One method of making electricity cleanly to address climate change has been quietly advancing and on Tuesday it hit a milestone.

A California utility is backing the largest new geothermal power development in the U.S. — 400 megawatts of clean electricity from the Earth’s heat — enough for some 400,000 homes.

Southern California Edison will purchase the electricity from Fervo Energy, a Houston-based geothermal company, Fervo announced.

The company is drilling up to 125 wells in southwest Utah.

Clean electricity like this reduces the need for traditional power plants that cause climate change. The boost could go a long way toward bringing down the cost of a new generation of geothermal energy, said Wilson Ricks, an energy systems researcher at Princeton University.

“If these purchases help to get this technology off the ground, it could be massively impactful for global decarbonization,” he said. Decarbonization refers to switching out things that produce carbon dioxide and methane, which cause the climate to change, in favor of machines and methods that don’t.

Today the world still relies mainly on fossil fuels for round-the-clock power. This new deal shows that clean power can meet a growing demand for electricity, said Sarah Jewett, vice president of strategy at Fervo.

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The Science Is Clear: Offshore Wind Isn’t What’s Killing Whales

Politicians and nonprofit groups have blamed offshore wind turbines for whale deaths, but the science doesn’t support those claims—at all

Lines of tea lights formed the large, softly flickering outline of a whale’s tail in the sand along the Jersey Shore this past October—another installment in months of protests against planned offshore wind projects in communities along the U.S. East Coast that have rallied around the slogan “Wind Kills Whales.”

This claim has been used as a talking point against wind energy by former president Donald Trump, local Republican politicians, nonprofit groups with links to the fossil-fuel industry and more than 50 Fox News segments in 2023. All have connected offshore wind development with horrific images of dead whales washing up and decaying on beaches. At a recent New Jersey campaign rally, Trump vowed to scrap the country’s offshore wind projects on the first day of a new term if he is elected again in November, declaring that “they kill the whales.”

But the current scientific consensus doesn’t back up those assertions—at all. There are “no links whatsoever between the offshore wind development activity and especially the humpback whale mortalities. None. Zero,” says Duke University marine scientist Douglas Nowacek.

The protests and spurious criticisms come at a crucial—and financially precarious—time for the nascent offshore wind industry. Some 30 gigawatts of offshore wind energy (enough to power 10 million homes and offset the annual emissions of around 18.5 million passenger vehicles) need to be deployed by 2030 to meet the Biden administration’s pledge to make the power sector carbon-pollution-free by 2035. And the warming caused by those emissions does have a demonstrable impact on whales.

That isn’t to say that building huge wind turbines in the ocean doesn’t come without any environmental ramifications. “Even offshore wind proponents such as myself recognize that walking out my front door has an impact, so of course building large-scale machines in the ocean will have an impact,” says Kris Ohleth, executive director of the nonprofit Special Initiative on Offshore Wind. She, Nowacek and other experts say the key task is to understand what the potential harms of turbine surveying and construction actually are and then mitigate them.

So what is killing whales?

Several whale species dwell in and migrate through the North Atlantic, including in waters near the coastal U.S. Though populations of many of these endangered or threatened species have considerably rebounded from the effects of 19th-century whaling, significant threats remain. More than 500 humpback, minke and right whales have been seriously injured, stranded onshore or died prematurely on or near the East Coast since 2017, according to the National Oceanic and Atmospheric Administration.

Conducting necropsies on beached whales to pin down a cause of death is made difficult by the animals’ layer of blubber and by the fact that organs can literally cook inside a stranded whale. But it is starkly clear that human activity—in the form of ships that hit whales or fishing gear that wraps around them—is often to blame. “For right whales, if you take out neonatal mortality, every documented mortality in the last 25 years of a right whale has been at the hands of some human cause—ship strike or entanglement,” Nowacek says. “Every single one of them.” The New England Aquarium recently reported that a female North Atlantic right whale known by the name Shelagh had become tangled in fishing gear for the fifth known time.

cross-posted from: https://lemmy.world/post/16384963

There’s a good chance that when you were a teenager, getting your driver’s license was seen as a rite of passage, and you probably couldn’t wait for the freedom promised by that shiny new card in your credit card-less wallet. At least, that’s unless you’re a teenager today, and then the picture might not be so cut and dry. Unlike when I got my learner’s permit 20 years ago, today’s teenagers have already been enjoying a new form of affordable and effective transportation freedom: electric bikes.

