Author name: Tim Belzer

trump-has-thrown-a-wrench-into-a-national-ev-charging-program

Trump has thrown a wrench into a national EV charging program

Cars, electric car charging stations, electrify america, EVs, Policy, syndication, trump administration / /

Electric charging projects have been thrown into chaos by the administration’s directive.

A row of happy EVs charge with no drama, no phone calls to the support line, and no one shuffling spots. Credit: Roberto Baldwin

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.

For now, Priester’s will have to stick to its famous pecans in Fort Payne, Alabama. But maybe not for long.

Priester’s Pecans, an Alabama staple, is one of more than half a dozen sites across the state slated to receive millions of dollars in federal funding to expand access to chargers for electric vehicles.

Across the country, the National Electric Vehicle Infrastructure (NEVI) program, part of the 2021 Infrastructure Investment and Jobs Act signed into law under then-President Joe Biden, is set to provide $5 billion to states for projects that expand the nation’s EV charging infrastructure.

But in a February 6 letter, a Trump administration official notified state directors of transportation that, effectively, they can’t spend it. The Federal Highway Administration rescinded guidance on the funds, which had been allocated by Congress, and “is also immediately suspending the approval of all State Electric Vehicle Infrastructure Deployment plans for all fiscal years,” the letter said.

“Therefore, effective immediately, no new obligations may occur under the NEVI Formula Program until the updated final NEVI Formula Program Guidance is issued and new State plans are submitted and approved.”

POLITICO reported on Wednesday that a DOT spokesman said in an email that states were free to use a small portion of the funding—about $400 million—because that was money the states had already “obligated,” or awarded to subcontractors. But that would still leave close to 90 percent of the funding up in the air.

Even before the administration had issued its letter, some Republican-led states, including Alabama, had already announced pauses to their states’ implementation of the national EV charging program.

“In response to Unleashing American Energy, one of several Executive Orders that President Trump signed on January 20, 2025, the Alabama Department of Economic and Community Affairs has paused the National Electric Vehicle Infrastructure (NEVI) Program as of January 28, 2025,” the Alabama agency responsible for implementing NEVI posted on its website. “In addition, for applications for funding that were originally due on March 17, 2025, ADECA has closed the application window until further notice.”

Despite the announcement by the Trump administration, however, legal experts and those familiar with the electric charging program at issue say the president does not have the power to permanently nix the NEVI program.

“NEVI funding was appropriated by Congress as part of the bipartisan infrastructure law, and it cannot be canceled by the executive branch,” said Elizabeth Turnbull, director of policy and regulatory affairs at the Alliance for Transportation Electrification, a trade group for the electric vehicle industry. “It’s not clear that the secretary of transportation has the authority to revoke states’ NEVI plans, and it’s quite clear that the executive branch lacks the authority to withhold the funding for any sustained period. So, we expect recent executive branch actions to be successfully challenged in court.”

Even under the most aggressive arguments for a strong executive branch, the Supreme Court has stated clearly that the Constitution gives Congress the sole authority to appropriate and legislate.

Lawmakers, too, have weighed in on the legality of the Trump administration’s NEVI directive, saying officials acted with “blatant disregard for the law.”

In a letter to administration officials, Democratic members of the Senate Committee on Environment and Public Works urged the Department of Transportation to retract its February 6 letter and “implement the law according to your responsibilities.”

The Democrats’ letter also asked for responses to questions about the legal basis for the action and for information about the involvement of individuals associated with Elon Musk’s so-called “Department of Government Efficiency.” DOGE is not an official department, and multiple reports show that Musk’s team has been dismantling parts or all of some federal agencies.

Tesla, Musk’s electric vehicle company, currently has the largest network of fast chargers in the country. It’s not yet clear if any new policies on NEVI, or the pause on building out a more robust network for all EV drivers, could benefit Tesla.

The Department of Transportation, the Federal Highway Administration’s parent agency, did not respond to a request for comment.

With or without NEVI, the move toward the electrification of transportation is inevitable, experts say. But they warn that although the administration’s pause of the program will likely be reversed by the courts, even a temporary delay in EV charging infrastructure can harm the nation’s ability to quickly and efficiently transition to electric vehicles. And the Trump administration ignored an earlier court order to lift a broad freeze on federal funds, a federal judge ruled this week.

Meanwhile, Trump’s NEVI freeze has sown confusion across the country, with EV stakeholders and state governments scrambling to figure out what the funding pause will mean and how to respond.

Beyond Alabama, interviews across the country found officials in deep red Wyoming contemplating a possible return of funds, while those in progressive states like Illinois and Maryland remain firmly committed to the EV buildout, with or without federal funding. In purple North Carolina, officials are in limbo, having already spent some NEVI funds, but not sure how to proceed with the next round of projects.

Alabama

In Alabama, officials had already announced plans to fund more than a dozen chargers at sites across the state along interstates and major highways, including installing two dual-port chargers at eight Love’s Travel Stops and another at Priester’s Pecans off I-65 in Fort Deposit.

At the time, state officials, including Republican Gov. Kay Ivey, praised the funding.

“Having strategic electric vehicle charging stations across Alabama not only benefits EV drivers, but it also benefits those companies that produce electric vehicles, including many of them right here in Alabama, resulting in more high-paying jobs for Alabamians,” Ivey said when the funding allocation was announced in July 2024. “This latest round of projects will provide added assurance that Alabamians and travelers to our state who choose electric vehicles can travel those highways and know a charging station is within a reliable distance on their routes.”

In total, Alabama was set to receive $79 million in funding through the program, including $2.4 million to expand training programs for the installation, testing, operation, and maintenance of EVs and EV chargers at Bevill State Community College in the central part of the state. The college did not respond to a request for comment on whether the money had been disbursed to the institution before the announced pause.

In an email exchange this week, a spokesperson for the Alabama Department of Economic and Community Affairs confirmed what the agency had posted to its website in the wake of Trump’s inauguration—that the state would pause NEVI projects and await further guidance from the Trump administration.

Even with a pause, however, stakeholders in Alabama and across the country have expressed a commitment to continuing the expansion of electric vehicle charging infrastructure.

