Nothing written herein should be construed as financial or medical advice.

Friday, November 13, 2026

Beef industry anger about its own science curriculum

Source: Our World in Data

Source: Our World in Data



From The Guardian

A beef industry-funded effort to teach teenagers about cattle’s climate impact was quietly scrapped following backlash from some ranchers, who disputed the premise that cows contribute to global heating.

The episode is the latest example of the livestock industry’s decades-long battle to determine what US children learn about cows and the climate.

The American Farm Bureau Foundation for Agriculture (AFBFA) and its Food and Agriculture Center for Science Education produce a free science curriculum used by around 1.2m students across more than 100 school districts nationwide.

Late last year, the foundation announced a new lesson exploring “how cattle produce methane and its role within the broader environmental and biological systems”.

Within months it had been removed, following online criticism from ranchers, with Brett Kenzy, prominent South Dakota farmer, telling a trade paper “it’s not fair claiming that cows are harming the environment because they’re not”. Kenzy, who chairs a committee of the Ranchers-Cattlemen Action Legal Fund United Stockgrowers of America (R-CALF USA), called the lesson a “slap in the face”.

“We did take it down,” Rick Henningfeld, the AFBFA education director, told an audience at CattleCon, the beef industry’s annual convention, in February. “We heard the feedback, and we are editing it, and our hope is to get it back up quickly,” according to a recording of the event shared with the Guardian.

It hasn’t yet returned. A new lesson on cattle digestion, published in July, makes no mention of methane or climate.

Since the 1990s, the beef industry has worked to shape what children learn about its products. Today, officials behind the curriculum say it “eliminate[s] negative perceptions” of the industry for “future consumers”.

The curriculum is funded by a mandatory levy on cattle sales called the “beef checkoff”. A foundation spokesperson said the topic “cannot be a 45-minute lesson”. The foundation said it is working on a longer version, reviewing research “related to the biogenic cycle” with help from unnamed researchers and university experts. It said the July lesson was “not a replacement”.

A severed climate connection


Animal agriculture advocates often claim the biogenic cycle – in which atmospheric methane breaks down within about 12 years into carbon dioxide that is then reabsorbed by grass – means cattle methane contributes little additional global heating.

But mainstream climate researchers point out that biogenic methane – which comes from living sources such as organic waste, rice paddies and livestock – is a leading cause of climate crisis, even when emissions aren’t rising.

“About 0.3C [roughly 20%] of global warming to date is maintained by our ongoing biogenic methane emissions,” said Carl-Friedrich Schleussner, a climate scientist at the International Institute for Applied Systems Analysis. “Cutting these emissions is essential to slow global warming and keep peak warming as low as possible.”

The lesson, “Methane & Cattle: A Climate Connection”, was designed to help high schoolers understand “how the natural digestive processes of cattle contribute to methane emissions and influence atmospheric dynamics”.

Using figures from the UN’s Intergovernmental Panel on Climate Change, it showed that methane is a far more powerful greenhouse gas than carbon dioxide, though it has a short atmospheric life. The lesson also contained an error, stating livestock accounts for about 2% of human-caused methane emissions, when the true figure is a little over 30%, said Drew Shindell, a climate scientist at Duke University.

Shindell, who chaired the UN’s 2021 Global Methane Assessment, said it was “a shame the ranchers would block students from learning about the world they will inherit”.

“The role of methane in climate change is not controversial, having been measured in the lab long ago and confirmed in satellite observations of the energy emitted by the Earth,” he said.
 

Incensed farmer feedback


The backlash began with Jim Mundorf, a rancher, podcaster and longtime critic of the beef checkoff. After seeing a Facebook post promoting the curriculum, Mundorf wrote an analysis on his blog, Lonesome Lands, describing the methane lesson as “one of the most infuriating things I have laid eyes on” and attacking it as condescending to farmers.

“Blaming cattle for climate change is no different than blaming volcanos, or the oceans, or lightning strikes that cause wildfires,” he wrote.

The post was republished by the ranchers coalition of CPAC, the influential conservative group, and amplified across the farming community.

“I put [the blog] out to the world. Hopefully it catches on,” Mundorf said in an interview. “And it did. I get phone calls and emails from people involved with farm bureau who were also upset about [the lesson].” According to Mundorf, farm bureau contacts later told him “they don’t think it’ll be used anymore”.

At CattleCon, responding to an audience question about the “social media heat”, Henningfeld confirmed the lesson had been removed after “feedback from some farm bureau members and some producers”.

