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VENTURA, Calif. — A new daily AMTRAK Pacific Surfliner train is now connecting Los Angeles and San Luis Obispo early every morning, giving commuters an additional option, especially those traveling from Ventura to Santa Barbara Counties for work. Read more.

Once Tap Plus launches later this year, it will be available on the agencies that operate roughly 95% of public transit trips in California, but there are some notable laggards… Read more.

A sidewalk is more than just a strip of asphalt. It’s a place where countless laws collide. Those laws govern our movement, our safety, our right to free speech and our economy. They dictate who exactly is responsible for shoveling snow after a blizzard. But most communities don’t have a single agency that manages all of these competing concerns — and maybe it’s time they create one. 

Today on The Brake, we interview sidewalk law expert Michael Pollack about his new book “Sidewalk Nation: The Life and Law of America’s Most Overlooked Resource.” And in that book, he untangles the dense web of policies that shape our pedestrian spaces, which might just change the way you look at sidewalks forever. 

For an unedited transcript of this conversation (with AI typos), click here.

The company that makes the illegal stand-up electric scooter used by one of the victims of last week’s deadly head-on collision on the Queensboro Bridge bike path has added a warning label on its website after reviewers alerted the manufacturer to Streetsblog’s coverage.

Teverun — which makes the Blade GT II on which Francis Delvalle was riding on May 28 when he smashed into Dmytro Stechenko, killing them both — has since added some fine print to its website:

“All TEVERUN scooters are shipped with a speed limit of 25 km/h [15 miles per hour] for public roads. Unrestricted mode is for private or off-road use only. Always comply with local laws and wear protective gear,” it reads (you can see the small warning at the top of the webpage … if you squint).

The disclaimer could be a move to shift liability from the company to the consumer in the aftermath of the high-profile crash, one lawyer suspected.

“It’s a bit of an acknowledgement that these scooters are dangerous on the roads at higher speeds,” said Peter Beadle, a bike lawyer and a safe-streets advocate.

The scooter maker’s website added a disclaimer that the Blade GT’s 53-mph mode is not street-legal. But it still markets it as an “urban wolf.”

After Streetsblog reported the make and model of the scooter and pointed out that the device is illegal to operate on all New York City streets and bike paths, people began flooding the comment section with links to our coverage.

“You will die and kill someone else too,” one commenter, Eric, wrote before giving the scooter one-star and linking to Streetsblog.

“Perfect killing machine,” posted “Tom Smith.” “Great for killing myself and others! Just wish it could go even faster so I could end more lives.”

Scooter companies commonly falsely advertise their devices as legal by offering buyers the option of shifting to a different “mode” to violate speed limits or city rules. Many online retailers sell scooters and e-motos with “off-road” modes, as Streetsblog reported last year.

Recommended



The ‘Problem’ With E-Bikes? The Super Fast Illegal Ones
Sophia Lebowitz

October 21, 2025

The details of the state’s vehicle and traffic code don’t clearly draw a line on mode shifting. But another factor that affects the legality of an electric two-wheeler is the wattage of the motor. The VTL clearly states that bicycles with electric assist must have a motor with 750 watts of power or less. Vehicles that can be shifted into “off-road” modes with high speeds will inevitably have motors with greater wattage.

For example, the brand Ride1Up specifically calls its vehicles “moped-style e-bikes.” On its website, the company clarifies that a “moped-style e-bike” has “programming and motor capabilities that allow for a higher top speed than class 3 e-bike regulations allow. The company then adds a disclaimer that it’s only for a private course. Ride1Up markets it as a Class 2 e-bike, which legally can reach 20 miles per hour with the throttle. But the motor is 1,820 watts, which exceeds the 750-watt limit, making it illegal to ride regardless of mode.

Our Revv1 … is pre-programmed as a Class 2 e-bike, so you can ride most anywhere at 20 miles-per-hour with throttle and pedal assist. However, you can unlock the programming to reach speeds north of 28 mph. This is intended for private property only.