For its part, Love’s Travel Stops, a 42-state chain that had been set to receive more than $5.8 million in funding for EV chargers in Alabama alone, said it will continue to roll out electric chargers at locations nationwide.

“Love’s remains committed to meeting customers’ needs regardless of fuel type and believes a robust electric vehicle charging network is a part of that,” Kim Okafor, general manager of zero emissions for Love’s, said in an emailed statement. “Love’s will continue to monitor related executive orders and subsequent changes in law to determine the next steps. This includes the Alabama Department of Transportation’s Electric Vehicle charging plan timelines.”

The state of Alabama, meanwhile, has its own EV charger program apart from NEVI that has already funded millions of dollars worth of charging infrastructure.

In January, even after its announced pause of NEVI implementation, the Alabama Department of Economic and Community Affairs announced the awarding of six grants totaling $2.26 million from state funds for the construction of EV chargers in Huntsville, Hoover, Tuscaloosa, and Mobile.

“The installation of electric vehicle charging stations at places like hotels are investments that can attract customers and add to local economies,” ADECA Director Kenneth Boswell said at the time.

North Carolina

In North Carolina, the full buildout of the state’s electric charging network under NEVI is in limbo just four months after the NC Department of Transportation announced the initial recipients of the funds.

NC DOT spokesman Jamie Kritzer said that based on the federal government’s directive, the agency is continuing with awarded projects but “pausing” the next round of requests for proposals, as well as future phases of the buildout.

If that pause were to become permanent, the state would be forced to abandon $103 million in federal infrastructure money that would have paid for an additional 41 stations to be built as part of Phase 1.

Last September the state announced it had awarded nearly $6 million to six companies to build nine public charging stations. Locations include shopping centers, travel plazas, and restaurants, most of them in economically disadvantaged communities.

NEVI requires EV charging stations in the first phase to be installed every 50 miles along the federally approved alternative fuel corridors, and that they be within one mile of those routes. The state has also prioritized Direct Current Fast Charging (DCFC) stations, which can charge a vehicle to 80 percent in 20 to 30 minutes.

The NEVI program is structured to reimburse private companies for up to 80 percent of the cost to construct and operate electric vehicle charging stations for five years, after which the charging stations will continue to operate without government support, according to the state DOT.

The state estimated it would have taken two to three years to finish Phase 1.

Under Phase 2, the state would award federal funds to build community-level electric vehicle charging stations, farther from the major highways, including in disadvantaged communities.

That is particularly important in North Carolina, which has the second-largest rural population in the US in terms of percentage. A third of the state’s residents live in rural areas, which are underserved by electric vehicle charging stations.

There are already more than 1,700 public electric charging stations and 4,850 ports in North Carolina, according to the US Department of Energy’s Alternative Fuels Data Center. But they aren’t evenly dispersed throughout the state. Alleghany and Ashe counties, in the western mountains, have just one charging station each.

Vickie Atkinson, who lives in the country between Chapel Hill and Pittsboro in central North Carolina, drives a plug-in hybrid Ford Escape, which is powered by an electric engine or gas, unlike full electric models, which have no gas option. Plug-in hybrids typically have fully electric ranges of 35 to 40 miles.

“I try to drive on battery whenever possible,” Atkinson said. But she’s frustrated that she can’t drive from her home to downtown Siler City and back—a 60-mile round trip—without resorting to the gas engine. There are two chargers on the outskirts along US 64—only one of them is a fast charger—but none downtown.

“I really hope the chargers are installed,” Atkinson said. “I fear they won’t and I find that very frustrating.”

Former Gov. Roy Cooper, a Democrat, advocated for wider adoption of electric vehicles and infrastructure. In a 2018 executive order, Cooper established a benchmark of 80,000 registered zero-emission vehicles in the state by 2025.

North Carolina met that goal. State DOT registration data shows there were 81,658 electric vehicles and 24,457 plug-in hybrids as of September, the latest figures available.

Cooper issued a subsequent executive order in 2022 that set a more aggressive goal: 1.2 million registered electric vehicles by 2030. At the current pace of electric vehicle adoption, it’s unlikely the state will achieve that benchmark.

The electric vehicle industry is an economic driver in North Carolina. Toyota just opened a $13.9 billion battery plant in the small town of Liberty and says it will create about 5,100 new jobs. The company is scheduled to begin shipping batteries in April.

Natron Energy is building a plant in Edgecombe County, east of Raleigh, to manufacture sodium-ion batteries for electric vehicles. Experts say they are cheaper and environmentally superior to lithium-ion batteries and less likely to catch fire, although they store less energy.

The global company Kempower opened its first North American factory in Durham, where it builds charging infrastructure. Jed Routh, its vice president of markets and products for North America, said that while “the rapidly shifting market is difficult to forecast and interest in electric vehicles may slow at times over the next four years, we don’t expect it to go away. We believe that the industry will remain strong and Kempower remains committed to define, produce, and improve EV charging infrastructure throughout North America.”

North Carolina does have a separate funding source for electric charging stations that is protected from the Trump administration’s program cuts and cancellations. The state received $92 million from Volkswagen, part of the EPA’s multi-billion-dollar national settlement in 2016 with the car company, which had installed software in some of its diesel cars to cheat on emissions tests.

The Department of Environmental Quality used the settlement money to pay for 994 EV charging ports at 318 sites in North Carolina. The agency expects to add more charging stations with $1.8 million in unspent settlement funds.

Electrify America was created by the Volkswagen Group of America to implement a $2 billion portion of the settlement. It required the car company to invest in electric charging infrastructure and in the promotion of electric and plug-in hybrid vehicles.

Electrify America operates 20 charging NEVI-compliant, high-speed stations in North Carolina, using the settlement money. However, the funding pause could affect the company because it works with potential site developers and small businesses to comply with the NEVI requirements.

The company is still reviewing the details in the federal memo, company spokeswoman Tara Geiger said.

“Electrify America continues to engage with stakeholders to understand developments impacting the National Electric Vehicle Infrastructure program,” Geiger wrote in an email. “We remain committed to growing our coast-to-coast Hyper-Fast network to support transportation electrification.”

Wyoming

In Wyoming, Doug McGee, a state Department of Transportation spokesperson, said the agency is taking a wait and see approach to NEVI moving forward, and is not ruling out a return of funding. About half a dozen people at the department handle NEVI along with other daily responsibilities, McGee said, and it will be easy for them to put NEVI on hold while they await further instruction.

