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Paradise, California, is snatching up high-risk properties to create a defensive perimeter and prevent the town from burning again.

The 2018 Camp Fire was the deadliest wildfire in California’s history, wiping out 90% of the structures in the mountain town of Paradise and killing at least 85 people in a matter of hours. Investigations afterward found that Paradise’s town planners had ignored warnings of the fire risk to its residents and forgone common-sense preparations that would have saved lives. In the years since, the Camp Fire has consequently become a cautionary tale for similar communities in high-risk wildfire areas — places like Chinese Camp, a small historic landmark in the Sierra Nevada foothills that dramatically burned to the ground last week as part of the nearly 14,000-acre TCU September Lightning Complex.
More recently, Paradise has also become a model for how a town can rebuild wisely after a wildfire. At least some of that is due to the work of Dan Efseaff, the director of the Paradise Recreation and Park District, who has launched a program to identify and acquire some of the highest-risk, hardest-to-access properties in the Camp Fire burn scar. Though he has a limited total operating budget of around $5.5 million and relies heavily on the charity of local property owners (he’s currently in the process of applying for a $15 million grant with a $5 million match for the program) Efseaff has nevertheless managed to build the beginning of a defensible buffer of managed parkland around Paradise that could potentially buy the town time in the case of a future wildfire.
In order to better understand how communities can build back smarter after — or, ideally, before — a catastrophic fire, I spoke with Efseaff about his work in Paradise and how other communities might be able to replicate it. Our conversation has been lightly edited and condensed for clarity.
Do you live in Paradise? Were you there during the Camp Fire?
I actually live in Chico. We’ve lived here since the mid-‘90s, but I have a long connection to Paradise; I’ve worked for the district since 2017. I’m also a sea kayak instructor and during the Camp Fire, I was in South Carolina for a training. I was away from the phone until I got back at the end of the day and saw it blowing up with everything.
I have triplet daughters who were attending Butte College at the time, and they needed to be evacuated. There was a lot of uncertainty that day. But it gave me some perspective, because I couldn’t get back for two days. It gave me a chance to think, “Okay, what’s our response going to be?” Looking two days out, it was like: That would have been payroll, let’s get people together, and then let’s figure out what we’re going to do two weeks and two months from now.
It also got my mind thinking about what we would have done going backwards. If you’d had two weeks to prepare, you would have gotten your go-bag together, you’d have come up with your evacuation route — that type of thing. But when you run the movie backwards on what you would have done differently if you had two years or two decades, it would include prepping the landscape, making some safer community defensible space. That’s what got me started.
Was it your idea to buy up the high-risk properties in the burn scar?
I would say I adapted it. Everyone wants to say it was their idea, but I’ll tell you where it came from: Pre-fire, the thinking was that it would make sense for the town to have a perimeter trail from a recreation standpoint. But I was also trying to pitch it as a good idea from a fuel standpoint, so that if there was a wildfire, you could respond to it. Certainly, the idea took on a whole other dimension after the Camp Fire.
I’m a restoration ecologist, so I’ve done a lot of river floodplain work. There are a lot of analogies there. The trend has been to give nature a little bit more room: You’re not going to stop a flood, but you can minimize damage to human infrastructure. Putting levees too close to the river makes them more prone to failing and puts people at risk — but if you can set the levee back a little bit, it gives the flood waters room to go through. That’s why I thought we need a little bit of a buffer in Paradise and some protection around the community. We need a transition between an area that is going to burn, and that we can let burn, but not in a way that is catastrophic.
How hard has it been to find willing sellers? Do most people in the area want to rebuild — or need to because of their mortgages?
Ironically, the biggest challenge for us is finding adequate funding. A lot of the property we have so far has been donated to us. It’s probably upwards of — oh, let’s see, at least half a dozen properties have been donated, probably close to 200 acres at this point.
