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Residential sales fell 0.1% year over year while residential prices soared 10.2% in the same period, to 18.8 cents/kWh, the U.S. Energy Information Administration said.

Completed competitive transmission projects are also about 30% less expensive than comparable incumbent utility projects, according to a report from the think tank. 

No matter where you live in the United States or what your driving habits are, a battery electric vehicle is likely to have a smaller carbon footprint and cost less overall than a comparable gasoline-powered vehicle, according to a new analysis.

The study calls into question some persistent myths about EVs – and gives policymakers and individual drivers tools to evaluate the benefits for their specific situation.

It’s well known that the emissions savings from EVs vary due to a number of factors, such as the greenness of the local electricity grid, climate, and a person’s driving habits. EVs also tend to cost more upfront than gasoline cars, but have lower fuel and maintenance costs. How all these tradeoffs pencil out can be hard to figure.

Most previous studies have looked at just one or a few of these factors at a time. In the new study, the researchers gathered data from every U.S. zip code and systematically analyzed a host of factors that might affect emissions or costs: local climate, electricity sources, congestion, urban versus rural driving and traffic patterns, electricity and gasoline prices, and individual variations in driving habits.

They used the results of the analysis to update a freely available website that compares the life-cycle emissions and total ownership costs of almost any type of EV and gasoline vehicle. “We provide quantitative answers to common questions asked by prospective EV owners,” the researchers write.

EVs reduce emissions the most in areas with a green electric grid, heavier traffic, greater annual travel distances, and mild climate, the researchers found.

 

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In any given area, EVs reduce emissions more for those drivers who drive more often, drive bigger vehicles, and spend more time stuck in traffic.

In most parts of the country, an EV reduces greenhouse gas emissions by 40-60% compared to a gasoline car. Not surprisingly, the greenness of the local grid is the biggest factor in driving differences in emission savings from place to place.

Many members of the public assume that EVs are no better than gasoline cars if the electricity that powers them comes from fossil fuels. But grids have gotten greener, and even in areas with the most carbon-intensive electricity, EVs almost always come out ahead, the researchers found.

Moreover, because grids everywhere are getting even greener yet, this will become less of a source of variation in the future, and individual driving patterns will matter more and more. Already, in some instances individual differences in driving patterns can matter as much as all regional factors combined, the analysis shows.

EVs also reduce emissions even in the most unfavorable climate conditions, upending assumptions that they have little environmental benefit in cold climates. It’s true that battery function takes a hit in the cold, but considered over the course of a whole year the effect on emissions savings is pretty small.

The cost of electricity is the largest factor in determining the relative costs of the different types of vehicles. In most areas of the United States, EVs are cost-competitive with gasoline vehicles, even without tax credits for clean vehicles. In areas where electricity is relatively cheap, EVs tend to have a lower lifetime ownership cost than gasoline cars.

Source: Miotti M. and J.E. Trancik. “Determinants of electric vehicle emissions savings and costs across locations and individuals.” Environmental Research Letters 2026.

Image: ©Anthropocene Magazine.

 

Mill Industries and Amazon are partnering to keep grocery store food waste out of landfills. Mill’s recycling systems will roll out in Whole Foods Market stores in 2027, turning discarded food scraps into chicken feed for the retailer’s private-label egg suppliers.

The Mill grounds will make up 5 to 10 percent of suppliers’ total feed, and Whole Foods hopes to offer it at a lower cost than traditional feed, says Caitlin Leibert, Vice President of Sustainability at Whole Foods Market. The pilot will begin in the produce department, but Leibert notes the opportunity for expansion to other food waste streams. Whole Foods is working closely with farmers and cross-functional teams to validate the model and prepare for launch.

According to ReFED, food retailers in the United States generated an estimated 4.63 million tons of surplus food, worth US$30.3 billion. Despite donation and composting pathways, nearly 30 percent of that food ended up in landfills or incinerators.

Mill Co-Founder & President Harry Tannenbaum sees both an economic and environmental opportunity in reducing retail-level food waste. He tells Food Tank, “When we waste food, we’re wasting the water, energy, labor, land, and time it took to grow it, along with the opportunity to put those resources to better use. Tackling this issue head-on is a massive opportunity for impact.”

ReFED estimates that only 11.4 percent of surplus food was repurposed for animal feed. Adoption has been constrained by food safety concerns, logistical complexity, and limited infrastructure. But with proper processing, food waste can be converted into safe, nutritious, and cost-effective animal feed.

In South Korea, government-supported operations help divert more than 90 percent of the country’s food waste and turn over 42 percent into animal feed. “That really shows that with the right infrastructure, regulatory frameworks, monitoring systems, and government investment, you can manage some of the risks,” Sharyn Murray, Director of Impact Capital Programs at ReFED, tells Food Tank.

There is a common misconception that waste-feeding reduces production or compromises quality, says Ryan Martens, Livestock Director at Stone Barns Center for Food and Agriculture in New York. But the Center has operated a waste-feeding program for over a decade, and Martens reports they have not seen any decline in lay-rate or hen health. “We do blind tastings with the chefs and farmers and consistently the waste-fed eggs score higher on flavor compared to premium supermarket options,” he tells Food Tank.

Martens says that many farmers in the U.S. practice waste-feeding, but they must individually source, process, and formulate the feed. “In order for the U.S. to implement waste-feeding projects on a larger scale, we need to start formalizing and creating efficient processes for collecting, processing, and balancing waste-feeds,” he says.

Processing waste directly in stores could ease some of the logistical constraints that have limited waste-to-feed programs. Tannenbaum notes frequent collection and downstream management at centralized processing facilities as challenges Mill could help address. “By embedding decentralized infrastructure within stores, we can enable new recycling pathways that would have otherwise been economically or logistically inconceivable,” he says.

While preventing waste and donating food remain the best options for reducing hunger, converting unavoidable scraps into feed may become an increasingly important option for retailers.

Mill’s recycling systems are designed to turn discarded scraps into feed while helping stores identify and prevent waste upstream. The technology uses AI and computer vision to track waste types and volumes in real-time, offering retailers insights into inventory losses and waste drivers. “It’s not about simply processing food waste—it’s to prevent it from happening in the first place,” says Tannenbaum.

Murray emphasizes that retailers like Whole Foods occupy a unique position in the food value chain. “They are an important intersection point,” she says. “They’re connected to their suppliers, consumers, and ultimately to the farmers.”

