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Southern California braces for hottest weather so far this year

A significant heat wave is building over large parts of the western United States.

A dangerous heat wave is developing across California and the Desert Southwest as a large area of heat-trapping high pressure builds and expands into this weekend. Officials are urging people to protect against the dangers of extreme heat as temperatures in many locations are expected to soar past 100 degrees, in some places as much as 15 to 20 degrees above what’s typical for this time of year.

How bad is heat risk near you?

Excessive-heat warnings are in effect Wednesday through Friday across much of Southern California into far southern Nevada and southwest Arizona, while less severe heat advisories cover portions of central and Northern California into far southwest Oregon. The National Weather Service is forecasting “multiple days of widespread highs into the triple digits and maximum temperatures up to around 115-120F in the typically hottest desert locations.”

Los Angeles will probably see its longest, hottest stretch of the year thus far. In Southern California, only areas right along the coast will escape the intense heat, because of the cooling influence of the Pacific Ocean. Other hot spots will include Phoenix, Las Vegas and Death Valley, with highs in the upper 90s to low 100s expected to span much of interior California all the way north into southwest Oregon.

Some calendar-day records are possible in California, Nevada and Arizona, but the best chance of record heat is in western Oregon and portions of Washington state later this week. In Oregon, the cities of Portland, Salem, Eugene and Medford could all come close to or surpass their calendar-day records as highs reach the low 100s.

The September heat wave comes after much of the western United States had its hottest summer on record . The heat should gradually ease this weekend as the expansive high-pressure heat dome slowly drifts east.

Heat building in Southern California

The heat begins to build Tuesday in Southern California’s valleys, with afternoon highs generally between 95 and 105 degrees. Even hotter highs of 105 to 109 are expected Tuesday in the western San Fernando Valley, where an excessive-heat warning is already in effect for locations including Northridge, Woodland Hills, Van Nuys and Chatsworth.

Thursday looks to be the hottest day of the heat wave, with highs of 100 to 110 degrees across much of Southern California. “Kiln-like” temperatures near 113 are possible in the western San Fernando Valley, the Weather Service in Los Angeles said . Daytime highs in Los Angeles are forecast in the mid-90s to near 100 Wednesday through Friday and perhaps into Saturday, or about 15 degrees above average.

In Death Valley, one of the hottest places on Earth and getting hotter , highs of 115 to 118 are forecast for Tuesday through Saturday.

Officials are reminding people to never leave anyone alone in a closed car; drink plenty of water; use air conditioners and stay in the shade; and wear loose-fitting, light-colored clothing. “The homeless, elderly, children, and those with health issues are at the highest risk for heat illness,” the Weather Service in Los Angeles said .

Very warm nighttime lows will provide only limited relief, with many interior areas dipping only into the 70s and some spots failing to fall below 80 degrees.

The heat, combined with very low humidity and areas of gusty winds, will lead to “an extended period of elevated to brief critical fire weather conditions across the valleys, foothills, mountains, deserts, and southwest Santa Barbara county,” the Weather Service said .

In Las Vegas and Phoenix, the heat goes on

After enduring their hottest summer on record, there’s no letup in the heat for Phoenix and Las Vegas. Both cities are looking at highs well into the 100s this week, with daytime highs and nighttime lows about 5 to 10 degrees above average.

Phoenix is forecast to reach 108 to 114 degrees Tuesday through Saturday, with nighttime lows in the mid-80s to near 90. Those temperatures could push the Phoenix area to the highest levels of the Weather Service’s HeatRisk forecast, which rates the heat’s danger to human health. During the same period, Las Vegas is expecting highs near or above 105 degrees and lows in the low to mid-80s.

“Temperatures of these magnitudes in early September will cause HeatRisk levels to increase into the major to locally extreme category, meaning that most of the general population is under the risk of heat-related illnesses if the proper heat precautions are not taken,” the Weather Service in Phoenix said .

Phoenix is now on its longest streak of days reaching at least 100 degrees , while Las Vegas set summer records for the number of days that the high temperature exceeded 100, 105, 110 and 115 degrees, and the number of nights that the low temperature stayed above 90 and 80 degrees. Las Vegas recorded an all-time high of 120 degrees on July 7.

Still warm next week

The high-pressure heat dome is forecast to subside by next week, reducing the threat for dangerously extreme heat. But temperatures are still expected to be significantly warmer than average across much of the western United States, according to the latest forecast from the Weather Service’s Climate Prediction Center.

