Science
Californians bought a record number of EVs before Trump budget cuts
Californians purchased a record number of zero-emission and plug-in hybrid vehicles in the third quarter of 2025, seizing their final opportunity to claim federal tax incentives before they were eliminated under President Trump’s sweeping budget cuts.
California residents bought more than 124,700 zero-emission vehicles or plug-in hybrids from July 1 to Sept. 30, marking the highest quarterly sales of clean vehicles since the state began tracking those numbers in 2008, according to the California Energy Commission. Electric vehicles and long-range hybrids made up 29% of new car sales statewide, capturing the largest quarterly market share in that 17-year span.
Consumers rushed to dealerships to take advantage of expiring, Biden-era tax credits, which offered up to $7,500 toward buying or leasing new zero-emission or hybrid vehicles. The incentives were vital in making EVs more affordable, given their batteries had primarily been made with expensive rare earth minerals, adding to sticker prices compared to gas-powered vehicles.
Now, for the first time in more than a decade, EVs must compete with their gas-powered cars without government-funded discounts. Although EV model lineups have expanded and prices have become more competitive, they remain $5,000 to 10,000 more expensive than comparable gas models, raising concerns about whether California will maintain momentum on its clean car goals.
“Most of the major brands that our dealers represent have one or more EVs that are available today — and many more in the pipeline,” said Brian Maas, president of the California New Car Dealers Assn., which represents over 1,200 franchised new-car dealers statewide. “So EVs are here to stay. The question is, at what sales level?”
The top-five counties with the highest share of EV sales were all in the Bay Area. Santa Clara, where nearly 47% of vehicle sales were zero-emission or hybrids, led the way. EV sales were also high in Orange and Los Angeles counties, accounting for nearly 36% and 31% of total car sales in the quarter, respectively.
Tesla remained California’s top-selling EV car brand by far.
But its third-quarter sales this year fell by nearly 7% compared to the same period in 2024. The big winners seem to have been Honda and Volkswagen, whose zero-emission sales in California more than doubled year-over-year; Audi wasn’t too far behind, with sales increasing 90%.
Ford also did well, posting record national sales of its electrified Mustang Mach-E and F-150 Lightning — more than 15% of which were sold in California.
Maas said he anticipated “gangbuster” third-quarter sales with the impending demise federal tax credit, which allowed for a markdown of over 10% on most EV models. But many of these were “pulling-forward” sales — purchases by consumers who would have bought later, if not for the expiration of the federal incentives.
Many American car companies, including Ford and General Motors, have reported they are forecasting future declines in EV sales, citing federal policy changes.
Maas is among a chorus of industry experts who tend to agree.
“I think any economist expects there to be a dropoff,” he said. “It’s unclear how far that dropoff is going to be. Dealers have been trying to figure out what’s the natural level of EV sales without credits, and they’re trying to align their inventory to reflect that.”
Jessie Dosanjh, president of California Automotive Retailing Group, operates 20 dealerships in Northern California that sell numerous brands, including Chevrolet, Nissan, Acura, Toyota, Infinity, Ford and Hyundai. In August and September, Dosanjh said, dealership floors were more crowded than usual with customers seeking EVs. He advised his employees to inform customers, if they ever considered buying an EV or hybrid, they had a limited window to get the best price.
“It is absolutely a significant amount of money, especially when you look at the leases,” Dosanjh said. “It’s a couple hundred dollars [a month], on average.”
Even with the record quarterly sales, this year’s overall sales still slightly lag behind 2024.
A flurry of tariff announcements, mixed economic forecasts and political backlash against Tesla Chief Executive Elon Musk contributed to slumping EV sales in the first half of the year, according to experts.
Environmental deregulation and disinvestment by the Trump administration has rocked market expectations for EV sales.
In addition to ending the federal tax credits, the Trump administration and federal lawmakers chose to not reauthorize a law that gave EV drivers nationally the privilege of driving alone in carpool lane, a popular perk to avoid congested highways. Trump also signed a law revoking federal waivers that allowed California to require automakers to sell increasing percentage of zero-emission vehicles to dealerships statewide, starting with 35% all new vehicles sales in 2026.
The regulatory changes has left dealers rethinking the makeup of the vehicles on their lots.
“If I were a betting person, I would say that EV demand will drop off several percentage points,” Dosanjh said. “To what extent, I don’t know. I don’t think that those consumers will necessarily not buy a car. I think they’ll see a shift to more hybrid vehicles that provide some of the benefits, as far as range and savings. And I also see consumers considering perhaps cheaper internal combustion engine vehicles.”