This agile and robust bike is tough enough to cope with the most demanding of rides. However, with its practical and sturdy design, it remains suited to any rider with a comfortable saddle, upright riding position and throttle forward use-case that provides a boost up to twenty-eight MPH or more when unlocked for “Off-Road Mode.”

The brand Ride1Up calls this a “moped-style” e-bike. Its motor is too big to be legal.

The state’s traffic code does not specify a wattage cutoff for e-scooters. But companies selling them must display maximum speed and wattage on a sticker for both scooters and e-bikes. Still, the city’s own educational materials state that the max speed capability for a stand up electric scooter is 20 miles per hour.

It’s very difficult for police officers to, at a glance, know which motorized two-wheeled vehicle is a legal electric bike or an illegal e-moto, though police agencies in Europe, where e-bikers are common and provided ample space where their riders do not have to compete with cars, don’t seem to have this problem.

Beadle pointed out that although the company added a small disclaimer to the site about its modes, the page still reads as an advertisement for the fastest settings.

“The problem is that, some of these bikes and scooters can have their modes changed so easily that of course users are going to change the mode, it’s part of the marketing,” he said.

The site still advertises the scooter as “built for street dominance” and focuses on the scooter’s max speed. The site also specifically addresses safety, saying “speed is thrilling but safety comes first,” before encouraging riders to wear a helmet (as both victims of last week’s crash were). The website also clearly markets the scooter for city use:

Its 11-inch puncture-resistant tires, high-torque motor, and stable suspension allow it to tackle uneven roads, steep inclines, and urban obstacles with ease. Whether it’s potholes, gravel, or curbs, this scooter maintains smooth, controlled performance.

“That’s not marketing to a 15-mph scooter. That’s marketing to the 53-mph,” said Beadle.

• Drunk driving kills more than 12,000 people a year in the U.S., mostly in car-centric places with little to no public transit. Studies show that there are far fewer DUI arrests in cities where imbibers can take a train home. There is a similar effect where rideshares are readily available. (Planetizen)
• People for Bikes breaks down its position on the BUILD America 250 transportation funding bill.
• Five years after the Infrastructure Investment and Jobs Act put $5 billion toward electric vehicle charging stations, only 98 have been built. (Government Technology)
• While raging against dangerous drivers can be cathartic, sustained activism is what actually gets things done, according to a streets.mn writer.
• Americans seem to love everything about trains except riding them. (USA Today)
• Active Towns interviewed Sara Lind, co-director of Streetsblog’s parent nonprofit Open Plans. (YouTube)
• California regulators changed the state’s cap-and-trade program in ways that will benefit fossil fuel companies. (Los Angeles Times)
• The Urbanist further explores Sound Transit’s recent vote to delay or cut back on future transit projects.
• Assaults on Charlotte trains and buses fell by 67 percent through the first three months of this year compared to the first quarter of 2025. (WFAE)
• The Utah Transit Authority further reduced fares for the elderly, but made them more complicated to pay. (Salt Lake Tribune)
• A new Maryland law opens up 300 acres of state-owned land near transit stations for developing 7,000 housing units. (Smart Cities Dive)
• Light rail on the I-5 bridge between Portland and Vancouver, Washington remains up in the air. (The Oregonian)
• The president of Cornell University backed his car into a group of students who questioned him about free speech. (The Ringer)
• Missoula won an award for best transit system of its size. (Metro)
• Backlash against bike lanes and low-emissions zones led Krakow voters to elect a new right-wing mayor. (Politico)
• Italian cities are trying to make public spaces more equitable toward women. (24 Italy)

Nearly 69 million people in the United States speak a language other than English at home, yet weather warnings have long been issued almost exclusively in English. 

Municipalities and federal agencies monitor U.S. waters for microcystins, a toxin produced by harmful algal blooms in Lake Erie, but a University of Michigan study shows that the blooms produce a greater range of potentially toxic compounds than previously known.

