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Forecasters expect a busy 2025 hurricane season – a storm scientist explains why and what meteorologists are watching

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Last Updated on July 11, 2025 by Daily News Staff

hurricane season

Hurricane from space. Elements of this image were furnished by NASA. High quality photo

Colin Zarzycki, Penn State

U.S. forecasters with the National Oceanic and Atmospheric Administration are expecting an above-normal 2025 Atlantic hurricane season, with 13 to 19 named storms, and 6 to 10 of those becoming hurricanes.

But, how do they know what’s likely to happen months in the future?

I’m an atmospheric scientist who studies extreme weather. Let’s take a look at what Atlantic hurricane forecasts are based on and why those forecasts can shift during the season, which runs from June 1 to Nov. 30.

What goes into a seasonal forecast

Think of the preseason hurricane forecast as the 30,000-foot view: It can’t predict if or when a storm will hit a particular location, but it can offer insight into how many storms are likely to form throughout the entire Atlantic, and how active the season overall might be.

These outlooks rely heavily on two large-scale climate factors.

The first is the sea surface temperature in areas where tropical cyclones tend to form and grow. Hurricanes draw their energy from warm ocean water. So when the Atlantic is unusually warm, as it has been in recent years, it provides more fuel for storms to form and intensify.

A map of the Gulf, Caribbean and North Atlantic shows sea surface temperatures above 79 in much of the region. The Caribbean is warmer, and the Atlantic gets cooler farther from shore.
Once water temperatures are 79 degrees Fahrenheit (26 degrees Celsius), hurricanes can form. Most of the Gulf was above that by late May 2025.
NOAA/NESDIS

The second key ingredient that meteorologists have their eye on is the El Niño–Southern Oscillation, which forecasters refer to as ENSO. ENSO is a climate cycle that shifts every few years between three main phases: El Niño, La Niña, and a neutral space that lives somewhere in between.

During El Niño, winds over the Atlantic high up in the troposphere – roughly 25,000 to 40,000 feet – strengthen and can disrupt storms and hurricanes. La Niña, on the other hand, tends to reduce these winds, making it easier for storms to form and grow. When you look over the historical hurricane record, La Niña years have tended to be busier than their El Niño counterparts, as we saw from 2020 through 2023.

We’re in the neutral phase as the 2025 hurricane season begins, and probably will be for at least a few more months. That means upper-level winds aren’t particularly hostile to hurricanes, but they’re not exactly rolling out the red carpet either.

At the same time, sea surface temperatures are running warmer than the 30-year average, but not quite at the record-breaking levels seen in some recent seasons.

Taken together, these conditions point to a moderately above-average hurricane season.

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It’s important to emphasize that these factors merely load the dice, tilting the odds toward more or fewer storms, but not guaranteeing an outcome. A host of other variables influence whether a storm actually forms, how strong it becomes, and whether it ever threatens land.

The smaller influences forecasters can’t see yet

Once hurricane season is underway, forecasters start paying close attention to shorter-term influences.

These subseasonal factors evolve quickly enough that they don’t shape the entire season. However, they can noticeably raise or lower the chances for storms developing in the coming two to four weeks.

One factor is dust lofted from the Sahara Desert by strong winds and carried from east to west across the Atlantic.

These dust plumes tend to suppress hurricanes by drying out the atmosphere and reducing sunlight that reaches the ocean surface. Dust outbreaks are next-to-impossible to predict months in advance, but satellite observations of growing plumes can give forecasters a heads-up a couple weeks before the dust reaches the primary hurricane development region off the coast of Africa.

A dust plume in 2020.
Dust blowing in from the Sahara Desert can tamp down hurricane activities by shading the ocean over the main development region for hurricanes and drying out the atmosphere, just off the African coast. This plume spread over 2,000 miles in June 2020.
NASA

Another key ingredient that doesn’t go into seasonal forecasts but becomes important during the season are African easterly waves. These “waves” are clusters of thunderstorms that roll off the West African coast, tracking from east to west across the ocean. Most major storms in the Atlantic basin, especially in the peak months of August and September, can trace their origins back to one of these waves.

Forecasters monitor strong waves as they begin their westward journey across the Atlantic, knowing they can provide some insight about potential risks to U.S. interests one to two weeks in advance.