The department was in the process of soliciting proposals for EV charging stations and has not yet spent any money under NEVI. “There was very little to pause,” McGee said.

Across 6,800 miles of highway in Wyoming, there are 110 public EV charging stations, making the state’s EV infrastructure the third-smallest in the country, ahead of charging networks in only North Dakota and Alaska.

Illinois

More progressive states, including Illinois, have explicitly said they will redouble their efforts to support the expansion of EV charging infrastructure in the wake of the Trump administration’s NEVI pause.

The state of Illinois has said it remains committed to the goal of helping consumers and the public sector transition to EVs in 2025 through state funding sources, even if some NEVI projects are halted.

Commonwealth Edison Co. (ComEd), the largest electric utility in Illinois and the primary electric provider in Chicago, also announced a $100 million rebate program on Feb. 6 at the Chicago Auto Show, funds that are currently available to boost EV adoption throughout the state.

The funds are for residential EV charger and installation costs, all-electric fleet vehicles, and charging infrastructure in both the public and private sectors.

According to Cristina Botero, senior manager for beneficial electrification at ComEd, the rebate is part of a total investment of $231 million from ComEd as part of its Beneficial Electrification plan programs to promote electrification and EV adoption.

While the $231 million won’t be impacted by the Trump administration’s order, other EV projects funded by NEVI are halted. In 2022, for example, $148 million from NEVI was set to be disbursed in Illinois over the course of five years, focusing on Direct Current Fast Charging to fulfill the requirement to build charging stations every 50 miles, according to the Illinois Department of Transportation.

“We are still in the process of reviewing the impacts of last week’s order and evaluating next steps going forward,” said Maria Castaneda, spokesperson at IDOT, in an emailed statement.

The NEVI funds were also set to help achieve Gov. J.B. Pritzker’s goal to have 1 million EVs on Illinois roads by 2030. Officials estimated that at least 10,000 EV charging stations are needed in order to achieve this 2030 goal. Last fall, there were 1,200 charging stations open to the public.

In January, Illinois was awarded federal funds totaling $114 million from the US Department of Transportation to build 14 truck charging hubs, adding to the statewide charging infrastructure.

According to Brian Urbaszewski, director of environmental health programs for the Respiratory Health Association, most of that funding is either frozen or at risk.

However, programs like the recent ComEd rebate will not be impacted. “This is at the state level and not dictated by federal policy,” Botero said.

Maryland

In Maryland, state officials are trying to assess the fallout and find alternative ways to keep EV infrastructure efforts alive. The outcome hinges on new federal guidance and potential legal battles over the suspension.

Maryland is allocated $63 million over five years under NEVI. The Maryland Department of Transportation (MDOT) launched the first $12.1 million round last summer to build 126 fast-charging ports at 22 sites across many of the state’s counties. At least some are expected to be operational by late 2025.

In December, MDOT issued a new call for proposals for building up to 29 additional highway charging stations, expecting stable federal support. At the time, senior MDOT officials told Inside Climate News they were confident in the program’s security since it was authorized under law.

But Trump’s funding pause has upended those plans.

“The Maryland Department of Transportation is moving forward with its obligated NEVI funding and is awaiting new guidance from the U.S. Department of Transportation to advance future funding rounds,” said Carter Elliott, a spokesperson for Gov. Wes Moore, in an emailed statement.

The Moore administration reaffirmed its commitment to EV expansion, calling charging essential to reducing consumer costs and cutting climate pollution. “Gov. Moore is committed to making the state more competitive by pressing forward with the administration’s strategy to deliver charging infrastructure for clean cars to drivers across the state,” the statement added.

In written comments, an MDOT spokesperson said the agency is determining its options for future funding needs and solicitations.

Katherine García, director of the Sierra Club’s Clean Transportation for All program, said that freezing the EV charging funds was an unsound and illegal move by the Trump administration. “This is an attack on bipartisan funding that Congress approved years ago and is driving investment and innovation in every state,” she said.

She said that the NEVI program is helping the US build out the infrastructure needed to support the transition to vehicles that don’t pollute the air.

The Sierra Club’s Josh Stebbins lamented the slow pace of the EV charger buildout across the state. “We are not sure when Maryland’s NEVI chargers will be operational,” he said. “States must move faster and accelerate the installation of NEVI stations. It has been frustratingly slow, and the public needs to see a return on its investment.”

Maryland EV ambitions are high stakes. Transportation remains the state’s largest source of greenhouse gas emissions, and public officials and advocates see EV adoption as critical to meet its net-zero carbon goal by 2045. NEVI is also a key plank of the state’s broader Zero Emission Vehicle Infrastructure Planning initiative, designed to accelerate the transition away from fossil fuels.

What happens next

As litigation is brought over the Trump administration’s pause on NEVI funds, experts like Turnbull of the Alliance for Transportation Electrification believe the United States remains, despite this bump, on the road toward electrification.

“We are not shifting into reverse,” Turnbull said. “The EV market will continue to grow across all market segments driven by market innovation and consumer demand, both within the United States and globally. By pretending the EV transition doesn’t exist, this administration risks the US’s global competitiveness, national security, and economic growth.”

Photo of Inside Climate News

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What we know about AMD and Nvidia’s imminent midrange GPU launches

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The GeForce RTX 5090 and 5080 are both very fast graphics cards—if you can look past the possibility that we may have yet another power-connector-related overheating problem on our hands. But the vast majority of people (including you, discerning and tech-savvy Ars Technica reader) won’t be spending $1,000 or $2,000 (or $2,750 or whatever) on a new graphics card this generation.

No, statistically, you (like most people) will probably end up buying one of the more affordable midrange Nvidia or AMD cards, GPUs that are all slated to begin shipping later this month or early in March.

There has been a spate of announcements on that front this week. Nvidia announced yesterday that the GeForce RTX 5070 Ti, which the company previously introduced at CES, would be available starting on February 20 for $749 and up. The new GPU, like the RTX 5080, looks like a relatively modest upgrade from last year’s RTX 4070 Ti Super. But it ought to at least flirt with affordability for people who are looking to get natively rendered 4K without automatically needing to enable DLSS upscaling to get playable frame rates.