If waste-feeding expands, it could reshape feed supply chains and improve margins for farmers. And the environmental upside may be substantial. In the U.S., decomposing food waste in landfills contributes greenhouse gas emissions equivalent to the annual emissions of 15 coal-fired power plants. “Even something as small as a 5 percent substitution of conventional feeds with waste-feed would take the burden off of millions of acres of corn and soy production while removing millions of pounds of food waste from our landfills in returning that food waste back to the soil,” Martens tells Food Tank.

“The reality is, this really isn’t waste at all,” Leibert tells Food Tank. “It’s a super valuable, nutrient-rich commodity.”

The project’s results may serve as an example for the industry’s potential to make waste-to-feed systems viable at scale, and to reframe the narrative around food waste.

“It’s an exciting opportunity to put a circular model on display,” Leibert says. “Nature and climate don’t work in a silo, and neither should we.”

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 Kristin O Karlsen, Unsplash

The post A Circular Solution for Retail Food Waste Takes Shape in U.S. Grocery Stores appeared first on Food Tank.

The risk of snakebites is increasing across the world as reptiles shift their habitats to cope with rising temperatures and growing human pressures, a study of venomous snakes has found.

Read more on E360 →

Headline News:

• “Renewable Energy Just Broke A 100-Year-Old Streak” • When Thomas Edison’s Pearl Street electrical station fired up in Lower Manhattan in 1882, it ran on coal. Since then, Coal has survived the oil era, the nuclear era, and natural gas. Now it has been surpassed by renewable energy, according to Ember’s Global Electricity Review 2026. [MSN]

Interior of Pearl Street Station (Energy.gov, public domain)

• “Strait Of Hormuz Turmoil ‘Serious’ Risk For Europe, Top UAE Adviser Warns” • Dr Anwar Gargash said at a conference in Prague that the Strait of Hormuz is a European energy problem, not a distant regional one, as the region faces the worst instability in decades. It is a direct challenge to European energy supply and trade. [Euronews]
• “Pope Calls For Robust Regulation Of AI In Manifesto” • In his first encyclical, Pope Leo XIV has called for robust regulation of artificial intelligence and for its developers to work for common good rather than profit. He issued the sweeping manifesto on safeguarding humankind as the technology impacts everything from work to war. [ABC News]
• “Evacuation Zone Shrinks After ‘Worst-Case Scenario’ Of Southern California Chemical Tank Explosion Averted, Officials Say” • About 16,000 people remain under evacuation orders for a possible tank explosion, Garden Grove Police Chief said at a press briefing. That’s down from 50,000. The tank’s temperature has been reduced. [ABC News]
• “Uber: Getting Hard to Justify High AI Costs” • Tech companies and large corporations are all gung-ho about using AI, so there’s a lot of early adoption underway. But how useful is the rush to adopt, and is it providing a positive return on investment? Uber is apparently starting to ask these questions, as AI does not seem to deliver as expected. [CleanTechnica]

For more news, please visit geoharvey – Daily News about Energy and Climate Change.

Istilah slot gacor digunakan untuk menggambarkan mesin slot yang sedang berada dalam kondisi “mudah menang”. Biasanya, game dianggap gacor ketika sering memberikan free spin, scatter, wild, atau kemenangan beruntun dalam waktu tertentu.

Namun, pemain profesional tidak hanya mengandalkan keberuntungan. Mereka cenderung memperhatikan beberapa faktor seperti:

• RTP (Return to Player)
• Volatilitas game
• Jam bermain
• Pola spin
• Manajemen modal

Pendekatan ini membuat permainan terasa lebih terukur dan tidak sekadar mengandalkan insting.

Pola Spin yang Sering Digunakan Pro Player

Salah satu rahasia yang paling sering dibahas adalah penggunaan pola spin tertentu. Strategi ini dipercaya membantu membaca ritme permainan sebelum pemain menaikkan taruhan.

Beberapa pola yang populer di komunitas pemain antara lain:

10 Spin Manual Dilanjut Auto Spin

Pola ini digunakan untuk melihat apakah mesin sedang aktif memberikan kombinasi kemenangan kecil. Jika dalam 10 spin awal muncul scatter atau wild secara konsisten, pemain biasanya melanjutkan dengan auto spin.

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Kombinasi Bet Rendah dan Naik Bertahap

Banyak pro player tidak langsung memasang taruhan besar. Mereka memulai dari nominal kecil sambil memantau pola kemenangan. Ketika permainan mulai menunjukkan tanda-tanda gacor, taruhan dinaikkan secara perlahan.

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Pola Turbo dan Normal Bergantian

Sebagian pemain percaya perubahan mode spin dapat memengaruhi ritme permainan. Karena itu, mereka sering mengganti mode turbo dan normal setiap beberapa putaran.

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Pentingnya Memilih Game dengan RTP Tinggi

Pro player umumnya lebih selektif dalam memilih permainan. Mereka cenderung memainkan slot dengan RTP tinggi karena secara teori memiliki peluang pengembalian yang lebih baik dalam jangka panjang.

Game dengan RTP di atas 96 persen sering menjadi pilihan utama karena dianggap lebih stabil dibanding slot dengan RTP rendah.

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Pemain profesional biasanya menyesuaikan pilihan game dengan modal dan gaya bermain mereka.

Jam Bermain yang Dianggap Paling Efektif

Di komunitas slot online, terdapat anggapan bahwa waktu bermain tertentu memiliki peluang lebih baik. Beberapa pemain aktif memilih bermain pada jam-jam sepi seperti dini hari atau pagi hari.

Alasannya sederhana, mereka percaya sistem permainan lebih stabil ketika jumlah pemain tidak terlalu ramai. Meski belum ada data resmi yang membuktikan hal tersebut, kebiasaan ini tetap banyak diterapkan.

Jam yang sering dianggap efektif antara lain:

• 00.00 – 03.00
• 09.00 – 11.00
• 13.00 – 15.00

Bagi pro player, konsistensi membaca pola permainan jauh lebih penting dibanding sekadar mengikuti tren waktu bermain.

Manajemen Modal Jadi Kunci Utama

Salah satu perbedaan terbesar antara pemain biasa dan pro player terletak pada pengelolaan modal. Pemain berpengalaman jarang menghabiskan seluruh saldo dalam satu sesi permainan.

Mereka biasanya sudah menentukan:

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• Jumlah spin maksimal
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Jangan Mudah Percaya Pola Instan

Di media sosial dan forum online, banyak beredar klaim pola slot anti kalah atau bocoran pasti maxwin. Pemain perlu lebih kritis terhadap informasi seperti ini.