We are applying for some federal grants right now, and we’ll see how that goes. What’s evolved quite a bit on this in recent years, though, is that — because we’ve done some modeling — instead of thinking of the buffer as areas that are managed uniformly around the community, we’re much more strategic. These fire events are wind-driven, and there are only a couple of directions where the wind blows sufficiently long enough and powerful enough for the other conditions to fall into play. That’s not to say other events couldn’t happen, but we’re going after the most likely events that would cause catastrophic fires, and that would be from the Diablo winds, or north winds, that come through our area. That was what happened in the Camp Fire scenario, and another one our models caught what sure looked a lot like the [2024] Park Fire.
One thing that I want to make clear is that some people think, “Oh, this is a fire break. It’s devoid of vegetation.” No, what we’re talking about is a well-managed habitat. These are shaded fuel breaks. You maintain the big trees, you get rid of the ladder fuels, and you get rid of the dead wood that’s on the ground. We have good examples with our partners, like the Butte Fire Safe Council, on how this works, and it looks like it helped protect the community of Cohasset during the Park Fire. They did some work on some strips there, and the fire essentially dropped to the ground before it came to Paradise Lake. You didn’t have an aerial tanker dropping retardant, you didn’t have a $2-million-per-day fire crew out there doing work. It was modest work done early and in the right place that actually changed the behavior of the fire.
Tell me a little more about the modeling you’ve been doing.
We looked at fire pathways with a group called XyloPlan out of the Bay Area. The concept is that you simulate a series of ignitions with certain wind conditions, terrain, and vegetation. The model looked very much like a Camp Fire scenario; it followed the same pathway, going towards the community in a little gulch that channeled high winds. You need to interrupt that pathway — and that doesn’t necessarily mean creating an area devoid of vegetation, but if you have these areas where the fire behavior changes and drops down to the ground, then it slows the travel. I found this hard to believe, but in the modeling results, in a scenario like the Camp Fire, it could buy you up to eight hours. With modern California firefighting, you could empty out the community in a systematic way in that time. You could have a vigorous fire response. You could have aircraft potentially ready. It’s a game-changing situation, rather than the 30 minutes Paradise had when the Camp Fire started.
How does this work when you’re dealing with private property owners, though? How do you convince them to move or donate their land?
We’re a Park and Recreation District so we don’t have regulatory authority. We are just trying to run with a good idea with the properties that we have so far — those from willing donors mostly, but there have been a couple of sales. If we’re unable to get federal funding or state support, though, I ultimately think this idea will still have to be here — whether it’s five, 10, 15, or 50 years from now. We have to manage this area in a comprehensive way.
Private property rights are very important, and we don’t want to impinge on that. And yet, what a person does on their property has a huge impact on the 30,000 people who may be downwind of them. It’s an unusual situation: In a hurricane, if you have a hurricane-rated roof and your neighbor doesn’t, and theirs blows off, you feel sorry for your neighbor but it’s probably not going to harm your property much. In a wildfire, what your neighbor has done with the wood, or how they treat vegetation, has a significant impact on your home and whether your family is going to survive. It’s a fundamentally different kind of event than some of the other disasters we look at.
Do you have any advice for community leaders who might want to consider creating buffer zones or something similar to what you’re doing in Paradise?
Start today. You have to think about these things with some urgency, but they’re not something people think about until it happens. Paradise, for many decades, did not have a single escaped wildfire make it into the community. Then, overnight, the community is essentially wiped out. But in so many places, these events are foreseeable; we’re just not wired to think about them or prepare for them.
Buffers around communities make a lot of sense, even from a road network standpoint. Even from a trash pickup standpoint. You don’t think about this, but if your community is really strung out, making it a little more thoughtfully laid out also makes it more economically viable to provide services to people. Some things we look for now are long roads that don’t have any connections — that were one-way in and no way out. I don’t think [the traffic jams and deaths in] Paradise would have happened with what we know now, but I kind of think [authorities] did know better beforehand. It just wasn’t economically viable at the time; they didn’t think it was a big deal, but they built the roads anyway. We can be doing a lot of things smarter.