RTX 5070 Ti RTX 4070 Ti Super RTX 5070 RTX 4070 Super
CUDA Cores 8,960 8,448 6,144 7,168
Boost Clock 2,452 MHz 2,610 MHz 2,512 MHz 2,475 MHz
Memory Bus Width 256-bit 256-bit 192-bit 192-bit
Memory Bandwidth 896 GB/s 672 GB/s 672 GB/s 504 GB/s
Memory size 16GB GDDR7 16GB GDDR6X 12GB GDDR7 12GB GDDR6X
TGP 300 W 285 W 250 W 220 W

That said, if the launches of the 5090 and 5080 are anything to go by, it may not be easy to find and buy the RTX 5070 Ti for anything close to the listed retail price; early retail listings are not promising on this front. You’ll also be relying exclusively on Nvidia’s partners to deliver unadorned, relatively minimalist MSRP versions of the cards since Nvidia isn’t making a Founders Edition version.

As for the $549 RTX 5070, Nvidia’s website says it’s launching on March 5. But it’s less exciting than the other 50-series cards because it has fewer CUDA cores than the outgoing RTX 4070 Super, leaving it even more reliant on AI-generated frames to improve performance compared to the last generation.

What we know about AMD and Nvidia’s imminent midrange GPU launches Read More »

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After 20% range reduction, I’m waiting for Jaguar to buy my car back

BEV, Cars, EV, I-Pace, jaguar, Jaguar I-Pace, recall / /

The waiting is the hardest part

Given that we know our I-Paces are doomed, owners really want to put this episode behind us and move on to new cars. But Jaguar has us in an indefinite holding pattern, and it’s frustrating.

In December, a Jaguar representative told me that a process specialist would reach out “within in the next few weeks to come to a final resolution.”

“Welp, here we are… Jan 2nd, and nothing from JLR on the buyback process or timeline,” wrote user copyNothing on the I-Pace Forum. “I hope this isn’t indicative of how things will proceed, but I’m not holding my breath that things will be easy.”

I’m not holding my breath, either. My last four emails to Jaguar—December 16, January 7, January 23, and February 12—all got the same reply: hang tight. “We do not have a current time frame for when a process specialist will reach out to you, but rest assured one will be following up with you shortly,” a Jaguar Land Rover case manager told me in an email.

A few I-Pace owners in California, which has the nation’s toughest lemon law, have reported progress with the repurchase. In the middle of January, I-Pace Forum user pan+kro posted that their buyback had been approved by JLR, and they expected to get around $38,000 for the car. This leads to another burning question.

How much for this gently used I-Pace?

The process would be less nerve-wracking if we had an idea of what Jaguar would offer to buy the cars back. As with every car, each day makes the I-Pace worth a fraction less than it was the day before—after all, each time you drive your car, it depreciates in value. But mileage isn’t the only factor in determining the value of a used car.

I headed over to Edmunds.com and discovered that my I-Pace would fetch $24,428 in a private sale. Ouch.

To determine a used car’s value, Edmunds takes historical data, dealer transactions, consumer feedback, and depreciation trends into account, along with mileage. Unfortunately for me, none of those data points work in the favor of I-Pace owners. Indeed, the battery defect is a major culprit in depressing the value of 2019 I-Paces. I asked Edmunds how Jaguar might come up with a fair valuation for the buybacks, especially as its actions are responsible for helping to depress prices.

After 20% range reduction, I’m waiting for Jaguar to buy my car back Read More »

man-offers-to-buy-city-dump-in-last-ditch-effort-to-recover-$800m-in-bitcoins

Man offers to buy city dump in last-ditch effort to recover $800M in bitcoins

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Howells told The Times that he envisions cleaning up the site and turning it into a park, but the council’s analysis seems to suggest that wouldn’t be a suitable use. Additionally, the council noted that there aren’t viable alternative sites for the solar farm, which, therefore, must be built on the landfill site or else potentially set back the city’s climate goals.

If Howells can’t turn the landfill into a park, he suggested that he could simply clear it out so that it can be used as a landfill again.

But the Newport council does not appear to be entertaining his offer, the same way the council seemingly easily rejected his prior offer to share his bitcoin profits if granted access to dig up the landfill. When asked about Howells’ most recent offer, a council spokesperson directed The Times to a 2023 statement holding strong to the city’s claims that Howells gave up ownership of the bitcoins the moment the hard drive hit the landfill and his plans for excavation would come at “a prohibitively high cost.”

“We have been very clear and consistent in our responses that we cannot assist Mr. Howells in this matter,” the spokesperson said. “Our position has not changed.”

Howells insists his plan is “logical”

But Howells told The Guardian that it was “quite a surprise” to learn the city planned to close the landfill, reportedly in the 2025–26 financial year. This wasn’t disclosed in the court battle, he said, where the council claimed that “closing the landfill” to allow his search “would have a huge detrimental impact on the people of Newport.”

“I expected it would be closed in the coming years because it’s 80–90 percent full—but didn’t expect its closure so soon,” Howells told The Guardian. “If Newport city council would be willing, I would potentially be interested in purchasing the landfill site ‘as is’ and have discussed this option with investment partners and it is something that is very much on the table.”

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burning-in-woman’s-legs-turned-out-to-be-slug-parasites-migrating-to-her-brain

Burning in woman’s legs turned out to be slug parasites migrating to her brain

Angiostrongylus cantonensis, case study, health, Infectious disease, Massachusetts General Hospital, New England Journal of Medicine, parasites, rat lungworm / /

It started with a bizarre burning sensation in her feet. Over the next two days, the searing pain crept up her legs. Any light touch made it worse, and over-the-counter pain medicine offered no relief.

On the third day, the 30-year-old, otherwise healthy woman from New England went to an emergency department. Her exam was normal. Her blood tests and kidney function were normal. The only thing that stood out was a high number of eosinophils—white blood cells that become active with certain allergic diseases, parasitic infections, or other medical conditions, such as cancer. The woman was discharged and advised to follow up with her primary care doctor.

