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The Herald Scotland
20-07-2025
- Business
- The Herald Scotland
Historic French giant acquires renowned Scottish company
The UK Testing and Certification laboratory based in East Kilbride will continue to be headed up by former owner David Brown as part of Socotec UK, which has acquired the operation for an undisclosed sum. The move will enhance Socotec's capabilities in fire safety and compliance amid the evolving regulatory landscape following the Grenfell Tower tragedy and the introduction of the Building Safety Act, it said Read Kristy Dorsey's story here Business Insight 📈 Shares drop in UK housebuilder after 'shocking update' The news came this week. (Image: PA) Signals from Chancellor Rachel Reeves ahead of her Mansion House speech tonight that the UK Government will bring forward measures to help more people get on to the housing ladder were not enough to keep one of the UK's biggest housebuilders out of the red on the stock market. Shares in Barratt Redrow closed down nearly 10% at one stage this week after it emerged profits would now be around 10% lower than previously guided because of the cost of remedial works on previously completed projects. That came as the company highlighted the impact on demand for new homes from 'consumer caution and mortgage rates not falling as quickly as hoped'. Housing completions for the 52 weeks ended June 29 were 'slightly below' the guided range at 16,565, which the company said was 'mainly due to the impact of fewer international and investor completions than expected in our London businesses'. Read Scott Wright's Business Insight here Business Briefing 📈 New 380-seat restaurant to open in Scottish shopping centre A typical large-scale restaurant. (Image: Getty Images) A restaurant operator is to open its first outlet in a Scottish shopping centre. The firm is to open a 380-seat restaurant, creating 35 jobs, while a new family-owned jeweller will create a further six roles in the mall. The Centre, Livingston, which describes itself as 'one of the largest shopping centres in the country' has unveiled plans for the new restaurant with live cooking stations with a selection of dishes from around the world. It also welcomes a sixth-generation jeweller which opened its first store in London in 1856 and now has 118 stores across the UK. Its 1,395 square foot store, which will be located next to Ryman, is due to open in August. Read Brian Donnelly's Business Briefing here Around the Greens ⛳ Surprises await as golf club turns 175 years old The current clubhouse opened in 1892. (Image: Prestwick St Nicholas) This article appears as part of Kristy Dorsey's Around the Greens series Graham MacKenzie has been managing secretary at Prestwick St Nicholas Golf Club in Ayrshire for more than three years, and carried out the same roles at three other clubs over a 19-year period.
Top Gear
18-07-2025
- Automotive
- Top Gear
14 of the coolest Shooting Brakes you need to know about
Advertisement Aston Martin DB5 Shooting Brake (1965) The DB5 Shooting Brake exists because former Aston Martin boss David Brown was fed up of his dog chewing through his company DB5's seats, and wanted a DB5 with a boot for his beloved pooch to sit. The factory was backed up with demand for the 'regular' car, so Brown turned to a new coachbuilding business – Radford Shooting Brakes – to carry out the conversions. Yes, yes and yes. Only 12 were built by Radford, who cut away the roof and extended it with steel fabrications, and fitted a single-piece rear hatch. Boot space was increased substantially to 40 cubic feet with the rear seats folded. Fit for a King (Charles Spaniel). Advertisement - Page continues below The all-glass rear hatch earned it the nickname Schneewittchensarg (Snow White's coffin) in Germany, but that didn't stop Volvo using the outline as inspiration for the 480 and C30. Only 8,077 were built, and while it lacked the table-rattling hotness of the coupe, a few examples can be found knocking around on Britain's roads. You might like Hey, did you know Princess Anne had one? Probably. But then again, who didn't have one? The Scimitar's production run stretched from 1968 to 1990. Advertisement - Page continues below Is it a Shooting Brake? Possibly, though a teeny tiny one. It remains one of the better-driving things in the history of the automobile, and the divisive styling's matured well. We'll take two. Yep, it's the GTC4Lusso's forebear, complete with less clunky (though less history-inspired) name. Basics? 