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If all the snow and ice over the past week has you fed up, you might consider moving to San Francisco, Los Angeles, Phoenix, Austin, or Atlanta. These five cities receive little to no measurable snow in a given year; subtropical Atlanta technically gets the most — maybe a couple of inches per winter, though often none. Even this weekend’s bomb cyclone, which dumped 7 inches across parts of northeastern Georgia, left the Atlanta suburbs with too little accumulation even to make a snowman.
San Francisco and the aforementioned Sun Belt cities are also the five pilot locations of the all-electric autonomous-vehicle company Waymo. That’s no coincidence. “There is no commercial [automated driving] service operating in winter conditions or freezing rain,” Steven Waslander, a University of Toronto robotics professor who leads WinTOR, a research program aimed at extending the seasonality of self-driving cars, told me. “We don’t have it completely solved.”
Snow and freezing rain, in particular, are among the most hazardous driving conditions, and 70% of the U.S. population lives in areas that experience such conditions in winter. But for the same reasons snow and ice are difficult for human drivers — reduced visibility, poor traction, and a greater need to react quickly and instinctively in anticipation of something like black ice or a fishtailing vehicle in an adjacent lane — they’re difficult for machines to manage, too.
The technology that enables self-driving cars to “see” the road and anticipate hazards ahead comes in three varieties. Tesla Autopilot uses cameras, which Tesla CEO Elon Musk has lauded for operating naturally, like a human driver’s eye — but they have the same limitations as a human eye when conditions deteriorate, too.
Lidar, used by Waymo and, soon, Rivian, deploys pulses of light that bounce off objects and return to sensors to create 3D images of the surrounding environment. Lidar struggles in snowy conditions because the sensors also absorb airborne particles, including moisture and flakes. (Not to mention, lidar is up to 32 times more expensive than Tesla’s comparatively simple, inexpensive cameras.) Radar, the third option, isn’t affected by darkness, snow, fog, or rain, using long radio wavelengths that essentially bend around water droplets in the air. But it also has the worst resolution of the bunch — it’s good at detecting cars, but not smaller objects, such as blown tire debris — and typically needs to be used alongside another sensor, like lidar, as it is on Waymo cars.
Driving in the snow is still “definitely out of the domain of the current robotaxis from Waymo or Baidu, and the long-haul trucks are not testing those conditions yet at all,” Waslander said. “But our research has shown that a lot of the winter conditions are reasonably manageable.”
To boot, Waymo is now testing its vehicles in Tokyo and London, with Denver, Colorado, set to become the first true “winter city” for the company. Waymo also has ambitions to expand into New York City, which received nearly 12 inches of snow last week during Winter Storm Fern.
But while scientists are still divided on whether climate change is increasing instances of polar vortices — which push extremely cold Arctic air down into the warmer, moister air over the U.S., resulting in heavy snowfall — we do know that as the planet warms, places that used to freeze solid all winter will go through freeze-thaw-refreeze cycles that make driving more dangerous. Freezing rain, which requires both warm and cold air to form, could also increase in frequency. Variability also means that autonomous vehicles will need to navigate these conditions even in presumed-mild climates such as Georgia.
Snow and ice throw a couple of wrenches at autonomous vehicles. Cars need to be taught how to brake or slow down on slush, soft snow, packed snow, melting snow, ice — every variation of winter road condition. Other drivers and pedestrians also behave differently in snow than in clear weather, which machine learning models must incorporate. The car itself will also behave differently, with traction changing at critical moments, such as when approaching an intersection or crosswalk.
Expanding the datasets (or “experience”) of autonomous vehicles will help solve the problem on the technological side. But reduced sensor accuracy remains a big concern — because you can only react to hazards you can identify in the first place. A crust of ice over a camera or lidar sensor can prevent the equipment from working properly, which is a scary thought when no one’s in the driver’s seat.
