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Secondhand Stores Are Poised to Benefit if US Tariffs Drive up New Clothing Costs

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Monday, April 21, 2025

American styles carry international influence, but nearly all of the clothing sold domestically is made elsewhere. The Yale University Budget Lab last week estimated short-term consumer price increases of 65% for clothes and 87% for leather goods, noting U.S. tariffs "disproportionately affect” those goods.Such price hikes may drive cost-conscious shoppers to online resale sites, consignment boutiques and thrift stores in search of bargains or a way to turn their wardrobes into cash. Used items cost less than their new equivalents and only would be subject to tariffs if they come from outside the country. “I think resale is going to grow in a market that is declining,” said Kristen Classi-Zummo, an apparel industry analyst at market research firm Circana. “What I think is going to continue to win in this chaotic environment are channels that bring value.”The outlook for preowned fashion nevertheless comes with unknowns, including whether the president's tariffs will stay long enough to pinch consumers and change their behavior. It's also unclear whether secondhand purveyors will increase their own prices, either to mirror the overall market or in response to shopper demand. A new audience courtesy of sticker shock Jan Genovese, a retired fashion executive, sells her unwanted designer clothes through customer-to-customer marketplaces like Mercari. If tariffs cause retail prices to rise, she would consider high-end secondhand sites. “Until I see it and really have that sticker shock, I can’t say exclusively that I’ll be pushed into another direction,” Genovese, 75, said. “I think that the tariff part of it is that you definitely rethink things. And maybe I will start looking at alternative venues.”The secondhand clothing market already was flourishing before the specter of tariffs bedeviled the U.S. fashion industry. Management consulting firm McKinsey and Co. predicted after the COVID-19 pandemic that global revenue from preowned fashion would grow 11 times faster than retail apparel sales by this year as shoppers looked to save money or spend it in a more environmentally conscious way. While millennials and members of Generation Z were known as the primary buyers of used clothing, data from market research firm Sensor Tower shows the audience may be expanding. The number of mobile app downloads for nine resale marketplaces the firm tracks — eBay, OfferUp, Poshmark, Mercari, Craigslist, Depop, ThredUp, TheRealReal and Vinted — increased by 3% between January and the end of March, the first quarterly gain in three years, Sensor Tower said. The firm estimates downloads of the apps for eBay, Depop, ThredUp and The RealReal also surged compared to a year earlier for the week of March 31, which was when Trump unveiled since-paused punitive tariffs on dozens of countries. Circana’s Classi-Zummo said that while customers used to seek out collectible or unusual vintage pieces to supplement their wardrobes, she has noticed more shoppers turning to secondhand sites to replace regular fashion items."It's still a cheaper option” than buying new, even though retailers offer discounts, she said. A tariff-free gold mine lurking in closets and warehouses Poshmark, a digital platform where users buy and sell preowned clothing, has yet to see sales pick up under the tariff schedule Trump unveiled but is prepared to capitalize on the moment, CEO Manish Chandra said. Companies operating e-commerce marketplaces upgrade their technology to make it easier to find items. A visual search tool and other improvements to the Poshmark experience will “pay long dividends in terms of disruption that happens in the market” from the tariffs, Chandra said. Archive, a San Francisco-based technology company that builds and manages online and in-store resale programs for brands including Dr. Martens, The North Face and Lululemon, has noticed clothing labels expressing more urgency to team up, CEO Emily Gittins said. "Tapping into all of the inventory that is already sitting in the U.S., either in people’s closets or in warehouses not being used,” offers a revenue source while brands limit or suspend orders from foreign manufacturers, she said. “There’s a huge amount of uncertainty,” Gittins said. “Everyone believes that this is going to be hugely damaging to consumer goods brands that sell in the U.S. So resale is basically where everyone’s head is going." Stock analysts have predicted off-price retailers like TJ Maxx and Burlington Stores will weather tariffs more easily than regular apparel chains and department stores because they carry leftover merchandise in the U.S. Priced out of the previously owned market Still, resale vendors aren't immune from tariff-induced upheavals, said Rachel Kibbe, founder and CEO of Circular Services Group, a firm that advises brands and retailers on reducing the fashion industry's environmental impact. U.S. sellers that import secondhand inventory from European Union countries would have to pay a 20% duty if Trump moves forward with instituting “reciprocal” tariffs on most trading partners and eliminates an import tax exception for parcels worth less than $800, Kibbe said. A circular fashion coalition she leads is seeking a tariff exemption for used and recycled goods that will be offered for resale, Kibbe said. Trump already ended the duty-free provision for low-value parcels from China, a move that may benefit sellers of secondhand clothing by making low-priced Chinese fashions pricier, she said. James Reinhart, co-founder and CEO of the online consignment marketplace ThredUp, said the removal of the “de minimis” provision and the 145% tariff Trump put on products made in China would benefit businesses like his. He doubts creating resale channels would make a big difference for individual brands.“Brands will explore this and they may do more, but I don’t see them massively changing their operations,” Reinhart said. “I think they’re going to be figuring out how to survive. And I don’t think resale helps you survive.”Rebag, an online marketplace and retail chain that sells used designer handbags priced from $500 to tens of thousands of dollars, expects tariffs to help drive new customers and plans to open more physical stores, CEO Charles Gorra said. Gorra said the company would analyze prices for new luxury goods and adjust what Rebag charges accordingly. The two historically rose in tandem, but Rebag could not match Chanel's 10% price increase last year because of lower resale demand, Gorra said. “That has nothing to do with the tariffs,” he said. “Consumers are feeling priced out.”Norah Brotman, 22, a senior at the University of Minnesota, buys most of her own clothes on eBay. She also thrifts fashions from the 1990s and early 2000s at Goodwill stores and resells them on Depop. “I would love if this would steer people in a different direction,” she said.Copyright 2025 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.Photos You Should See - Feb. 2025

