June 13, 20256 min readAir-Conditioning Can Surprisingly Help the Power Grid during Extreme HeatSwitching on air-conditioning during extreme heat doesn’t have to make us feel guilty—it can actually boost power grid reliability and help bring more renewable energy onlineBy Johanna Mathieu & The Conversation US Imagedepotpro/Getty ImagesThe following essay is reprinted with permission from The Conversation, an online publication covering the latest research.As summer arrives, people are turning on air conditioners in most of the U.S. But if you’re like me, you always feel a little guilty about that. Past generations managed without air conditioning – do I really need it? And how bad is it to use all this electricity for cooling in a warming world?If I leave my air conditioner off, I get too hot. But if everyone turns on their air conditioner at the same time, electricity demand spikes, which can force power grid operators to activate some of the most expensive, and dirtiest, power plants. Sometimes those spikes can ask too much of the grid and lead to brownouts or blackouts.On supporting science journalismIf you're enjoying this article, consider supporting our award-winning journalism by subscribing. By purchasing a subscription you are helping to ensure the future of impactful stories about the discoveries and ideas shaping our world today.Research I recently published with a team of scholars makes me feel a little better, though. We have found that it is possible to coordinate the operation of large numbers of home air-conditioning units, balancing supply and demand on the power grid – and without making people endure high temperatures inside their homes.Studies along these lines, using remote control of air conditioners to support the grid, have for many years explored theoretical possibilities like this. However, few approaches have been demonstrated in practice and never for such a high-value application and at this scale. The system we developed not only demonstrated the ability to balance the grid on timescales of seconds, but also proved it was possible to do so without affecting residents’ comfort.The benefits include increasing the reliability of the power grid, which makes it easier for the grid to accept more renewable energy. Our goal is to turn air conditioners from a challenge for the power grid into an asset, supporting a shift away from fossil fuels toward cleaner energy.Adjustable equipmentMy research focuses on batteries, solar panels and electric equipment – such as electric vehicles, water heaters, air conditioners and heat pumps – that can adjust itself to consume different amounts of energy at different times.Originally, the U.S. electric grid was built to transport electricity from large power plants to customers’ homes and businesses. And originally, power plants were large, centralized operations that burned coal or natural gas, or harvested energy from nuclear reactions. These plants were typically always available and could adjust how much power they generated in response to customer demand, so the grid would be balanced between power coming in from producers and being used by consumers.But the grid has changed. There are more renewable energy sources, from which power isn’t always available – like solar panels at night or wind turbines on calm days. And there are the devices and equipment I study. These newer options, called “distributed energy resources,” generate or store energy near where consumers need it – or adjust how much energy they’re using in real time.One aspect of the grid hasn’t changed, though: There’s not much storage built into the system. So every time you turn on a light, for a moment there’s not enough electricity to supply everything that wants it right then: The grid needs a power producer to generate a little more power. And when you turn off a light, there’s a little too much: A power producer needs to ramp down.The way power plants know what real-time power adjustments are needed is by closely monitoring the grid frequency. The goal is to provide electricity at a constant frequency – 60 hertz – at all times. If more power is needed than is being produced, the frequency drops and a power plant boosts output. If there’s too much power being produced, the frequency rises and a power plant slows production a little. These actions, a process called “frequency regulation,” happen in a matter of seconds to keep the grid balanced.This output flexibility, primarily from power plants, is key to keeping the lights on for everyone.Finding new optionsI’m interested in how distributed energy resources can improve flexibility in the grid. They can release more energy, or consume less, to respond to the changing supply or demand, and help balance the grid, ensuring the frequency remains near 60 hertz.Some people fear that doing so might be invasive, giving someone outside your home the ability to control your battery or air conditioner. Therefore, we wanted to see if we could help balance the grid with frequency regulation using home air-conditioning units rather than power plants – without affecting how residents use their appliances or how comfortable they are in their homes.From 2019 to 2023, my group at the University of Michigan tried this approach, in collaboration with researchers at Pecan Street Inc., Los Alamos National Laboratory and the University of California, Berkeley, with funding from the U.S. Department of Energy Advanced Research Projects Agency-Energy.We recruited 100 homeowners in Austin, Texas, to do a real-world test of our system. All the homes had whole-house forced-air cooling systems, which we connected to custom control boards and sensors the owners allowed us to install in their homes. This equipment let us send instructions to the air-conditioning units based on the frequency of the grid.Before I explain how the system worked, I first need to explain how thermostats work. When people set thermostats, they pick a temperature, and the thermostat switches the air-conditioning compressor on and off to maintain the air temperature within a small range around that set point. If the temperature is set at 68 degrees, the thermostat turns the AC on when the temperature is, say, 70, and turns it off when it’s cooled down to, say, 66.Every few seconds, our system slightly changed the timing of air-conditioning compressor switching for some of the 100 air conditioners, causing the units’ aggregate power consumption to change. In this way, our small group of home air conditioners reacted to grid changes the way a power plant would – using more or less energy to balance the grid and keep the frequency near 60 hertz.Moreover, our system was designed to keep home temperatures within the same small temperature range around the set point.Testing the approachWe ran our system in four tests, each lasting one hour. We found two encouraging results.First, the air conditioners were able to provide frequency regulation at least as accurately as a traditional power plant. Therefore, we showed that air conditioners could play a significant role in increasing grid flexibility. But perhaps more importantly – at least in terms of encouraging people to participate in these types of systems – we found that we were able to do so without affecting people’s comfort in their homes.We found that home temperatures did not deviate more than 1.6 Fahrenheit from their set point. Homeowners were allowed to override the controls if they got uncomfortable, but most didn’t. For most tests, we received zero override requests. In the worst case, we received override requests from two of the 100 homes in our test.In practice, this sort of technology could be added to commercially available internet-connected thermostats. In exchange for credits on their energy bills, users could choose to join a service run by the thermostat company, their utility provider or some other third party.Then people could turn on the air conditioning in the summer heat without that pang of guilt, knowing they were helping to make the grid more reliable and more capable of accommodating renewable energy sources – without sacrificing their own comfort in the process.This article was originally published on The Conversation. Read the original article.