Over the next few days, the scorching sensation kept advancing, invading her trunk and arms. She developed a headache that was also unfazed by over-the-counter pain medicine. Seven days into the illness, she went to a second emergency department. There, the findings were much the same: Normal exam, normal blood tests, normal kidney function, and high eosinophil count—this time higher. The reference range for this count was 0 to 400; her count was 1,050. She was given intravenous medicine to treat her severe headache, then once again discharged with a plan to see her primary care provider.

At home again, with little relief, a family member gave her a prescription sleep aid to help her get some rest. The next day, she awoke confused, saying she needed to pack for a vacation and couldn’t be reasoned with to return to bed. After hours in this fog, her partner brought her to an emergency department for a third time, this time the one at Massachusetts General Hospital.

Getting warmer

In a case report published in the New England Journal of Medicine, doctors explain how they figured out the source of her fiery symptoms—worms burrowing into her brain. By this point, she was alert but disoriented and restless. She couldn’t answer questions consistently or follow commands.

The doctors at Mass General, including a neurologist specializing in infectious diseases, quickly focused their attention on the fact that the woman had recently traveled. Just four days before her feet began burning, she had returned from a three-week trip that included stops in Bangkok, Thailand; Tokyo, Japan; and Hawaii. They asked what she ate. In Thailand, she ate street foods but nothing raw. In Japan, she ate sushi several times and spent most of her time in a hotel. In Hawaii, she again ate sushi as well as salads.

Burning in woman’s legs turned out to be slug parasites migrating to her brain Read More »

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Wheel of Time S3 trailer tees us up for Last Battle

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After defeating Ishamael, one of the most powerful of the Forsaken, at the end of Season Two, Rand reunites with his friends in the city of Falme and is declared the Dragon Reborn. But in Season Three, the threats against the Light are multiplying: the White Tower stands divided, the Black Ajah run free, old enemies return to the Two Rivers, and the remaining Forsaken are in hot pursuit of the Dragon… including Lanfear, whose relationship with Rand will mark a crucial choice between Light and Dark for them both.

Prime Video released a one-minute teaser for The Wheel of Time at CCXP24 in Sao Paulo, Brazil, in December. That teaser was notable for Moraine’s prediction concerning her and Rand’s intertwined fates: “In every future where I lived, Rand dies. And the only way he lives is if I don’t.”

The full trailer reiterates that prediction and gives us glimpses of a battle breaking out in the White Tower, the port city of Tanchico, and growing tension between Rand and Egwene (Madeleine Madden), who is troubled by Rand’s romantic entanglement with Lanfear (Natasha O’Keeffe), a powerful member of the Forsaken who hopes to seduce Rand to the Shadow. It’s all gearing up for Rand’s destiny to fight in the Last Battle.

The first three episodes of the third season of The Wheel of Time premiere on March 13, 2025, with episodes airing weekly after that through April 17.

Wheel of Time S3 trailer tees us up for Last Battle Read More »

citing-too-much-“bureaucracy,”-blue-origin-to-cut-10-percent-of-its-workforce

Citing too much “bureaucracy,” Blue Origin to cut 10 percent of its workforce

blue origin, Space / /

Making difficult decisions

With the cuts, Blue Origin will seek to trim its management ranks. Of the cuts, Limp said, “This resulted in eliminating some positions in engineering, R&D, and program/project management and thinning out our layers of management.”

He added that these difficult decisions will set Blue Origin on course for success this year and beyond. “This year alone, we will land on the Moon, deliver a record number of incredible engines, and fly New Glenn and New Shepard on a regular cadence,” he wrote.

Even before Thursday’s announcement, Blue Origin had been seeking to control costs. According to sources, the company has had a hiring freeze in place for the last six months. And in January, it let the majority of its contractors go.

The cuts appear to be an effort by Bezos, who hired Limp a little more than a year ago, to put Blue Origin on a more financially sound footing. Although Bezos could continue to fund Blue Origin indefinitely with the wealth he has acquired from Amazon, he has been pushing programs to become, at worst, revenue-neutral.

In addition to the New Glenn rocket, Blue Origin is working on developing large uncrewed and crewed lunar landers, a human spacecraft for the rocket, and an Orbital Reef space station. The impacts to these programs were not immediately clear.

Citing too much “bureaucracy,” Blue Origin to cut 10 percent of its workforce Read More »

queer-friendly-data-on-car-crash-deaths-removed-from-nhtsa-website

Queer-friendly data on car crash deaths removed from NHTSA website

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Potential road hazard ahead

Trump targeting car crash data sparks concerns over datasets collected since 1975.

Credit: Aurich Lawson | Getty Images

In early February, a dataset tracking car crash deaths in the US curiously went missing from the National Highway Traffic Safety Administration (NHTSA) website.

Unlike other Donald Trump-ordered changes to government websites in which entire studies were removed and later court-ordered to be restored, only the most recent data on car crash deaths from 2022 was deleted from download files on NHTSA’s website.

The odd removal sparked concerns that the Trump administration may be changing or possibly even ending the Fatality Analysis Reporting System (FARS)—a collection of police-reported data from every state that has tracked car crash fatalities since 1975. The Health department has said the data is used to help reduce deaths from not wearing a seatbelt or deaths involving a drunk driver.

NHTSA did not respond to multiple requests for comment. But the agency eventually provided a vague response to Advocates for Highway and Auto Safety, an organization that advises lawmakers and bills itself as a “unique partnership of insurers, law enforcement, public health, and consumer experts working together to make America’s roads safer.”

“The file was taken down for some minor corrections and should be back up by the end of this week,” NHTSA told Advocates without any further explanation of what fixes were needed.

Ars spoke to several safety organizations and auto industry analysts who depend on FARS data to analyze trends, including efforts to flag the most dangerous cars in America.

A rumor began circulating that the 2022 data was yanked because NHTSA began allowing “other” sexes to be monitored in FARS data starting with that report. It was expected that NHTSA pulled the data down to comply with a Trump executive order “defending women” by banning government “efforts to eradicate the biological reality of sex.”

To get to the bottom of the rumors, Ars consulted an archived version of the FARS downloads page, which showed that the 2022 dataset was available as recently as January 30. The uncensored data showed that unlike prior years, 22 car crash victims were documented using a category in 2022 for sex that had never been tracked previously, “Other (e.g., “X”, Non-Binary, Not Specified, etc.).”