Stores selling secondhand clothing, shoes and accessories are poised to benefit from the Trump administration’s trade war even as global businesses race to avoid potential damage

American styles carry international influence, but nearly all of the clothing sold domestically is made elsewhere. The Yale University Budget Lab last week estimated short-term consumer price increases of 65% for clothes and 87% for leather goods, noting U.S. tariffs "disproportionately affect” those goods.

Such price hikes may drive cost-conscious shoppers to online resale sites, consignment boutiques and thrift stores in search of bargains or a way to turn their wardrobes into cash. Used items cost less than their new equivalents and only would be subject to tariffs if they come from outside the country.

“I think resale is going to grow in a market that is declining,” said Kristen Classi-Zummo, an apparel industry analyst at market research firm Circana. “What I think is going to continue to win in this chaotic environment are channels that bring value.”

The outlook for preowned fashion nevertheless comes with unknowns, including whether the president's tariffs will stay long enough to pinch consumers and change their behavior. It's also unclear whether secondhand purveyors will increase their own prices, either to mirror the overall market or in response to shopper demand.

A new audience courtesy of sticker shock

Jan Genovese, a retired fashion executive, sells her unwanted designer clothes through customer-to-customer marketplaces like Mercari. If tariffs cause retail prices to rise, she would consider high-end secondhand sites.

“Until I see it and really have that sticker shock, I can’t say exclusively that I’ll be pushed into another direction,” Genovese, 75, said. “I think that the tariff part of it is that you definitely rethink things. And maybe I will start looking at alternative venues.”

The secondhand clothing market already was flourishing before the specter of tariffs bedeviled the U.S. fashion industry. Management consulting firm McKinsey and Co. predicted after the COVID-19 pandemic that global revenue from preowned fashion would grow 11 times faster than retail apparel sales by this year as shoppers looked to save money or spend it in a more environmentally conscious way.

While millennials and members of Generation Z were known as the primary buyers of used clothing, data from market research firm Sensor Tower shows the audience may be expanding.

The number of mobile app downloads for nine resale marketplaces the firm tracks — eBay, OfferUp, Poshmark, Mercari, Craigslist, Depop, ThredUp, TheRealReal and Vinted — increased by 3% between January and the end of March, the first quarterly gain in three years, Sensor Tower said.

The firm estimates downloads of the apps for eBay, Depop, ThredUp and The RealReal also surged compared to a year earlier for the week of March 31, which was when Trump unveiled since-paused punitive tariffs on dozens of countries.

Circana’s Classi-Zummo said that while customers used to seek out collectible or unusual vintage pieces to supplement their wardrobes, she has noticed more shoppers turning to secondhand sites to replace regular fashion items.

"It's still a cheaper option” than buying new, even though retailers offer discounts, she said.

A tariff-free gold mine lurking in closets and warehouses

Poshmark, a digital platform where users buy and sell preowned clothing, has yet to see sales pick up under the tariff schedule Trump unveiled but is prepared to capitalize on the moment, CEO Manish Chandra said.

Companies operating e-commerce marketplaces upgrade their technology to make it easier to find items. A visual search tool and other improvements to the Poshmark experience will “pay long dividends in terms of disruption that happens in the market” from the tariffs, Chandra said.

Archive, a San Francisco-based technology company that builds and manages online and in-store resale programs for brands including Dr. Martens, The North Face and Lululemon, has noticed clothing labels expressing more urgency to team up, CEO Emily Gittins said.

"Tapping into all of the inventory that is already sitting in the U.S., either in people’s closets or in warehouses not being used,” offers a revenue source while brands limit or suspend orders from foreign manufacturers, she said.

“There’s a huge amount of uncertainty,” Gittins said. “Everyone believes that this is going to be hugely damaging to consumer goods brands that sell in the U.S. So resale is basically where everyone’s head is going."