Gov. Gavin Newsom had previously vowed to restore a state program that provided up to $7,500 to buy clean cars, if Trump terminated federal tax credits. However, while taking questions from reporters at a Sept. 19 bill signing ceremony, Newsom walked back that commitment.
“We can’t make up for federal vandalism of those tax credits,” Newsom said. “But we can continue to make the unprecedented investments in infrastructure, which we’re doing.”
The governor’s press office did not respond to a request for comment on his change in stance.
California Atty. Gen. Rob Bonta is suing the federal government to reinstate California’s zero-emission vehicle regulations. Meanwhile, state regulators are soliciting ideas for new ways to encourage EV adoption.
The good news is that the state’s innovative policy and environmentally minded residents have already made a lasting mark on the industry, said Adrian Martinez, director of the Right to Zero campaign at Earthjustice, a San Francisco-based environmental nonprofit.
California’s clean air policy is already largely responsible for pushing automakers to incorporate nearly 150 EV models into their lineups, a far cry from the 20 designs on the market in 2012. The state is nearing 2.5 million zero-emission and long-range hybrid vehicles sold since 2008, a testament to the demand for cleaner cars, Martinez said.
“There’s a lot of kind of gloom and doom out there, mainly because we’re seeing efforts at the federal level to put anchors on our electric vehicle industry in this country,” Martinez said. “But there’s been a lot of money and effort and time spent to develop electric vehicle markets. And it’d be crazy for these companies to just bow down to these federal pressures and stop selling these cars which consumers want.”
Maas, the president of the California car dealership association, largely agreed. EVs have become a fixture in California. But car dealers will learn more about how self-sufficient they can be in the coming months.
“I think the long-term future is EVs will continue to sell well, especially in a state like California,” he said, “but perhaps not as well as some had originally hoped.”
Science
What’s in a Name? For These Snails, Legal Protection
The sun had barely risen over the Pacific Ocean when a small motorboat carrying a team of Indigenous artisans and Mexican biologists dropped anchor in a rocky cove near Bahías de Huatulco.
Mauro Habacuc Avendaño Luis, one of the craftsmen, was the first to wade to shore. With an agility belying his age, he struck out over the boulders exposed by low tide. Crouching on a slippery ledge pounded by surf, he reached inside a crevice between two rocks. There, lodged among the urchins, was a snail with a knobby gray shell the size of a walnut. The sight might not dazzle tourists who travel here to see humpback whales, but for Mr. Avendaño, 85, these drab little mollusks represent a way of life.
Marine snails in the genus Plicopurpura are sacred to the Mixtec people of Pinotepa de Don Luis, a small town in southwestern Oaxaca. Men like Mr. Avendaño have been sustainably “milking” them for radiant purple dye for at least 1,500 years. The color suffuses Mixtec textiles and spiritual beliefs. Called tixinda, it symbolizes fertility and death, as well as mythic ties between lunar cycles, women and the sea.
The future of these traditions — and the fate of the snails — are uncertain. The mollusks are subject to intense poaching pressure despite federal protections intended to protect them. Fishermen break them (and the other mollusks they eat) open and sell the meat to local restaurants. Tourists who comb the beaches pluck snails off the rocks and toss them aside.
A severe earthquake in 2020 thrust formerly submerged parts of their habitat above sea level, fatally tossing other mollusks in the snail’s food web to the air, and making once inaccessible places more available to poachers.
Decades ago, dense clusters of snails the size of doorknobs were easy to find, according to Mr. Avendaño. “Full of snails,” he said, sweeping a calloused, violet-stained hand across the coves. Now, most of the snails he finds are small, just over an inch, and yield only a few milliliters of dye.
Science
Video: This Parrot Has No Beak, But Is at the Top of the Pecking Order
new video loaded: This Parrot Has No Beak, But Is at the Top of the Pecking Order
By Meg Felling and Carl Zimmer
April 20, 2026
Science
Contributor: Focus on the real causes of the shortage in hormone treatments
For months now, menopausal women across the U.S. have been unable to fill prescriptions for the estradiol patch, a long-established and safe hormone treatment. The news media has whipped up a frenzy over this scarcity, warning of a long-lasting nationwide shortage. The problem is real — but the explanations in the media coverage miss the mark. Real solutions depend on an accurate understanding of the causes.
Reporters, pharmaceutical companies and even some doctors have blamed women for causing the shortage, saying they were inspired by a “menopause moment” that has driven unprecedented demand. Such framing does a dangerous disservice to essential health advocacy.