More on extreme heat

Use our tracker to see your city’s extreme heat risk .

How to stay safe: It’s better to prepare for extreme heat before you’re in it. Here’s our guide to bracing for a heat wave , tips for staying cool even if you don’t have air conditioning , and what to know about animal safety during extreme heat . Traveling during a heat wave isn’t ideal, but here’s what to do if you are .

Understanding the science: Sprawling zones of high pressure called heat domes fuel heat waves. Here’s how they work . You can also read more about the link between weather disasters and climate change , and take a look at what extreme heat does to the human body .

• Nation & World

The story of the great Lego spill

On a miserable, drizzly day in late June, Hayley Hardstaff, a marine biologist, took a walk along Portwrinkle Beach in Cornwall, England, and discovered a dragon. It was a Lego piece — black, plastic and missing its upper jaw.

Hardstaff, who grew up in Cornwall, had a long history of finding Lego pieces. As a child there, she collected them from the beach, puzzled about why so many children were forgetting their toys.

By the time she went walking last June, she knew much more, and quickly recognized the scaly head and neck poking out of the sand, “its entire dragonhood on display.”

Hardstaff had found yet another tiny artifact of one of history’s oddest maritime mishaps.

In 1997, nearly 5 million Lego pieces — including 33,427 black dragons — were packed in a shipping container when a rogue wave hit the Tokio Express, a cargo ship hauling the toys and other goods. The ship, which had been traveling to New York from Rotterdam, the Netherlands, nearly capsized, and it lost all 62 of its shipping containers — an event known as the Great Lego Spill.

In a whimsical twist, many of the pieces were nautically themed. It was arguably the single largest toy-related environmental disaster that we know of, experts say, and people are still finding pieces 27 years later.

The event and its aftermath are documented on social media on the Lego Lost at Sea Facebook page, where Hardstaff learned the history. “I’d seen some people had found these dragons,” she said. “Otherwise, I would have had no idea.”

Lego Lost at Sea, which also has accounts on X and Instagram, is run by Tracey Williams, who started documenting Lego finds after she moved to Cornwall around 2010.

“The very first time I went to the beach, I found a bit of Lego from the spill, and I thought that was quite astonishing,” she said.

Williams knew the story of the Great Lego Spill. Years ago, during visits to her parents’ home in Devon, she regularly took her children beachcombing. They looked for shells, sea glass and interesting pebbles. Then, in 1997, Lego pieces started washing up.

“We knew it’s from a cargo spill, but I didn’t know much more about it,” she said, adding that her children would fill up small plastic buckets with their beach treasures.

“I hadn’t really forgotten about the Lego story,” she said, “but it was when I came here to Cornwall and saw it washing up again and I just thought that’s astonishing, you know, that 13 years later and this Lego was still appearing.”

Her find sparked an idea: creating a community to trace who else had found Lego bricks, which pieces they had found and where. She created a Facebook page, and the BBC reported on it, leading to a flood of submissions.

People found tiny, colorful octopuses, dragons, life rafts, scuba flippers, scuba tanks, sea grass and more, and they enthusiastically reported their finds to the page. “At last,” read a blurb from a recent find, “after years of searching I find my very first piece of lego, lost at sea.” The endeavor became a widely followed project and lead to a book titled “Adrift: The Curious Tale of the Lego Lost at Sea.”

Over the years, Williams has kept a record of the found pieces, including rare green dragons (only 514 were in the container) and black octopuses (4,200) that have become prized finds for beachcombers. She’s mapped where the toys have turned up — on the English coast, in Wales, France, Belgium, Ireland and the Netherlands. But it’s possible pieces have drifted all over the world by now.

For Curtis Ebbesmeyer, there’s no doubt about it. Ebbesmeyer is an oceanographer known for tracking the Friendly Floatees Spill in 1992, in which thousands of rubber ducks and other bath toys washed into the Pacific Ocean. He said ocean currents were “like the world’s greatest subway line.”

“They take anything, anywhere,” he said.

After the Cornwall spill, Ebbesmeyer reached out to Lego to ask what had been on the ship. The company sent him an inventory, along with a sampling of the kinds of pieces that had been in the container. He promptly tested them in his bathtub for buoyancy and found that half of the pieces floated.