Stock analysts have predicted off-price retailers like TJ Maxx and Burlington Stores will weather tariffs more easily than regular apparel chains and department stores because they carry leftover merchandise in the U.S.

Priced out of the previously owned market

Still, resale vendors aren't immune from tariff-induced upheavals, said Rachel Kibbe, founder and CEO of Circular Services Group, a firm that advises brands and retailers on reducing the fashion industry's environmental impact.

U.S. sellers that import secondhand inventory from European Union countries would have to pay a 20% duty if Trump moves forward with instituting “reciprocal” tariffs on most trading partners and eliminates an import tax exception for parcels worth less than $800, Kibbe said.

A circular fashion coalition she leads is seeking a tariff exemption for used and recycled goods that will be offered for resale, Kibbe said. Trump already ended the duty-free provision for low-value parcels from China, a move that may benefit sellers of secondhand clothing by making low-priced Chinese fashions pricier, she said.

James Reinhart, co-founder and CEO of the online consignment marketplace ThredUp, said the removal of the “de minimis” provision and the 145% tariff Trump put on products made in China would benefit businesses like his. He doubts creating resale channels would make a big difference for individual brands.

“Brands will explore this and they may do more, but I don’t see them massively changing their operations,” Reinhart said. “I think they’re going to be figuring out how to survive. And I don’t think resale helps you survive.”

Rebag, an online marketplace and retail chain that sells used designer handbags priced from $500 to tens of thousands of dollars, expects tariffs to help drive new customers and plans to open more physical stores, CEO Charles Gorra said.

Gorra said the company would analyze prices for new luxury goods and adjust what Rebag charges accordingly. The two historically rose in tandem, but Rebag could not match Chanel's 10% price increase last year because of lower resale demand, Gorra said.

“That has nothing to do with the tariffs,” he said. “Consumers are feeling priced out.”

Norah Brotman, 22, a senior at the University of Minnesota, buys most of her own clothes on eBay. She also thrifts fashions from the 1990s and early 2000s at Goodwill stores and resells them on Depop.

“I would love if this would steer people in a different direction,” she said.

Copyright 2025 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.

Photos You Should See - Feb. 2025

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Gatwick second runway plan approved by transport secretary

There has been strong opposition against the airport wanting to use its northern runway.

Gatwick second runway plan approved by transport secretaryKaty Austintransport correspondent andJamie WhiteheadPA MediaTransport Secretary Heidi Alexander has approved plans for a second runway at London Gatwick Airport, as the government looks for economic growth opportunities. The £2.2bn privately-financed project involves in effect moving the current Northern Runway 12 metres to bring it into regular use, as well as other developments, including extending the size of terminals. Chancellor Rachel Reeves said the plans would create "thousands of jobs and billions in investment", but the project has long faced opposition and the Green Party described it as "disaster".Gatwick currently handles about 280,000 flights a year. It says the plan would enable that number to rise to around 389,000 by the late 2030s.Reeves said the second Gatwick runway was part of the government's plan to "get Britain building again".A government source has described the plans as a "no-brainer for growth," adding that "it is possible that planes could be taking off from a new full runway at Gatwick before the next general election."London Gatwick, in West Sussex, is currently Europe's busiest single-runway airport with more than 40 million passengers using it every year. The plans approved by Ms Alexander would include adding 40,000 more flights before the second runway opens, and 70,000 more - almost 190 a day - once it is fully up and running.The airport says that passenger numbers could rise to up to 80 million.Currently, the