Perlu dipahami bahwa sistem RNG membuat hasil permainan bersifat acak. Tidak ada pola yang benar-benar bisa menjamin kemenangan mutlak. Strategi yang digunakan pro player lebih berfokus pada efisiensi permainan dan pengendalian risiko, bukan mencari kepastian menang.

Karena itu, pemain disarankan tetap bermain secara bijak dan menjadikan slot online sebagai hiburan, bukan sumber pendapatan utama.

Kesimpulan

Rahasia pola slot gacor yang sering dipakai pro player sebenarnya bukan sekadar soal keberuntungan. Pemain berpengalaman lebih mengandalkan kombinasi strategi, pemilihan game, pengelolaan modal, dan kemampuan membaca ritme permainan.

Meski tidak ada metode pasti untuk menang terus-menerus, pendekatan yang disiplin dapat membantu pemain bermain lebih efektif dan terhindar dari keputusan impulsif. Dalam dunia slot online, kontrol diri dan strategi tetap menjadi faktor penting yang membedakan pemain biasa dengan pemain profesional.

On Friday, May 22nd, a crowd of approximately 40 residents and community supporters gathered for a press conference and rally outside of Tahanan Homes, a...

The post Tahanan tenants on rent strike against 8% rent increase first appeared on Spring.

BYOP is increasingly evolving into a collaborative utility-customer model for serving large load growth. 

FERC 1920 requires rigorous long-term planning, transforming how planning activities produce results.

When it comes to California’s climate future, the most important figure in the state’s chaotic governor’s race may not be any of the candidates on the debate stage. It may not even be outgoing governor Gavin Newsom or President Donald Trump. 

Instead, it might just be Chevron, the multinational oil company that was founded in the Golden State more than 100 years ago. It is among the largest producers, refiners, and sellers of petroleum products in a state rapidly shifting toward electric vehicles. Depending on which candidate is talking, the company is an example of how Big Oil is strangling consumers or an example of how climate regulations are strangling the state economy. 

The behemoth — it reported $12.3 billion in profit last year — took the spotlight last month when an interviewer asked leading Democratic candidate Xavier Becerra about Chevron’s contributions to his campaign. The former state attorney general and Biden-era health secretary gave what seemed to be a candid response:

“Chevron, that’s the problem with politics. They’re not the bad guy. Does everybody here drive an electric vehicle? You need Chevron. I need Chevron. My people of the state of California need Chevron … Chevron wants to give me a check, that’s — that’s their prerogative.”

The phrase “I need Chevron” soon appeared in anti-Becerra videos by the likes of climate hawk Jane Fonda, implying that the candidate was saying he needs Chevron to get elected. Progressive billionaire Tom Steyer, Becerra’s lead Democratic opponent, urged him to return the contribution and said he is “doing [the] bidding” of Big Oil. Representative Katie Porter, another leading Democrat, said in a statement that she “hasn’t made millions off Big Oil or taken their checks.”

Becerra is not entirely wrong. California consumes around 13 billion gallons of gasoline annually, all of it specifically formulated to meet the state’s stringent clean air standards. Most of it comes from just six refineries, and Chevron owns two that account for one-third of the state’s production. That gives the company and its peers tremendous leverage. But California’s gas consumption has declined by about 15 percent from a peak in 2004 due to improved fuel economy in conventional vehicles and growing adoption of electric vehicles. It could fall by half over the next two decades. 

The primary is June 2. The challenge for the next governor will be to continue the energy transition while retaining the infrastructure needed to move and refine oil. This has never been accomplished in a place as large as California, which was the world’s fifth-largest economy in 2025. The risks are tremendous: If the state moves too quickly, it could create shortages and price spikes for drivers already paying the highest prices in the country. If it moves too slowly, it could lock in decades of air pollution and hinder global climate progress.

“It’s messy,” said Emily Grubert. She is a civil engineer and sociologist at Notre Dame who has studied fossil fuel transitions and advised the state government on oil infrastructure. “As soon as you realize that actually transitioning away from fossil fuels means you have to close things, people get really freaked out.”

Newsom spent much of his governorship going after Big Oil, an effort that included a series of executive actions to restrict fracking in Kern County oil fields. When the war in Ukraine sent gas prices surging, Newsom and Democrats in the Legislature passed a series of bills to stop what he called “price gouging.” These laws empowered a new oil-focused watchdog agency, created a tool that could impose refinery price caps, and required refineries to maintain certain storage reserves, all of which cut profit margins for Chevron and others. The new refinery rules added to multiple carbon taxes that make selling gasoline in California more expensive.

However, there is some evidence refiners have overcharged Californians. Even after accounting for state taxes, environmental fees, and production costs, a gap remains between gas prices in the Golden State and everywhere else. This gap appeared in 2015 after a refinery fire in Torrance and has come to be known as the “mystery gasoline surcharge.” It now averages about $1. Last fall, a state regulator concluded that refiners’ monopoly power may be the reason for the price spikes.

Oil companies accused Newsom of trying to regulate them out of existence, and many threatened to leave. Two major refiners, Wilmington and Benicia, announced last year that they would close their operations, forcing a state that already imports about 60 percent of its oil to rely on imports of gasoline refined in Asia. Chevron relocated its corporate headquarters from the San Francisco suburb of San Ramon to Houston in 2024, and it has delivered a series of ominous warnings this year as climate regulators have revised the state’s almost 15-year-old carbon tax.

“The proposed regulation will cripple the survivability of the state’s remaining refineries, which will result in California losing the entire industry,” Andy Walls, the president of Chevron’s refinery business, wrote in an open letter to Newsom in March. The implication was clear: unless you relax your regulations, we will leave the state and strand you without gasoline. That would mean paying Asian refiners to produce more of the state’s specific blend, at significant cost.

The Newsom administration spent much of 2025 trying to work out a grand bargain with the industry. The Legislature eased rules governing drilling in Kern County oil fields, helping maintain a stable supply of crude to refineries. It also delayed implementing a refinery profit cap and allowed the temporary sale of gasoline with higher concentrations of ethanol. The state’s climate regulator has also suggested giving refineries free allowances under the state’s cap-and-trade system, even if it means less money for big projects like high-speed rail and sustainable housing. The idea is to give investors enough certainty that they’re willing to remain in California even as the state uses less gasoline.

Experts believe it will take a lot more than that to manage inevitable changes.