Barricades, as we know them today, are thought to date back to the European wars of religion. According to most historians, the first barricade went up in Paris in 1588; the word derives from the French barriques, or barrels, spontaneously put together. They have been assembled from the most diverse materials, from cobblestones, tyres, newspapers, dead horses and bags of ice (during Kyiv’s Euromaidan in 2013–14), to omnibuses and e‑scooters. Their tactical logic is close to that of guerrilla warfare: the authorities have to take the barricades in order to claim victory; all that those manning them have to do to prevail is to hold them.  The 19th century was the golden age for blocking narrow, labyrinthine streets. Paris had seen barricades go up nine times in the period before the Second Empire; during the July 1830 Revolution alone, 4,000 barricades had been erected (roughly one for every 200 Parisians). These barricades would not only stop, but also trap troops; people would then throw stones from windows or pour boiling water onto the streets. Georges‑Eugène Haussmann, Napoleon III’s prefect of Paris, famously created wide boulevards to make blocking by barricade more difficult and moving the military easier, and replaced cobblestones with macadam – a surface of crushed stone. As Flaubert observed in his Dictionary of Accepted Ideas: ‘Macadam: has cancelled revolutions. No more means to make barricades. Nevertheless rather inconvenient.’   Lead image: Barricades, as we know them today, are thought to have originated in early modern France. A colour engraving attributed to Achille‑Louis Martinet depicts the defence of a barricade during the 1830 July Revolution. Credit: Paris Musées / Musée Carnavalet – Histoire de Paris. Above: the socialist political thinker and activist Louis Auguste Blanqui – who was imprisoned by every regime that ruled France between 1815 and 1880 – drew instructions for how to build an effective barricade Under Napoleon III, Baron Haussmann widened Paris’s streets in his 1853–70 renovation of the city, making barricading more difficult Credit: Old Books Images / Alamy ‘On one hand, [the authorities] wanted to favour the circulation of ideas,’ reactionary intellectual Louis Veuillot observed apropos the ambiguous liberalism of the latter period of Napoleon III’s Second Empire. ‘On the other, to ensure the circulation of regiments.’ But ‘anti‑insurgency hardware’, as Justinien Tribillon has called it, also served to chase the working class out of the city centre: Haussmann’s projects amounted to a gigantic form of real-estate speculation, and the 1871 Paris Commune that followed constituted not just a short‑lived anarchist experiment featuring enormous barricades; it also signalled the return of the workers to the centre and, arguably, revenge for their dispossession.    By the mid‑19th century, observers questioned whether barricades still had practical meaning. Gottfried Semper’s barricade, constructed for the 1849 Dresden uprising, had proved unconquerable, but Friedrich Engels, one‑time ‘inspector of barricades’ in the Elberfeld insurrection of the same year, already suggested that the barricades’ primary meaning was now moral rather than military – a point to be echoed by Leon Trotsky in the subsequent century. Barricades symbolised bravery and the will to hold out among insurrectionists, and, not least, determination rather to destroy one’s possessions – and one’s neighbourhood – than put up with further oppression.   Not only self‑declared revolutionaries viewed things this way: the reformist Social Democrat leader Eduard Bernstein observed that ‘the barricade fight as a political weapon of the people has been completely eliminated due to changes in weapon technology and cities’ structures’. Bernstein was also picking up on the fact that, in the era of industrialisation, contention happened at least as much on the factory floor as on the streets. The strike, not the food riot or the defence of workers’ quartiers, became the paradigmatic form of conflict. Joshua Clover has pointed out in his 2016 book Riot. Strike. Riot: The New Era of Uprisings, that the price of labour, rather than the price of goods, caused people to confront the powerful. Blocking production grew more important than blocking the street. ‘The only weapons we have are our bodies, and we need to tuck them in places so wheels don’t turn’ Today, it is again blocking – not just people streaming along the streets in large marches – that is prominently associated with protests. Disrupting circulation is not only an important gesture in the face of climate emergency; blocking transport is a powerful form of protest in an economic system focused on logistics and just‑in‑time distribution. Members of Insulate Britain and Germany’s Last Generation super‑glue themselves to streets to stop car traffic to draw attention to the climate emergency; they have also attached themselves to airport runways. They form a human barricade of sorts, immobilising traffic by making themselves immovable.   Today’s protesters have made themselves consciously vulnerable. They in fact follow the advice of US civil rights’ Bayard Rustin who explained: ‘The only weapons we have are our bodies, and we need to tuck them in places so wheels don’t turn.’ Making oneself vulnerable might increase the chances of a majority of citizens seeing the importance of the cause which those engaged in civil disobedience are pursuing. Demonstrations – even large, unpredictable ones – are no longer sufficient. They draw too little attention and do not compel a reaction. Naomi Klein proposed the term ‘blockadia’ as ‘a roving transnational conflict zone’ in which people block extraction – be it open‑pit mines, fracking sites or tar sands pipelines – with their bodies. More often than not, these blockades are organised by local people opposing the fossil fuel industry, not environmental activists per se. Blockadia came to denote resistance to the Keystone XL pipeline as well as Canada’s First Nations‑led movement Idle No More. In cities, blocking can be accomplished with highly mobile structures. Like the barricade of the 19th century, they can be quickly assembled, yet are difficult to move; unlike old‑style barricades, they can also be quickly disassembled, removed and hidden (by those who have the engineering and architectural know‑how). Think of super tripods, intricate ‘protest beacons’ based on tensegrity principles, as well as inflatable cobblestones, pioneered by the artist‑activists of Tools for Action (and as analysed in Nick Newman’s recent volume Protest Architecture).   As recently as 1991, newly independent Latvia defended itself against Soviet tanks with the popular construction of barricades, in a series of confrontations that became known as the Barikādes Credit: Associated Press / Alamy Inversely, roadblocks can be used by police authorities to stop demonstrations and gatherings from taking place – protesters are seen removing such infrastructure in Dhaka during a general strike in 1999 Credit: REUTERS / Rafiqur Rahman / Bridgeman These inflatable objects are highly flexible, but can also be protective against police batons. They pose an awkward challenge to the authorities, who often end up looking ridiculous when dealing with them, and, as one of the inventors pointed out, they are guaranteed to create a media spectacle. This was also true of the 19th‑century barricade: people posed for pictures in front of them. As Wolfgang Scheppe, a curator of Architecture of the Barricade (currently on display at the Arsenale Institute for Politics of Representation in Venice), explains, these images helped the police to find Communards and mete out punishments after the end of the anarchist experiment. Much simpler structures can also be highly effective. In 2019, protesters in Hong Kong filled streets with little archways made from just three ordinary bricks: two standing upright, one resting on top. When touched, the falling top one would buttress the other two, and effectively block traffic. In line with their imperative of ‘be water’, protesters would retreat