Carbon Tracker analysis finds widespread under-reporting of automaker emissions creating hidden transition risks for investors

LONDON, 2 June, 2026 

New research from financial think tank Carbon Tracker shows that several legacy automakers carry climate-related financial risks comparable to traditional oil and gas producers. The findings are particularly relevant for Japanese OEMs ahead of the country’s AGM season, given their continued reliance on hybrid vehicles and their outsized role in global vehicle production.

The research, from financial think tank Carbon Tracker, finds that major automakers are systematically understating the emissions linked to their vehicles. Across a sample of 17 of the world’s largest OEMs, representing 80% of passenger vehicle sales, Carbon Tracker found an average discrepancy of 33% between reported and real-world emissions from vehicle use.

This “Carbon Gap” stems from widespread use of unrealistic lifetime mileage assumptions, optimistic plug-in hybrid vehicle (PHEV) usage estimates, and the exclusion of upstream fuel-production emissions.

Using a standardised methodology designed to reflect real-world vehicle usage, Carbon Tracker found that several automakers exhibit carbon intensity levels higher than major oil and gas companies when measured on the basis of emissions as a proportion of enterprise value (tCO₂e/EVIC).

Ben Scott, Head of Energy Demand at Carbon Tracker and co-author of the report, said: 

“Automakers are the gatekeepers of future oil consumption. Passenger vehicles are the largest source (27%) of global oil demand and every ICE or hybrid vehicle sold today locks in 10-20 years of additional consumption.  

Automakers’ flawed emissions reporting masks the reality that a dollar invested in legacy automotive firms is in many cases just as carbon intensive as a dollar invested in oil and gas.” 

Leaders and laggards 

The analysis identifies major differences both in transition strategy and emissions disclosure practices across the automotive sector, with some automakers aligning more closely with electrification trends and transparent reporting than others.

Renault and Stellantis emerged as relative leaders on emissions transparency, with reported Scope 3 emissions closely aligned with Carbon Tracker’s estimates, while companies such as BYD and BMW demonstrated substantially higher BEV sales shares than hybrid-heavy peers.

These issues are particularly relevant to Toyota, whose AGM falls on June 17. As the world’s largest automotive manufacturer by volume, with more than 10 million annual vehicle sales, Toyota maintains a hybrid-heavy strategy, selling approximately 27 hybrids for every battery electric vehicle in 2024.

Michael Wells CFA, Analyst at Carbon Tracker and co-author of the report, said: 

“Toyota’s hybrid emissions are an outlier in the sector, exceeding the total emissions of entire manufacturing groups such as BMW. Its hybrid-heavy resource allocation indicates a commitment to technology that faces obsolescence. As major markets move toward outright bans on internal combustion components, Toyota’s hybrid-heavy portfolio risks becoming a fleet of stranded assets.” 

Ken Maeda, Founder of Undertones Consulting, said:  

“Toyota’s heavy reliance on hybrids has delivered short-term sales success but carries significant long-term financial and market risks for both Toyota and the wider Japanese automotive industry. By locking in long-term oil consumption, this strategy heightens stranded asset risks at a time when global peers are accelerating electrification.”  

Mazda and Mitsubishi display the highest emissions intensities, of 10.2 and 9.9 tCO₂e/EVIC, respectively, compared with 4.0 for Shell, the highest intensity oil and gas firm featured in the report.

General Motors exhibits the sector’s largest absolute emissions gap, driven by a high-intensity product mix heavily weighted toward trucks and SUVs in the North American market, combined with the most significant disclosure deficit in the peer group. 

Subaru showed the largest relative reporting gap, with emissions potentially understated by more than 200% due to reporting assumptions that fail to reflect the high-mileage reality of its predominantly US-based fleet. 