In this narrative, there has been unprecedented demand, and it is explained in part by the Food and Drug Administration’s recent removal of the “black-box warning” from estradiol patches’ packaging. That inaccurate (and, quite frankly, terrifying) label had been required since a 2002 announcement overstated the link between certain menopause hormone treatments and breast cancer. Right-sizing and rewording the warning was long overdue. But the trouble with this narrative is that even after the black-box warning was removed, there has not been unprecedented demand.
Around 40% of menopausal women were prescribed hormone treatments in some form before the 2002 announcement. Use plummeted in its aftermath, dipping to less than 5% in 2020 and just 1.8% in 2024. According to the most recent data, the number has now settled back at the 5% mark. Unprecedented? Hardly. Modest at best.
Nor is estradiol a new or complex drug; the patch formulation has existed for decades, and generic versions are widely manufactured. There is no exotic ingredient, no rare supply chain dependency, no fluke that explains why women are suddenly being told their pharmacy is out of stock month after month.
The story is far more an indictment of the broken insurance industry: market concentration, perverse incentives and the consequences of allowing insurance companies to own the pharmacy benefit managers that effectively control drug access for the majority of users. Three companies — CVS Caremark, Express Scripts and OptumRx — manage 79% of all prescription drug claims in the United States. Those companies are wholly owned subsidiaries of three insurance behemoths: CVS Health, Cigna and UnitedHealth Group, respectively. This means that the same corporation that sells you your insurance plan also decides which drugs get covered, at what price, and whether your pharmacy can stock them. This is called vertical integration. In another era, we might have called it a cartel. The resulting problems are not unique to hormone treatments; they have affected widely used medications including blood thinners, inhalers and antibiotics. When a low-cost generic such as estradiol — a medication with no blockbuster profit margins and no patent protection — runs into friction in this system, the friction is not random. It is structural. Every decision in that chain is filtered through the same corporate profit motive. And when the drug in question is an off-patent estradiol patch that has negligible profit margins because of generic competition but requires logistical investment to keep consistently in stock? The math on “how much does this company care about ensuring access” is not complicated.
Unfortunately, there is little financial incentive to ensure smooth, consistent access. There is, however, significant financial incentive to steer patients toward branded alternatives, or simply to let supply tighten — because the companies aren’t losing much profit if sales of that product dwindle. This is not a conspiracy theory: The Federal Trade Commission noted this dynamic in a report that documented how pharmacy benefit managers’ practices inflate costs, reduce competition and harm patient access, particularly for independent pharmacies and for generic drugs.
Any claim that the estradiol patch shortage is meaningfully caused by more women now demanding hormone treatments is a distraction. It is also misogyny, pure and simple, to imply that the solution to the shortage is for women’s health advocates to dial it down and for women to temper their expectations. The scarcity of estradiol patches is the outcome of a broken system refusing to provide adequate supply.
Meanwhile, there are a few strategies to cope.
- Ask your prescriber about alternatives. Estradiol is available in multiple formulations, including gel, spray, cream, oral tablet, vaginal ring and weekly transdermal patch, which is a different product from the twice-weekly patch and may be more consistently available depending on manufacturer and region.
- Consider an online pharmacy. Many are doing a good job locating and filling these prescriptions from outside the pharmacy benefit manager system.
- Call ahead. Patch shortages are inconsistent across regions and distributors. A call to pharmacies in your area, or a broader geographic radius if you’re able, can locate stock that your regular pharmacy doesn’t have.
- Consider a compounding pharmacy. These sources can sometimes meet needs when commercially manufactured products are inaccessible. The hormones used are the same FDA-regulated bulk ingredients.
Beyond those Band-Aid solutions, more Americans need to fight for systemic change. The FTC report exists because Congress asked for it and committed to legislation that will address at least some of the problems. The FDA took action to change the labeling on estrogen in the face of citizen and medical experts’ pressure; it should do more now to demand transparency from patch manufacturers.
Most importantly, it is on all of us to call out the cracks in the current system. Instead of repeating “there’s a patch shortage” or a “surge in demand,” say that a shockingly small minority of menopausal women still even get hormonal treatments prescribed at all, and three drug companies control the vast majority of claims in this country. Those are the real problems that need real solutions.
Jennifer Weiss-Wolf, the executive director of the Birnbaum Women’s Leadership Center at New York University School of Law, is the author of the forthcoming book “When in Menopause: A User’s Manual & Citizen’s Guide.” Suzanne Gilberg, an obstetrician and gynecologist in Los Angeles, is the author of “Menopause Bootcamp.”
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