when the police appeared, but the ‘mini‑Stonehenges’ would remain and slow down the authorities. Today, elaborate architectures of protest, such as Extinction Rebellion’s ‘tensegrity towers’, are used to blockade roads and distribution networks – in this instance, Rupert Murdoch’s News UK printworks in Broxbourne, for the media group’s failure to report the climate emergency accurately Credit: Extinction Rebellion In June 2025, protests erupted in Los Angeles against the Trump administration’s deportation policies. Demonstrators barricaded downtown streets using various objects, including the pink public furniture designed by design firm Rios for Gloria Molina Grand Park. LAPD are seen advancing through tear gas Credit: Gina Ferazzi / Los Angeles Times via Getty Images Roads which radicals might want to target are not just ones in major metropoles and fancy post‑industrial downtowns. Rather, they might block the arteries leading to ‘fulfilment centres’ and harbours with container shipping. The model is not only Occupy Wall Street, which had initially called for the erection of ‘peaceful barricades’, but also the Occupy that led to the Oakland port shutdown in 2011. In short, such roadblocks disrupt what Phil Neel has called a ‘hinterland’ that is often invisible, yet crucial for contemporary capitalism. More recently, Extinction Rebellion targeted Amazon distribution centres in three European countries in November 2021; in the UK, they aimed to disrupt half of all deliveries on a Black Friday.   Will such blockades just anger consumers who, after all, are not present but are impatiently waiting for packages at home? One of the hopes associated with the traditional barricade was always that they might create spaces where protesters, police and previously indifferent citizens get talking; French theorists even expected them to become ‘a machine to produce the people’. That could be why military technology has evolved so that the authorities do not have to get close to the barricade: tear gas was first deployed against those on barricades before it was used in the First World War; so‑called riot control vehicles can ever more easily crush barricades. The challenge, then, for anyone who wishes to block is also how to get in other people’s faces – in order to have a chance to convince them of their cause.        2025-06-11 Kristina Rapacki Share

Fewer food crops Biofuels policy has been a failure for the climate, new report claims Report: An expansion of biofuels policy under Trump would lead to more greenhouse gas emissions. Georgina Gustin, Inside Climate News – Jun 14, 2025 7:10 am | 24 An ethanol production plant on March 20, 2024 near Ravenna, Nebraska. Credit: David Madison/Getty Images An ethanol production plant on March 20, 2024 near Ravenna, Nebraska. Credit: David Madison/Getty Images Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only   Learn more This article originally appeared on Inside Climate News, a nonprofit, non-partisan news organization that covers climate, energy, and the environment. Sign up for their newsletter here. The American Midwest is home to some of the richest, most productive farmland in the world, enabling its transformation into a vast corn- and soy-producing machine—a conversion spurred largely by decades-long policies that support the production of biofuels. But a new report takes a big swing at the ethanol orthodoxy of American agriculture, criticizing the industry for causing economic and social imbalances across rural communities and saying that the expansion of biofuels will increase greenhouse gas emissions, despite their purported climate benefits. The report, from the World Resources Institute, which has been critical of US biofuel policy in the past, draws from 100 academic studies on biofuel impacts. It concludes that ethanol policy has been largely a failure and ought to be reconsidered, especially as the world needs more land to produce food to meet growing demand. “Multiple studies show that US biofuel policies have reshaped crop production, displacing food crops and driving up emissions from land conversion, tillage, and fertilizer use,” said the report’s lead author, Haley Leslie-Bole. “Corn-based ethanol, in particular, has contributed to nutrient runoff, degraded water quality and harmed wildlife habitat. As climate pressures grow, increasing irrigation and refining for first-gen biofuels could deepen water scarcity in already drought-prone parts of the Midwest.” The conversion of Midwestern agricultural land has been sweeping. Between 2004 and 2024, ethanol production increased by nearly 500 percent. Corn and soybeans are now grown on 92 and 86 million acres of land respectively—and roughly a third of those crops go to produce ethanol. That means about 30 million acres of land that could be used to grow food crops are instead being used to produce ethanol, despite ethanol only accounting for 6 percent of the country’s transportation fuel. The biofuels industry—which includes refiners, corn and soy growers and the influential agriculture lobby writ large—has long insisted that corn- and soy-based biofuels provide an energy-efficient alternative to fossil-based fuels. Congress and the US Department of Agriculture have agreed. The country’s primary biofuels policy, the Renewable Fuel Standard, requires that biofuels provide a greenhouse gas reduction over fossil fuels: The law says that ethanol from new plants must deliver a 20 percent reduction in greenhouse gas emissions compared to gasoline. In addition to greenhouse gas reductions, the industry and its allies in Congress have also continued to say that ethanol is a primary mainstay of the rural economy, benefiting communities across the Midwest. But a growing body of research—much of which the industry has tried to debunk and deride—suggests that ethanol actually may not provide the benefits that policies require. It may, in fact, produce more greenhouse gases than the fossil fuels it was intended to replace. Recent research says that biofuel refiners also emit significant amounts of carcinogenic and dangerous substances, including hexane and formaldehyde, in greater amounts than petroleum refineries. The new report points to research saying that increased production of biofuels from corn and soy could actually raise greenhouse gas emissions, largely from carbon emissions linked to clearing land in other countries to compensate for the use of land in the Midwest. On top of that, corn is an especially fertilizer-hungry crop requiring large amounts of nitrogen-based fertilizer, which releases huge amounts of nitrous oxide when it interacts with the soil. American farming is, by far, the largest source of domestic nitrous oxide emissions already—about 50 percent. If biofuel policies lead to expanded production, emissions of this enormously powerful greenhouse gas will likely increase, too. The new report concludes that not only will the expansion of ethanol increase greenhouse gas emissions, but it has also failed to provide the social and financial benefits to Midwestern communities that lawmakers and the industry say it has. (The report defines the Midwest as Illinois, Indiana, Iowa, Kansas, Michigan, Minnesota, Missouri, Nebraska, North Dakota, Ohio, South Dakota, and Wisconsin.) “The benefits from biofuels remain concentrated in the hands of a few,” Leslie-Bole said. “As subsidies flow, so may the trend of farmland consolidation, increasing inaccessibility of farmland in the Midwest, and locking out emerging or low-resource farmers. This means the benefits of biofuels production are flowing to fewer people, while more are left bearing the costs.” New policies being considered in state legislatures and Congress, including additional tax credits and support for biofuel-based aviation fuel, could expand production, potentially causing more land conversion and greenhouse gas emissions, widening the gap between the rural communities and rich agribusinesses at a time when food demand is climbing and, critics say, land should be used to grow food instead. President Donald Trump’s tax cut bill, passed by the House and currently being negotiated in the Senate, would not only extend tax credits for biofuels producers, it specifically excludes calculations of emissions from land conversion when determining what qualifies as a low-emission fuel. The primary biofuels industry trade groups, including Growth Energy and the Renewable Fuels Association, did not respond to Inside Climate News requests for comment or interviews. An employee with the Clean Fuels Alliance America, which represents biodiesel and sustainable aviation fuel producers, not ethanol, said the report vastly overstates the carbon emissions from crop-based fuels by comparing the farmed land to natural landscapes, which no longer exist. They also noted that the impact of soy-based fuels in 2024 was more than $42 billion, providing over 100,000 jobs. “Ten percent of the value of every bushel of soybeans is linked to biomass-based fuel,” they said. Georgina Gustin, Inside Climate News 24 Comments