Henningfeld said the foundation would develop a new producer review of everything published by the program, to make sure “the science is represented, the needs of the teachers [are] represented, the needs of our awesome producers shows up”.

The foundation said its review process “invites a group of producers to suggest topics and review draft materials”.

But some aren’t convinced. “What happens when those goals conflict?” said Glenn Branch, deputy director of the National Center for Science Education. “The censorship in the recent episode suggests that the needs of the producers prevail.”

Vivayic, a Nebraska-based consultancy that develops the program for the foundation, said the curriculum’s goal is for students to make sense of real scientific data.

Previous pressure tactics


A study published in October by Jennifer Jacquet and Loredana Loy, both from the University of Miami, examined how the NCA, a precursor of today’s National Cattlemen’s Beef Association (NCBA), responded to early climate science.

Drawing on archival documents, they found that in the 1980s and 1990s the group treated global warming as a public relations problem, working to downplay US cattle’s methane emissions rather than trying to cut them.

In 1991, the study found, NCA pressure led Random House to end reprints of a Teenage Mutant Ninja Turtles children’s book that linked cattle to global warming.

“Influencing K-12 education has been part of the National Cattlemen’s strategy for decades,” Jacquet said.

NCBA declined to comment.

In September, the US Department of Agriculture (USDA), which oversees all agricultural checkoff programs, ordered them to end support for environmental, social and governance (ESG) initiatives as well as net-zero and climate-neutrality targets. The USDA said it had no role in the decision to remove the methane lesson.

“This is compatible with what I see happening,” Jacquet said. “The livestock industry is winning with the Trump administration and does not even need to fake that it cares, let alone that it is doing anything.”


It is true that when we burn fossil fuels we add "new" carbon dioxide which has been safely buried for millions of years to the atmosphere, whereas cows eat grass which embodies CO2 recently taken up from the atmosphere, so it's not additional, in the way CO2 from burning coal or gas is.

However — and it's a big however — the concentration of methane in the atmosphere has been rising fast, and some of that increase has come from agriculture.  The world has got richer, and people want to eat more meat.  And even though that methane will eventually decay into CO2, until it does, it is 80 times as potent a greenhouse gas.  Stopping the rise in atmospheric methane would help reduce the decade-by-decade rise in temperatures.  Reducing it could cut global temperatures.  And, not addressed here, land clearing for beef production is another significant source of CO2 emissions.

All three of the main sources of methane need to be tackled: agriculture, gas leaks ("fugitive emissions") and rubbish dumps ("waste"), precisely because methane is so potent a greenhouse gas.  And it remains true that if you really want to reduce your carbon footprint, becoming a vegetarian makes sense, both because you will reduce methane emissions and because you will reduce and maybe even reverse land clearing, even in a small way.   Every step counts, and every ten of a degree increase we avoid is worth it. 

The last oil crisis?

Is this the last oil crisis?

A comprehensive analysis of how the current oil crisis isn't anything like the 1973 or 1979 oil crises, and how cars, 3-wheelers, and even heavy trucks are replacing petrol and diesel.

By Rising Renewables


 


Is this the last oil crisis?

Nobel prize for Melania

 From the Dutch cartoonist Hein de Kort


Melania and Donald in bed.  She says "Maybe I am in consideration for the Nobel peace prize".
Donald replies "Melania, don't do it"
The caption reads "Melania involved in peace talks"


Suckerfish

By Steve Sack 



Europe's EV &PHEV sales up 36%

BYD second-generation Seal 07 (Source: Zhang Zhuo)




From Electrek


Global EV sales climbed 8% in October, with Europe’s [pure] battery electric vehicle (BEV) sales jumping 49% and North America posting its first year-over-year increase in 2026. But that North American rebound comes with a big catch.

Drivers bought 2.09 million EVs worldwide last month, according to new data from Benchmark Mineral Intelligence. That’s down 3% from September, but it brings sales for the first 10 months of 2026 to 17.5 million – up 5% from the same period last year.

Drivers bought 2.09 million EVs worldwide last month, according to new data from Benchmark Mineral Intelligence. That’s down 3% from September, but it brings sales for the first 10 months of 2026 to 17.5 million – up 5% from the same period last year.


These data include plug-in hybrids and pure EVs.
Global car sales were roughly 85 million in 2025.
Note RoW year to date growth.