As Waslander alluded to, there are a few obvious coping mechanisms for robotaxi and autonomous vehicle makers: You can defrost, thaw, wipe, or apply a coating to a sensor to keep it clear. Or you can choose something altogether different.
Recently, a fourth kind of sensor has entered the market. At CES in January, the company Teradar demonstrated its Summit sensor, which operates in the terahertz band of the electromagnetic spectrum, a “Goldilocks” zone between the visible light used by cameras and the human eye and radar. “We have all the advantages of radar combined with all the advantages of lidar or camera,” Gunnar Juergens, the SVP of product at Teradar, told me. “It means we get into very high resolution, and we have a very high robustness against any weather influence.”
The company, which raised $150 million in a Series B funding round last year, says it is in talks with top U.S. and European automakers, with the goal of making it onto a 2028 model vehicle; Juergens also told me the company imagines possible applications in the defense, agriculture, and health-care spaces. Waslander hadn’t heard of Teradar before I told him about it, but called the technology a “super neat idea” that could prove to be a “really useful sensor” if it is indeed able to capture the advantages of both radar and lidar. “You could imagine replacing both with one unit,” he said.
Still, radar and lidar are well-established technologies with decades of development behind them, and “there’s a reason” automakers rely on them, Waslander told me. Using the terahertz band, “there’s got to be some trade-offs,” he speculated, such as lower measurement accuracy or higher absorption rates. In other words, while Teradar boasts the upsides of both radar and lidar, it may come with some of their downsides, too.
Another point in Teradar’s favor is that it doesn’t use a lens at all — there’s nothing to fog, freeze, or salt over. The sensor could help address a fundamental assumption of autonomy — as Juergen put it, “if you transfer responsibility from the human to a machine, it must be better than a human.” There are “very good solutions on the road,” he went on. “The question is, can they handle every weather or every use case? And the answer is no, they cannot.” Until sensors can demonstrate matching or exceeding human performance in snowy conditions — whether through a combination of lidar, cameras, and radar, or through a new technology such as Teradar’s Summit sensor — this will remain true.
If driving in winter weather can eventually be automated at scale, it could theoretically save thousands of lives. Until then, you might still consider using that empty parking lot nearby to brush up on your brake pumping.
Otherwise, there’s always Phoenix; I’ve heard it’s pleasant this time of year.
Current conditions: After a brief reprieve of temperatures hovering around freezing, the Northeast is bracing for a return to Arctic air and potential snow squalls at the end of the week • Cyclone Fytia’s death toll more than doubled to seven people in Madagascar as flooding continues • Temperatures in Mongolia are plunging below 0 degrees Fahrenheit for the rest of the workweek.
Secretary of the Interior Doug Burgum suggested the Supreme Court could step in to overturn the Trump administration’s unbroken string of losses in all five cases where offshore wind developers challenged its attempts to halt construction on turbines. “I believe President Trump wants to kill the wind industry in America,” Fox Business News host Stuart Varney asked during Burgum’s appearance on Tuesday morning. “How are you going to do that when the courts are blocking it?” Burgum dismissed the rulings by what he called “court judges” who “were all at the district level,” and said “there’s always the possibility to keep moving that up through the chain.” Burgum — who, as my colleague Robinson Meyer noted last month, has been thrust into an ideological crisis over Trump’s actions toward Greenland — went on to reiterate the claims made in a Department of Defense report in December that sought to justify the halt to all construction on offshore turbines on the grounds that their operation could “create radar interference that could represent a tremendous threat off our highly populated northeast coast.” The issue isn’t new. The Obama administration put together a task force in 2011 to examine the problem of “radar clutter” from wind turbines. The Department of Energy found that there were ways to mitigate the issue, and promoted the development of next-generation radar that could see past turbines.