June 13, 20255 min readFive Climate Issues to Watch When Trump Goes to CanadaPresident Trump will attend the G7 summit on Sunday in a nation he threatened to annex. He will also be an outlier on climate issuesBy Sara Schonhardt & E&E News Saul Loeb/AFP via Getty ImagesCLIMATEWIRE | The world’s richest nations are gathering Sunday in the Canadian Rockies for a summit that could reveal whether President Donald Trump's policies are shaking global climate efforts.The Group of Seven meeting comes at a challenging time for international climate policy. Trump’s tariff seesaw has cast a shade over the global economy, and his domestic policies have threatened billions of dollars in funding for clean energy programs. Those pressures are colliding with record-breaking temperatures worldwide and explosive demand for energy, driven by power-hungry data centers linked to artificial intelligence technologies.On top of that, Trump has threatened to annex the host of the meeting — Canada — and members of his Cabinet have taken swipes at Europe’s use of renewable energy. Rather than being aligned with much of the world's assertion that fossil fuels should be tempered, Trump embraces the opposite position — drill for more oil and gas and keep burning coal, while repealing environmental regulations on the biggest sources of U.S. carbon pollution.On supporting science journalismIf you're enjoying this article, consider supporting our award-winning journalism by subscribing. By purchasing a subscription you are helping to ensure the future of impactful stories about the discoveries and ideas shaping our world today.Those moves illustrate his rejection of climate science and underscore his outlying positions on global warming in the G7.Here are five things to know about the summit.Who will be there?The group comprises Canada, France, Germany, Italy, Japan, the United Kingdom and the United States — plus the European Union. Together they account for more than 40 percent of gross domestic product globally and around a quarter of all energy-related carbon dioxide pollution, according to the International Energy Agency. The U.S. is the only one among them that is not trying to hit a carbon reduction goal.Some emerging economies have also been invited, including Mexico, India, South Africa and Brazil, the host of this year’s COP30 climate talks in November.Ahead of the meeting, the office of Canada's prime minister, Mark Carney, said he and Brazilian President Luiz Inácio Lula da Silva agreed to strengthen cooperation on energy security and critical minerals. White House press secretary Karoline Leavitt said Trump would be having "quite a few" bilateral meetings but that his schedule was in flux.The G7 first came together 50 years ago following the Arab oil embargo. Since then, its seven members have all joined the United Nations Framework Convention on Climate Change and the Paris Agreement. The U.S. is the only nation in the group that has withdrawn from the Paris Agreement, which counts almost every country in the world as a signatory.What’s on the table?Among Canada’s top priorities as host are strengthening energy security and fortifying critical mineral supply chains. Carney would also like to see some agreement on joint wildfire action.Expanding supply chains for critical minerals — and competing more aggressively with China over those resources — could be areas of common ground among the leaders. Climate change is expected to remain divisive. Looming over the discussions will be tariffs — which Trump has applied across the board — because they will have an impact on the clean energy transition.“I think probably the majority of the conversation will be less about climate per se, or certainly not using climate action as the frame, but more about energy transition and infrastructure as a way of kind of bridging the known gaps between most of the G7 and where the United States is right now,” said Dan Baer, director of the Europe program at the Carnegie Endowment for International Peace.What are the possible outcomes?The leaders could issue a communique at the end of their meeting, but those statements are based on consensus, something that would be difficult to reach without other G7 countries capitulating to Trump. Bloomberg reported Wednesday that nations won’t try to reach a joint agreement, in part because bridging gaps on climate change could be too hard.Instead, Carney could issue a chair’s summary or joint statements based on certain issues.The question is how far Canada will go to accommodate the U.S., which could try to roll back past statements on advancing clean energy, said Andrew Light, former assistant secretary of Energy for international affairs, who led ministerial-level negotiations for the G7.“They might say, rather than watering everything down that we accomplished in the last four years, we just do a chair's statement, which summarizes the debate,” Light said. “That will show you that you didn't get consensus, but you also didn't get capitulation.”What to watch forIf there is a communique, Light says he’ll be looking for whether there is tougher language on China and any signal of support for science and the Paris Agreement. During his first term, Trump refused to support the Paris accord in the G7 and G20 declarations.The statement could avoid climate and energy issues entirely. But if it backtracks on those issues, that could be a sign that countries made a deal by trading climate-related language for something else, Light said.Baer of Carnegie said a statement framed around energy security and infrastructure could be seen as a “pragmatic adaptation” to the U.S. administration, rather than an indication that other leaders aren’t concerned about climate change.Climate activists have lower expectations.“Realistically, we can expect very little, if any, mention of climate change,” said Caroline Brouillette, executive director of Climate Action Network Canada.“The message we should be expecting from those leaders is that climate action remains a priority for the rest of the G7 … whether it's on the transition away from fossil fuels and supporting developing countries through climate finance,” she said. “Especially now that the U.S. is stepping back, we need countries, including Canada, to be stepping up.”Best- and worst-case scenariosThe challenge for Carney will be preventing any further rupture with Trump, analysts said.In 2018, Trump made a hasty exit from the G7 summit, also in Canada that year, due largely to trade disagreements. He retracted his support for the joint statement.“The best, [most] realistic case outcome is that things don't get worse,” said Baer.The worst-case scenario? Some kind of “highly personalized spat” that could add to the sense of disorder, he added.“I think the G7 on the one hand has the potential to be more important than ever, as fewer and fewer platforms for international cooperation seem to be able to take action,” Baer said. “So it's both very important and also I don't have super-high expectations.”Reprinted from E&E News with permission from POLITICO, LLC. Copyright 2025. E&E News provides essential news for energy and environment professionals.