Geopolitical Uncertainty and Consumer Lock-in

The financial risks of delaying the EV transition are being compounded by global energy shocks. The ongoing crisis in the Strait of Hormuz underscores the extreme vulnerability of the legacy automotive business model. Automakers persisting with ICE and hybrid technology are effectively locking consumers into highly volatile, inflated fuel costs for decades to come.

This exposure is particularly acute for the Japanese automotive sector. Japan is overwhelmingly dependent on foreign energy, importing more than 90% of its oil, largely from the Middle East through vulnerable chokepoints like Hormuz. By continuing to build vehicles that rely entirely on liquid fossil fuels, domestic giants like Toyota expose both their global consumer base and their home economy to structural macroeconomic instability.

Scott added: “The crisis in the Strait of Hormuz is a stark reminder that the real-world cost of driving a legacy vehicle isn’t static. When an OEM sells a hybrid or an ICE vehicle today, they aren’t just selling hardware – they are anchoring a consumer to the oil tap for the next fifteen years. In an era of acute geopolitical supply shocks, failing to decouple transport from crude oil is no longer just an environmental misstep; it is active destruction of consumer value and an unhedged risk for investors.”

Investor implications  

Carbon Tracker argues that that inconsistent and potentially understated emissions reporting creates material challenges for investors attempting to assess automaker transition risk and carbon exposure accurately.

The report finds that differing assumptions around vehicle lifetime mileage, hybrid usage and fuel-cycle emissions can materially distort reported Scope 3 Category 11 emissions, reducing comparability across issuers and potentially leading to the mispricing of carbon-intensive business models.  

Giuseppe (Joseph) Jacobelli, Managing Partner at Bourne Impact Capital Ltd and Founder of actE, said: 

“As for many other industries, carmakers failing to transition from carbon-intensive legacy assets to bankable ones face significant financial liabilities. Institutional portfolios must navigate this ‘bumpy flight’ by prioritising the economic inevitability of the green shift to prevent systemic capital erosion and asset stranding.” 

Carbon Tracker said that investors should move beyond headline emissions disclosures and scrutinise the assumptions underpinning automaker climate reporting, particularly ahead of key shareholder votes and transition-related engagements, such as Toyota’s AGM on 17 June. 

In particular it urges investors to focus on BEV Sales Share as the core transition KPI and incorporate carbon intensity (tCO₂e/EVIC) into corporate valuation models to avoid mispricing high-emission business models. 

 

Notes to editors  

The report, Oil Companies in Disguise, can be downloaded free of charge from here. 

 To arrange an interview please contact:   

Conor Quinn conor.quinn@greenhouse.agency  +44 7444 696 214 

Greenhouse Communications  TrackerGroup@greenhouse.agency     

A Japanese version of the press release is available here.

The post Legacy automakers are just as carbon-intensive as oil and gas firms, new analysis shows appeared first on Carbon Tracker Initiative.

Feeding Change at the Milken Institute recently released a report providing Food Is Medicine (FIM) stakeholders with a framework for designing, governing, and sustaining partnerships. The report, Activating the FIM Ecosystem: A Framework for Stakeholder Partnerships, seeks to help nonprofit, for-profit, and public policy actors collaborate in an increasingly complex sector.

According to the report, FIM began as a community-based response to unmet nutrition and health needs, evolved into a national movement, and has now reached a critical inflection point.

FIM programs rely on an expanding range of activities, from clinical referrals and care coordination to reimbursement, data sharing, and food delivery. Coordination requires an increasing number of stakeholders, including health care providers, community-based organizations (CBOs), participants, food retailers, funders, and transportation companies.

This growing complexity can create barriers to collaboration, the report says. FIM stakeholders interviewed for the report describe challenges including unclear roles, misaligned incentives, redundant responsibilities, uncertain payment pathways, and decision-making structures that struggle to adapt as programs evolve. This causes strained relationships, reduces efficiency, and reduces the ability to scale FIM programs.

Increasing resilience in an ever-changing FIM landscape requires thoughtful partnership design and adaptable models, Holly Freishtat, Senior Director of Feeding Change, tells Food Tank. Rather than prescribing a single model or a universal solution, the report offers a variety of tools.