6.3-litre V12, mad, grinning face, Ferrari's first ever four-wheel drive system, and up to 800 litres of luggage space. Aston Martin Virage Shooting Brake (1992) A mess of older Astons were transformed into shooting brakes by bodyfiller sculptors in the Sixties, but this one's the real deal. Only four were made by the company's Works Service and it cost £165,000 back in 1992. Equivalent to £365,000 in today's money. And yes you absolutely would. Audi Shooting Brake concept (2005) Unveiled at the 2005 Tokyo Motor Show, this design study was based on the second-gen TT and had a 3.2-litre VR6 engine hiding behind those LEDs. It didn't make it to production, but as Audi's range expands to fill every conceivable niche, it's surely only a matter of time... Advertisement - Page continues below Callaway AeroWagon (2013) It cost £9,100 on top of a new Corvette C7 Coupe, it didn't hold much more stuff, you didn't get more seats or headroom, and there was no performance benefit. But heck, we still want a poor man's FF quite a lot. Ferrari 365 GTB 4 Shooting Brake (1972) The thing about Ferraris these days is they're far too common; any old millionaire can have one. Far better, then, to go for something like this – a one-off 1972 Ferrari 365 GTB 4 Shooting brake, one of the most outrageous 'brakes ever built. Starting life as the 805th Daytona off the line, it was fully rebodied by Panther Westwards in Surrey, England and has more than whiff of hearse about it. But who cares about looking like the world's fastest funeral carriage when you have a 352bhp 4.4-litre V12 to wring out, and enough boot space to move house? Advertisement - Page continues below Toyota GT86 Shooting Brake (2016) As if Toyota's wee rear-wheel-drive coupe wasn't fun and funky enough, an Australian design team (hence the backdrop) stretched it out a little, improving the rear space and practicality while also making us swoon a little bit. 'It is a fully functioning, driveable vehicle that has been put through its paces on Toyota test tracks,' explained Tetsuya Tada, GT86 chief engineer. 'The GT86's nicely weighted and direct steering ensures the car retains the coupe's involving driving experience with a slightly more neutral feel in tight corners.' Oh Tada-san, we don't care how it handles when it looks this cool. In 2016, Ferrari revealed the GTC4Lusso. It was same shape as the old FF, but lots was new. The styling had a big update while there was a gamut of new tech, including four-wheel steering, plus an additional 30bhp, and a 208mph top speed. Yikes. There was also the V8 Lusso T, which did without all-wheel drive and had a turbo'd V8 instead of the big V12. We'd gladly take either one today. Lynx Jaguar XJS Eventer (1982) How do you add more grace, pace and space to a Jaguar? Stick a massive bit on the end, stand back and marvel, job done. Such was the case with the XJS, which was turned into this shooting brake iteration by Hastings-based coachbuilder Lynx in the 1980s. The process took 14 weeks and each was bespoke built, with just 67 ever made. You can almost smell the cigar smoke through the screen. Aston Martin Vanquish Zagato Shooting Brake (2017) Back in 2017, Aston and famed Italian coachbuilder Zagato treated us to four special editions of the Vanquish: Coupe, Convertible, Speedster, and arguably the best of the lot, Shooting Brake. Challenging. Striking. Really Very Lovely. All applicable. Just 99 were built, each featuring a full carbon fibre body plus that old-school 6.0-litre V12. Yeah, we like. BMW Z4 Concept Touring Coupe (2023) Not as much as we like this, mind. BMW came oh so close to a follow-up to the Z3M Coupe with this, the Z4 Concept Touring Coupe, revealed at the 2023 Villa d'Este concours show. All the ingredients were there: 3.0-litre turbo six, manual gearbox, rear-wheel drive, and a short, shooting brake rear. And a fanbase with their cheque books at the ready. Indeed, design boss Adrian van Hooydonk said all the pieces were in place to build a limited series. Come on BMW, you know what to do… Volvo Ferrari List Retro News
Auto Blog
17-07-2025
- Automotive
- Auto Blog
I Drove the 2025 Aston Martin DBX 707. Here's My Brutally Honest Review
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The genesis of the DBX The Aston Martin DBX was born from stark necessity, a high-stakes wager from a storied brand to secure its future. Facing intense financial pressure and trailing rivals who had already capitalized on the immensely profitable ultra-high-performance luxury SUV segment, Aston Martin made an important decision. To develop the DBX on an entirely new, dedicated SUV platform. Unlike many competitors who leverage shared architectures from within a larger automotive group, Aston Martin engineered a bespoke chassis using its signature bonded aluminum construction method. This clean-sheet approach, while costly for a small company, granted its engineers complete freedom over the vehicle's proportions, weight distribution, and suspension geometry. A key factor in the DBX's exceptional handling dynamics. Previous Pause Next Unmute 0:00 / 0:09 Full screen 2024 Land Rover Defender V8 review: Still wild at heart Watch More Source: Kyle Edward Production of the DBX was established at a new, purpose-built manufacturing facility in St Athan, Wales, transforming three 'super-hangars' on a former Royal Air Force base. This choice of location also carries a historical note. After David Brown acquired Aston Martin in 1947, he also began