Missing the big picture US science is being wrecked, and its leadership is fighting the last war Facing an extreme budget, the National Academies hosted an event that ignored it. John Timmer – Jun 4, 2025 6:00 pm | 16 Credit: JHVE Photo Credit: JHVE Photo Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only   Learn more WASHINGTON, DC—The general outline of the Trump administration's proposed 2026 budget was released a few weeks back, and it included massive cuts for most agencies, including every one that funds scientific research. Late last week, those agencies began releasing details of what the cuts would mean for the actual projects and people they support. And the results are as bad as the initial budget had suggested: one-of-a-kind scientific experiment facilities and hardware retired, massive cuts in supported scientists, and entire areas of research halted. And this comes in an environment where previously funded grants are being terminated, funding is being held up for ideological screening, and universities have been subject to arbitrary funding freezes. Collectively, things are heading for damage to US science that will take decades to recover from. It's a radical break from the trajectory science had been on. That's the environment that the US's National Academies of Science found itself in yesterday while hosting the State of the Science event in Washington, DC. It was an obvious opportunity for the nation's leading scientific organization to warn the nation of the consequences of the path that the current administration has been traveling. Instead, the event largely ignored the present to worry about a future that may never exist. The proposed cuts The top-line budget numbers proposed earlier indicated things would be bad: nearly 40 percent taken off the National Institutes of Health's budget, the National Science Foundation down by over half. But now, many of the details of what those cuts mean are becoming apparent. NASA's budget includes sharp cuts for planetary science, which would be cut in half and then stay flat for the rest of the decade, with the Mars Sample Return mission canceled. All other science budgets, including Earth Science and Astrophysics, take similar hits; one astronomer posted a graphic showing how many present and future missions that would mean. Active missions that have returned unprecedented data, like Juno and New Horizons, would go, as would two Mars orbiters. As described by Science magazine's news team, "The plans would also kill off nearly every major science mission the agency has not yet begun to build." A chart prepared by astronomer Laura Lopez showing just how many astrophysics missions will be cancelled. Credit: Laura Lopez The National Science Foundation, which funds much of the US's fundamental research, is also set for brutal cuts. Biology, engineering, and education will all be slashed by over 70 percent; computer science, math and physical science, and social and behavioral science will all see cuts of over 60 percent. International programs will take an 80 percent cut. The funding rate of grant proposals is expected to drop from 26 percent to just 7 percent, meaning the vast majority of grants submitted to the NSF will be a waste of time. The number of people involved in NSF-funded activities will drop from over 300,000 to just 90,000. Almost every program to broaden participation in science will be eliminated. As for specifics, they're equally grim. The fleet of research ships will essentially become someone else's problem: "The FY 2026 Budget Request will enable partial support of some ships." We've been able to better pin down the nature and location of gravitational wave events as detectors in Japan and Italy joined the original two LIGO detectors; the NSF will reverse that progress by shutting one of the LIGOs. The NSF's contributions to detectors at the Large Hadron Collider will be cut by over half, and one of the two very large telescopes it was helping fund will be cancelled (say goodbye to the Thirty Meter Telescope). "Access to the telescopes at Kitt Peak and Cerro Tololo will be phased out," and the NSF will transfer the facilities to other organizations. The Department of Health and Human Services has been less detailed about the specific cuts its divisions will see, largely focusing on the overall numbers, which are down considerably. The NIH, which is facing a cut of over 40 percent, will be reorganized, with its 19 institutes pared down to just eight. This will result in some odd pairings, such as the dental and eye institutes ending up in the same place; genomics and biomedical imaging will likewise end up under the same roof. Other groups like the Centers for Disease Control and Prevention and the Food and Drug Administration will also face major cuts. Issues go well beyond the core science agencies, as well. In the Department of Energy, funding for wind, solar, and renewable grid integration has been zeroed out, essentially ending all programs in this area. Hydrogen and fuel cells face a similar fate. Collectively, these had gotten over $600 billion dollars in 2024's budget. Other areas of science at the DOE, such as high-energy physics, fusion, and biology, receive relatively minor cuts that are largely in line with the ones faced by administration priorities like fossil and nuclear energy. Will this happen? It goes without saying that this would amount to an abandonment of US scientific leadership at a time when most estimates of China's research spending show it approaching US-like levels of support. Not only would it eliminate many key facilities, instruments, and institutions that have helped make the US a scientific powerhouse, but it would also block the development of newer and additional ones. The harms are so widespread that even topics that the administration claims are priorities would see severe cuts. And the damage is likely to last for generations, as support is cut at every stage of the educational pipeline that prepares people for STEM careers. This includes careers in high-tech industries, which may require relocation overseas due to a combination of staffing concerns and heightened immigration controls. That said, we've been here before in the first Trump administration, when budgets were proposed with potentially catastrophic implications for US science. But Congress limited the damage and maintained reasonably consistent budgets for most agencies. Can we expect that to happen again? So far, the signs are not especially promising. The House has largely adopted the Trump administration's budget priorities, despite the fact that the budget they pass turns its back on decades of supposed concerns about deficit spending. While the Senate has yet to take up the budget, it has also been very pliant during the second Trump administration, approving grossly unqualified cabinet picks such as Robert F. Kennedy Jr. All of which would seem to call for the leadership of US science organizations to press the case for the importance of science funding to the US, and highlight the damage that these cuts would cause. But, if yesterday's National Academies event is anything to judge by, the leadership is not especially interested. Altered states As the nation's premier science organization, and one that performs lots of analyses for the government, the National Academies would seem to be in a position to have its concerns