“You actually can’t have a smooth and safe and effective transition without some form of coordinating function for that decline,” said Grubert. She believes a degree of state ownership of refineries will be necessary to keep facilities open if they stop being profitable. The wrong approach, she says, would be to respond to each potential refinery closure with ad hoc subsidies and state support, since that would allow refiners to extort the state one by one. 

That point was reinforced this month by a report from the California Energy Commission that has not received much notice. The analysis of the state’s shaky fuel system found that “California cannot sustainably manage this transition through repeated crisis interventions at an asset-by-asset level.” It suggested options that included “legal obligations to operate,” “centralized planning of closures,” and “direct state management or ownership of assets.”

The Iran war will accelerate a decline in both the supply of, and demand for, oil. Gas retailers like Chevron are already struggling to find additional imports of refined fuel, and some experts predict shortages if the Strait of Hormuz does not open within weeks. Meanwhile, electric vehicles continue gaining market share, and Newsom plans to roll out subsidies for them this year. Wider adoption of these vehicles, and hybrids, will further crimp demand, making any remaining refineries more likely to shutter. 

Chevron’s Kern River Oil Field near Bakersfield is one of the largest oil fields in California. The state’s climate policies have helped reduce gasoline demand by more than 15 percent over the past decade. Mark Ralston / AFP via Getty Images

All of this helps explain the showdown between the leading Democrats in the governor’s race, who are each trying to find a lane in a field that at one time included more than 50 candidates.

Becerra has given lip service to clean energy, but many public statements suggest a friendliness toward oil producers. As attorney general, he initiated a few lawsuits against petroleum companies, and supported other state climate lawsuits, but punted on major investigations. He has focused his gubernatorial campaign on vows to fight Donald Trump and protect healthcare, and has made controversial promises to freeze utility and insurance rates. On decarbonization, he has noted that “climate action only succeeds if it is affordable, reliable, and fair.”

After the chaos of the early primary, many oil producers have decided that Becerra is their candidate. Chevron last month contributed the maximum allowable amount of $39,200 to his campaign, the first time in a decade it has backed a gubernatorial candidate. Last week, the company contributed another $500,000 to an independent political committee supporting Becerra. California Resources Corporation, the state’s largest driller, also gave $500,000 to a Becerra committee. And gas companies like Sempra are among the donors to an anti-Steyer political committee that has raised more than $24 million.

Steyer, meanwhile, has made attacking Big Oil the focus of his campaign, as it was during his 2020 presidential run. He says he would lower gas prices by activating the refining profit cap that Newsom has declined to use, investigating what is causing high gas prices (something the state has already done), and taxing private jet fuel. When refineries “inevitably” close, he says he will stockpile an oil reserve and import more refined fuel for as long as California needs it.

Steyer has also had to address his own fossil fuel ties. The hedge fund he founded, Farallon Capital, remains a major player in coal power finance abroad, including in Indonesia and Australia. Steyer still holds a stake in the firm, which he left in 2012, but his campaign says he no longer receives dividends from its fossil fuel investments. 

California uses a “jungle primary” in which the top two candidates advance to the general election, regardless of party. The latest poll shows Becerra essentially tied with former Fox News host Steve Hilton, a Republican, with Steyer trailing at around 15 percent. The most likely outcome is that Becerra or Steyer will make it to the general election. (The other Democrats, including Porter and San Jose Mayor Matt Mahan, trail behind in the double digits.)

Railing against Big Oil has long proven to be good politics in California. But in the wake of Trump’s second election victory, Democrats have sought to downplay climate issues and focus instead on affordability. The question in the governor’s race is how best to achieve that in the long run. Is it better to use a bully pulpit against companies like Chevron in an effort to break their market power, or conciliate them in the hope that they don’t flee?

Mike Madrid, a veteran California political operative, believes Becerra’s approach will resonate more with the young and Latinos, both of whom often decide statewide elections.

“This attack on Chevron, it works for the base Steyer already has,” he said. “Young Latino working-class men are the demographic most affected by gas prices. Do you think they’re saying we need to get rid of Chevron? Of course not.”

Steyer’s campaign may not get him over the line in the primary, but he has at least been consistent. In a 2013 blog post for this very publication, he celebrated the result of the Virginia governor’s race, where a climate-focused Democrat beat a fossil-fuel-friendly Republican with help from Steyer’s own war chest.

“A new political dynamic is emerging,” he wrote at the time. “Climate change is a winner, not a loser,” and is “no longer electoral Kryptonite.”

If Chevron has its way, next week’s primary results will prove otherwise.

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This story was originally published by Grist with the headline ‘I need Chevron’: The oil company at the center of the California governor’s race on May 26, 2026.

• May 26, 2026

WEST COAST SEISMIC SURVEY CASE MOVES CLOSER TO HEARING

This Energy Month, the legal challenge between Aukotowa Fisheries Primary Co-operative, The Green Connection, and Natural Justice (the Applicants), and the government together with TGS Geophysical Company UK Ltd (the Respondents), concerning authorisation for offshore seismic surveys along South Africa’s West Coast and Northern Cape coastline, has entered a critical new phase. The Applicants and Respondents have now filed their Heads of Argument and joint practice note in the Western Cape High Court ahead of hearings scheduled for next month.

According to The Green Connection’s Outreach Ambassador, Neville van Rooy, “This case is not about asking the court to decide whether oil and gas is good or bad in general. The question before the Court is whether government decision-makers had and considered all the relevant information before approving this project. Our case is that they did not. Expert evidence before the Court aims to show that several important issues were not properly considered, particularly the potential impacts on small-scale fishing communities and coastal livelihoods. This includes the cumulative effects of seismic blasting over extended periods, as well as scientific evidence indicating that underwater noise impacts may travel far further than suggested in the environmental reports relied upon by the decision
makers.”

The proposed TGS survey would involve seismic blasting using airguns that release extremely loud sound pulses into the ocean every few seconds for months at a time to map the seabed for possible oil and gas deposits.

“Small-scale fishers and coastal communities depend on access to a healthy ocean for food, income and survival. However, we believe that the approval process failed to adequately consider how exclusion zones created around survey vessels could prevent small-scale fishers from accessing traditional fishing areas for extended periods, placing livelihoods and food security at risk. So, as we can see, if decisions are made without properly considering the social and economic risks, these communities could carry the consequences. This case is fundamentally about accountability and ensuring that government decisions, that come with long-term impacts, are based on all the relevant facts,” says Walter Steenkamp from the Aukotowa Fisheries Primary Co-operative in Port Nolloth Northern Cape.