NHTSA has not directly confirmed if the dataset is being changed to remove this data or if other “minor corrections” were needed. More will be revealed once the dataset comes back online, supposedly within the next few days.

Karl Brauer, an executive analyst for iSeeCars.com, which offers a car search engine and uses FARS data to help buyers steer clear of the “most dangerous” vehicles on US roads, told Ars that NHTSA’s public silence on the missing data means industry stakeholders don’t really know right now how FARS data might be changing.

“We can only speculate regarding NHTSA curtailing access to FARS data, but it’s disappointing given FARS’ value as a reference point for vehicle safety,” Brauer said. “Hopefully, this is a temporary situation that will be resolved shortly and not an indication that NHTSA no longer plans to compile this data. Consumers should be able to review all aspects of a vehicle’s safety, including how many fatalities it has been involved in.”

Trump targeting car crash data

Among the most dangerous cars on the road last year, iSeeCars flagged the Hyundai Venue, Chevrolet Corvette, Mitsubishi Mirage, Porsche 911, and Honda CR-V Hybrid as the “top five most dangerous cars.” Those cars had “fatal accident rates nearly five times higher than the average vehicle” from 2018 to 2022, their report said.

And “despite Tesla’s advanced driver-assist technology,” the Model Y and Model S both made the list, too, with Tesla maintaining “the highest fatal accident rate by brand.”

Back in December, when Trump was preparing to take office, a document seen by Reuters reportedly showed that his transition team was angling to “drop a car-crash reporting requirement opposed by Elon Musk’s Tesla.”

This car crash data, which is compiled due to a mandatory reporting requirement from carmakers, is different from FARS data, which comes from police reports. But a source told Reuters that Musk maintains that the mandatory reporting rule is “unfair” to Tesla because Musk “believes” Tesla reports “better data” than other car brands. That “makes it look like Tesla is responsible for an outsized number of crashes involving advanced driver-assistance systems,” the source told Reuters.

Trump reportedly tasked his transition team with coming up with a 100-day strategy to kill off the reporting requirement. That move seemingly would make FARS data even more important to safety organizations and government officials that would otherwise lose data that helps track vehicle safety concerns, particularly with innovative automated-driving systems.

The University of Michigan’s Transportation Research Institute houses the Center for the Management of Information for Safe and Sustainable Transportation (CMISST), which also regularly analyzes car crash data. A CMISST spokesperson told Ars that NHTSA has also removed Crash Report Sampling System (CRSS) data from 2022. Even temporary removals make it harder for outside researchers to get a clear picture of road safety, the spokesperson told Ars.

“These datasets are world-leading in their scale and completeness, with FARS a complete census of fatal crashes involving someone who died within 30 days as a result of a crash on public roads,” CMISST’s spokesperson said. “CRSS is in some ways even more world-leading because it is a well-designed complex probability survey of police-reported crashes across the US, which allows us to have nationally representative estimates of the incidence of such crashes, including many key characteristics of the circumstances, the vehicles, and the people involved.”

Joseph Young, director of media relations for the Insurance Institute for Highway Safety (IIHS), told Ars that, like many others, his organization had “previously downloaded the dataset and continues to use it for analysis, so this removal doesn’t cause any immediate issues for our team.” But Young agreed that “it does complicate others’ ability to access the full dataset.”

Currently, the official FARS query tool still shows 2022 data, Young noted, but an Ars review confirmed that the tracking of “other” sexes is not available through that interface. So the only way to see changes once NHTSA uploads the new file will be to consult the archived dataset.

FARS saves lives, experts say

FARS data is released as soon as it’s available to try to prevent as many vehicle fatalities as possible. The version of the 2022 data that is missing from NHTSA’s site today is not the final draft, which is expected to be published in the spring. Around the same time, the first draft of the 2023 data should be available, CMISST’s spokesperson told Ars, as long as the Trump administration doesn’t de-prioritize sharing the data. Young told Ars that IIHS’ “bigger concern” than the missing 2022 data is whether there will be delays in posting new data.

“The latest FARS data is used extensively for research purposes and also for informing the public and decision makers about important trends in traffic safety, so it’s important that it be available as soon as possible,” Young told Ars.

Peter Kurdock, general counsel for Advocates for Highway and Auto Safety, told Ars that the key government datasets that his organization relies on to monitor highway safety do not currently appear to be at risk. But those reports are frequently updated, and any potential delays could make it harder to answer granular data-driven questions like “What type of pedestrians are being hit?” or “What time of day are they being hit?”

“All that stuff’s very important to the policy we develop, and we have to answer questions from policymakers as well,” Kurdock told Ars.

Advocates’ senior research director, Shaun Kildare, added that carmakers shouldn’t want this dataset to be messed with any more than outside safety researchers, because otherwise they would have to rely on spotty customer reports to monitor issues with their vehicles.

“In the past 50 years, [there were] 860,000 lives saved [and] nearly 50 million people that avoided injury,” Kildare said, citing NHTSA data. “I think the overall benefits [of collecting FARS and other crash data to set Federal Motor Vehicle Safety Standards] were somewhere in the $17 trillion range in terms of benefits and cost savings to the US,” he added.

A CMISST spokesperson told Ars that there remains a critical need to closely track car crash fatalities, which, despite safety stakeholders’ best efforts, reportedly continue to rise in the US.

“Given that fatalities have been going in the wrong direction over the last approximately 15 years, these data are critical to knowing where we are at with fatal (and non-fatal) crashes and which groups of crashes (e.g., pedestrians at night) are particularly on the rise,” CMISST’s spokesperson said.

Photo of Ashley Belanger

Ashley is a senior policy reporter for Ars Technica, dedicated to tracking social impacts of emerging policies and new technologies. She is a Chicago-based journalist with 20 years of experience.

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Verizon beats lawsuit from utility worker who said lead cables made him sick

lead cables, Policy, verizon / /

However, Ranjan found that Tiger lacked standing to bring the lawsuit. It is not clear that Tiger’s symptoms were caused by working with lead-covered cables, and everyone is exposed to lead to some degree, the ruling said.