That difference could account for the missing Lego pieces that fell off the Tokio Express in 1997 and have yet to surface. Williams said she regularly spoke to fishermen who discovered the pieces as they trawled the bottom of the ocean. A Lego shark, one of 51,800 that were in the container, was caught in a fisherman’s net 20 miles off the Cornish coast in late July. It’s the first of the sharks to see daylight in 27 years.

“Only another 51,799 to find,” Williams wrote on the Lego Lost at Sea account.

Andrew Turner, a professor of marine and environmental biogeochemistry at the University of Plymouth in England, said the Great Lego Spill was an interesting case study because of the public’s knowledge about it. Often, container spills aren’t made public unless there’s something hazardous or toxic inside. It’s also the “tip of the iceberg” when it comes to plastic pollution in the ocean, he said.

“There’s so much plastic on the bottom of the ocean that we just don’t know anything about, and how much is there, and when and if it’s going to wash up,” Turner said.

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The container mishap created an expected public relations challenge for the company that makes the toys. Calling the Great Lego Spill “an unfortunate accident,” a spokesperson for the Lego Group said the company didn’t “ever want Lego bricks to end up in the sea.”

“We are serious about our role in helping to look after the planet,” the spokesperson said. “We have an ambitious sustainability strategy that aims to leave a positive impact for future generations.”

Christopher M. Reddy, a senior scientist at the Woods Hole Oceanographic Institution, said that scientists were still forming an understanding of how plastic affects the ocean and marine life. The plastic pieces — which can be mistaken for food by wildlife, or even become small enough to enter the body through the gills — are harmful, but Reddy said the most worrying threat to the ocean was the increasing carbon dioxide in the atmosphere that’s fueling climate change.

Rob Arnold, an artist in Cornwall, creates work from plastics he has recovered from the English coast. He is looking to reduce marine plastic pollution and spread awareness about it. Armed with garbage bags and sheer grit, he goes out on long, sometimes arduous walks. He climbs over rocks to reach hidden coves where trash piles up, collecting water bottles, plastic teeth, bottle caps and, yes, Lego pieces.

He is a reluctant artist. Arnold said he “would much prefer that material wasn’t there, and I was making art out of something nice.”

He has created an hourglass filled with plastic pellets, called nurdles; a Stonehenge built out of lighters; and a piece with nearly 1,000 Lego flippers, or scuba fins, arranged neatly in rows.

For some, caring for the ocean and the surrounding environment can go hand in hand with a love of the hunt for Lego bricks. Williams, the Lego Lost at Sea founder, has long been part of a beach-cleanup network.

Hardstaff, the marine biologist, said she was always on the lookout for plastic and other trash to clean up at her local beach. But the Lego black dragon, she said, “I was happy to keep instead of throw away.” Its nearly 30-year journey ended on her bedside table.

Arnold said the Great Lego Spill captured people’s attention and raised awareness about plastic pollution.

“Hoping we’re going to find some Lego,” Arnold said, makes beach cleans “a bit more fun.”

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Saddling up on the high seas - the cyclists powering 50-mph yachts

Sitting on a bike and pedalling is something Simon van Velthooven has done for countless kilometres and hours during his cycling career. He has done it well, winning Olympic, World and Commonwealth medals on the track.

He still pedals a bike for a living, but the New Zealander's life as a 'cyclor' on a sailing boat in the America's Cup is now very different.

"You're just getting shaken around, holding on while you're turning some cranks that are veering a lot," Van Velthooven tells BBC Sport.

"It's RPM [revolutions per minute], power, watts, cadence, shaking, high turbulence, getting punch-drunk by whacking your head on the walls and trying to look at your numbers on your screen, and listening to all the comms of the sailors and what they're doing and trying to anticipate your energy levels coming up to the next manoeuvre."

Van Velthooven is among the wave of cycling experts that have crossed over to the world of sailing before the 37th edition of the America's Cup - the oldest international sailing competition in the world - this autumn in Barcelona.

Traditionally everything above the waterline on the 75ft-long boats - the sails, mast and winches - was powered by grinders, sailors who used their arms to turn cranks.

Yet technological rule changes for this year's competition have reduced crew sizes from 11 people to eight, but with the proviso that any body part can now be used to create power.

As legs can typically produce more power than arms, cyclors have been brought in and static pedalling systems installed on the boats. Teams estimate they have since seen a 25-30% gain in watts produced per athlete by using the lower part of their body rather than upper.