Northern Runway is currently only used for taxiing or as a back up. The second runway would be used for short haul flights, with capacity also freed up for more long-haul services from the main runway.The decision to approve the expansion plan had been expected in February, but at the time, the transport secretary only said she was "minded to grant consent" for the Northern Runway planning application. It emerged planning inspectors had expressed concerns over the effect the proposals would have on several aspects on the area surrounding the airport, including traffic and noise.In April, Gatwick Airport agreed to stricter noise controls, an enhanced insulation scheme for nearby residents, and having 54% of air passengers using public transport before the Northern Runway opened. To achieve this target, the airport said, third parties - including the Department for Transport - would need to "support delivery of the necessary conditions and improvements required to meet this target," giving the example of reinstating the full Gatwick Express rail service. Before the Covid-19 pandemic, the Gatwick Express ran a service of four trains per hour non-stop between the airport and London Victoria, this was reduced to two trains per hour from 2022. Gatwick Airport also proposed a cars-on-the-road limit if the 54% target could not be met before the first use of the Northern Runway to address possible road congestion concerns. It added that if neither the target nor the cars-on-the road limit could be met, the runway plans would be delayed until the required £350m of road improvements had been completed. "This would make sure any additional road traffic flows can be accommodated and any congestion avoided," the airport said. "This government has taken unprecedented steps to get this done, navigating a needlessly complex planning system, which our reforms will simplify in future," the government source said. "Any airport expansion must be delivered in line with our legally binding climate change commitments and meet strict environmental requirements."Chris Curtis, who chairs the Labour Party's growth group, welcomed the approval but said "radical planning reform" was needed to enable future projects to be completed more swiftly. Shadow transport secretary Richard Holden welcomed the decision as "a vital step towards driving economic growth". But he said approval should have been made months ago and accused Labour of creating "uncertainty for businesses and local communities". But there is strong opposition to any expansion, particularly from climate campaigners.Green Party leader Zack Polanski said approval of the expansion plan was a "disaster for the climate crisis".Hannah Lawrence, spokesperson for Stay Grounded, said "We need an immediate end to airport expansion and money put into improving sustainable transport such as trains."In February, Greenpeace UK policy director Douglas Parr said the extension would not drive economic growth. "The only thing it's set to boost is air pollution, noise, and climate emissions," he added.Alex Chapman, senior economist at left-of-centre think tank New Economics Foundation, also argued the move would not create new jobs, but would just shift them from other parts of the country."People are already perfectly able to catch cheap flights on holiday or travel for business," he added.Unite the Union general secretary Sharon Graham backed Gatwick having a second runway, but warned it would need "to come with guarantees of well paid, unionised jobs and proper facilities for workers".Sally Pavey, chair of Communities Against Gatwick Noise Emissions (CAGNE), said she was worried about "uncontrollable noise, ramifications on the roads, decline in air quality... and climate change"."We can't keep ignoring climate change and it would be wrong to allow a new 'bucket and spade' runway, as we put it, at the expense of residents and the economy," she said.The group would take legal action through a judicial review if the expansion goes ahead, she added.Gatwick's is the latest in a string of airport expansion approvals, most recently Luton's in June. The government has also expressed support for a third runway at the country's biggest airport, Heathrow, but that would be a much more complex, costly and controversial project.