This case follows earlier successful litigation against Searcher Geodata’s proposed West Coast seismic survey, where the High Court found serious flaws in the decision-making and consultation process underpinning the project approval. In that matter, the court recognised the risks posed to small-scale fishing communities and marine ecosystems and held that important environmental and social impacts had not been adequately considered before authorisation was granted. Similar concerns arise in the TGS case.

“Government decisions that affect the public must be made on a properly informed basis. We are challenging this decision because we feel that key questions were not adequately tested before approval was granted. This includes whether the project would meaningfully contribute to energy security, whether it would genuinely help address future energy supply concerns, and whether the long-term economic and climate risks were properly understood,” adds van Rooy.

The Applicants also argue that government failed in its duty to protect the coastline as a shared public resource held in trust for all South Africans, rather than primarily for private industrial interests. They further argue that decision-makers failed to properly consider South Africa’s climate commitments and the potential conflict between new fossil fuel exploration and the country’s carbon reduction obligations.

“These are not minor issues. South Africans are already experiencing the impacts of climate change through drought, flooding, extreme heat and growing pressure on livelihoods. At the same time, people need energy solutions that are affordable, realistic and capable of meeting demand. If major projects are approved on the promise that they will solve an energy problem or would bolster local economies, good governance requires that all claims be properly scrutinised before any irreversible decisions are made.”

The matter will be heard in the Western Cape High Court on 1 and 2 June 2026. 

For More Information
Court proceedings will be live streamed on YouTube on 1 & 2 June 2026, from
10:00am(SAST).

TGS Geophysical Company West Coast Seismic Survey Factsheet.

Court Papers
TGS Court Case
TGS – 12391 Applicants’ Heads of Argument 2026-05-05
Third Respondents Heads of Argument_ Aukotowa_ DDG DMPR
State Respondents HoA

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The post WEST COAST SEISMIC SURVEY CASE MOVES CLOSER TO HEARING appeared first on The Green Connection.

In the concluding installment of this discussion series, Tom Murphy and Dave Murphy wrestle with whether a just energy transition can truly be sustainable, or whether modernity itself is a dead end on a finite planet.

Electrical Generation by Renewables Expanded by Over 11% in First Quarter Over The Coming Year, US EIA Projects New Utility-Scale Solar, Wind, and Battery Storage Capacity to Grow by Over 80.6-GW As Nuclear and Fossil Fuel Capacity Falls by 4.3-GW EIA & FERC Analyses Foresee Strong Renewables + Battery Growth Through 2030 and Beyond

Washington DC – New data recently released by the U.S. Energy Information Administration (EIA), and reviewed by the SUN DAY Campaign, reveals growth of more than 11% in electrical generation by renewable energy sources in the first quarter of 2026. Moreover, utility-scale solar, wind, and battery storage are projected to add more than 80.6 gigawatts (GW) of new generating capacity in the U.S. by March 31, 2027 while total fossil fuel and nuclear power capacity will fall by over 4.2-GW. In addition, multiple new studies by EIA and the Federal Energy Regulatory Commission (FERC) forecast continued strong growth by renewables and battery storage each year through 2030 and beyond.

Electrical generation by renewables sources grew over 11% and was nearly 29% of the U.S. total in the first quarter of 2026.

According to the EIA’s latest “Electric Power Monthly” report (with data through March 31, 2026), renewably-generated electricity during the first three months of 2026 was 11.1% greater than in the first quarter of 2025. The growth was led by utility-scale (i.e., >1 megawatt (MW)) solar (up 23.9%), hydropower (up 21.9%), small-scale solar (i.e., <1-MW) (up 11.9%), and wind (up 2.1%). [1]

In addition, utility-scale battery energy storage capacity increased by 8.5%. [2]

By comparison, the electrical output of the nation’s coal plants fell by 11.4% while natural gas and nuclear both experienced weak growth – 1.1% and 0.9% respectively.

The mix of all renewables, including biomass and geothermal, accounted for over 28.6% of total U.S. electrical generation during the first quarter.

The combination of just wind and solar, including small-scale solar, provided over a fifth (20.3%) of domestic electrical production. Moreover, they out-produced nuclear power by 14.3% and coal by 31.1%. [3]

Renewable energy to add more than 57-GW of new capacity in the coming year.

As of April 1, 2026, renewable energy’s share of total U.S. utility-scale (i.e., >1-megawatt (MW)) generating capacity was 33.6%. EIA projects this to grow to 36.6% by March 31, 2027. Utility-scale solar will add 42,626.1-MW thereby expanding its share from 12.8% to 15.7% while wind will grow by 14,157.4-MW (including 4,155.0-MW of offshore wind), increasing from 13.0% to 13.6%. The mix of other renewables (i.e., hydropower, biomass, and geothermal) will add 297.1-MW.  

The combined capacity growth of all utility-scale renewable energy sources for the 12-month period (57,080.6-MW) is almost double that added during the previous 12 months (30,843.5-MW) – i.e., an increase of 85.1%.

Meanwhile, EIA projects no new generating capacity by nuclear power and a net decline of 4,266.2-MW in fossil fuel capacity. [4]

With the inclusion of new small-scale solar, renewables’ capacity will surpass natural gas by early 2027 – or sooner.

The figures cited above do not include small-scale solar. [5] The capacity of small-scale solar systems grew by 6,358.2-MW during the last year, bringing its total to 60,978.4-MW. EIA does not provide a forecast for small-scale solar but the SUN DAY Campaign assumes it will roughly equal that of the past year (i.e., an additional 6,000-MW or more). [6]

If small-scale solar does add approximately 6,000-MW more by April 1, 2027, it will bring renewable energy’s installed capacity up to about 533,319.7-MW. By comparison, natural gas’ generating capacity would total 514,868.4-MW.

Solar power’s share alone will be almost one-fifth (19.9%) of total U.S. capacity.  

Battery energy storage is projected to increase by over 50% by next spring:

Battery storage increased by 17,301.8-MW in the past 12 months and EIA foresees another 23,523.8-MW being added by April 1, 2027, bringing the total up to 69,971.1-MW – an increase of over 50%.

Thus, the combination of utility-scale renewable energy sources and battery energy storage will provide 80,604.4-MW of new clean energy capacity by early spring 2027. With the inclusion of small-scale solar, that figure could rise to close to 87,000-MW.

EIA forecasts continued strong solar, wind, and battery growth at least through the end of 2027.