And it’s changing the way they view getting a driver’s license.

Electric bicycles have been gaining popularity in the US for over a decade, but they’ve taken off in impressive numbers over the last several years.

Once considered an alternative for older riders looking to get back on two wheels, electric bikes have now gained favor with just about every age group. There are balance e-bikes for toddlers, children’s models, e-bikes popular with teenagers, models for the general public, and models/companies that cater to older riders.

With more teenagers flocking to e-bikes than ever before, the “freedom” that traditionally came at 16 years old with a driver’s license is now available to teens even earlier. And while that also comes with some real concern from some parents, plenty of other parents have embraced the freedom and independence that electric bikes have offered to their teenagers.

As Olivia Rockeman pointed out recently in the Wall Street Journal, “Many parents see e-bikes as alternatives to shepherding their kids between school and sports practices, particularly as the number of teens with driver’s licenses has fallen by about 8% over the past two decades, according to the latest data from the Federal Highway Administration. The e-bikes also grant more independence to teens not yet old enough to drive.”

Encinitas, California resident Aaron Hebshi, whose 17-year-old daughter put off getting her driver’s license in favor of her electric bicycle, explained to Rockeman that his teen isn’t in a rush to get behind the wheel. “There wasn’t quite the imperative for her to get a license that kids may have felt when I was growing up. Before we were 16, we couldn’t go anywhere without our parents in San Diego.”

Mother of two teen boys in Hermosa Beach, Erika Mamber, shared that e-bikes for her kids have saved her countless car trips to school, sports practice, and tutoring sessions.

Those views are gaining steam among a wider group of teenagers and their parents, who have discovered that e-bikes are giving those kids more freedom, and by extension, giving more freedom to parents. What’s driving teens away from cars and onto e-bikes?

This shift from getting a “first car” to getting a “first e-bike” is driven by many factors. Still, some of the largest motivations include a mix of economic, practical factors, and environmental concerns that are reshaping the landscape of personal transportation for the younger generation.

The economic advantage

For many teens and their families, the cost of car ownership is a significant deterrent. From the price of the vehicle itself to insurance, fuel, and maintenance, the expenses can quickly add up.

E-bikes, on the other hand, offer a more affordable alternative. The initial purchase price is considerably lower, and operational costs are almost zero, outside of occasional new brake pads and tires. With the rising cost of living, many families find e-bikes to be a financially savvy choice.

For under $1,000, American teenagers can find a good e-bike. I made that much mowing lawns one summer as a teenager and that was twenty years ago. For $3,000, teens can find a great e-bike with even higher quality and longevity. Compare that to the price of new or even used cars. Just the summer-long maintenance and fuel on a car can cost as much as an entire electric bike.

Independence and convenience

E-bikes also provide a level of independence that many teens crave. Unlike cars, which require a driver’s license and often parental supervision during the long learning period, e-bikes are accessible immediately. Teens can start riding as soon as they have a bike and (hopefully) the necessary safety gear.

They also don’t need to spend hours in a driver’s education course learning the nuances of car control. Most kids grow up learning to ride a bicycle and so the handling skills are already there.

Still, driver’s education courses designed for cyclists are highly encouraged for teens who eschew cars in favor of e-bikes. The rules of the road apply equally to cyclists and car drivers, and not learning the rules is not an excuse for breaking them.

Safety considerations

While e-bikes offer many advantages, safety is a key concern for parents and teens alike. Many cities are adapting to the increase in e-bike usage by expanding bike lanes and implementing stricter regulations to ensure rider safety.

Helmets, proper lighting, and adherence to traffic rules are essential components of safe e-bike riding and are highly recommended for teenagers who regularly travel by e-bike.

At the same time, many teens have accepted the growing notion that a 6,000 lb vehicle might not be the safest option when considering all road users. Whereas many adults have their eyes on the largest trucks and SUVs, many teenagers value smaller and lighter vehicles, especially options that can get them out of the road and into the bike lane.