Opinion: Collaboration, not litigation, can support both salmon and hydropower

We live in a region where both salmon and hydropower production can and do co-exist, writes Scott Simms of the Public Power Council. Failing to find a path forward that supports both is a missed opportunity for everyone who calls the Northwest their home.

Scott SimmsFor The Oregonian/OregonLiveSimms is chief executive officer and executive director of the Public Power Council, which represents more than 80 nonprofit, community owned electric utilities across six Pacific Northwest states, including Oregon.A recent op-ed by Northwest Sportfishing Industry Association’s Liz Hamilton left some key facts out of the conversation about our region’s salmon and our hydropower system (“Back to court, but our regional work to protect salmon will continue,” Sept. 14). It’s true that a coalition of fishing and special interest groups, the states of Oregon and Washington and four Lower Columbia River Treaty tribes requested a federal judge lift a stay in decades-old litigation over how to manage the Columbia Basin. We have long been in conflict with those who believe that dismantling dams on the Lower Snake River – which produce reliable hydropower for the region – is essential to protecting salmon. However, we do not believe that conflict is necessary. Rather, we believe now is the time for the region to focus on shared goals of restoring fish while maintaining an adequate and affordable power system. Instead of endless litigation, we can strengthen programs that protect sensitive environmental areas, improve habitat and deploy new technologies that help fish pass safely through dams. Although there are significant disagreements that will require negotiation, we can make progress more quickly through collaboration than litigation. And there have already been gains. Since Bonneville Dam first began operating in 1938, the number of returning adult salmon and steelhead has tripled, according to fish counts from dams across the Columbia River basin compiled by the University of Washington’s Data Access in Real Time system. While there’s still a lot of work ahead to continue strengthening certain runs, we are witnessing fish populations bouncing back, even with dams in place.At the same time as these fish returns are improving, the states of Oregon and Washington have expanded non-tribal salmon fishing seasons for sport and commercial operations. Fishing groups don’t mention this when they advocate for severely hobbling or demolishing the region’s hydro projects. But the impact of sport and commercial fishing on salmon should not be ignored in a comprehensive discussion about how to protect fish populations. As recently as this month, Oregon and Washington fisheries managers approved an extension of commercial gillnetting operations in the Columbia River. The practice of commercial gillnetting – in which massive nets extend up to 1,500 feet into the river – is so effective at ensnaring all types of fish, endangered or not, that critics have repeatedly, but unsuccessfully, sought to ban its use. These efforts are in addition to the offshore commercial harvests that happen when trawlers cruise the international waters off our region’s shores, hauling out salmon and other species by the ton every year. These salmon never make it back to their spawning grounds, nor, importantly, to the historic fishing areas where the region’s tribes have rights under U.S. treaties.Meanwhile, the same groups advocating for a return to the courtroom also do not acknowledge the critically important role our region’s clean, renewable hydro system plays in powering homes and businesses and funding salmon recovery efforts. In the heat dome that gripped the Northwest in 2021 and the massive cold snap that hit us in 2024, the hydropower generated by dams was the single largest source of electricity fueling the Northwest, based on data from the U.S. Energy Information Administration Hourly Grid Monitor. These are two extreme events that, because of a changing climate and an increase in electricity dependency, will stress our system even more in the future. Hydropower has long been the backbone of our region’s energy system, and it will be even more critical in the next decade, as electricity consumption is forecast to grow by more than 30%. While many understand that hydro powers our communities and our modern lives, few are aware that the system also funds one of the world’s largest fish and wildlife mitigation programs in the world. The region’s nonprofit electric utilities, which buy their power from the federal Bonneville Power Administration, have collectively paid more than $715 million annually from 2013 to 2023 to fund hatcheries, habitat improvements, predation management and other actions.The op-ed dismisses a 2020 plan for Columbia River operations as putting the needs of salmon last. But that plan, developed over a course of years under both Republican and Democratic administrations, helped deliver a banner year for salmon returns to the region in 2024, while also ensuring a strong hydropower supply that carried us through extreme weather events. This plan set out to balance of the needs in the basin – without breaching dams that coalition members use as a cornerstone for their advocacy.We live in a region where both salmon and hydropower production can and do co-exist. Failing to find a path forward that supports both is such a missed opportunity for everyone who calls the Northwest their home. We in Northwest public power stand ready to avoid a return to the courtroom and to sit down with litigants to do the hard work of collaborating on a solution. We remain hopeful that the coalition groups will join us. Share your opinion Submit your essay of 600-700 words on a highly topical issue or a theme of particular relevance to the Pacific Northwest, Oregon and the Portland area to commentary@oregonian.com. No attachments, please. Please include your email and phone number for verification. If you purchase a product or register for an account through a link on our site, we may receive compensation. By using this site, you consent to our User Agreement and agree that your clicks, interactions, and personal information may be collected, recorded, and/or stored by us and social media and other third-party partners in accordance with our Privacy Policy.