The report is designed to help stakeholders quickly navigate to the sections most relevant to their objectives, sector, and stage of engagement in the FIM ecosystem, the co-authors explain. And certain sections are interactive and customizable. It was intentionally designed for stakeholders across the FIM ecosystem, Anna Lin-Schweitzer, Associate Director at Feeding Change and co-author of the report, tells Food Tank.

“We wanted to make sure that the toolkit was not designed just for one sector or just for one stakeholder, that it was going to be useful to anyone who picked it up,” Lin-Schweitzer says. “Whether they’re a nonprofit or a health plan or a food retailer, whether they have been in the FIM space for a long time or they just started.”

To develop the framework, Feeding Change conducted 43 interviews, two sector-specific working sessions, and a 40-person roundtable, while also incorporating feedback from FIM program participants. Freishtat says the resulting recommendations were grounded in qualitative analysis and stakeholder experience.

The report is organized around three themes. The first, Designing Partnership Architecture, explores a range of partnership structures applicable to a variety of goals, funding mechanisms, operation scales, and stages of development.

The Optimizing Funding Partnerships for Collaboration section, explores existing funding pathways, ensuring stakeholders are aware of their options and encouraging a diversified financing approach.

And Building Shared Understanding and Long-Term Value, focuses on challenges that commonly emerge as partnerships develop, scale, and adapt to changing circumstances. According to the report, aligning goals, responsibilities, decision-making processes, and measures of success can help organizations navigate these tensions in the long term.

Looking ahead, Lin-Schweitzer highlights the importance of cross-sector and cross-regional collaboration, which allows stakeholders to learn from one another and build on existing successes. Lin-Schweitzer also emphasizes the value of keeping program participants involved in, and at the center of, FIM discussions.

According to Freishtat, “if we want to see reduced healthcare costs and improved health and nutrition outcomes, we need to be very intentional and strategic and disciplined on how we continue to design, evolve, and grow FIM for this country.”

Articles like the one you just read are made possible through the generosity of Food Tank members. Can we please count on you to be part of our growing movement? Become a member today by clicking here.

Photo courtesy of Inigo De La Maza

The post Report Explores How Food Is Medicine Stakeholders Can Build Lasting Partnerships appeared first on Food Tank.

Nurses at Saint Mary of Nazareth Hospital in Chicago, Ill. gave notice to their employer today that they will hold a strike for one day on June 11 to protest the administration’s retaliation against nurses who speak out about unsafe conditions.

In 1996, the first of a series of arsons burned down the Oakridge Ranger Station in Oregon. More followed, as well as a massive federal investigation of the Earth Liberation…

This is a re-post from Yale Climate Connections

Thanks to the transition from fossil fuels to clean technologies, what used to be considered the worst-case climate change scenario now appears to be outside the realm of plausibility, climate scientists said in a recent study.

That study made headlines in May when President Donald Trump falsely claimed that climate scientists had admitted that their projections had been wrong, a claim akin to an anti-vaxxer gloating that the official end of the pandemic proved that COVID was never a problem.

And the study contained sobering news: The best-case climate scenario is close to slipping out of reach, and a business-as-usual scenario is still a very dangerous one, with high risks of widespread species extinctions, extreme heat-related illnesses and deaths, and expanding vector-borne diseases like malaria.

World makes progress on climate change

Scientists developed the worst-case climate change scenario known as RCP8.5 nearly 20 years ago.

A 2010 paper described RCP8.5 as representing the 90th percentile of plausible climate-warming emissions, cautioning that the RCPs “are neither forecasts nor policy recommendations, but were chosen to map a broad range of climate outcomes.” A 2011 paper summarizing RCP8.5 noted that this scenario envisioned a world with high population growth, slow improvements in energy efficiency, and a heavy reliance on fossil fuels, including a nearly tenfold increase in coal consumption.