taken seriously by members of Congress. And, given that the present and future of science in the US is being set by policy choices, a meeting entitled the State of the Science would seem like the obvious place to address those concerns. If so, it was not obvious to Marcia McNutt, the president of the NAS, who gave the presentation. She made some oblique references to current problems, saying, that “We are embarking on a radical new experiment in what conditions promote science leadership, with the US being the treatment group, and China as the control," and acknowledged that "uncertainties over the science budgets for next year, coupled with cancellations of billions of dollars of already hard-won research grants, is causing an exodus of researchers." But her primary focus was on the trends that have been operative in science funding and policy leading up to but excluding the second Trump administration. McNutt suggested this was needed to look beyond the next four years. However, that ignores the obvious fact that US science will be fundamentally different if the Trump administration can follow through on its plans and policies; the trends that have been present for the last two decades will be irrelevant. She was also remarkably selective about her avoidance of discussing Trump administration priorities. After noting that faculty surveys have suggested they spend roughly 40 percent of their time handling regulatory requirements, she twice mentioned that the administration's anti-regulatory stance could be a net positive here (once calling it "an opportunity to help"). Yet she neglected to note that many of the abandoned regulations represent a retreat from science-driven policy. McNutt also acknowledged the problem of science losing the bipartisan support it has enjoyed, as trust in scientists among US conservatives has been on a downward trend. But she suggested it was scientists' responsibility to fix the problem, even though it's largely the product of one party deciding it can gain partisan advantage by raising doubts about scientific findings in fields like climate change and vaccine safety. The panel discussion that came after largely followed McNutt's lead in avoiding any mention of the current threats to science. The lone exception was Heather Wilson, president of the University of Texas at El Paso and a former Republican member of the House of Representatives and Secretary of the Air Force during the first Trump administration. Wilson took direct aim at Trump's cuts to funding for underrepresented groups, arguing, "Talent is evenly distributed, but opportunity is not." After arguing that "the moral authority of science depends on the pursuit of truth," she highlighted the cancellation of grants that had been used to study diseases that are more prevalent in some ethnic groups, saying "that's not woke science—that's genetics." Wilson was clearly the exception, however, as the rest of the panel largely avoided direct mention of either the damage already done to US science funding or the impending catastrophe on the horizon. We've asked the National Academies' leadership a number of questions about how it perceives its role at a time when US science is clearly under threat. As of this article's publication, however, we have not received a response. At yesterday's event, however, only one person showed a clear sense of what they thought that role should be—Wilson again, whose strongest words were directed at the National Academies themselves, which she said should "do what you've done since Lincoln was president," and stand up for the truth. John Timmer Senior Science Editor John Timmer Senior Science Editor John is Ars Technica's science editor. He has a Bachelor of Arts in Biochemistry from Columbia University, and a Ph.D. in Molecular and Cell Biology from the University of California, Berkeley. When physically separated from his keyboard, he tends to seek out a bicycle, or a scenic location for communing with his hiking boots. 16 Comments

How Will Transportation Work in the Future? A Look at the Rise of Electric Mobility in CitiesSave this picture!Boise, United States. Image via Wikipedia user: Fæ. License under CC0 1.0. Image Author: Alden SkeieFrom greenhouse gas emissions and air pollution to deforestation, one of the leading contributors to global warming today is emissions from the transportation sector. Exploring its origins and evolution, as well as the major challenges it faces, the development of electric mobility in urban environments represents a global transition that requires a coordinated mix of policies and actions to achieve cleaner and more sustainable transportation systems. Designing safe and comfortable infrastructure for walking and cycling, promoting public transit and shared mobility, and designing more efficient streets that include electric vehicles, among other actions, are part of a growing worldwide effort to reduce carbon emissions.Although electric vehicles were invented before gasoline and diesel cars in the first half of the 19th century, they have undergone significant technological advances over the past 20 years, reducing their costs and their environmental impact, and increasing their utility. Around 1834, Thomas Davenport developed the first battery-powered electric vehicle, building a small train on a circular track and inventing the first direct current (DC) electric motor. Although there were numerous innovations in the years that followed, battery limitations were a major obstacle. The zinc consumption of a battery was four times more expensive than the coal consumption of a steam engine, so at that time it competed with the electric motor. Save this picture!By 1898, the first commercially available electric vehicles were operating in London and New York. As Francisco Martín Moreno explains in "Vehículos eléctricos. Historia, estado actual y retos futuros", in the early 1900s, several electric car models emerged, primarily accessible to wealthy consumers and designed for short distances. In contrast, the early gasoline-powered cars introduced in the 1920s were noisy, emitted strong gasoline odors, and were hard to drive due to complex gear systems. However, large quantities of oil were discovered between 1920 and 1930, making gasoline-powered cars cheaper in Texas and other US states. Highways began to be built connecting cities, allowing gasoline-powered vehicles to travel from one city to another, something beyond the reach of electric vehicles due to their short range. Mass production techniques like Henry Ford's assembly line further reduced costs, making gas-powered cars affordable to the middle class. Related Article Gas Stations and Electric Cars: How Do They Change Cities Save this picture!By the late 1920s, gasoline vehicles had overtaken electric vehicles, and electric car production largely ceased in the 1930s. However, as a result of the oil crisis in the 1970s and the Gulf War in the 1990s, along with the emergence of climate change as a priority, there was a renewed interest in electric cars. This resurgence led to new models of electric vehicles—from small cars to buses and even trucks. The energy crisis led to an increase in gasoline prices, and society in advanced countries began to become aware of the effects of greenhouse gas emissions from oil combustion, the greenhouse effect, and climate change. Concern about greenhouse gas emissions