Cyclors are not entirely new. They were also used during in the 2017 staging of the America's Cup in Bermuda by Emirates Team New Zealand, which is how 35-year-old Van Velthooven was initially recruited to sailing from cycling.

The Kiwis were outliers during that competition as the only crew to try the technology, although it was to great effect as they won the Cup. They retained the title in 2021 when rules required a return to grinders.

This time around the cyclor technology is being used by all six competing teams.

This year's America's Cup boats - known as AC75s - are "designed to fly" across the water on a foiling monohull, racing at speeds of up to 50 knots (58mph).

For athletes with no experience of sailing, seasickness is an obvious first hurdle they need to overcome before they can become a cyclor.

Two athletes were unwell during trials with New York Yacht Club American Magic and were dropped.

"They've got to be able to perform in somewhat high-G [force] situations when the boat's getting spun around," says Terry Hutchinson, president of sailing operations at American Magic.

"Then they've got to be able to perform day in, day out in the sun and heat of Barcelona. It takes quite a unique athlete to achieve that."

Cyclors are not built the same as the professional cyclists at the Tour de France or Olympics. For cyclists, body weight and watts per kilogram are key to how they perform.

However, cyclors do not need to pull themselves up a mountain or around a track. They simply need to produce as big a wattage as possible when the boat needs it.

"There are some unique things we are looking for in this particular sport," says Ben Day, head performance coach of the American Magic team.

"When we're talking about Tour de France cyclists, we're maybe looking at someone who is 60kg up to 75-80kg. All of our guys are running 90kg and above.

"It's a bit of a unique skillset. We have guys who are super strong and we're just looking for absolute power."

Former cyclist Ashton Lambie, like Van Veltooven, has swapped over to sailing purely for his credentials on a bike.

Lambie is a former individual pursuit world champion. In 2021, he became the first rider in history to break the four-minute barrier for a 4km-long effort round the track.

He joined the American Magic team after a trial and his body shape has changed considerably over the last two years since.

"Even by cycling standards I was a fairly big guy, I am moderately well known for having big legs and they've gotten bigger since I've come here," Lambie says.

"During my racing career I was probably between 70 and 74kg, and now I've gained over 10kg. Most of it is muscle, and I've also gained watts. It's been a really big change."

Lambie, 33, says the only similarity to cycling is that the cyclors are pedalling in the same motion as on a regular bike.

"The pedalling feels very different and the overall sensations of moving on the water, either laterally or vertically, is wildly different from any kind of cycling," Lambie says.

"When you go through a corner on the track the banking pulls you in and the G-force pushes down on you - that's a very natural feeling when you lean into the corner.

"But on a boat it's like you're upright and somebody just whips the boat around so you're getting slammed, it's a purely lateral load.

"It looks quite static and stable when you're watching it on TV but the boat really moves a lot.

"We do a lot of stability work and mobility work in the gym and that definitely translates over to the boat when you're getting jostled around a lot and you still need to be able to pedal.

"The times when the boat's a little unstable, you're getting thrown around the most, that's when it's most important to pedal. Being able to put out power even when you're not in an optimal pedalling position is huge."

The races take place across head-to-head events that are split into two parts.

The first part - the Louis Vuitton Cup - determines which of five challengers will face this year's defending champion Emirates Team New Zealand in the second, the America's Cup itself.

Races take approximately 25 minutes and this year start in August and end in October.

Endurance is the key metric for cyclors, who need to be able to consistently produce a high wattage during the races themselves and maintain their form across 10 weeks.

"We just want a huge reliable engine for the three months that we're going to be racing," Van Velthooven says.

"Big days are big days and easy days are still big days because they still need heaps of power. It's relentless."

The UK's Ineos Britannia team, led by Sir Ben Ainslie, might not have recruited professional cyclists to their crew like some of their rivals but they have the next best thing - an affiliation with the Ineos Grenadiers cycling team, formerly Team Sky and winner of seven Tours de France.

Matt Gotrel is part of Ineos Britannia's crew. This year will be his second America's Cup, but his first as a cyclor rather than grinder. A former Olympic gold medal-winning rower, having been part of Great Britain's eight at Rio 2016, Gotrel has found it a "big challenge" to train a different muscle group, even if recreationally he considered himself a cyclist already.