Although the U.S. government under Trump favors high birth rates, has dismantled energy efficiency programs, and supports coal and other fossil fuels, policies implemented around the world over the past decade have shifted us away from the characteristics of RCP8.5, leading scientists to say it is now implausible.

Spurred by the 2015 Paris Climate Agreement and dramatically falling costs of clean energy technologies, many countries have increasingly transitioned away from climate-warming fossil fuels. All global growth in electricity demand last year was met by clean sources – predominantly solar panels – European energy think tank Ember and the International Energy Agency recently reported.

Change in annual global electricity demand (blue line) and the amount met by fossil fuels (gray bars), solar power (dark green bars), and other clean sources (light green bars) between 2000 and 2025. (Graphic: Ember)

Clean energy has gotten a boost from the Iran conflict, which spiked prices of fossil fuels and spurred many countries to accelerate their efforts to wean themselves off oil and natural gas. China’s exports of solar panels, batteries, and electric vehicles to many regions, including Southeast Asia and Latin America, have surged. And the International Energy Agency has said that the world has reached peak coal consumption.

Read: What the Iran conflict means for gas prices, clean energy, and the climate

Annual electric vehicle sales in China (red), Europe (dark blue), the U.S. (light blue), and the rest of the world (green). (Data: International Energy Agency. Graphic: Dana Nuccitelli)

New climate scenarios

Because the Intergovernmental Panel on Climate Change is heading into its next cycle of climate change reports, a group of scientists called the Scenario Model Intercomparison Project was tasked with establishing an updated set of emissions scenarios. In the new paper, they outline six new scenarios ranging from a best-case “very low emission scenario” to a worst-case “high-emission scenario.”

Their scenarios show that meeting the climate targets set in the 2015 Paris Agreement is becoming increasingly difficult as the years pass and global emissions continue to rise. A middle-of-the-road scenario involving continued climate policies would result in high risks of dangerous outcomes like extreme weather-related deaths and widespread species extinctions.

And a new worst-case scenario involving a Trump-style rollback of climate policies would likely result in catastrophic climate change.

The good, the bad, and the ugly

The new high-emission scenario envisions that many countries could weaken or abandon climate policies. The researchers’ description of this scenario may sound familiar to some Americans, suggesting that “a rollback of climate policies could result from a lack of public support for the energy transition. This could be related to, for instance, local opposition to building new wind farms or concerns about impacts on fossil industries related to jobs and national energy security.”

Climate scientists Zeke Hausfather, Glen Peters, and Piers Forster described this scenario as “a more Trumpian future where current policy is rolled back and clean energy deployment slows.”

In this scenario, atmospheric carbon dioxide concentrations rise from about 430 parts per million today to around 700 parts per million in 2100, when temperatures reach about 3.5°C above preindustrial levels, up from about 1.3°C today. That outcome would still likely represent a climate catastrophe, but it’s less severe than the 936 parts per million and nearly 5°C global warming that would have resulted from RCP8.5 by 2100.

The new medium-emission scenario and very-low emission scenario have fairly similar carbon dioxide and global warming trajectories to their previous counterparts, called RCP4.5 and RCP2.6, respectively.

Global average surface temperature change in the old scenarios (solid lines) and new scenarios (dashed lines). (Graphic: Dana Nuccitelli).

The new medium-emission scenario envisions that climate policies continue at the current level. Climate pollution declines slightly into the middle of the century and then remains flat thereafter, resulting in an extremely dangerous 3°C global warming by 2100.

And the new very-low emission scenario illustrates the increasingly difficult challenge of meeting the Paris Agreement to limit global warming to “well below 2°C above preindustrial levels.” Achieving that goal would require rapid reductions in global climate pollution starting today, reaching net-zero emissions around 2050. The previous best-case scenario allowed for a more gradual emissions reduction, not approaching net zero until the 2070s, because there was more time left when it was developed.