In its latest “Short-Term Energy Outlook” report, EIA forecasts installed utility-scale solar capacity to rise 43.3% from 150 gigawatts (GW) at the end of 2025 to 215-GW by the end of 2027. Actual electrical generation would increase by a comparable amount (41.6%) – expanding from 0.293 billion kilowatt-hours (BkWh) to 0.415 BkWh.

Similarly, wind capacity would grow 12.6% from 159-GW to 179-GW while generation would increase by 12.5% from 0.464 BkWh to 0.522 BkWh.

The capacity of battery storage was 42-GW at the end of 2025 and is expected to double and reach 85-GW by the end of 2027.

FERC foresees rapidly growing renewable energy capacity at least through the end of 2028.

In its latest “Energy Infrastructure Update” report, FERC notes that between January 2026 and December 2028 (i.e., effectively the remainder of the Trump Administration’s term), net “high probability” additions of utility-scale solar could total 86,126-MW while those for wind might be 19,821-MW. The mix of hydropower, biomass, and geothermal could add another 540-MW.

Taken together, these additions would increase renewables’ share of installed utility-scale generating capacity from 33.0% at the end of 2025 to 38.8% by the end of 2028.

Meanwhile net natural gas additions during the three-year period would total only 8,154-MW. This would be more than offset by reductions in coal and oil capacities of 40,828-MW and 1,590-MW respectively. FERC does not foresee any new nuclear capacity during the period.

Renewable energy growth projected to continue through 2030 and beyond.

In its latest “Annual Energy Outlook” report, EIA expects utility-scale solar capacity to expand from 154.5-GW at the end of 2025 and to reach 257.7-GW by the end of 2030 – an increase of over two-thirds. Likewise, annual electrical generation would more than double from 275.3 BkWh to 578.7 BkWh during the five-year period.  

Meanwhile, installed wind capacity would expand from 159.0-GW to 204.4-GW, including a nearly ten-fold increase in offshore wind capacity (i.e., from 1-GW to 9.7-GW). Annual electrical generation would rise from 463.9-BkWh to 662.8-BkWh by the end of 2030, with almost 5% coming from offshore turbines.

The total capacity of all utility-scale renewables would rise almost 40% from 400.2-GW to 559.4-GW. Combined, their actual generation would reach 1,564.0-BkWh, up from 1,118.8-BkWh at the end of 2025.

“The Trump Administration has now passed the one-third mark and largely failed to stop the clean energy transition,” noted the SUN DAY Campaign’s executive director Ken Bossong. “By a wide margin, renewables and battery storage will continue to dominate new growth in electrical capacity and generation.”

Notes:   

[1] In January-March 2026, wind produced 136,360-GWh (12.3%) of total U.S. electrical generation while utility-scale and small-scale solar combined produced 89,728-GWh (8.1%), hydropower produced 77,293-GWh (6.9%), biomass produced 11,340-GWh (1.0%), and geothermal produced 4,014-GWh (0.36%).

[2] EIA presents its capacity data as “summer capacity” defined as the maximum output that generating equipment can supply to system load at the time of summer peak demand. See Table 6.1 in the “Electric Power Monthly” report.

[3] In January-March 2026, the mix of wind and solar, including small-scale solar, produced 226,088-GWh while nuclear power generated 197,731-GWh and coal provided 172,493-GWh.

[4] Capacity factors for fossil fuels and nuclear power are generally higher than for solar and wind. For 2025, EIA reported capacity factors of 48.7%, 58.4%, and 91.0% for coal, natural gas, and nuclear power respectively. By comparison, the capacity factors for wind and utility-scale PV were 34.2% and 24.4% respectively. See Tables 6.07.A and 6.07.B. Capacity factors for small-scale solar systems (10%-25%.) are usually lower than for utility-scale solar.

[5] In its “Electric Power Monthly” report, EIA refers to small-scale or distributed solar as “Estimated Small Scale Solar Photovoltaic.” Unless otherwise indicated, all calculations presented in this release include electrical generation by small-scale solar which EIA estimates to have totaled 21,437 gigawatt-hours (GWh) in January-March 2026. Utility-scale solar totaled 68,291-GWh for the same period.

[6] Between April 1, 2025 and March 31, 2026, estimated small-scale solar accounted for 6,358.2-MW in new capacity additions. The SUN DAY Campaign is therefore assuming that at least 6,000-MW in new small-scale solar capacity will be added during the ensuing 12 months.

Cuba continues to show the world an alternative mode of development even in the face of US regime change, argues Helen Yaffe

The post Cuba stands firm appeared first on Red Pepper.

Another Memorial Day: boasts, insults, "self-defense strikes," cheap clichés from a "Secretary of War" prattling about dead boys "delivered from the battlefield into the arms of a loving Lord and savior." Spare us. And maybe revisit the war to end all wars, which didn't - its "infinity of waste" and trenches with skulls in the sides where "he who had a corpse to stand on was lucky." Pat Barker: “A society that devours its own young deserves (no) unquestioning allegiance.”

"Happy Memorial Day to all," babbled our ever-unseemly Idiot-In-Chief, "including the Dumocrats, who disrespect our Military and all of the tremendous success that it has had over the last year," because obviously the best way to honor the dead is to not acknowledge their sacrifice but to denigrate half the ravaged country they died defending. Also, at Arlington National Cemetery, the infinitely hollow, "Wherever the American soldier (falls), he does it for the destiny of a nation like no other - there’s never been anybody like you." Also, noted Private Bone Spurs, 18,000 Williams, over 20,000 Johns, and other names fell, but "not too many" Donalds. Huh.

Adding to the day's eloquence with a much-needed "monster truck rally vibe" was inexplicably non-veteran, Hegseth bestie, tawdry aging rock star Kid Rock. Because "Tokyo Rose wasn't available," he was chosen by the Pentagon to honor American service members' ultimate sacrifice in a hoodie, fedora, gold chain and sunglasses, looking like "a creature you’d expect to hiss at you from the dank depths of a garbage bin" and intoning, "We are remembering the sacrifice and service of so many who are not with us today...It’s a special day. We’re thinking of them... Keep on Kid Rocking in the free world."

Then there was bombastic, dime-store-cliché-spouting Christo-fascist Pete Hegseth urging we "remember our republic was forged and purchased with blood, American blood," evidently only male according to his pronouns. Ever a fatuous buffoon, he declaimed "the sacred names of bygone eras to the 13 souls of Epic Fury (who) answered the call when it mattered the most (and) gave the last full measure of devotion," even when he failed them in an Iranian strike in Yemen: "They stood against the darkness of the world wearing the breastplate of righteousness (and) raced to the brink so we could walk in freedom and prosperity (and) may almighty God bless our warriors." Jesus weeps.