Also in this subseasonal mix is the Madden–Julian Oscillation. The MJO is a wave-like pulse of atmospheric activity that moves slowly around the tropics every 30 to 60 days. When the MJO is active over the Atlantic, it enhances the formation of thunderstorms associated with hurricanes. In its suppressed phase, storm activity tends to die down. The MJO doesn’t guarantee storms – or a lack of them – but it turns up or down the odds. Its phase and position can be tracked two or three weeks in advance.

Lastly, forecasters will talk about the Loop Current, a deep river of warm water that flows from the Caribbean into the Gulf of Mexico.

When storms pass over the Loop Current or its warm eddies, they can rapidly intensify because they are drawing energy from not just the warm surface water but from warm water that’s tens of meters deep. The Loop Current has helped power several historic Gulf storms, including Hurricanes Katrina in 2005 and Ida in 2021.

A map of water temperature showing very warm water in a loop into the Gulf
The Loop Current stretched well into the Gulf in May 2022. The scale, in meters, shows the maximum depth at which temperatures were 78 F (26 C) or greater.
Nick Shay/University of Miami, CC BY-ND

But the Loop Current is always shifting. Its strength and location in early summer may look very different by late August or September.

Combined, these subseasonal signals help forecasters fine-tune their outlooks as the season unfolds.

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Where hurricanes form shifts over the months

Where storms are most likely to form and make landfall also changes as the pages of the calendar turn.

In early summer, the Gulf of Mexico warms up faster than the open Atlantic, making it a notable hotspot for early-season tropical storm development, especially in June and July. The Texas coast, Louisiana, and the Florida Panhandle often face a higher early-season risk than locations along the Eastern seaboard.

Maps of storm activity by month
These are generally the busiest areas during each month of hurricane season, but that doesn’t mean hurricanes won’t make landfall elsewhere.
NOAA

By August and September, the season reaches its peak. This is when those waves moving off the coast of Africa become a primary source of storm activity. These long-track storms are sometimes called “Cape Verde hurricanes” because they originate near the Cape Verde Islands off the African coast. While many stay over open water, others can gather steam and track toward the Caribbean, Florida or the Carolinas.

Later in the hurricane season, storms are more likely to form in the western Atlantic or Caribbean, where waters are still warm and upper-level winds remain favorable. These late-season systems have a higher probability of following atypical paths, as Sandy did in 2012 when it struck the New York City region and Milton did in 2024 before making landfall in Florida.

At the end of the day, the safest way to think about hurricane season is this: If you live along the coast, don’t let your guard down. Areas susceptible to hurricanes are never totally immune from hurricanes, and it only takes one to make it a dangerous – and unforgettable – season.

Colin Zarzycki, Associate Professor of Meteorology and Climate Dynamics, Penn State

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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Daily News

Major Construction Begins on Metro’s East San Fernando Valley Light Rail Line

LA Metro has moved the East San Fernando Valley Light Rail Transit Project into major construction. The 6.7-mile Van Nuys Boulevard line will add 11 stations, connect with the G Line and regional rail services, and is now targeted for completion in early 2032.

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After years of utility relocation and planning, LA Metro is moving into major construction on a new rail line along Van Nuys Boulevard. The milestone also comes with a revised early-2032 completion target.

Major construction is beginning on LA Metro’s 6.7-mile East San Fernando Valley light-rail line, which is targeted for completion in early 2032.
AI rendering depicting East San Fernando Valley LRT construction in the center of Van Nuys Boulevard. By: Daily News Staff

LA Metro has officially marked the beginning of major construction on the East San Fernando Valley Light Rail Transit Project, moving one of the region’s most important rail projects from preparatory work into full-scale construction.

Metro held a groundbreaking ceremony on October 19, 2026, for the 6.7-mile line, which will run along Van Nuys Boulevard from the G Line busway north to San Fernando Road in Pacoima. The project will add 11 light-rail stations serving Van Nuys, Panorama City, Arleta and Pacoima.

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This was not the project’s first groundbreaking. Metro held an earlier ceremony in December 2022 when crews began relocating utility infrastructure. The new milestone is more consequential for riders: the major-construction phase covers the guideway, stations, traction-power substations, rail systems and a maintenance and storage facility.

From utility work to a new rail corridor

The project has spent several years in utility relocation, property acquisition, design and other early work. Metro’s current construction timeline shows major work continuing from 2026 through 2032, with phased traffic changes and K-rail installations expected along Van Nuys Boulevard.

