare earth metals in response to President Trump’s massive tariffs on the country’s imports.
Rare earth metals have a wide variety of applications, including for magnets in medical technology, defense, and energy productssuch as wind turbines and electric motors.
Jacquez told me there has been “years of work, including by the first Trump administration, that has pointed to this exact case as the worst-case scenario that could happen in an escalation with China.” It stands to reason, then, that experienced policymakers in the Trump administration might have been mindful of forestalling this when developing their tariff plan. But apparently not.
“The lines of attack here are numerous,” Jacquez said. “The fact that the National Economic Council and others are apparently just thinking about this for the first time is pretty shocking.”
And that’s not the only thing the Trump administration is doing that could hamper American access to rare earths and critical minerals.
Though China still effectively controls the global pipeline for most critical minerals (a broader category that includes rare earths as well as more commonly known metals and minerals such as lithium and cobalt), the U.S. has been at work for at least the past five years developing its own domestic supply chain. Much of that work has fallen to the Department of Energy, whose Loan Programs Office has funded mining and processing facilities, and whose Office of Manufacturing and Energy Supply Chains hasfunded and overseen demonstration projects for rare earths and critical minerals mining and refining.
The LPO is in line for dramatic cuts, as Heatmap has reported. So, too, are other departments working on rare earths, including the Office of Manufacturing and Energy Supply Chains. In its zeal to slash the federal government, the Trump administration may have to start from scratch in its efforts to build up a rare earths supply chain.
The Department of Energy did not reply to a request for comment.
This vulnerability to China has been well known in Washington for years, including by the first Trump administration.
“Our dependence on one country, the People's Republic of China (China), for multiple critical minerals is particularly concerning,” then-President Trump said in a 2020 executive order declaring a “national emergency” to deal with “our Nation's undue reliance on critical minerals.” At around the same time, the Loan Programs Office issued guidance “stating a preference for projects related to critical mineral” for applicants for the office’s funding, noting that “80 percent of its rare earth elements directly from China.” Using the Defense Production Act, the Trump administration also issued a grant to the company operating America's sole rare earth mine, MP Materials, to help fund a processing facility at the site of its California mine.
The Biden administration’s work on rare earths and critical minerals was almost entirely consistent with its predecessor’s, just at a greater scale and more focused on energy. About a month after taking office, President Bidenissued an executive order calling for, among other things, a Defense Department report “identifying risks in the supply chain for critical minerals and other identified strategic materials, including rare earth elements.”
Then as part of the Inflation Reduction Act in 2022, the Biden administration increased funding for LPO, which supported a number of critical minerals projects. It also funneled more money into MP Materials — including a $35 million contract from the Department of Defense in 2022 for the California project. In 2024, it awarded the company a competitive tax credit worth $58.5 million to help finance construction of its neodymium-iron-boron magnet factory in Texas. That facilitybegan commercial operation earlier this year.
The finished magnets will be bought by General Motors for its electric vehicles. But even operating at full capacity, it won’t be able to do much to replace China’s production. The MP Metals facility is projected to produce 1,000 tons of the magnets per year.China produced 138,000 tons of NdFeB magnets in 2018.
The Trump administration is not averse to direct financial support for mining and minerals projects, but they seem to want to do it a different way. Secretary of the Interior Doug Burgum has proposed using a sovereign wealth fund to invest in critical mineral mines. There is one big problem with that plan, however: the U.S. doesn’t have one (for the moment, at least).
“LPO can invest in mining projects now,” Jacquez told me. “Cutting 60% of their staff and the experts who work on this is not going to give certainty to the business community if they’re looking to invest in a mine that needs some government backstop.”
And while the fate of the Inflation Reduction Act remains very much in doubt, the subsidies it provided for electric vehicles, solar, and wind, along with domestic content requirements have been a major source of demand for critical minerals mining and refining projects in the United States.