The Trump administration, meanwhile, is facing accusations of violating the Constitution with its orders to keep coal-fired power stations operating past planned retirement. By mandating their coal plants stay open, two electrical cooperatives in Colorado said the Energy Department’s directive “constitutes both a physical taking and a regulatory taking” of property by the government without just compensation or due process, Utility Dive reported.
Back in December, the promise of a bipartisan deal on permitting reform seemed possible as the SPEED Act came up for a vote in the House. At the last minute, however, far-right Republicans and opponents of offshore wind leveraged their votes to win an amendment specifically allowing President Donald Trump to continue his attempts to kill off the projects to build turbines off the Eastern Seaboard. With key Democrats in the Senate telling Heatmap’s Jael Holzman that their support hinged on legislation that did the opposite of that, the SPEED Act stalled out. Now a new bipartisan bill aims to rectify what went wrong. The FREEDOM Act — an acronym for “Fighting for Reliable Energy and Ending Doubt for Open Markets” — would prevent a Republican administration from yanking permits from offshore wind or a Democratic one from going after already-licensed oil and gas projects, while setting new deadlines for agencies to speed up application reviews. I got an advanced copy of the bill Monday night, so you can read the full piece on it here on Heatmap.
One element I didn’t touch on in my story is what the legislation would do for geothermal. Next-generation geothermal giant Fervo Energy pulled off its breakthrough in using fracking technology to harness the Earth’s heat in more places than ever before just after the Biden administration completed work on its landmark clean energy bills. As a result, geothermal lost out on key policy boosts that, for example, the next-generation nuclear industry received. The FREEDOM Act would require the government to hold twice as many lease sales on federal lands for geothermal projects. It would also extend the regulatory shortcuts the oil and gas industry enjoys to geothermal companies.
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Take a look at the above chart. In the United States, new gas power plants are surging to meet soaring electricity demand. At last count, two thirds of projects currently underway haven’t publicly identified which manufacturer is making their gas turbines. With the backlog for turbines now stretching to the end of the decade, Siemens Energy wants to grow its share of booming demand. The German company, which already boasts the second-largest order book in the U.S. market, is investing $1 billion to produce more turbines and grid equipment. “The models need to be trained,” Christian Bruch, the chief executive of Siemens Energy, told The New York Times. “The electricity need is going to be there.”
While most of the spending is set to go through existing plants in Florida and North Carolina, Siemens Energy plans to build a new factory in Mississippi to produce electric switchgear, the equipment that manages power flows on the grid. It’s hardly alone. In September, Mitsubishi announced plans to double its manufacturing capacity for gas turbines over the next two years. After the announcement, the Japanese company’s share price surged. Until then, investors’ willingness to fund manufacturing expansions seemed limited. As Heatmap’s Matthew Zeitlin put it, “Wall Street has been happy to see developers get in line for whatever turbines can be made from the industry’s existing facilities. But what happens when the pressure to build doesn’t come from customers but from competitors?” Siemens just gave its answer.
At his annual budget address in Harrisburg, Pennsylvania Governor Josh Shapiro touted Amazon’s plans to invest $20 billion into building two data center campuses in his state. But he said it’s time for the state to become “selective about the projects that get built here.” To narrow the criteria, he said developers “must bring their own power generation online or fully fund new generation to meet their needs — without driving up costs for homeowners or businesses.” He insisted that data centers conserve more water. “I know Pennsylvanians have real concerns about these data centers and the impact they could have on our communities, our utility bills, and our environment,” he said, according to WHYY. “And so do I.” The Democrat, who is running for reelection, also called on utilities to find ways to slash electricity rates by 20%.
For the first time, every vehicle on Consumer Reports’ list of top picks for the year is a hybrid (or available as one) or an electric vehicle. The magazine cautioned that its endorsement extended to every version of the winning vehicles in each category. “For example, our pick of the Honda Civic means we think the gas-only Civic, the hybrid, and the sporty Si are all excellent. But for some models, we emphasize the version that we think will work best for most people.” But the publication said “the hybrid option is often quieter and more refined at speed, and its improved fuel efficiency usually saves you money in the long term.”