and climate change increased as oil prices rose, and society began to recognize and become more aware of the impact of the current transportation model on cities and the urgency of finding more environmentally friendly transportation alternatives.Save this picture!Save this picture!In developed countries during the 20th century, the growth of cities was largely due to private car use, allowing citizens to travel miles and miles daily from home to work. Suburban expansion shifted the cost of commuting to individuals. Some residential areas are developing far from the city center and industrial zones, where a large proportion of the population relies on cars. In 2010, the global population was around 7 billion, and it's expected to reach 10 billion by 2050. The number of vehicles, meanwhile, is projected to grow from 75 million in 2010 to 2.5 billion by 2050. Will there be enough fossil fuels to power this massive fleet? What will be the future of gas stations?Save this picture!To meet the goals of the Paris Climate Agreement and reduce growing air pollution, low- and middle-income countries should join the global transition to zero-emission electric transport. According to data from the International Energy Agency and the European Alternative Fuels Observatory, China led the world in 2024 with over 7 million electric vehicles (including cars and buses) in operation—an increase of over 3 million in just one year. The U.S. ranked second, followed by Germany, which leads in Europe with about 1.3 million EVs. The UK and France round out the top five.Save this picture!To support this transition, the United Nations Environment Programme (UNEP) has launched a global initiative alongside private sector partners, academic institutions, and financial organizations, helping low- and middle-income countries shift to electric mobility. In Latin America, transportation accounts for around one-third of CO₂ emissions. In Africa, Asia, and parts of Latin America, motorcycles and three-wheelers are essential for daily mobility, often covering over 100 km per day. However, these vehicles usually rely on outdated technologies, making them highly polluting and inefficient. Electrifying two- and three-wheelers presents a significant opportunity to reduce both greenhouse gas emissions and air pollution. UNEP is assisting 17 countries in creating national strategies and running pilot projects to introduce these electric vehicles in regions like Africa, Southeast Asia, and Latin America.Save this picture!Given the rapid urbanization in many low- and middle-income countries, mass public transport remains a cornerstone of urban mobility. Cities across Africa, Asia, and Latin America are investing in better transportation systems, including high-capacity bus corridors and Bus Rapid Transit (BRT) systems. Yet, with the average bus lifespan exceeding 12 years, it's essential to avoid locking cities into outdated technologies. Developing policies to support and incentivize the adoption of zero-emission vehicles is essential to achieving the electrification of public transport. The European Commission proposes promoting investment initiatives in charging infrastructure and emissions trading, to be implemented starting in 2026, by putting a carbon price on fossil-fuel vehicles. This measure seeks to boost the use of electric vehicles and the transformation of transport systems. Now, how could charging infrastructure be developed to support a potential massive growth in the electric vehicle fleet? What upgrades and innovations are needed to handle this future demand? What would happen if all transportation suddenly depended on the power grid?Save this picture!Save this picture!The UN emphasizes that using public transportation is critical to curbing climate change. Electrifying buses and trains could cut greenhouse gas emissions by up to two-thirds per passenger per kilometer compared to private vehicles. Still, private cars hold the greatest potential for emission reduction. In 2018, light-duty vehicles were responsible for nearly half of all transport emissions—including those from rail, sea, and air travel. Several major carmakers have announced ambitious plans to release new EV models in the next five years.Save this picture!According to a study by the McKinsey Center for Future Mobility (2019), roughly 60% of global car trips are under 8 kilometers, making them ideal for micromobility solutions. Electromicromobility refers to small, lightweight, and low-speed electric transportation options for short distances, such as electric skateboards, scooters, bikes, mopeds, and quadricycles. From a user perspective, electric vehicles still face hurdles like high costs, limited range, and long charging times. However, their broader societal benefits—particularly emissions reductions—are significant. Therefore, local and national governments are encouraged to implement supportive policies, such as vehicle purchase subsidies, tax breaks, free charging stations, parking benefits, access to city centers, and special electricity rates for nighttime charging, etc.Save this picture!Save this picture!Ultimately, we should ask: What lies ahead for modern transportation? How could new forms of natural, artificial, and collective intelligence be integrated into the design of today's transportation systems to improve resilience to environmental and growth challenges? What partnerships between countries, industries, and organizations are needed to ensure a sustainable and innovative supply of key materials? What will happen to used EV batteries and electronic components? Will be electric mobility in cities the only way to reduce carbon emissions?This article is part of the ArchDaily Topics: What Is Future Intelligence?, proudly presented by Gendo, an AI co-pilot for Architects. Our mission at Gendo is to help architects produce concept images 100X faster by focusing on the core of the design process. We have built a cutting edge AI tool in collaboration with architects from some of the most renowned firms such as Zaha Hadid, KPF and David Chipperfield.Every month we explore a topic in-depth through articles, interviews, news, and architecture projects. We invite you to learn more about our ArchDaily Topics. And, as always, at ArchDaily we welcome the contributions of our readers; if you want to submit an article or project, contact us. Image gallerySee allShow less About this authorAgustina IñiguezAuthor••• Cite: Agustina Iñiguez. "How Will Transportation Work in the Future? A Look at the Rise of Electric Mobility in Cities" 03 Jun 2025. ArchDaily. Accessed . <https://www.archdaily.com/1030500/how-will-transportation-work-in-the-future-a-look-at-the-rise-of-electric-mobility-in-cities&gt ISSN 0719-8884Save世界上最受欢迎的建筑网站现已推出你的母语版本!想浏览ArchDaily中国吗?是否 You've started following your first account!Did you know?You'll now receive updates based on what you follow! Personalize your stream and start following your favorite authors, offices and users.Go to my stream