Europe’s growth keeps building


Europe sold 510,000 EVs in October, up 36% year over year. Fully electric cars did most of the work: BEV sales rose 49%, while plug-in hybrids grew 7%.

That puts October’s growth ahead of Europe’s 31% increase for the year so far. The region has now sold 4.5 million EVs in 2026.

Sales fell 17% from September’s record, but September got a boost from the UK’s twice-yearly registration plate change. The year-over-year figures give a clearer view of how quickly the market is growing.

Germany’s EV share topped 45% of new car sales, its highest level since December 2022. That earlier peak came as buyers rushed to get cars before subsidy cuts took effect. Fully electric car sales in Germany rose almost 80% from a year earlier to more than 95,000.

UK EV sales increased 30%. That’s particularly notable because the Electric Car Grant was already available in October 2025, although fewer models qualified then. So this growth comes against a market that was already getting government support.

And in Portugal, EVs accounted for 55% of new car sales in October, following a sharp rise in their market share over the past few months.

North America’s rebound needs context


North American EV sales rose 24% year over year to 130,000 in October, the region’s first annual increase of 2026. Sales were flat from September, while the year-to-date decline narrowed to 21%, from 24% a month earlier. The region has sold 1.3 million EVs so far this year.

US EV sales reached around 110,000 units in October.

But here’s the catch: October 2025 was the first month after the federal EV tax credit expired. The credit ended for vehicles acquired after September 30, 2025, and sales dropped sharply afterward.

October 2026 is therefore being compared with a month when sales plummeted. A positive annual number doesn’t mean US demand has returned to its pre-expiration level.

“October is the first month compared against a period without the US federal tax credit, and the US market has stabilized at a lower level rather than recovered,” said Charles Lester, Benchmark’s data manager.

The flat month-over-month figure helps tell that story: Sales have steadied, but the market is operating from a lower base.

China’s EV share rises even as sales fall


China sold 1.14 million EVs in October, up 5% from September but down 12% year over year. That annual decline was smaller than September’s 18% drop.

Sales through October reached 9.1 million, down 11%, compared with a 13% year-to-date decline at the end of September.

Even with fewer EVs being sold, their share of China’s new car market reached a fresh high. That’s because the wider passenger car market is shrinking faster.

Chinese automakers are continuing to produce vehicles and look overseas for buyers. Passenger car exports of new energy vehicles – China’s category covering BEVs and PHEVs – reached nearly 600,000 in October. That’s another monthly record, up from 558,000 in September.

Those exports face more pressure ahead. The EU has agreed to cap imports of Chinese-built hybrids, and China will reduce its EV export VAT rebate from 13% to 9% starting April 1, 2027.
Other markets grow fast, with some caveats

Outside China, Europe, and North America, EV sales rose 85% year over year to 300,000 in October. Those markets have bought 2.6 million EVs so far in 2026, up 93%.

Australia’s sales jumped more than 200% in October, and EVs have gained market share sharply this year. But that hasn’t translated into healthy dealer profits, according to Benchmark. More brands, many of them Chinese, are competing for buyers, spreading sales across more companies and squeezing dealer margins.

Brazil’s growth has also been huge, although Benchmark cautions that some of its drivers are temporary. Importers brought vehicles in ahead of phased tariff increases, a fuel crisis pushed more buyers toward EVs, and BYD increased production at its Brazilian factory.

As the tariff increases take full effect and fuel price pressure eases, Benchmark expects those boosts to fade. BYD’s local production, which will also supply Argentina and Mexico, is set to become the main remaining support for that growth.


Thursday, November 12, 2026

BYD's cheapest car costs $10,000 & charges in 5 minutes


From Electrek



BYD second-generation Seagull EV (Source: Zhang Zhuo)



BYD’s new Seagull EV is now its cheapest electric car in China with 5-minute Flash Charging, and starts at under $10,000. [I think the current Seagull sells as the BYD ATTO 1 in Australia.  It is the cheapest car here, not just the cheapest EV.]

The all-electric hatchback is BYD’s smallest, most affordable EV in China. Sold as the Dolphin Surf and Dolphin Mini in Europe, the UK, and other global markets, the Seagull is among the world’s top-selling EVs.

For its second generation, BYD upgraded it with more interior space, its new Blade Battery 2.0 and 5-minute Flash Charging technology, and a few added premium extras.

The new Seagull EV is now on sale in China, starting at just 62,900 yuan, or about $9,500. That’s with BYD’s “Super Trade-in” promotion.