When completed, trains are expected to operate every seven to 10 minutes during peak periods. The line will connect directly with the G Line and provide access to the Van Nuys Metrolink and Amtrak station. It is also expected to become an important transfer point for the future Sepulveda Transit Corridor and a planned Metrolink station in Pacoima.

The corridor already has a substantial transit market. Metro reported that bus Lines 233 and 761, which serve Van Nuys Boulevard, recorded nearly 20,000 boardings in September 2026. The agency also says approximately 19 percent of households in the project area lack access to a car, compared with about 8 percent countywide.

Those figures help explain why this project matters beyond its construction footprint. It is intended to give residents in some of the Valley’s most transit-dependent communities more reliable access to jobs, schools, healthcare and the wider regional transit network.

The opening target has moved to 2032

Metro’s current project page lists an estimated completion date of early 2032. That is later than the 2031 opening forecast the agency publicized when it celebrated an $893-million federal grant in September 2024. Earlier plans were more optimistic still: when utility work began in 2022, Metro said the first segment could open between 2028 and 2030.

The project’s financial scale has also grown clearer. In May 2026, the Metro Board established a life-of-project budget of approximately $3.999 billion and authorized the next phase of its progressive design-build contract with San Fernando Transit Constructors, a joint venture of Skanska and Stacy and Witbeck.

That authorization increased the construction contract’s value to roughly $2.431 billion. Funding for the larger project combines federal, state and local sources, including revenue from Los Angeles County’s Measure M transportation sales tax.

Rail returns to Van Nuys Boulevard

The East San Fernando Valley line will restore passenger rail to Van Nuys Boulevard for the first time since Pacific Electric ended streetcar service there in 1952. It will also become the first major new Metro rail project in the San Fernando Valley since the subway reached North Hollywood in 2000.

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The historical parallel is significant. Van Nuys Boulevard once developed around electric railway service before the region shifted heavily toward automobiles and buses. Metro is now rebuilding rail in the same broad corridor, but as part of a modern network designed to connect local riders with bus rapid transit, regional rail and future high-capacity projects.

The current project ends in Pacoima. Metro continues to study a separate 2.5-mile northern extension that would reach the Sylmar/San Fernando Metrolink station. That extension is not included in the segment now entering major construction.

For riders, the October groundbreaking does not mean trains are imminent. Several years of disruptive and technically complex work remain, and the schedule has already moved beyond earlier forecasts. Still, it represents a tangible transition: the East San Fernando Valley line is no longer primarily a planning exercise or utility-relocation program. Metro has begun building the infrastructure that will carry trains.

That makes this a major step in Los Angeles County’s long effort to restore frequent rail transit to communities that lost it generations ago—and another chapter in The Long Track Back.

Primary sources

This article is part of The Long Track Back, STM Daily News’ continuing coverage of how Los Angeles is rebuilding and expanding a passenger-rail network after decades of automobile-centered grow

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City

Santa Monica Pier Sign Heads to Las Vegas for Historic Restoration

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For generations, the Santa Monica Pier sign has marked the start of a day at the beach. Now, the familiar blue neon landmark is preparing for a journey of its own.

Santa Monica Pier sign is heading to Las Vegas for restoration during bridge replacement. Find out why it’s leaving and when it will return.
A harbor entrance sign of in Santa Monica Pier California

Santa Monica scheduled removal of the 1941 sign for October 20–22, with shipment to Las Vegas anticipated October 26. The timetable is subject to change, according to the city’s October 19 announcement.

The temporary removal accompanies replacement of the aging bridge connecting Ocean Avenue to the pier. It also creates an opportunity to preserve the historic sign.

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YESCO will restore it at its Las Vegas facility. The company’s experience includes work on the “Welcome to Fabulous Las Vegas” sign.

Crews will repair neon tubing, treat rust, repaint components and address structural needs while retaining historic features. The sign will remain in secure storage during bridge construction.

Once the project is finished, it will return above the new bridge at a slightly greater height for visibility and vehicle clearance. The city’s latest announcement targets project completion by 2028, ahead of the Los Angeles Olympics and Paralympics.

Meanwhile, visitors can photograph a lighted, half-scale replica near Pier Burger.

For anyone who associates that glowing arch with Southern California memories, its absence will be noticeable. The restoration is intended to ensure future generations can make memories beneath it, too.