The concept isn’t exactly pervasive, and America’s addiction to massive vehicles is unlikely to break anytime soon, but a growing number of younger Americans aren’t buying the same promises that the automotive industry is selling their parents.

Environmental consciousness

Much more so than a generation ago, today’s teenagers are increasingly environmentally conscious. The impact of climate change and the importance of sustainable living are at the forefront of many teenagers’ minds.

E-bikes, with their zero emissions, offer an eco-friendly alternative to cars. Many teens feel that choosing an e-bike over a car is a tangible way to contribute to a greener planet.

More than just an expanding trend

The trend of teenagers choosing e-bikes over cars is growing. As more teens delay or forego getting their driver’s licenses, the shift is proving to be not just a passing fad but rather a reflection of changing attitudes toward transportation and lifestyle.

Cities continue to evolve and adapt to new modes of transportation, and the role of e-bikes is likely to expand. For now, the sight of teens zipping around town on their electric bikes is becoming increasingly common, signaling a new era in personal mobility.

There’s a good chance that when you were a teenager, getting your driver’s license was seen as a rite of passage, and you probably couldn’t wait for the freedom promised by that shiny new card in your credit card-less wallet. At least, that’s unless you’re a teenager today, and then the picture might not be so cut and dry. Unlike when I got my learner’s permit 20 years ago, today’s teenagers have already been enjoying a new form of affordable and effective transportation freedom: electric bikes.

And it’s changing the way they view getting a driver’s license.

Electric bicycles have been gaining popularity in the US for over a decade, but they’ve taken off in impressive numbers over the last several years.

Once considered an alternative for older riders looking to get back on two wheels, electric bikes have now gained favor with just about every age group. There are balance e-bikes for toddlers, children’s models, e-bikes popular with teenagers, models for the general public, and models/companies that cater to older riders.

With more teenagers flocking to e-bikes than ever before, the “freedom” that traditionally came at 16 years old with a driver’s license is now available to teens even earlier. And while that also comes with some real concern from some parents, plenty of other parents have embraced the freedom and independence that electric bikes have offered to their teenagers.

As Olivia Rockeman pointed out recently in the Wall Street Journal, “Many parents see e-bikes as alternatives to shepherding their kids between school and sports practices, particularly as the number of teens with driver’s licenses has fallen by about 8% over the past two decades, according to the latest data from the Federal Highway Administration. The e-bikes also grant more independence to teens not yet old enough to drive.”

Encinitas, California resident Aaron Hebshi, whose 17-year-old daughter put off getting her driver’s license in favor of her electric bicycle, explained to Rockeman that his teen isn’t in a rush to get behind the wheel. “There wasn’t quite the imperative for her to get a license that kids may have felt when I was growing up. Before we were 16, we couldn’t go anywhere without our parents in San Diego.”

Mother of two teen boys in Hermosa Beach, Erika Mamber, shared that e-bikes for her kids have saved her countless car trips to school, sports practice, and tutoring sessions.

Those views are gaining steam among a wider group of teenagers and their parents, who have discovered that e-bikes are giving those kids more freedom, and by extension, giving more freedom to parents. What’s driving teens away from cars and onto e-bikes?

This shift from getting a “first car” to getting a “first e-bike” is driven by many factors. Still, some of the largest motivations include a mix of economic, practical factors, and environmental concerns that are reshaping the landscape of personal transportation for the younger generation.

The economic advantage

For many teens and their families, the cost of car ownership is a significant deterrent. From the price of the vehicle itself to insurance, fuel, and maintenance, the expenses can quickly add up.

E-bikes, on the other hand, offer a more affordable alternative. The initial purchase price is considerably lower, and operational costs are almost zero, outside of occasional new brake pads and tires. With the rising cost of living, many families find e-bikes to be a financially savvy choice.

For under $1,000, American teenagers can find a good e-bike. I made that much mowing lawns one summer as a teenager and that was twenty years ago. For $3,000, teens can find a great e-bike with even higher quality and longevity. Compare that to the price of new or even used cars. Just the summer-long maintenance and fuel on a car can cost as much as an entire electric bike.