“Given the naturally occurring lead levels in the environment and in our bodies, and the fact that individuals exposed to lead may not develop any lead-related conditions or symptoms at all, mere exposure to lead—and the mere presence of lead in one’s body—isn’t a concrete injury,” Ranjan wrote.

Verizon said in September 2023 that at sites described in the Wall Street Journal article, soil lead levels near Verizon cables were similar to lead levels in the surrounding area and did not pose a public health risk.

Verizon is also seeking dismissal of a similar lawsuit filed in US District Court for the District of New Jersey. Verizon yesterday submitted a filing to the New Jersey federal court that cited the Pennsylvania ruling. Verizon said the plaintiffs in the two cases are represented by the same legal team and that the allegations are “virtually identical.”

Health claims not specific enough

Ranjan’s ruling said that “Tiger hasn’t alleged the presence of elevated levels of lead in his body,” and “has not taken any blood or bone testing to measure the amount of lead that is presently in his body. This is problematic because, as indicated by the articles cited to in the amended complaint, everyone is exposed to lead, due to its prevalence in the environment.” Ranjan continued:

Mr. Tiger might have a better argument if he had asserted conditions or non-common symptoms that are unique to or at least more consistent with elevated levels of lead in his body. But, despite his allegations that lead exposure can cause certain “catastrophic” health issues, such as reduced kidney function, neurological problems, cardiovascular problems, and cancer, he has not alleged that he suffers from these ailments or that they are even imminent.

And, from the complaint, the Court cannot tell the amount or extent of Mr. Tiger’s exposure to lead, e.g., whether, and the extent to which, the alleged exposure to Verizon’s lead cables increased his risk of contracting an illness or condition, such that it posed an unacceptable risk to his health, and whether there is a dangerous amount of lead in his body. Simply put, the Court requires more concrete confirmation that Mr. Tiger has suffered an injury—or is at imminent and substantial risk of suffering an illness—likely caused by exposure to lead.

In summary, the judge decided that the “complaint fails to plead any cognizable injury-in-fact” and that the “theories of injury in the context of this specific case are too conjectural and speculative.” Ranjan dismissed the complaint without prejudice and said in a footnote that “nothing in this opinion should be construed as a finding that Mr. Tiger lacks standing to bring any of his claims in state court.”

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Bird flu strain that just jumped to cows infects dairy worker in Nevada

bird flu, CDC, dairy worker, H5N1, health, Infectious disease, outbreak, USDA / /

However, the new Nevada case is notable because it marks the first time D1.1 is known to have jumped from birds to cows to a person. Moreover, D1.1 has proven dangerous. The genotype is behind the country’s only severe and ultimately fatal case of H5N1 so far in the outbreak. The death in the Louisiana case linked to wild and backyard birds was reported last month. The CDC’s statement added that the person had “prolonged, unprotected” exposure to the birds. The D1.1. genotype was also behind a severe H5N1 infection that put a Canadian teenager in intensive care late last year.

In a February 7 analysis, the USDA reported finding that the D1.1 strain infecting cows in Nevada has a notable mutation known to help the bird-adapted virus replicate in mammals more efficiently (PB2 D701N). To date, this mutation has not been seen in D1.1 strains spreading in wild birds nor has it been seen in the B3.13 genotype circulating in dairy cows. However, it was seen before in a 2023 human case in Chile. The CDC said it has confirmed that the strain of D1.1 infecting the person in Nevada also contains the PB2 D701N mutation.

The USDA and CDC both reported that no other concerning mutations were found, including one that has been consistently identified in the B3.13 strain in cows. The CDC said it does not expect any changes to how the virus will interact with human immune responses or to antivirals.

Most importantly, to date, there has been no evidence of human-to-human transmission, which would mark a dangerous turn for the virus’s ability to spark an outbreak. For all these reasons, the CDC considers the risk to the public low, though people with exposure to poultry, dairy cows, and birds are at higher risk and should take precautions.

To date, 967 herds across 16 states have been infected with H5N1 bird flu, and nearly 158 million commercial birds have been affected since 2022.

Bird flu strain that just jumped to cows infects dairy worker in Nevada Read More »

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The Sims re-release shows what’s wrong with big publishers and single-player games

andrew wilson, Baldur's Gate 3, EA, Electronic Arts, GaaS, gaming, Kingdom Come Deliverance 2, steam, Swen Vincke, The Sims, the sims 2 / /

Opinion: EA might be done with single-player games—but we’re not.

The Sims Steam re-release has all of the charm of the original, if you can get it working. Credit: Samuel Axon

It’s the year 2000 all over again, because I’ve just spent the past week playing The Sims, a game that could have had a resurgent zeitgeist moment if only EA, the infamous game publisher, had put enough effort in.

A few days ago, EA re-released two of its most legendary games: The Sims and The Sims 2. Dubbed the “The Legacy Collection,” these could not even be called remasters. EA just put the original games on Steam with some minor patches to make them a little more likely to work on some modern machines.

The emphasis of that sentence should be on the word “some.” Forums and Reddit threads were flooded with players saying the game either wouldn’t launch at all, crashed shortly after launch, or had debilitating graphical issues. (Patches have been happening, but there’s work to be done yet.)

Further, the releases lack basic features that are standard for virtually all Steam releases now, like achievements or Steam Cloud support.

It took me a bit of time to get it working myself, but I got there, and my time with the game has reminded me of two things. First, The Sims is a unique experience that is worthy of its lofty legacy. Second, The Sims deserved better than this lackluster re-release.

EA didn’t meet its own standard

Look, it’s fine to re-release a game without remastering it. I’m actually glad to see the game’s original assets as they always were—it’s deeply nostalgic, and there’s always a tinge of sadness when a remaster overwrites the work of the original artists. That’s not a concern here.

But if you’re going to re-release a game on Steam in 2025, there are minimum expectations—especially from a company with the resources of EA, and even more so for a game that is this important and beloved.

The game needs to reliably run on modern machines, and it needs to support basic platform features like cloud saves or achievements. It’s not much to ask, and it’s not what we got.

The Steam forums for the game are filled with people saying it’s lazy that EA didn’t include Steam Cloud support because implementing that is ostensibly as simple as picking a folder and checking a box.