building cars at a former RAF site, ushering in the iconic 'DB' era that the DBX continues to honor. In the rarified air of the super SUV segment, staggering performance is merely the price of entry. To stand out requires something more: a distinct character and an experience that delights. While the landscape is dominated by titans like the flamboyant Lamborghini Urus, the clinically precise Porsche Cayenne Turbo GT, and the opulent Bentley Bentayga, it is the 2025 Aston Martin DBX 707 that delivers the most unique and holistically rewarding experience. It achieves this not by trying to be the loudest or the most aggressive, but by being the most complete, blending immense power with a level of bespoke luxury and dynamic finesse. Source: Kyle Edward Source: Kyle Edward Heart of the beast At the core of the DBX 707's staggering capability is a collaboration between German engineering and British tuning. The engine is the M177, a 4.0-liter, 32-valve, twin-turbocharged V8 sourced from Mercedes-AMG. For the 707, Aston Martin engineers undertook a significant overhaul, fitting new ball-bearing turbochargers for quicker spooling and reduced lag, and developing a bespoke engine calibration. This meticulous tuning extracts a headline-grabbing 697 horsepower (707 PS, hence the name) at 6,000 rpm and a substantial 663 pound-feet of torque at a usable 4,500 rpm. This output enables the DBX 707 to sprint from 0-60 mph in just 3.1 seconds and onto a top speed of 193 mph. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Source: Kyle Edward Equally crucial to the 707's character is its transmission. While also sourced from Mercedes-AMG, the 9-speed automatic gearbox eschews a conventional torque converter in favor of a sophisticated wet-clutch pack. This is a deliberate engineering choice that fundamentally alters the vehicle's personality. A torque converter provides smooth, cushioned starts ideal for traditional luxury cruising. In contrast, the wet clutch operates more like an automated manual, enabling faster, more aggressive gear changes and facilitating the brutal launch control necessary to achieve its acceleration. This choice signals a clear priority: raw performance and a direct, mechanical connection with the driver. While this results in a slightly abrupt surge from a standstill, it's a trade-off willingly made to transform the DBX into a genuine super-SUV with the immediacy of a supercar. Source: Kyle Edward However, the true magic lies in its chassis. The DBX was developed on an entirely new, dedicated SUV platform using Aston Martin's signature bonded aluminum construction. This expensive, bespoke approach, unlike competitors' use of shared group architectures, granted engineers complete freedom over weight distribution and suspension geometry. The result is a platform that is both incredibly stiff and remarkably lightweight for its class, a key factor in its celebrated handling. Source: Kyle Edward This foundation is enhanced by a standard adaptive triple-chamber air suspension and, most critically, a sophisticated 48-volt electronic active anti-roll control system (eARC). This system utilizes powerful electric motors to actively counteract body roll, enabling the 4,970-pound SUV to remain remarkably flat through corners. It actively manages weight transfer, stiffening the front on entry, softening mid-corner to allow rotation, and then stiffening the rear on exit to maintain stability, delivering a level of agility that seems to defy its size. Source: Kyle Edward A statement of elegant aggression The DBX 707's design perfectly captures the essence of Aston Martin: sleek, classy, and iconic. Where the Urus boasts origami-like creases and the Bentayga projects a stately mass, the DBX 707 speaks with flowing, muscular lines. Helmed by Chief Creative Officer Marek Reichman, the design is unmistakably British, confident, and commanding without being ostentatious. It features a long, sculpted bonnet and a distinctive 'ducktail' rear flip inspired by the Vantage sports car. Source: Kyle Edward A sanctuary of modern craftsmanship Stepping inside is where the DBX 707 truly distinguishes itself, especially with the transformative 2025 updates. This is the single greatest advancement, elevating it from a great performance vehicle to a truly complete ultra-luxury product. For years, the DBX was saddled with its most significant flaw: an outdated infotainment system inherited from a previous generation of Mercedes-Benz technology. Source: Kyle Edward For 2025, this Achilles' heel has been decisively addressed. Aston Martin has implemented an entirely new dashboard, center console, and technology suite centered around its own proprietary, Unix-based infotainment system. The driver now faces a 12.3-inch 'Pure Black' digital instrument cluster, complemented by a new 10.25-inch central touchscreen display that is leagues more responsive and intuitive. Modern connectivity finally arrives in the form of standard wireless Apple CarPlay and Android Auto. Source: Kyle Edward Thankfully, Aston Martin has resisted the industry trend of burying all functions within submenus. The new layout is a perfect blend of digital and analog. The new steering wheel is an ideal example, a substantial, beautifully crafted touchpoint. Tactile buttons and solid metal roller dials for primary functions like climate, volume, and drive modes remain on the center console, scoring major points for usability. A much more intuitive lever has replaced the awkward push-button gear selector of the old dash. There are no parts-bin components to break the spell; it is an authentic sanctuary of British craftsmanship. Source: Kyle Edward Source: Kyle Edward The cost of exclusivity Entry into the exclusive club of 2025 Aston Martin DBX 707 ownership begins with a base MSRP of approximately $256,000. However, this figure represents merely the opening bid. The final transaction price rapidly escalates once you engage with the vast and expensive options list, with 'as-tested' prices frequently landing in the $290,000 to $350,000 range. Source: Kyle Edward High-cost examples include 'Q by Aston Martin' special paints for over $13,000, the exceptional 23-speaker, 1,600-watt Bowers & Wilkins surround sound system for $12,300, and extensive exterior carbon fiber packages that can easily exceed $30,000. This pricing structure underscores a business model that leans heavily on high-margin personalization, positioning the DBX 707 as a semi-bespoke commission piece. The competition The DBX 707 operates in a fiercely competitive arena. Its primary rivals include: The Lamborghini Urus: The segment's aggressor. With a similar price and performance focus, the Urus offers a more flamboyant, angular design. The DBX 707 positions itself as the more sophisticated Grand Tourer. The segment's aggressor. With a similar price and performance focus, the Urus offers a more flamboyant, angular design. The DBX 707 positions itself as the more sophisticated Grand Tourer. The Bentley Bentayga: The segment's aristocrat. The Bentayga prioritizes serene, opulent luxury and classic craftsmanship over outright lap times. The DBX is a far more dynamic and driver-centric vehicle; it is a high-performance sports GT in an SUV's body. The segment's aristocrat. The Bentayga prioritizes serene, opulent luxury and classic craftsmanship over outright lap times. The DBX is a far more dynamic and driver-centric vehicle; it is a high-performance sports GT in an SUV's body. The Ferrari Purosangue: The exotic outlier. With a naturally aspirated V12 and a starting price north of $430,000, it occupies a higher stratosphere. The DBX 707 competes by offering the visceral character of a twin-turbo V8 and a more accessible, albeit still astronomical, price point. Source: Kyle Edward Final thoughts Ultimately, it's the driving experience that makes the DBX 707 an icon. Forget any preconceptions about SUVs; this is different. Even in its default GT mode, it feels focused and athletic. But engage Sport mode, and it becomes an entirely different animal. The world blurs as its hellacious speed pins you back, the V8 cracks and roars a magnificent soundtrack, and it carves through corners with an impossible, physics-defying flatness. It is an absolute blast to drive. About the Author Kyle Edward View Profile
Bangkok Post
17-07-2025
- Business
- Bangkok Post
Mind the gap
Re: "Asia budding dividend zeal needs more support", (Opinion, July 14). When talking about dividend yields on stocks, it's always important to look at the so-called "yield gap". This is the difference between the average dividend yields of stocks and the yields of bank savings accounts in that country. For example, in the US, average stock dividend yields are barely 2-3% with US Bank saving account yields around 4-4.5%. While this is not mentioned in this article by Manishi Raychaudhuri, Thailand has many reputable companies yielding 5-7 or an even higher annual percentage, while Thai bank savings accounts yield only around 0.3%. This "yield gap" is at record levels at present and to my knowledge no country is close to this yield gap, anywhere. TDAC glee Re: "New online arrival cards target crime: Immigration touts system's convenience", (BP, April 27). I have used the online Thai Digital Arrival Card (TDAC) three times since it was introduced in May and I have found it easy to complete, with almost instantaneous delivery via email of a QR code for the TDAC. But curiously, not once have immigration police looked at my iPhone or opened the QR page; they simply proceeded to check my passport with my retirement visa and multiple re-entry permit, before putting in a re-entry stamp. A word of caution to people using the system for the first time. Make sure you use the government website to apply. If you Google TDAC, the first four or five entries that pop up are agencies wanting to charge you something like 2,000 baht, or even more if you want a rush job. This is a scam, because the TDAC is free and, as I said, delivery is almost