Regular prices start at 65,900 yuan ($9,900), which is still less than its predecessor. The first-gen Seagull EV normally cost 69,900 yuan ($10,500) without incentives.

BYD’s new Seagull EV is available in five variants, priced from 65,900 yuan to 99,900 yuan ($9,900 to $15,000), without a trade-in.

The second-generation Seagull is 425 mm [17 inches] longer and has a 150 mm [6 inches] longer wheelbase than its predecessor. It now measures 4,205 mm long, 1,810 mm wide, and 1,570 mm high, with a 2,650 mm wheelbase. It also gains another seat thanks to the added space, with room for five passengers.

Unlike the current model, which is front-wheel-drive, the new Seagull switches to rear-wheel-drive. The setup uses a more powerful 85 kW (114 hp) or 95 kW (127 hp) electric motor, up from the 55 kW (75 hp) that its predecessor offered.

To improve the ride quality and handling, BYD upgraded the rear suspension to a multi-link independent system.

Inside, BYD overhauled the interior with its latest in-car software and technology. The setup includes a larger 15.6″ center infotainment screen, a two-spoke steering wheel, a redesigned center console with smart storage, and added physical buttons.

All variants include the DiLink 150 smart cockpit and BYD’s 140 km/h high-speed tire blowout stability system.

Buyers can upgrade to the optional DiPilot 300 system with God’s Eye B intelligent driving assistance. The upgraded system uses a roof-mounted LiDAR to offer ADAS features, including City Navigation on Autopilot (CNOA) and smart parking.

The front seats now include heating, ventilation, and massage functions. BYD added a few other premium extras, including ambient lighting, a 50W wireless phone charger, and smart storage.

With BYD’s Flash Charging tech, the new battery can charge from 10% to 70% in five minutes. A full recharge, or 10% to 97%, takes just nine minutes. Even in temperatures as low as -30°C, it takes 12 minutes to charge from 20% to 97%.

The new Seagull EV is available with two BYD Blade 2.0 LFP battery packs: 30.1 kWh and 39.2 kWh, providing CLTC ranges of 320 km (199 miles) and 420 km (261 miles), respectively.  [WLTP ranges are +-20% lower.]

After launching in China, BYD is expected to introduce the larger, upgraded version overseas, likely as the second-generation Dolphin Surf and Dolphin Mini.




Assuming this new Seagull sells for the same price as the old one, this will not only be the cheapest car in Australia, but will also be a more attractive car compared to its petrol equivalents (MG has temporarily matched the BYD ATTO 1's price with its bottom-of-the-range petrol car, but of course, petrol running costs are four or more times higher).

The existing BYD Seagull is a small car, smaller than the Suzuki Swift and the Hyundai Venue; the new one is roughly the same size.   Personally, I would have traded seat massage for range, which is low (260 km WLPT).  Yet it can be recharged in five minutes.  Five minutes!  And that would only be needed if you weren't charging at home.  It's a perfectly adequate city car.  And it is dirt cheap to buy, and even cheaper to run.

The petrol car is finished.  Worse, if you buy one now, you run the very real risk that its resale price will plunge because it is old technology which is harder to maintain and much more expensive to run.

Yes, there are still too few chargers for comfort, but as EV sales explode, more and more chargers will be built.  If the oil majors had any sense, they would be adding chargers to petrol stations everywhere.  They might make lower profits from petrol, but would profit from their chargers, and would still be able to sell all the ancillary services motorists require.

Irrecoverable overshoot

 From the Guardian

Earth on track for 'irrecoverable overshoot' of 1.5C target, scientists find

Oliver Milman
Oliver Milman

The world is heading for an “irrecoverable overshoot” of global temperature thresholds that will plunge billions of people into disastrous climate impacts because governments have stalled for so long to cut planet-heating emissions, analysis has found.

Under current policies, the planet will heat up by 2.7C on average by the end of the century compared with preindustrial times, the report by Climate Action Tracker (CAT) found. This is up slightly from a prediction of 2.6C in the group’s analysis conducted last year.

This level of warming smashes the 1.5C threshold that was agreed by countries a decade ago but is set to be breached in just a few years. Scientists have warned that beyond this point already harmful storms, droughts, heatwaves, flooding and other impacts will become intolerable for parts of the world and potentially trigger runaway climate change that won’t be contained.


But politicians refuse to act on climate, give in to anti-climate lobbyists, and arrest people who protest about climate on the streets.  They don't care.  They won't take the steps necessary to cut emissions.