Meet the small business owners electrifying Maine’s rural coast

In Casco Bay’s remote waters, electric workboats and the aquaculture innovators who operate them are putting marine electrification to the test.

On a sunny, 85-degree day in August of 2025, some 9,300 oysters were loaded into ice-filled containers on southern Maine’s Casco Bay. The boat shuttling them from the warm, shallow waters of Recompense Cove to the marina two miles away hummed quietly. Notably missing: the roar of an engine and the smell of diesel.  Heron, the boat in question, is a 28-foot aluminum vessel that runs on two 100 percent electric outboards, the motors that hang off of small and medium-sized boats. It’s one of the first commercial workboats in the United States to use electric outboards. The vessel officially splashed into the waters of South Freeport, Maine, on July 17, 2025. The moment, though, had been years in the making. It required a coalition of industry-wide partners, a $500,000 U.S. Department of Energy (DOE) grant, and at least that much in matching funds from the operating businesses’ cost share agreement and philanthropic investments through the Rockland, Maine-based Island Institute, the Maine Technology Institute, and others. Altogether, the $1 million private-public investment covers Heron’s $425,000 sticker price and the costs to install two high-capacity shoreside chargers. A portion of these funds also supports data collection and research to assess the viability of electric technology in the greater aquaculture industry.  Willy Leathers is the director of farm operations and owner of Maine Ocean Farms, the mid-size aquaculture business that operates this particular boat. The 10-acre plot he and farm co-founder Eric Oransky tend to on Recompense Cove holds about 3 million oysters. The two farmers are among a growing group of small business owners on the cutting edge of marine innovation along rural and remote parts of Maine’s coast. They’ve been in operation together just shy of a decade, and have seen the aquaculture industry spring up around them in the coves and small islands that make up Casco Bay. Beyond the bay is the wide-open Gulf of Maine, which has been documented as one of the world’s fastest-warming bodies of water. Between 2004 and 2016, it warmed more quickly than 99 percent of the global ocean, a trend scientists attribute to climate change caused by humans burning fossil fuels.  For Leathers and Oransky, there’s a connection between electrifying operations and transitioning away from the fossil fuels that have impacted their home waters. But beyond reducing environmental impact, the farmers say there’s another motivator: being a good neighbor. One feature of replacing traditional gas and diesel-powered outboards is that the electric versions are quieter. “Our boats are our workplaces,” said Leathers. “We’re out there for eight hours a day, five days a week, so reducing noise and reducing on-site emissions is a goal of not only improving the workplace but also improving our potential impact on the environment around us, whether in an ecological sense or a community sense.” Staying in the community’s good graces is essential for a business that operates year-round in close quarters with at least a dozen other farms, as well as traditional fisheries and shorefront landowners.  By the winter, Leathers and his crew expect to load between 10,000 and 15,000 oysters onto Heron each day they harvest. When the temperatures drop, they’ll no longer need containers filled with ice to keep the oysters cool. What the farmers don’t know is how the technology in their new battery-powered boat will fare in these cold, salty conditions. Part of their mission, and the DOE grant agreement, is to find out. “There’s a great proving ground here, of saying if this technology is going to develop, this is a place where it’s going to be put through its paces,” Leathers said.  A tractor for the sea A few miles down the coast, Chad Strater cruised up the Cousins River in Yarmouth, Maine on his 26-foot, all-electric workboat. He was headed to the Sea Meadow Marine Foundation, a nonprofit waterfront facility he co-owns and is actively transforming into what he calls an “aquaculture innovation hub.”  Since its launch last fall, Strater has used his electric boat almost daily for the marine construction work he does with his own business, the Boat Yard, and with partner Shred Electric, a startup that replaces gas generators with batteries to power sea farm equipment. Both the Boat Yard and Shred Electric share space at the Sea Meadow Marine Foundation’s Yarmouth facility. Strater’s boat has one battery-powered outboard that can haul equipment to sea farms and other marine businesses within a 15 mile radius on Casco Bay. Nick Planson, Shred Electric’s CEO and Strater’s business partner, said the two were impressed by the boat’s performance during the winter. The switch to an electric outboard was born of necessity, Strater said. When using a gas-powered boat, he’d lose fuel from idling and maneuvering the boat around work sites. Now, Strater’s success with the electric boat doubles as a model for others in the marine industry, like sea farmers, who are curious about making a switch.  Maine Ocean Farms owner Willy Leathers (left) handles what he calls “product”: three year old oysters ready for market. Fellow farmer and co-founder Eric Oransky (right) prepares to sort the mesh bag cages where the oysters grow. Julia Tilton / The Daily Yonder “You need the right tools to do the job,” said Strater. “You can’t be out there farming potatoes in a tractor from 1982 and expect to be efficient. So developing tools that make sense for efficiency, for Maine sea farmers, is what we’re doing.” In this early stage of marine electrification, aquaculture operations, or sea farms, are a logical use case, said Lia Morris, the senior community development officer at the Island Institute’s Center for Marine Economy. That’s because farmers have known variables like range, location, capacity, and schedule that tend not to change. Morris is working with Willy Leathers and Maine Ocean Farms on data collection and analysis as they compare their new boat, Heron, to a control: their existing gas-powered workboat.  “It’s almost like writing the case studies,” said Morris. “It’s putting the qualitative and quantitative data on paper and presenting the solution so that people can see how they can replicate it. That’s part of our long game in terms of outboards and commercial adoption.” Still, there are significant hurdles when it comes to scaling up electrification in Maine’s aquaculture industry. Up front, electric boats are anywhere from 20 percent to 30 percent more expensive than gas-powered ones. Once they’re in the water, charging is difficult because Maine’s sea farms are spread across a vast and mostly rural area that is largely unequipped with the charging infrastructure this transition will require.  “It’s the chicken and the egg problem,” Leathers said. “What comes first? You put a charger in and there’s nobody to use it, or you have a bunch of boats waiting to charge, but then nobody wants to invest in the boats because there’s nowhere to charge them.” Uncharted waters Like Leathers’ boat Heron, Strater’s boat was funded in part by federal and philanthropic support, including grants from some of the same institutional partners like Island Institute and Maine Technology Institute. About half of the boat’s cost, which comes in around $100,000, was financed with private investment and loans from the Coastal Enterprises Inc., a community development financial institution that helps Maine’s small businesses access lending.  Strater said the boat’s relatively low cost, about a fourth of the price tag on a boat like Leathers’ Heron, is an important part of the pilot model, since many small business owners can’t foot a several hundred thousand dollar investment up front. He and Planson have worked with the Coastal Enterprises Inc. on a marine green loan program to set up additional financing options apart from federal and philanthropic grant structures. It’s part of Planson’s philosophy to “de-risk” electrification for farmers who want to try the new technology without financial strain. “We’re working towards having all of these solutions be affordable without grant funding,” said Planson.  Chad Strater has been using his electric workboat almost daily since it launched in the fall of 2024. Julia Tilton / The Daily Yonder For now, that’s an uphill climb. In Maine, it comes at a time when marine businesses are already struggling to overcome rising costs associated with working on a rapidly developing coastline. In the early 2000s, nonprofit and government entities in Maine identified a growing risk to the state’s “working waterfront,” a term used to describe the network of access points that marine industries, including the state’s $3.2 billion seafood sector, depend on to make a living. A 2006 report commissioned by the Island Institute found that of Maine’s 3,500 miles of coastline, only 20 miles were dedicated working waterfront space.  The National Oceanographic and Atmospheric Association listed climate change, sea level rise, and real estate development as ongoing threats to Maine’s working waterfront in a 2020 report. Of the state’s remaining 20 miles of working waterfront, NOAA wrote that just eight miles are dedicated for public use. The remaining 12 miles are privately owned and thus vulnerable to residential or commercial development.  Rebecca Rundquist is a board member of the Sea Meadow Marine Foundation, the nonprofit organization focused on protecting Maine’s working waterfront whose marina provides space for Strater and Planson’s electric boat. She said that development along the coast, and in a small town like Yarmouth, affects local food sources and the economy. She sees innovation as a way to “revitalize” communities and generate excitement around the working waterfront at a hyper-local scale. The Island Institute’s Lia Morris (left) is working with Willy Leathers (right) and his crew at Maine Ocean Farms to collect performance data on the electric boat Heron, pictured here charging from a low-capacity shoreside power supply at a slip in South Freeport, Maine. Julia Tilton / The Daily Yonder “Our message is we don’t have a one-size-fits-all. We’re here to show how you work with your community to identify the most important needs with these parcels,” said Runquist. In Yarmouth, the need revolves around aquaculture and electrification. Both Strater’s boat and Heron, the electric vessel operated by Maine Ocean Farms, will soon have access to a higher capacity level two charging station at the Sea Meadow Marine Foundation along the Cousins River. Once it’s installed, the boats will be able to get a full charge in a matter of hours as opposed to the overnight shift they plug in for now. The funding for the station comes from the Island Institute and the Island Institute and the DOE grant that helped build Heron.  While it’s a start, those involved on Casco Bay recognize there’s more progress to be made on charging infrastructure, particularly as businesses up the rural parts of the coast go electric. Island Institute is preparing to release a Shoreline Charging Infrastructure report later this year detailing specific challenges around grid readiness for marine electrification in Maine. “It will be a public resource that people can read and digest and ask questions,” Morris said. “Our goal and hope is really to elevate the conversation around electrification and electric propulsion.” Finding a charge For now, Strater keeps things simple. At the end of his workday, he docked the boat along the Cousins River and headed toward a Ford charger, the same one he uses to charge his all-electric Ford Lightning truck when it’s parked at the marina. The low-capacity level two charger is mounted on a wooden post a few yards from the shore. Strater grabbed a thick charging cable to run back down toward the water, and  a light blinked green on the charger as he plugged the cable into the all-electric outboard, hovering several feet out of the water. The boat would sit there, slowly charging, for the next eight hours.  A Ford charger provides low-capacity charging to the electric outboard on Chad Strater’s boat at the Sea Meadow Marine Foundation in Yarmouth, Maine. Strater can use the same charger to plug in his Ford Lightning electric truck when he’s at the marina. Julia Tilton / The Daily Yonder Usually, the down time isn’t a problem for Strater, who puts in eight-hour workdays on the boat and then leaves it overnight to charge. In the instance he does need a quick fill, he can tow the boat over land with his Ford Lightning to a Tesla fast charger off the nearby interstate. At the front edge of innovation, it’s this kind of creativity that makes Morris excited about the future of electric boat adoption in the region. “Mainers are scrappy and, you know — rural context — people figure out how to make things work,” Morris said. Reporting for this article was made possible by the Guerry Beam Memorial Reporting Grant award from the Institute for Journalism and Natural Resources. This story was originally published by Grist with the headline Meet the small business owners electrifying Maine’s rural coast on Sep 21, 2025.