instantaneous once you have completed and submitted the online form. David Brown Set in stone Re: "S112 fit for purpose", (PostBag, July 13). While I fully agree with everything that Burin Kantabutra writes, it perhaps glosses over the more serious problem. The Paul Chambers example, whilst apt, is really too easy, although apparently not easy enough to have stopped those who brought the charge under S112, yet again bringing Section 112 of the Criminal Code into global disrepute. On Jan 30, the United Nations' Office of the High Commissioner for Human Rights noted the Thai lèse-majesté law is "both harsh and vague", while calling for it to be abolished. Contrary to Burin's concerns, the real problem is perhaps not the abuse of the law as written, but with the law itself exactly as it is written. Felix Qui Holiday hazards Re: "Not about safety", (PostBag, July 12) & "Safer tourism needed now", (Editorial, July 11). This July 11 editorial is correct. A recent study by the life insurance company Everly Life found that Thailand, unfortunately, makes the list of the top 10 dangerous countries in the world to visit. The study measured "dangerous" using such variables as crime and traffic fatality rates, sexual assaults, and human trafficking. It ranked Thailand as the 9th-most dangerous country in the world. This should give AM, the author of this PostBag letter, pause for thought the next time he dismisses Chinese visitors' concerns over safety in Thailand. There are many rich people in China, considering its population of over 1 billion, so his argument that the main reason why the Chinese are no longer coming here is that Thailand is too expensive is patently ridiculous! If anything, having visited China before, I find that it's China which is expensive, and not Thailand.
Forbes
14-07-2025
- Business
- Forbes
OBBBA Scrambles U.S. Energy Outlook
Current Climate brings you the latest news about the business of sustainability every Monday. Sign up to get it in your inbox. getty T he enactment of President Trump's One Big Beautiful Bill Act (OBBBA), with its early phaseout of federal support for large-scale wind and solar projects, creates a major challenge for how to meet growing U.S. energy demand. Combined with battery storage, renewables have become the fastest, most efficient new sources of electricity, so the prospect that fewer such systems will be added to the grid by the end of the decade raises the prospect of higher energy prices. There's also a risk this could slow the fast-growing AI industry, where the U.S. has taken an early global lead. "With such dramatic uncertainty facing new power supply investments, thermal retirements are likely to be deferred, power prices will rise and large loads will be delayed," David Brown, director of energy transition research for Wood Mackenzie, said in a recent report. "Without permitting reform, new large load tariffs and domestic technology innovation, the U.S. will risk the edge it has in the global AI race. Under OBBBA, new wind and solar projects have to be in operation by Dec. 31, 2027, to get the full federal tax credit, though projects under construction within a year of its enactment will still have some eligibility. As a result, there's likely to be a surge in new installations this year and next to meet the deadline, though that could also bring permitting bottlenecks. The number of new projects is likely to slow considerably in the final years of the 2020s, however. As a result, solar installations may be 17% lower over the next 10 years than anticipated, while wind projects will likely drop by 20%, Wood Mackenzie said. At the same time, electric power demand is forecast to grow steadily, rising 25% by 2030 compared with 2023, according to an estimate by ICF. 'The early sunset of manufacturing tax credits will lower future energy demand from clean energy manufacturing, while delays to new supply could slow data center rollouts nationwide as facilities compete for scarce grid capacity,' Brown said. ILLUSTRATION BY FERNANDO CAPETO FOR FORBES; GETTY Elon Musk's tightly controlled Tesla robotaxi pilot program in Austin has managed to go without a major accident so far. But on June 24, a Model Y in its test fleet dinged a parked Toyota Camry outside a popular pizza parlor. It was a minor thing, but what if the car had hit a person instead? Bullish Tesla investors are counting on Musk's robotaxi dream to create a vast new revenue stream from autonomous rides. That may happen, but it also creates a risk the company hasn't faced before: legal liability from self-driving tech failures. Tesla owners hoping to make money Airbnb-ing their cars in a company-run robotaxi ride service Musk has touted for years could be on the hook as well. 'There will be some cars that Tesla owns itself … but then for the fleet that is owned by our customers it will be like an Airbnb thing. You can add or subtract your car to the fleet whenever you want,' Musk said at Tesla's shareholder meeting last June. 