Independence and convenience

E-bikes also provide a level of independence that many teens crave. Unlike cars, which require a driver’s license and often parental supervision during the long learning period, e-bikes are accessible immediately. Teens can start riding as soon as they have a bike and (hopefully) the necessary safety gear.

They also don’t need to spend hours in a driver’s education course learning the nuances of car control. Most kids grow up learning to ride a bicycle and so the handling skills are already there.

Still, driver’s education courses designed for cyclists are highly encouraged for teens who eschew cars in favor of e-bikes. The rules of the road apply equally to cyclists and car drivers, and not learning the rules is not an excuse for breaking them.

Safety considerations

While e-bikes offer many advantages, safety is a key concern for parents and teens alike. Many cities are adapting to the increase in e-bike usage by expanding bike lanes and implementing stricter regulations to ensure rider safety.

Helmets, proper lighting, and adherence to traffic rules are essential components of safe e-bike riding and are highly recommended for teenagers who regularly travel by e-bike.

At the same time, many teens have accepted the growing notion that a 6,000 lb vehicle might not be the safest option when considering all road users. Whereas many adults have their eyes on the largest trucks and SUVs, many teenagers value smaller and lighter vehicles, especially options that can get them out of the road and into the bike lane.

The concept isn’t exactly pervasive, and America’s addiction to massive vehicles is unlikely to break anytime soon, but a growing number of younger Americans aren’t buying the same promises that the automotive industry is selling their parents.

Environmental consciousness

Much more so than a generation ago, today’s teenagers are increasingly environmentally conscious. The impact of climate change and the importance of sustainable living are at the forefront of many teenagers’ minds.

E-bikes, with their zero emissions, offer an eco-friendly alternative to cars. Many teens feel that choosing an e-bike over a car is a tangible way to contribute to a greener planet.

More than just an expanding trend

The trend of teenagers choosing e-bikes over cars is growing. As more teens delay or forego getting their driver’s licenses, the shift is proving to be not just a passing fad but rather a reflection of changing attitudes toward transportation and lifestyle.

Cities continue to evolve and adapt to new modes of transportation, and the role of e-bikes is likely to expand. For now, the sight of teens zipping around town on their electric bikes is becoming increasingly common, signaling a new era in personal mobility.

‘It was close’ - Primož Roglič on surviving attacks to win Critérium du Dauphiné

Primož Roglič managed to survive late-stage attacks by his closest rivals in the general classification to hold on to his lead - barely - and win the Critérium du Dauphiné for the second time in his career on Sunday. He claimed the overall by a slim eight seconds on Matteo Jorgenson (Visma-Lease A Bike), the smallest advantage since 2001 when Christophe Moreau won by one second over Pavel Tonkov.

Going into the final day's racing, another arduous mountain trek after the Queen Stage, Roglič had a seemingly unassailable margin of 1:02 seconds on Jorgenson, and 1:13 on Derek Gee (Israel-PremierTech). But it almost came undone on the final ascent of the ascent of Col des Glières (9.4km at 7.1%) with some steep pitches exceeding 10%.

The Slovenian was distanced in the final five kilometres after Jorgenson and Gee followed an attack from former Spanish champion Carlos Rodríguez (Ineos Grenadiers). An acceleration that Roglič simply could not follow as he watched the trio pull away from him, forcing him to continue to claw his way up and try to limit the damage.

The distance to the leaders continued to increase but Roglič went ‘all in’ as the road flattened out slightly in the final two kilometres and crossed the finish line 48 seconds behind stage winner Rodríguez, and runner-up Jorgenson.

“I was hearing all the gaps [from his DS] all the time. I was happy that the others didn’t go faster. I was just tired. It was close but finally, I’m satisfied for the team.” Roglič said.

This time around the Slovenian’s overall victory was completely different from his first in 2022. Two years ago, Roglič and his then Jumbo-Visma teammate Jonas Vingegaard rode away together to claim the final stage, and win the overall with 1:41 margin over his closest non-teammate rival in third place.