"As rowers, we had an upside-down pyramid [body shape] before, but it's flipped around now," Gotrel says.

As grinders, his crew would aim to produce 400 watts of power over 20 minutes. As cyclors they are now "well north of that".

Training for the past two years has predominantly taken place on the road or in the gym, rather than on water. Volume blocks can consist of four to six-hour-long rides, three times a week, interspersed with high-intensity intervals on a static bike and weight training.

Gotrel, from Cheltenham, Gloucestershire, compares powering the boats in a race to a cycling time trial, but with repeated sprint efforts throughout.

"You want to have a really good aerobic base where you can sit at as high a power as possible without producing too much lactate, and then you have your big spikes and need to be able to recover from those," he says.

The connection to Ineos' cycling team has been a "massive" resource for Gotrel and his fellow cyclors, enabling them to share training and nutritional insight on a training camp in Spain together.

"I had a chat with [sprinter Elia] Viviani about some sprinting technique, and then there are Filippo Ganna and Dan Bigham who have been really good on some of the strategy and fuelling things and what they did to push on the hour record," says Gotrel

Hutchinson says the America's Cup is a "design competition as much as a sailing competition" and development of the boats has been a process lasting more than two and a half years.

Part of the challenge has been incorporating the concept of a bike into a boat.

Most teams have chosen to position the cyclors upright, as they would be on a regular bike - even if the 'bike' consists of just a seat, seatpost and crank.

"We started it by scanning a standard bike and putting that in a boat and seeing what position you'd need to put the cyclors in," says David Adcock, Ineos Britannia’s lead mechanic.

"Some of the ideas we came up with at the start looked really strange from a cycling perspective - head down pretty much touching your feet - but we kind of went away from that and have gone back to a standard bike position that was best for getting power out."

In order to maximise the aerodynamics, the cyclors are below deck. They don't have much to look at beyond a screen showing their data.

"Trying to get someone who's 6ft 3in to fit has been quite challenging," says Adcock. "We've got handlebars that we can move up and down to get them packaged in properly."

By contrast, the American Magic team have chosen to put the cyclors in the recumbent position, lying almost flat on their backs.

"It's the America's Cup and so it takes clever thinking to be successful. I would look to Team New Zealand's success in 2017 - they were the outlier then and they won the regatta," Hutchinson says.

"We're not afraid to be different, we understand the power requirements of the boat."

Adcock describes the AC75 as like an "F1 car on water" and the links between the America's Cup and Formula 1 are easy to find.

Ineos Britannia share their UK base with the Mercedes team - where Ineos is also a sponsor. Adcock previously spent 22 years working for Mercedes before moving across in 2022.

American Magic have also spent time with the Williams team to see how they work.

Each boat can produce more than 3,000 data points within half a second and send them to engineers onshore for analysis in real time.

"The steering wheels look more like an F1 wheel with the functions on the wheel and how the boat's programmed to automatically shift mode. That side of it is very similar," says Hutchinson.

"If you're good at Call of Duty [video game] you're probably really good at sailing an AC75 because it's a similar controller."

The technological advancements in the sport have taken the America's Cup far away from the experience of most traditional sailors. The return of cyclors for this year's race has moved that dial even further.

"It's hard for the average sailor to relate to what we're doing," admits Hutchinson, who has been part of five America's Cups.

"They look at the boat and there are a lot of traditionalists out there who say 'this actually isn't racing'.

"But I bet you and I couldn't hop into an F1 car and understand how to turn the thing on. We understand the concept of the car, we know we can drive a car, but we probably can't drive one of those cars. I equate it to that.

"The America's Cup is a unique competition, it's always been at the tip of the sphere of the sport."

The crossover of cycling into sailing might seem incongruous, but at the heart of the two sports is a very similar culture, Day believes.

That shared ground has made blending the two so successful.

"There seems to be a correlation between sailors who love toys and boats and cyclists who love bikes and toys," says Day. "We all have this sense of freedom of getting out into nature with the wind in our hair.

“Whether it's on a boat or on a bike, it seems to be something we can enjoy together.”

Previously on Insight

Fury, hope and changing gear with a sword - Ukraine's Paris preparations

Paralysed by an ex-boyfriend, Otto rises as Paralympian

How a Facebook advert changed a life and the look of a sport

East meets west London - the mentor who changed Chelsea

East v West - Germany's drug-fuelled Cold War for medals

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