Heydar Aliyev Center | © Olivier Blanchette via Unsplash In contemporary architectural discourse, the building envelope is no longer a passive partition but a dynamic interface capable of interaction, regulation, and adaptation. Amid rising environmental complexity and performance demands, composite materials are emerging as enablers of this transformation. Their potential goes far beyond lightweight strength; composites are redefining what intelligence means in architectural materiality. As the industry pivots toward energy-conscious design, real-time responsiveness, and multi-functional skins, composites provide structural solutions and performative systems. In this context, the envelope becomes a site of intelligence. From Passive Shells to Active Systems For centuries, architectural skins served primarily as barriers, blocking weather, enclosing space, and symbolizing permanence. But the 21st century demands more. We require façades that filter air and light, mediate thermal flux, integrate sensors, and generate power. Traditional materials, limited by monolithic performance and weight, have struggled to adapt. Composites, by contrast, are inherently systemic. They are engineered layers rather than singular substances. Through the integration of fibers and matrices, composites enable architectural envelopes that perform structurally while accommodating embedded systems such as thermal insulation, acoustic control, impact resistance, and photoreactivity. These characteristics make them prime candidates for high-performance envelopes in buildings and infrastructure alike. In the Qatar Integrated Railway Project, composite roofing and FRP façade panels were employed to meet the demands of the harsh desert environment. This solution reduced structural loads and improved thermal performance while ensuring long-term durability in a climate defined by extremes. Performance Layering and Embedded Intelligence What distinguishes composites from conventional materials is their capacity to combine multiple performance layers in one unified system. Instead of applying insulation, waterproofing, and cladding in sequence, a composite panel can consolidate these into a single prefabricated, high-performance element. A compelling example is the Eco Casa in Australia, designed by Ian Wright, which used frameless DuFLEX composite panels. The result was an environmentally conscious home with significantly reduced material waste, enhanced thermal performance, and minimized emissions. These outcomes demonstrate how composites offer design efficiency and ecological responsibility. The capacity for prefabrication and integration is particularly valuable in settings where labor conditions, transportation logistics, or weather exposure make traditional multi-layered construction inefficient or impractical. Composites with a Nervous System: Sensing the Built Environment Recent innovations in smart composites extend these capabilities further. By embedding fiber-optic or piezoresistive sensors into composite assemblies, architects and engineers can develop building skins that sense stress, temperature changes, humidity, or vibration in real-time. These responsive façades can feed data into building management systems, enabling performance optimization or alerting maintenance teams to signs of wear or structural fatigue. This functionality has been successfully explored in transport infrastructure. The King Abdullah High-Speed Rail Station in Saudi Arabia used 27-meter composite sandwich panels to span vast distances with minimal support. The lightweight system reduced the need for extensive reinforcement while enabling thermal and mechanical performance in a climate that demands resilience. Such examples are foundational to a future in which architecture does not merely resist the environment but interprets it. Formal Freedom Meets Functional Responsiveness Guangzhou Opera House | © Scarbor Siu via Unsplash Beyond embedded intelligence, composites also expand formal expression. Their moldability, especially with parametric design and digital fabrication, allows for envelopes that curve, fold, and morph in unattainable ways with conventional rigid materials. The Guangzhou Opera House, designed by Zaha Hadid Architects, is a defining example. Advanced composite assemblies that merged structural demands with formal ambition enabled its seamless curvatures and sharp transitions. These systems supported high-precision details and complex geometries while reducing material weight and installation complexity. This freedom extends to smaller-scale yet equally ambitious projects. At the Tilburg School for VAVO, translucent composite panels embedded with knitted textiles reference local craft while offering thermal performance and design cohesion. Such examples show that intelligence in architecture includes cultural sensitivity as well as technical adaptability. Toward Circular and Regenerative Envelopes The sustainability potential of composites is often overlooked. While early generations relied heavily on fossil-derived materials, newer systems use bio-based resins, natural fibers like flax and basalt, and recyclable matrices that fit into circular design models. Composite panels can now be designed for disassembly, repurposing, or reintegration into new construction, minimizing waste and conserving embodied energy. The Pasarela de Almuñécar in Spain exemplifies this ethos. As the world’s longest carbon-fiber walkway, it replaced heavier materials and extended structural lifespan while reducing maintenance. The project signals how composites can fulfill both technical and ecological ambitions. Efforts to embed digital tracking into panels, such as RFID tags, also support long-term monitoring and facilitate reuse planning. This vision aligns with emerging concepts like material passports, which will play a critical role in lifecycle accountability. Pasarela de Almuñécar in Spain | © Luis Garcia, CC by 3.0 Overcoming Barriers to Adoption Despite the clear advantages, composite adoption in architecture still faces notable hurdles. First is the challenge of integration with legacy materials such as concrete, stone, or steel. Connection detailing requires careful coordination to ensure structural continuity and thermal performance. Second is the perception of cost. While composites may require a higher upfront investment, their lower maintenance demands, improved energy performance, and reduced structural requirements often result in favorable long-term economics. Finally, regulatory frameworks continue to evolve. Building codes have been slow to reflect the unique properties of composites, although this is changing as standardization increases and successful pilot projects proliferate. A Vision for the Future: Architecture as Adaptive Intelligence Composites are not merely substitutes for traditional materials. They represent a paradigm shift in how we understand performance, integration, and the role of material in space-making. As architecture becomes increasingly data-driven, climate-responsive, and energy-conscious, the intelligent envelope will become the norm rather than the exception. Composites make this future feasible by offering structural capability, aesthetic freedom, environmental stewardship, and embedded intelligence within a single engineered solution. From high-speed rail terminals to cultural landmarks, these materials are shaping a new kind of architecture that listens, learns, and evolves. It is no longer sufficient for architecture to stand still. The next generation of buildings must adapt, interact, and perform. Composites make that future tangible. Learn More Explore how composite materials are redefining the building envelope in the construction sector and beyond: Visit Composites.Archi by ArchEyes Team Leave a comment