This year, not only did Roglič come to the Tour de France warm-up race with a new team, Bora-Hansgrohe, but he was returning to racing after being injured in a terrible crash at Itzulia Basque Country in April.

History seemed to be repeating itself when Roglič went down in the mass crash that caused the neutralisation of stage 5. But after undergoing assessment from his team's medical staff, he not only started the following day but powered away to claim the mountain-top stage win and take over the yellow leader’s jersey.

“It’s crazy to be able to win the Dauphiné after everything that happened, the crash and everything that came in between. It’s incredible.”

Not only was the eight-day stage race an opportunity to test his form, but it was also an important test for his team. After all, they had only raced together 14 days before the start last weekend. Bora-Hansgrohe also won the best team classification, with over seven minutes on Ineos Grenadiers.

“It’s definitely something we needed with the team, to work on the positioning, the communication, many things. I haven’t been with these guys for five years.”

Roglič was his usual stoic self when asked if the victory boosted his confidence for the Tour de France.

“Now the Dauphiné is one thing and the Tour is another. I first want to be happy because you don’t win a race like this every day.”

“For sure, you take everything that you get at the end or you have to take,” Roglič told FloBikes and other reporters at the finish line when asked if he would take third place on the Tour de France today if offered the chance.

“But still at the beginning, everyone has the same possibilities. To win it or be second, third or whatever position, So first of all, we have to be happy with the whole team we did a really nice race. Great job. We have to enjoy it. And then just going to the Tour and being relaxed.”

We’re not playing, Rich. Fuck them, we’re not playing. Just tell them that we’re not playing. That’s what I heard on 10 July 2015, on a call from Christie Rampone, the captain of the USWNT. I was the executive director of the Women’s National Team Players Association, the official collective bargaining unit for the USWNT. Rampone called me five days after the USWNT’s World Cup victory. While Rampone talked with me, the team were on their way from the midtown Manhattan set of Good Morning America to the beginning of the ticker tape parade in lower Manhattan’s “Canyon of Heroes” to celebrate their title.

Just a few days earlier, on the morning after the team’s World Cup victory, Sunil Gulati, the longtime president of US Soccer, called captains Abby Wambach and Rampone to tell them that the team’s request for the weekend off was denied, and they were all going to be forced to play their National Women’s Soccer League (NWSL) games.

As recounted to me by Rampone, the response from Gulati was immediate. He told Rampone that the players had to play those NWSL games. He noted that all the NWSL teams had developed huge marketing and promotional campaigns around the World Cup champions to sell out their stadiums that weekend, and that he didn’t care how the players were feeling, that no matter what, they were going to play.

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Stage 5 of the Critérium du Dauphiné was neutralised after two mass crashes with 21km remaining that saw a vast number of riders fall, including yellow jersey Remco Evenepoel (Soudal-Quick Step), Primož Roglič (Bora-Hansgrohe) and Juan Ayuso (UAE Team Emirates).

The commissaires brought the race to a halt after the peloton was hit by two almost simultaneous crashes on a stretch of wet downhill road on the run-in to the finish in Saint-Priest.

Following discussions between the riders, the commissaires and the race organisation, it was later decided to cancel the remainder of the stage.

In an announcement on race radio, the organisation explained that they were unable to ensure medical support for the peloton in the closing kilometres given that the ambulances following the race were all required to bring riders to hospital.

It was decreed that the peloton would ride the final kilometres into Saint-Priest together, but there would be no stage winner and no time awarded for the general classification.

“In accordance with the jury of commissaires of the UCI it's been decided that due to the fact there are no ambulances can take care of the security of the riders because they are all busy going to different hospitals, the race will be neutralised,” was the Englishlanguage statement on race radio.

“The race will be neutralised and the peloton will ride all the way to the finish line under the escort of the Garde Republicaine. The times will not be taken into account, there will not be a winner for today's stage.”

Laurens ten Dam and his fellow former professional Thomas Dekker had arrived in America for last weekend’s Unbound Gravel.

24 hours after landing, they headed out for a three-hour training ride near Marietta, Oklahoma, finishing up outside a Mexican restaurant where they planned to have lunch. Presumably not wanting to disturb their fellow diners, all sweaty and dirty after hours out riding, they decided to have a quick makeshift shower with a bottle of water in the parking lot outside.