“It’s not something we’re going to solve overnight,” Jacquez said. “But in the midst of a maximalist trade with China, it is something we will have to deal with on an overnight basis, unless and until there’s some kind of de-escalation or agreement.”
A conversation with VDE Americas CEO Brian Grenko.
This week’s Q&A is about hail. Last week, we explained how and why hail storm damage in Texas may have helped galvanize opposition to renewable energy there. So I decided to reach out to Brian Grenko, CEO of renewables engineering advisory firm VDE Americas, to talk about how developers can make sure their projects are not only resistant to hail but also prevent that sort of pushback.
The following conversation has been lightly edited for clarity.
Hiya Brian. So why’d you get into the hail issue?
Obviously solar panels are made with glass that can allow the sunlight to come through. People have to remember that when you install a project, you’re financing it for 35 to 40 years. While the odds of you getting significant hail in California or Arizona are low, it happens a lot throughout the country. And if you think about some of these large projects, they may be in the middle of nowhere, but they are taking hundreds if not thousands of acres of land in some cases. So the chances of them encountering large hail over that lifespan is pretty significant.
We partnered with one of the country’s foremost experts on hail and developed a really interesting technology that can digest radar data and tell folks if they’re developing a project what the [likelihood] will be if there’s significant hail.
Solar panels can withstand one-inch hail – a golfball size – but once you get over two inches, that’s when hail starts breaking solar panels. So it’s important to understand, first and foremost, if you’re developing a project, you need to know the frequency of those events. Once you know that, you need to start thinking about how to design a system to mitigate that risk.
The government agencies that look over land use, how do they handle this particular issue? Are there regulations in place to deal with hail risk?
The regulatory aspects still to consider are about land use. There are authorities with jurisdiction at the federal, state, and local level. Usually, it starts with the local level and with a use permit – a conditional use permit. The developer goes in front of the township or the city or the county, whoever has jurisdiction of wherever the property is going to go. That’s where it gets political.
To answer your question about hail, I don’t know if any of the [authority having jurisdictions] really care about hail. There are folks out there that don’t like solar because it’s an eyesore. I respect that – I don’t agree with that, per se, but I understand and appreciate it. There’s folks with an agenda that just don’t want solar.
So okay, how can developers approach hail risk in a way that makes communities more comfortable?
The bad news is that solar panels use a lot of glass. They take up a lot of land. If you have hail dropping from the sky, that’s a risk.
The good news is that you can design a system to be resilient to that. Even in places like Texas, where you get large hail, preparing can mean the difference between a project that is destroyed and a project that isn’t. We did a case study about a project in the East Texas area called Fighting Jays that had catastrophic damage. We’re very familiar with the area, we work with a lot of clients, and we found three other projects within a five-mile radius that all had minimal damage. That simple decision [to be ready for when storms hit] can make the complete difference.
And more of the week’s big fights around renewable energy.
1. Long Island, New York – We saw the face of the resistance to the war on renewable energy in the Big Apple this week, as protestors rallied in support of offshore wind for a change.
2. Elsewhere on Long Island – The city of Glen Cove is on the verge of being the next New York City-area community with a battery storage ban, discussing this week whether to ban BESS for at least one year amid fire fears.
3. Garrett County, Maryland – Fight readers tell me they’d like to hear a piece of good news for once, so here’s this: A 300-megawatt solar project proposed by REV Solar in rural Maryland appears to be moving forward without a hitch.
4. Stark County, Ohio – The Ohio Public Siting Board rejected Samsung C&T’s Stark Solar project, citing “consistent opposition to the project from each of the local government entities and their impacted constituents.”
5. Ingham County, Michigan – GOP lawmakers in the Michigan State Capitol are advancing legislation to undo the state’s permitting primacy law, which allows developers to evade municipalities that deny projects on unreasonable grounds. It’s unlikely the legislation will become law.
6. Churchill County, Nevada – Commissioners have upheld the special use permit for the Redwood Materials battery storage project we told you about last week.