Source: City of Santa Monica — October 19, 2026 announcement

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Automotive

Slate Truck Gets Real: First Experience Center Opens Ahead of Planned Deliveries

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

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Slate Auto’s new Chicago location gives prospective buyers a permanent place to see the minimalist electric pickup, explore customization options and learn about demo opportunities—but it is not yet proof that customer deliveries have begun.

CHICAGO — October 20, 2026 — The Slate Truck is moving out of computer renderings and temporary roadshow stops and into a permanent retail setting. Slate Auto opened its first Experience Center on October 15 at 1053 W. Grand Avenue in Chicago, giving consumers a year-round location to get an up-close look at the company’s highly anticipated electric pickup.

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

The Near West Side facility occupies a former Tesla location and includes showroom, retail and garage space, along with electric-vehicle charging infrastructure. For Slate, the opening represents an important step in turning strong online interest into a more tangible buying experience as the startup works toward launching its first vehicle.

Visitors can examine the truck’s compact dimensions, deliberately simple cabin and accessory-driven design in person. The center also showcases Slate’s personalization strategy, including exterior wraps, add-on accessories and digital design tools intended to let owners configure the truck around their needs.

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Slate has also promoted demonstration opportunities connected with the location, although availability may be limited or appointment-based as the company continues to prepare its fleet. Early media access included passenger rides rather than unrestricted customer test drives, so prospective visitors should confirm current availability before making a special trip.

Why the Chicago opening matters

Until now, most consumers have encountered the Slate Truck through online reservations, media coverage or temporary appearances. A permanent showroom gives buyers a chance to judge details that are difficult to evaluate on a screen, including seating position, bed access, cabin materials and the overall size of the vehicle.

That is especially important for a product built around an unconventional value proposition. Slate is promoting a basic two-seat, two-door electric truck with manual crank windows and no factory-installed infotainment screen or stereo. The company’s strategy is to keep the starting price low and let buyers add features later through accessories and conversion kits.

The physical location also gives Slate a place to explain that approach directly. Rather than presenting the truck as an unfinished vehicle, the company can demonstrate how its modular accessories, wraps and planned SUV-style conversion components are meant to expand the vehicle’s usefulness over time.

Chicago is a logical first market for that effort. The city offers access to a large Midwestern customer base and is within the broader region of Slate’s planned manufacturing operation in Warsaw, Indiana. Reusing a former Tesla store also gives the startup a space already suited to displaying and servicing electric vehicles.

The roadshow continues beyond Chicago

The Experience Center is opening as Slate expands its public demonstration schedule. The company’s events calendar lists a Boston-area demo ride event from October 21 through October 25 at The Shops at Chestnut Hill, followed by an appearance at RADwood in Alameda, California, on October 24 and a New Jersey demo ride event in Freehold from October 28 through October 31.

Slate also lists future stops in Washington, D.C., Raleigh, Atlanta, Miami and Orlando. Together, the permanent Chicago center and the traveling events suggest the company is moving into a broader customer-education phase ahead of planned deliveries.

What has—and has not—changed

The showroom opening does not change Slate’s headline pricing or range claims. The truck is still advertised with a base price of $24,950 before taxes, registration and destination charges. With the currently listed $1,450 destination fee, the entry price would be approximately $26,400 before other costs or optional equipment.

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Slate also continues to advertise an estimated range of up to 205 miles. That figure remains an estimate rather than a final EPA-certified rating.

Most importantly, Slate has not publicly confirmed that regular customer production has started or that the first retail deliveries have occurred. Limited deliveries have been reported as possible before the end of December 2026, while many reservation holders may receive later delivery windows in 2027. The Chicago opening is therefore a commercialization milestone, not a manufacturing milestone.

For customers and industry observers, the next major signals will be the start of production at the Warsaw factory, final specifications and EPA range ratings, and confirmed handoffs to paying buyers.

The bottom line

Slate Auto now has a permanent place where consumers can see and evaluate its unusually simple electric truck. That makes the product feel more real and gives the company a platform to explain a customization-heavy business model that may be unfamiliar to traditional truck buyers.

Still, the biggest questions remain unanswered. Opening a showroom demonstrates progress in marketing and customer engagement; producing vehicles at scale, holding the promised price and delivering a 205-mile truck to reservation holders will determine whether Slate can convert enthusiasm into a viable automotive business.

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Category: Consumer Corner / Automotive

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