It remains unclear how many of the up to 22 million dead, both military and civilian, and over 20 million wounded, "the butcher's bill" of World War One, came to be blessed by almighty God, especially in its Western Front's godforsaken trenches teeming with sludge, rats, mud, blood, water and disease. The war's "inconceivable loss" and "purposeless waste of a generation" is perhaps best exemplified by the Battle of Verdun, where the French, set upon by German forces, adopted a "They Shall Not Pass” mantra that in the end saw over 700,000 dead on both sides - ultimately, vast "heaps of bones."

For many, the horrors of "the greatest conflagration the world had seen" live on through the searing literature, both prose and poetry, that emerged from them. Wilfred Owen's Dulce et Decorum Est epitomizes the bitter, bloody tone that often prevailed amidst its "guttering, choking, drowning" victims - Hegseth's benighted "warriors." "Bent double, like old beggars under sacks/ Knock-kneed, coughing like hags," cursing, gargling, limping bootless through sludge, "blood-shod...deaf even to the hoots/Of gas-shells dropping softly behind," they reject, "The old Lie: Dulce et decorum est/Pro patria mori."

Siegfried Sassoon lived the privileged life of a British country gentleman, writing poetry and fox hunting, until the start of World War 1, when he served as an officer with the Royal Welch Fusiliers in France. He was awarded a Military Cross, was later wounded in action, and refused to fight any longer to protest "a senseless slaughter." On June 15, 1917, he wrote "A Soldier's Declaration" as "an act of wilful defiance of military authority, because I believe that the War is being deliberately prolonged by those how have the power to end it. I am a soldier, convinced that I am acting on behalf of soldiers."

"I have seen and endured the sufferings of the troops, and I can no longer be a party to prolonging those sufferings for ends which I believe to be evil and unjust," he wrote. He was protesting, he made clear, "against the political errors and insincerities for which the fighting men are being sacrificed...against the deception which is being practiced on them. Also I believe that it may help to destroy the callous complacence with which the majority of those at home regard the continuance of agonies which they do not share, and which they have not sufficient imagination to realise."

His letter was read before the House of Commons and printed in The London Times. He expected to be court-martialed; instead, he was declared "mentally unsound" and sent to Craiglockhart War Hospital, where Dr. William Rivers was charged with restoring Sassoon’s “sanity” and sending him back to the trenches. The story of their real-life encounter, wherein Rivers came to diagnose war's "shell-shock" and share Sassoon's view, is powerfully told in Pat Barker's historical novel Regeneration, the first in a trilogy about the psychological carnage of war. "It (was) the Great White God de-throned. We assumed we were the measure of all things," Rivers says. "(But) nothing justifies this. Nothing nothing nothing."

Siegfried Sassoon's 1918 Suicide in the Trenches mourns "a simple soldier boy/Who grinned at life in empty joy" until he goes to war: "In winter trenches, cowed and glum/With crumps and lice and lack of rum/He put a bullet through his brain./No one spoke of him again./ You smug-faced crowds with kindling eye/Who cheer when soldier lads march by,/Sneak home and pray you'll never know/The hell where youth and laughter go." Too many of those young lie in a cemetery near Ypres, where one Inscription stands out in a sea of "For King and Country" headstones. It was written on the grave of Arthur Young by his father, a diplomat wiser than any vacuous Hegseth: "Sacrificed to the fallacy that war can end war."

Thirst case scenario for climate Channel News brendan 26th May 2026 Teaser Media

Liverpool Plains farmers, landholders and Gomeroi people say they face ongoing uncertainty after Santos today confirmed it would hold onto and deprioritise its controversial and long-delayed Narrabri gas project. 

Editor’s note: A version of this article originally appeared on Signal Doctrine and is republished with permission.

Stand in a surface parking lot in Phoenix on a July afternoon and you are standing on one of the hottest surfaces a human body can approach without being burned.

Phoenix has 12.2 million of these spaces.

That figure comes from a peer-reviewed inventory published in 2019 by researchers at Arizona State University, among them Mikhail Chester, who led the study, and David King, an associate professor of urban planning and a student of the late Donald Shoup, whose work on parking economics reshaped the field. They counted off-street residential spaces, off-street commercial spaces, on-street spaces — all of it.

The result: 4.3 parking spaces per registered vehicle. Roughly 3 spaces per person. Ten percent of all urbanized land in the metro devoted to storing cars. Since 1960, Phoenix has added roughly 200,000 new spaces per year.

NASA ECOSTRESS thermal image of Phoenix, June 2024. Parking lots and roads register between 120 and 160°F. Photo: NASA/JPL-Caltech

The asphalt beneath your feet absorbs approximately 95 percent of the solar radiation hitting it. Its surface temperature is somewhere between 150 and 170 degrees Fahrenheit — the upper range hot enough to cause a second-degree burn in under 30 seconds. NASA’s thermal imaging of Phoenix on a June day in 2024, when the air temperature was 106, showed roads and parking lots glowing between 120 and 160 degrees across the metro. The cars sitting in those lots are ovens. The air rising off the pavement is a wall.

The number is hard to feel from inside a car, which is where most people in Phoenix experience the city. The parking lot is invisible infrastructure — noticed only when it is full, which it rarely is, because the system was designed around the assumption of peak demand and routinely runs at a fraction of capacity. Most spaces sit empty most of the time. Their vacancy is not experienced as waste. It is experienced as availability, which is to say, as comfort, which is to say, as the whole point.

But the lot does not stop existing while the car is away.

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Surface parking accounts for roughly 29 percent of all heat emitted from pavement and vehicles across the metro on a typical summer day. Chester, who led the original study, confirmed the estimate remains current. Asphalt radiates 46 percent more heat than natural landscape during the afternoon. It emits 37 percent more sensible heat than bare ground. And it does not cool quickly. Unlike vegetation or even bare soil, pavement stores the day’s heat and releases it slowly through the night — keeping nighttime temperatures elevated long after sunset.

This is not a new finding. It has been documented here for decades. What it means, measured over time, is a 9-degree rise in average nighttime temperatures in Phoenix over the past twenty years — a number that appears in city reports so often it has started to lose the quality of alarm.

Nine degrees. Every night. Added to a city that was already one of the hottest on earth.