California Gov. Gavin Newsom Extends Cap-And-Trade Program Aimed at Curbing Carbon Emissions

California Gov. Gavin Newsom has signed a bill extending the state's cap-and-trade program through 2045

SACRAMENTO, Calif. (AP) — California Gov. Gavin Newsom on Friday extended a signature state program aimed at reducing planet-warming emissions through 2045, a move Democrats cheered but Republicans warned would raise gas prices.The program known as cap and trade sets a declining limit on total greenhouse gas emissions in the state from major polluters. Companies must reduce their emissions, buy allowances from the state or other businesses, or fund projects aimed at offsetting their pollution. Money the state receives from the sales funds climate-change mitigation, affordable housing and transportation projects, as well as utility bill credits for Californians. It was set to expire after 2030. The law Newsom signed Friday at the Morrison Planetarium in San Francisco potentially boosts carbon-removal projects and requires the program to align with California's target of achieving so-called carbon neutrality by 2045. That means the state will remove as many carbon emissions as it releases. The law changes the name to “cap and invest” to emphasize that the money goes toward other programs.“We’re doubling down on our best tool to combat Trump’s assaults on clean air – Cap-and-Invest – by making polluters pay for projects that support our most impacted communities,” Newsom, a Democrat, said in a statement. Newsom also signed a law committing $1 billion in program revenue for the state’s long-delayed high-speed rail project, $800 million for an affordable housing program, $250 million for community air protection programs and $1 billion for the Legislature to decide on annually.He approved other measures aimed at advancing the state’s energy transition and lowering costs for Californians. They include laws to speed up permitting for oil production in Kern County, refill a fund that covers the cost of wildfire damage when utility equipment sparks a blaze and allow the state’s grid operator to partner with a regional group to manage power markets in western states. Newsom also signed a bill that would increase requirements for air monitoring in areas overburdened by pollution and codify a bureau within the Justice Department created in 2018 to protect communities from environmental injustices.California has some of the highest utility and gas prices in the country. Officials face increased pressure to stabilize the cost and supply of fuel amid the planned closures of two oil refineries that make up roughly 18% of the state’s refining capacity, according to energy regulators.Environmental justice advocates said the cap-and-trade extension doesn't go far enough to address air pollution impacting low-income Californians and communities of color more likely to live near major polluters. The program's “cap” applies to planet-warming emissions, not other pollutants impacting air quality. Cap and trade doesn't set emissions limits for individual facilities, meaning an industrial polluter could continue to emit the same amount of greenhouse gases over time so long as it has the right amount of credits or offsets.Other critics of the cap-and-trade extension are worried about it raising costs. The program has increased gas costs by about 26 cents per gallon, according to a February report from the Independent Emissions Market Advisory Committee, a group of experts that analyzes the program. It has played “a very small role” in increasing electricity prices because the state’s grid isn’t very carbon intensive, the report says.“I said it in June and I’ll say it again: legislative Democrats live in ‘Bizarro World,’" said Republican state Sen. Tony Strickland. “Their idea of tackling affordability is extending the Cap-and-Trade program, a hidden tax that drives up costs on everything from gas to groceries. That’s not climate leadership. I call it economic sabotage.”But Democratic Assemblymember Jacqui Irwin, who wrote the reauthorization bill, said it will help the state fight climate change because “the cost of inaction is immeasurable.” She referenced the devastating wildfire that ripped through Pacific Palisades in her district in January.Daniel Barad, the western states acting co-director for the Union of Concerned Scientists, said last week that the extension comes at a key time."The most important thing is it extends it to 2045, which was the most critical thing that the state could have done, especially in the face of federal rollbacks and attacks on California's authority to enforce our lifesaving regulations,” he said.Copyright 2025 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.Photos You Should See – Sept. 2025

Australia Targets at Least 62% Emissions Cut in the Next Decade

Australia has set a new target of reducing its greenhouse gas emissions by between 62% and 70% below 2005 levels by 2035

MELBOURNE, Australia (AP) — Australia on Thursday set a new target of reducing its greenhouse gas emissions by between 62% and 70% below 2005 levels by 2035.Prime Minister Anthony Albanese, leader of the center-left Labor Party, will take his government’s 2035 target to the U.N. General Assembly next week.Under the Paris climate agreement signed a decade ago, nations must increase their emissions reduction targets every five years.“This is a responsible target backed by the science, backed by a practical plan to get there and built on proven technology,” Albanese told reporters.“It’s the right target to protect our environment, to protect and advance our economy and jobs and to ensure that we act in our national interest and in the interest of this and future generations,” he added.Albanese said the target was consistent with the European Union considering for themselves a reduction target range of between 63% and 70% below 1990 levels.Matt Kean, chair of the Climate Change Authority that advises the government on climate policies, said Australia’s 2035 target demonstrated a “higher ambition than most other advanced economies.”Environmental groups had argued for a reduction target exceeding 70%.But business groups had warned cuts above 70% would risk billions of dollars in exports and send companies offshore.The conservative opposition Liberal Party, which has lost the last two federal elections, is considering abandoning its own commitment to net-zero by 2050, its only reduction target.Opposition leader Sussan Ley said the 2035 target was not credible because the government would fail to meet its 2030 target.“These targets cannot be met. They are fantasy: we know, Australians know, and they’re very disappointed in this prime minister,” Ley told reporters.The government maintains Australia is on track to narrowly achieve its 2030 target.Larissa Waters, a senator leading the environmentally-focused Australian Greens, said the government’s actual target was 62%, which she described as “appallingly low.”The government was not addressing Australia’s coal and liquefied natural gas exports, which were among the world’s largest of those fossil fuels, she said.“Labor have sold out to the coal and gas corporations with this utter failure of a climate target,” Waters told the Australian Broadcasting Corp.Australian Chamber of Commerce and Industry chief executive Andrew McKellar described the 2035 target as “ambitious.”“One of the biggest issues that industry faces at the moment is the costs that we incur in terms of energy. We’ve got to have a sustainable pathway forward. We’ve got to have energy security and we’ve got to have energy affordability as well,” McKellar said.Copyright 2025 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.Photos You Should See – Sept. 2025

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