 

Check out “Censored News” coverage of May 16

Protest in Utah against Energy Fuels uranium mines and mill

“CENSORED NEWS: Shut Down Energy Fuels — Uranium Mining and Radioactive Dumping on Native People”

By: Katie O’Reilly, Sierra Magazine Some have nicknamed it “Keystone Light.” But this fossil fuel pipeline, if it becomes a reality, would not be small by comparison.  If approved, the newly proposed expansion of the Bridger Pipeline through Montana would transport 1,047,000 barrels of tar sands oil—a heavy crude that’s among the most environmentally destructive …

The post Bridger Pipeline Is the Latest Attempt to Revive the Keystone XL “Zombie Project” appeared first on Montana Environmental Information Center - MEIC.

Levels are “three times higher than what we’re allowed to shower in, or drink,” UMass Amherst researcher says.

Artificial intelligence shows promise for supporting physicians, but patient health questions are best left to human doctors, according to Penn State researchers.

A new study published in the journal Nature Geoscience by researchers at the IBS Center for Climate Physics (ICCP) at Pusan National University in South Korea shows that the Antarctic ice sheet became more sensitive to climate forcing following a major shift in Earth’s ice age cycles about one million years ago, providing new insight into how ice sheets respond to long-term climate change.

A fish–microbe partnership may produce minerals that help shape the marine carbon cycle.

By KAY MATTHEWS

Kit Carson Electric Cooperative CEO Luis Reyes just announced that the company has hired GZA GeoEnvironmental/Glorieta Geoscience (GZAGeoEnvironmental recently acquired Geoscience, which is based in Santa Fe) to conduct a water study of the proposed hydrogen facility in Questa. Kit Carson has only contracted for Phase 1 of that study, that states it will “assess the influence of pumping the Chevron production well (RG-14117-POD-18) on the groundwater flow conditions in the Questa, NM area.” However, the Phase I study will only develop a “three-dimensional visualization model,” which doesn’t involve well testing, drilling flow logs, measuring the rates of aquifer replenishment, and other critical water studies. If requested, Phase 2 would create “a groundwater flow model, calibrate the model, and prepare a report that summarizes the groundwater modeling work.” 

The Questa Watershed Coalition has received a detailed letter from a local hydrologist that lays down the details and requirements that a competent water study must include. The letter begins with this statement: “This will be a critically important study, and it is paramount that it be technically sound, comprehensive, and independently and impartially reviewed and validated.” The hydrologist emphasized that both Phases, 1 and 2, are necessary to “adequately predict hydrologic impacts. The visualization model should be accompanied by a conceptual model (which is basically a qualitative description of the flow system) and a quantitative water budget for all relevant hydrologic components (recharge, flux, discharge to rivers and wells, etc.) along with a clear statement of the objectives of the modeling exercise. He also stated that the 100 afy extraction rate is probably inadequate and 250 afy, the well’s adjudicated capacity, will be more likely needed. The Coalition will use the input in the letter to help assess the GeoScience study.

Questa Watershed Protectors have been asking Reyes for a comprehensive water study for months, as concerns over drought and the climate crisis are exacerbated by this year’s extreme situation. Snowpack measurements for the Sangre de Cristos are the lowest ever recorded, and both of the Questa acequias, Cabresto Lake Irrigation Community Ditch Association and Llano Community Ditch, have seen a significant loss of irrigation water. The well that will provide water for the hydrogen project is a Chevron exploratory well that they call the tailings facility water well. It’s 500 feet deep and will supposedly supply clean water for the project (the OSE will have to provide an assessment). A mile-wide study was done that said four other wells could be affected by the Chevron well, but Questa’s wells are not within that one-mile radius. A two-mile radius could affect 58 wells, including the many private wells in the community.