Before 2000, Phoenix averaged roughly five summer nights that did not cool below 90 degrees. In 2024, that number was 37. On July 19th of that year, Sky Harbor Airport recorded an overnight low of 97 degrees. The models now suggest the city could experience a night, within this decade, that does not fall below 100.

The parking lot did not cause this alone. Phoenix’s heat island is the product of everything the city has built: roads, rooftops, walls, the relentless substitution of absorptive surface for desert ground. But parking is one of the largest single components of that surface area, and it is the one whose thermal cost is most clearly optional. A city needs roads. It needs buildings. It does not need 4.3 spaces per vehicle.

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The city has been aware of this for a while and has begun, slowly, to respond. The Cool Pavement Program applied reflective coatings to more than 140 miles of city streets — out of more than 5,000 total. ASU studies found the treatment reduces surface temperatures by roughly 10 to 12 degrees at noon. The effect on nighttime air temperature barely registers. The thermal mass problem runs deep.

The more structurally significant change came in January 2024, when the Phoenix City Council voted 8–1 to reduce parking minimums citywide. In walkable urban zones along light rail corridors, the minimum dropped to 0.75 spaces per unit. For affordable housing near transit, it fell to zero. A 100-unit affordable apartment complex near light rail that once had to provide 113 spaces now has to provide none.

The reform passed over the objections of eight village planning committees. King, who has studied parking policy for over a decade, describes the opposition as “making a good faith, incorrect argument.” The deeper problem, he says, is that cities have required so much parking for so long that reducing the mandate feels like a concession rather than a correction.

“They haven’t yet taken that step to say, we’ve been wrong for the last century,” King told me. “Which I think is a critical thing that the cities have to do.”

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Phoenix has not eliminated parking minimums, and the citywide default remains well above zero. But the vote was meaningful. Just because a city stops requiring parking, King points out, does not mean no one will supply it. The market still responds to demand. What changes is that the supply is no longer mandated at levels the market never justified.

What is changing in the urban core is visible enough. Block 23, the mixed-use tower that opened in 2019 on the site of what had most recently been a surface parking lot, brought 332 apartments, 200,000 square feet of office space, and the first grocery store in the downtown area. Other lots are becoming hotels, housing, parks. The ground is slowly being reclaimed.

But the urban core is not most of Phoenix. Most of Phoenix is the arterial corridor: the strip mall anchored by a pharmacy and a nail salon and a mattress store, each surrounded by more asphalt than any reasonable traffic model requires.

The BedMart at 19th and Northern had thirty-two parking spaces and, in my experience, zero customers. The store closed. A coffee shop moved in and installed a drive-thru. The thirty-two spaces remain.

19th Avenue and Northern, April 2026. Photo: Signal Dispatch

Drive 19th Avenue at two in the afternoon in June and the whole corridor shimmers. The lots are empty. The heat is not. You can feel the pavement through your shoes in the twenty seconds between your car door and the entrance, and those twenty seconds are the entirety of your relationship with the public realm.

When I asked King what he sees driving Phoenix’s arterials that most people don’t, his answer was immediate: “Arterial walls rather than permeable spaces.” The buildings all turn away from the street. The front door faces the parking lot. The corner — which should be the highest-visibility, highest-accessibility point — is treated as an afterthought. Every curb cut for every parking lot is, in his words, “an insult to the pedestrian environment.”

King argues that exposure should be a key metric of planning in a city like Phoenix. Three or four minutes in the summer sun is tolerable. Ten or fifteen is not. The difference between those two experiences is often the distance a parking lot adds between the street and the door. The twenty seconds I described are not an accident of design. They are the design.

I grew up in that corridor. The parking lots never looked like a problem. They looked like the ordinary space between things.

Each of those lots was mandated into existence by a zoning code that assumed the car was the only unit of movement worth designing around. Removing that mandate does not immediately remove the pavement. Changing what gets built next takes longer than changing what the code requires.

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King calls the science behind parking requirements “100 percent pseudoscience.” No study determined that a pharmacy needs a certain number of spaces, or that a nail salon needs another. The numbers were invented, codified, and enforced for decades. And the mandated parking, once built, generated its own secondary costs: stormwater runoff required bioswales and retention ponds, which further shrank the buildable footprint, which pushed buildings further apart, which guaranteed more driving. The code created the problem and then created the infrastructure to manage the problem it created.

There is a word for what Phoenix has built, and it is not parking. The word is infrastructure — the infrastructure of a particular assumption about how life in a desert city should be organized. That assumption was: you arrive by car, you park, you enter, you leave, you drive. The space between things is transition, not place. The outdoors is not somewhere you are meant to be; it is somewhere you are briefly passing through on the way to somewhere cooled.

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The pavement encodes that assumption in both directions. It stores the day’s heat and holds it through the night. It repels the monsoon’s rain — five to eight inches a year, nearly all of it arriving in violent bursts — and channels it fast, hot, picking up motor oil and heavy metals and fertilizer, into a storm drain system that delivers it to rivers and washes without treatment. For every additional percentage point of impervious surface, annual flood magnitude increases by an average of 3.3 percent.

The city has spent tens of millions on drainage infrastructure to manage flooding events generated by its own hardscape. The surface that will not release heat will not absorb water either. The imperviousness is the same.

That assumption made the lot possible, and the lot made the assumption self-fulfilling. More parking meant more driving. More driving meant less walking. Less walking meant less pressure to build the kind of dense, shaded, connected environment where walking made sense.

The city that built 12.2 million parking spaces was also building the case for why it needed them. Chester describes what emerged as a system that nobody designed: “For a century we’ve codified and normalized decision making that builds out this system. Now we have it and are largely unaware of its scale and impacts.”

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This is not a design flaw. It is a design choice that Phoenix made for seventy years and is only now beginning to question. The cost was always there. It was just measured in degrees rather than dollars, and Phoenix does not have a habit of reading thermometers critically. “There’s a lot of people who don’t like to accept the truth when it implicates them in the system,” King told me. “If parking is the problem, then I have to drive less. Maybe I’m the bad guy.”

Phoenix is not the only American city that made this choice. It is the one where the cost of the choice is most directly physical and most directly measurable — in degrees, in burn rates, in the temperature of a surface that a fallen person cannot get up from.

ASU’s Urban Climate Research Center has estimated that a half-degree reduction in average air temperature across the metro could save Phoenix $15 million per year in avoided air conditioning costs. The math of the lot, run in the other direction, is considerably less comfortable.

The city is beginning to learn what it built.

The 9 degrees are already here.

The cars go home.

The lots do not.