I spoke with two different professional game developers this week who have previously published games on Steam, and I brought up the issue of Steam Cloud and achievement support. As they tell it, it turns out it’s not nearly as simple as those players in the forums believe—but it still should have been within EA’s capabilities, even with a crunched schedule.

Yes, it’s sometimes possible to get it working at a basic level within a couple of hours, provided you’re already using the Steamworks API. But even in that circumstance, the way a game’s saves work might require additional work to protect against lost data or frequent problems with conflicts.

Given that the game doesn’t support achievements or really anything else you’d expect, it’s possible EA didn’t use the Steamworks API at all. (Doing that would have been hours of additional work.)

A pop-up in The Sims says the sim has accidentally been transferred $500 because of a computer bug

Sadly, this is not the sort of computer bug players are encountering. Credit: Samuel Axon

I’m not giving EA a pass, though. Four years ago, EA put out the Command & Conquer Remastered Collection, a 4K upscale remaster of the original C&C games. The release featured a unified binary for the classic games, sprites and textures that were upscaled to higher resolutions, quality of life improvements, and yes, many of the Steam bells and whistles that include achievements. I’m not saying that the remaster was flawless, but it exhibited significantly more care and effort than The Sims re-release.

I love Command & Conquer. I played a lot of it when I was younger. But even a longtime C&C fan like myself can easily acknowledge that its importance in gaming history (as well as its popularity and revenue potential) pale in comparison to The Sims.

If EA could do all that for C&C, it’s all the more perplexing that it didn’t bother with a 25th-anniversary re-release of The Sims.

Single-player games, meet publicly traded companies

While we don’t have much insight into all the inner workings of EA, there are hints as to why this sort of thing is happening. For one thing, anyone who has worked for a giant corporation like this knows it’s all too easy for the objective to be passed down from above at the last minute, leaving no time or resources to see it through adequately.

But it might run deeper than that. To put it simply, publicly traded publishers like EA can’t seem to satisfy investors with single-purchase, single-player games. The emphasis on single-player releases has been decreasing for a long time, and it’s markedly less just five years after the release of the C&C remaster.

Take the recent comments from EA CEO Andrew Wilson’s post-earnings call, for example. Wilson noted that the big-budget, single-player RPG Dragon Age: The Veilguard failed to meet sales expectations—even though it was apparently one of EA’s most successful single-player Steam releases ever.

“In order to break out beyond the core audience, games need to directly connect to the evolving demands of players who increasingly seek shared-world features and deeper engagement alongside high-quality narratives in this beloved category,” he explained, suggesting that games need to be multiplayer games-as-a-service to be successful in this market.

Ironically, though, the single-player RPG Kingdom Come Deliverance 2 launched around the same time he made those comments, and that game’s developer said it made its money back in a single day of sales. It’s currently one of the top-trending games on Twitch, too.

It’s possible that Baldur’s Gate 3 director Swen Vincke hit the nail on the head when he suggested at the Game Developers Conference last year that a particular approach to pursuing quarterly profits runs counter to the practice of making good games.

“I’ve been fighting publishers my entire life, and I keep on seeing the same, same, same mistakes over and over and over,” he said. “It’s always the quarterly profits. The only thing that matters are the numbers.”

Later on X, he clarified who he was pointing a finger at: “This message was for those who try to double their revenue year after year. You don’t have to do that. Build more slowly and make your aim improving the state of the art, not squeezing out the last drop.”

In light of Wilson’s comments, it’s a fair guess that EA might not have put in much effort on The Sims re-releases simply because of a belief that single-player games that aren’t “shared world experiences” just aren’t worth the resources anymore, given the company’s need to satisfy shareholders with perpetual revenue growth.

Despite all this, The Sims is worth a look

It’s telling that in a market with too many options, I still put the effort in to get the game working, and I spent multiple evenings this week immersed in the lives of my sims.

Even after 25 years, this game is unique. It has the emergent wackiness of something like RimWorld or Dwarf Fortress, but it has a fast-acting, addictive hook and is easy to learn. There have been other games besides The Sims that are highly productive engines for original player stories, but few have achieved these heights while remaining accessible to virtually everyone.

Like so many of the best games, it’s hard to stop playing once you start. There’s always one more task you want to complete—or you’re about to walk away when something hilariously unexpected happens.

The problems I had getting The Sims to run aren’t that much worse than what I surely experienced on my PC back in 2002—it’s just that the standards are a lot higher now.

I’ve gotten $20 out of value out of the purchase, despite my gripes. But it’s not just about my experience. More broadly, The Sims deserved better. It could have had a moment back in the cultural zeitgeist, with tens of thousands of Twitch viewers.

Missed opportunities

The moment seems perfect: The world is stressful, so people want nostalgia. Cozy games are ascendant. Sandbox designs are making a comeback. The Sims slots smoothly into all of that.

But go to those Twitch streams, and you’ll see a lot of complaining about how the game didn’t really get everything it deserved and a sentiment that whatever moment EA was hoping for was undermined by this lack of commitment.

Instead, the cozy game du jour on Twitch is the Animal Crossing-like Hello Kitty Island Adventure, a former Apple Arcade exclusive that made its way to Steam recently. To be clear, I’m not knocking Hello Kitty Island Adventure; it’s a great game for fans of the modern cozy genre, and I’m delighted to see an indie studio seeing so much success.

A screenshot of the Twitch page for Hello Kitty

The cozy game of the week is Hello Kitty Island Adventures, not The Sims. Credit: Samuel Axon

The takeaway is that we can’t look to big publishers like EA to follow through on delivering quality single-player experiences anymore. It’s the indies that’ll carry that forward.

It’s just a bummer for fans that The Sims couldn’t have the revival moment it should have gotten.

Photo of Samuel Axon

Samuel Axon is a senior editor at Ars Technica. He covers Apple, software development, gaming, AI, entertainment, and mixed reality. He has been writing about gaming and technology for nearly two decades at Engadget, PC World, Mashable, Vice, Polygon, Wired, and others. He previously ran a marketing and PR agency in the gaming industry, led editorial for the TV network CBS, and worked on social media marketing strategy for Samsung Mobile at the creative agency SPCSHP. He also is an independent software and game developer for iOS, Windows, and other platforms, and he is a graduate of DePaul University, where he studied interactive media and software development.

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