Elon Musk wants to put data centers in space. In an application to the Federal Communications Commission, SpaceX laid out plans to launch a constellation of a million solar-powered data centers to ease the strain the artificial intelligence boom is placing on the Earth’s grids. Each data center, according to E&E News, would be 31 miles long and operate more than 310 miles above the planet’s surface. “By harnessing the Sun’s abundant, clean energy in orbit — cutting emissions, minimizing land disruption, and reducing the overall environmental costs of grid expansion — SpaceX’s proposed system will enable sustainable AI advancement,” the company said in the filing.
Rob digs deep on critical minerals with Full Tilt Strategies’ Nathaniel Horadam.
President Trump announced on Monday that the U.S. would create a domestic stockpile of critical minerals for civilian use — essentially a Strategic Petroleum Reserve, but for lithium, copper, rare earths, and other rocks central to electronics and decarbonization.
It’s one of many experimental and unusual steps that the administration has taken to boost U.S. mineral production over the past 13 months. But are any of those plans working? What could improve — and what does any of this mean for clean energy?
On this week’s Shift Key, we talk to someone who saw these policies up close. From 2023 to 2025, Nathaniel Horadam worked on electric vehicle and mineral policy at the Department of Energy’s Loan Programs Office, eventually overseeing the office’s critical mineral portfolio last year. The office is the department’s in-house bank (it’s since been rechristened the Energy Dominance Financing Office) and it runs some of the federal government’s most ambitious industrial policy.
Horadam is now founder and president of Full Tilt Strategies, LLC, and he writes about mineral issues for his Tailings substack. He joins us to discuss what’s working, what’s not working, and what needs to improve. Shift Key is hosted by Robinson Meyer, the founding executive editor of Heatmap, and Jesse Jenkins, a professor of energy systems engineering at Princeton University. Jesse is off this week.
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Here is an excerpt from our conversation:
Nathaniel Horadam: My like third cardinal rule here: Losing money is okay. At the end of the day, you’re providing an insurance policy —
Robinson Meyer: The government losing money is okay.
Horadam: Yeah. I mean, at the end of the day, one of my biggest observational complaints with the way the Trump administration’s approaching a lot of these deals right now is they’re being structured to not lose money.
Even if they’re taking risk, you’re taking equity stakes, and you’re looking to collateralize enough stuff. It’s a private equity mindset. It’s not necessarily setting up projects to succeed in the long term, and mechanisms to succeed in the long term. And the same thing — I mean, the Export-Import Bank, I applaud them for getting creative here and trying to find ways to extend its existing authorities as much as possible. But Ex-Im has a pretty strict loss cap that has traditionally constrained the amount of risk it can take. And between that and the fact that they were able to pull in outside investors to do this means it’s being structured to make a profit.
That may run against the goals of actually trying to provide the shock absorbers that you need for actual critical materials. I hope it doesn’t end up steering deal flow toward things that are more lucrative to try and keep this in the green and meet investor expectations. Certainly the encouraging bit that I saw in the Bloomberg story is that they are letting the industrial end users dictate what they stockpile. But at the end of the day, it’s still controlled by an administration that’s getting a lot of pressure to fix various markets for different materials, and it may be inclined to intervene in places that are a little bit outta scope. Let’s put it that way.
Mentioned:
Final 2025 List of Critical Minerals
Reuters: US moves away from critical mineral price floors
“What exactly are ‘Critical Minerals’?,” by Nathaniel Horadam
The Secure Minerals Act, by Senators Todd Young and Jeanne Shaheen
The Pentagon’s Rare Earths Deal Is Making Former Biden Officials Jealous
This episode of Shift Key is sponsored by ...
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Music for Shift Key is by Adam Kromelow.