“After Thomas had rinsed me off, I quickly changed my pants between the car doors,” Ten Dam said on his Live Slow Ride Fast podcast. “But as I do that, I hear someone shouting very angrily across the street.”

Their European comfort with nudity was clearly too much for one local, who promptly called the police.

“Suddenly there were five police cars. The man who had shouted at us was also there and said: ‘You should go to jail for this’,” Ten Dam continued.

“Within five minutes there were five police cars. At that moment, the man who had been yelling at Thomas comes over and yells for Thomas to be put in jail.”

“Walking around naked on the street apparently caused so much offence …” Dekker explained. “It’s really not allowed there.”

“We were told that we had been charged with indecent behavior. The charges stated that we sprayed each other with water bottles like two ‘gay cyclists’,” Ten Dam explained what the pair were told by police, before Dekker added the officers had “the IQ of a shrimp.”

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One of the UK’s leading young cyclists has been forced to pull out of this week’s Tour of Britain after being hit at “high speed” by a 4x4 driver, who she said then verbally abused her.

Kate Richardson, who won the women’s individual pursuit at the British Track Cycling Championships in February and was a European under-23 champion last year, said she had broken her collarbone again after the “incredibly scary” incident.

“I was on a narrow single track road, no more than 3m wide, on a blind bend and clearly the driver couldn’t wait 10 more seconds to overtake me,” she wrote on Instagram. “He decided to try and squeeze his huge 4x4 past me at a high speed, hitting me hard and knocking me off my bike.

“Initially, he just drove on but turned around and came back later to verbally abuse and threaten me before getting back in his car and driving off again. Thankfully another driver came across the scene pretty quickly and kindly helped me up and drove me home.”

The 21-year-old from Glasgow, who posted pictures of her badly damaged cycling kit, said she had also suffered road rash and severe bruising across her right hip in the incident. She confirmed she would miss the Tour of Britain, which starts on Thursday.

“I’m currently uncertain about what the rest of the season holds,” she added. “This is a lot more than just a physical injury, it was incredibly scary and I count myself lucky that I walked away relatively unscathed compared to what it could have been.”

Richardson, who also won the women’s edition of the Lincoln Grand Prix on the road last month, said she had reported the incident to South Yorkshire police.

“Mentally though, it will take a while to overcome,” she added. “Knowing that once again I’ll be missing a key racing block, whilst knowing what sort of shape I’ve worked so hard to be in, is hugely disappointing and hard to get my head around.

“The police are dealing with the incident, and with witnesses and potential CCTV footage I’m hopeful that some sort of justice will prevail.”

From Jefferson to Davidson to Shelby Counties, Tennessee has a housing affordability problem as the demand for new homes has outpaced supply, a new report from the state’s intergovernmental agency details.

Since 2019, Tennessee’s median home price has risen by 44%, surpassing the national average of 34% as tracked by the U.S. Federal Reserve.

The problem isn’t isolated to fast-growing counties and cities, the Tennessee Advisory Commission on Intergovernmental Relations (TACIR) said in its report approved by commission members last week, but across the state, adding more people are seeking to buy a limited supply of homes, driving up prices and putting the cost “out of reach for many.”

TACIR identified zoning, particularly single-family zoning, as one of the driving factors impacting the number of new homes that are built.

Single-family zoning is a type of land regulation that prevents homeowners from building more than one housing unit on a property. This type of regulation makes it harder for developers to build apartments or even split properties into multiple units. It ultimately restricts the number of people who can live in certain neighborhoods and communities, creating intense competition for fewer homes and driving up prices.

Zoning has become a bipartisan issue, with states like Democratic-controlled California and Republican-controlled Montana adopting laws requiring city and county governments to remove many of the regulations around building new homes.

Ron Shultis, a policy researcher with the conservative think tank Beacon Center of Tennessee, said the state’s single-family zoning creates a housing affordability crisis and that rents are increasing slower in cities like Minneapolis, which have abolished the policy.

“You can see the results when you put in best practices and allow for essentially the market to do what it does best, which is to meet a demand,” Shultis said.

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