While GeoScience promotes its hydrogeology analyses and has worked all over the state, the president and senior hydrogeologist, Jay Lazarus, has an extensive history in the Taos area that may not bode well for an unbiased, comprehensive study of water quantity and quality in the Questa area that could be affected by the hydrogen facility. He’s been a longtime consultant for the Abeyta Water Rights Adjudication (Taos Pueblo) that resulted in a settlement in 2013. As such, he was a vocal opponent of the Public Welfare Statement that was drafted by a group of citizens as part of the Taos Regional Water Plan, back in 2006. The statement laid out the criteria for determining whether proposed water appropriations or transfers from the Taos Region to other regions and within the Taos Region from one sub-watershed to another are consistent with the public welfare.

Public welfare is one of the criteria the Office of the State Engineer is supposed to use to determine whether to approve a water transfer, but has rarely done so. That’s why the citizen committee urged that the Public Welfare Statement be incorporated into the Taos Regional Water Plan. But the parties to the Abeyta settlement raised objections to the proposed PWS, claiming it would prevent the implementation of the settlement and that it was contrary to state law. They, represented by Lazarus, wanted nothing to interfere with whatever transfers might be necessary for implementation of the controversial Abeyta Settlement.

In 2013, when Blackstone Ranch, which had acquired the historic McCarthy Ranch, “Taos’s last great grasslands” on Upper Ranchitos Road, applied to transfer just under 12-acre feet per year of surface water rights from the Alamitos Acequia to a groundwater well to irrigate landscaping around the “main-house,” a small orchard, gardens, greenhouse, and “fire-prevention pond”—which translates to 6 afy of groundwater. Their hydrogeologist, Jay Lazarus, was quite frank about the reason for the transfer: it would ensure the ranch irrigation water when there isn’t enough water in the acequia. This, of course, sets a bad precedent: As surface water continues to dry up more and more irrigators will want to pump groundwater instead. It’s already happening in southern New Mexico—and on a much larger scale than 12 afy of water—as farmers dependent on Elephant Butte Irrigation District for irrigation come up short and pump groundwater to save their crops. Texas sued, and a settlement agreement will require the retirement of thousands of acres of farmland to provide Texas with its allotted water rights under the Rio Grande Compact.

Finally, in 2025, at a public meeting about Sipapu Ski Area and Resort expansion plans, Lazarus was confronted in two claims he made as the ski area’s consultant on water quality monitoring. When asked about the ingredient surfactant, or Drift, used in snowmaking, Lazarus said that a New Mexico Environment Department study had found no impact on downstream users. The representative from the NMED corrected him that the agency was unable to test for snowmaking because surfactant is already present in the agency’s lab.

Lazarus was also challenged by Robert Templeton, a parciante from Dixon, when he made the often-touted claim that ski areas act as water reservoirs and help downstream users when the snow is released into the watershed in the spring. Templeton argued that stored water is only available during the spring runoff when the river flow is at or approaching flood conditions and is of no use to irrigators. The time that the “potentially stored” water is used for snowmaking is the exact moment when the water is needed in the river for recharge of wells and the sub-surface lands along the river’s course after the irrigation season.

.In a Taos News article Reyes was asked about allocating such a large amount of water during a time of extreme drought. His response was, “I’ve never seen it, living here [that] in a year we’ll get so much snow that it undoes, you know, 10 or 15 or 20 years of drought, but we’re not using [the water] for a while,” Reyes said. “I have faith that, like any cycle, we’ll start to get rains and moisture back, hopefully, like we did in the old days.”

The people of Questa would rather rely on a scientific assessment of what the water situation is right now before a water-guzzling project moves forward. Hopefully, that’s what they get.

RAFI is hiring an FSA Loans Technical Assistance Contractor to support farmers in the Southeast U.S. with Farm Service Agency loan programs. This remote six to 12-month contract will provide one-on-one help with farm numbers, loan applications, farm financials, loan restructuring, and borrower responsibilities. The contractor will also track cases, coordinate with RAFI staff and partners, and support farmer outreach and education.

The post Contract Opportunity: FSA Loans Technical Assistance Contractor  appeared first on RAFI.