'Just one tap on the Tesla app and you can add your car to the fleet and it makes money for you while you're gone.' But Tesla owners hoping to cash in have more to consider. 'Can I imagine a lawsuit against the owner of the car? Absolutely,' said Mike Nelson, an attorney who says he's been involved in over a thousand Tesla-related accident cases and whose startup, QuantivRisk, analyzes sensor and computer data from crashes. In addition to suing Tesla in future robotaxi accident cases, he sees lawyers coming after Tesla owners: 'Plaintiff's attorneys are going to say something like, 'the car was not properly maintained' or 'you misrepresented the condition of the car.'' Assuming Tesla's robotaxi tech is truly ready for commercial use, which many autonomous vehicle experts doubt, the pitch by the world's wealthiest person to owners to monetize their vehicles may excite some. It could also prove to be the latest in an impressive cascade of ill-starred Musk pipe dreams: hyperloops, solar roofs, $2 trillion in government DOGE cuts. And while Musk has been vocal about how game-changing Tesla's robotaxi plans are for the company's future, particularly as its EV sales stall, he's said little about how it will actually run. Read more here Hot Topic Electric Hydrogen Beth Deane, chief legal officer for Electric Hydrogen, on the survival of federal hydrogen tax credits in Trump's budget bill The outlook for the 45V federal credit seemed grim in the new budget but it was maintained in the final version. Was that unexpected? It was really kind of a surprising vote of confidence and investment in the industry, although the ultimate runway was shortened from what's in the Inflation Reduction Act. I think the journey that the hydrogen industry took through the reconciliation process really created an opportunity for an education process within Congress and within the administration about what the opportunity is for the hydrogen industry. I think the shift to extend the runway in the final version reflected that there is an opportunity for the U.S. to take a portion of what's going to be a global market. The tax credit is just ultimately an investment to see if the U.S. can compete. The extension suggests they believe the U.S. can compete, and certainly there are a lot of projects that are ready to go forward that have been waiting for the regulatory certainty that we now have. It wasn't always clear that that was going to be the case. Earlier in the year Electric Hydrogen was seeing fewer opportunities for its electrolyzer tech in the U.S. and was looking abroad to Europe and other markets. Are you seeing that change now? We are, but I don't think it changes our ultimate strategy. We're still very focused on expanding into Europe. We have hired actually a number of folks there and are building out that capacity to really get close to customers in Europe. Europe is also heading toward regulatory certainty, so it's an interesting kind of pivot point. The 45V credit isn't specifically for green hydrogen. What is the outlook for that variety? There are projects. We have customers who are going to be announcing and moving forward in the process. Infinium is obviously a project that's getting built and is going to be where we are able to prove out our technology at the scale we want to sell it at. We're a young company, but it's very interesting to us that Infinium really saw the offtake opportunity and that offtake opportunity is only going to grow. It is hard to be first, but they are the first to really scale here. We see other customers who are ready to do the same thing. One of the things that has been hard for the hydrogen industry is that we couldn't get going and show success. There was no regulatory certainty. You can't finance projects until you know what the full stack of costs and revenues is going to be. So it is a little bit of an opportunity to prove what the industry can do over the next few years. What Else We're Reading 4.6 billion years on, the sun is having a moment. In the past two years solar power has begun to truly transform the world's energy system ( The New Yorker ) The great EV pullback has begun. Automakers are canceling or delaying new electric models amid political whiplash ( The Verge ) States, environmental groups fight Trump plan to keep dirty power plants going ( Canary Media ) Underwater turbine spinning for six years off Scotland's coast is a breakthrough for tidal energy ( Associated Press ) MethaneSAT's sudden silence worries environmentalists around the world ( Forbes ) In U.S. flash flood hotspots, many federal meteorologist positions remain unfilled ( The New York Times ) Rivian mobility spinoff Also raises another $200 million to build e-bikes and more ( TechCrunch ) More From Forbes Forbes Trump: Wind And Solar Are 'A Blight On Our Country' By David Blackmon Forbes Summer Heat Is Not The Biggest Drain On An EV's Battery Range, Study Suggests By Jim Gorzelany Forbes Forget Tesla's Semi, Volvo Trucks Are Electrifying Heavy Haulage Now By James Morris
