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Think of all the stuff you use electricity for that you didn't 20 or 25 years ago — all those devices, maybe even your car — and yet electricity use has barely budged this century. In 2000, the country used about 4 million gigawatt-hours of electricity, according to the International Energy Agency; in 2022, it used about 4.5 million GWh, a growth rate of about 0.5%.
In some ways, the purpose of current U.S. climate policy is to reverse this trend. Only about a fifth of all energy produced in the United States is electrical. Removing carbon emissions from transportation, heating and industry will require first converting all of those industries from running on combusted hydrocarbons to running on electricity — while at the same time, of course, working to make electricity generation carbon-free.
All that is to say, we’re definitely going to be using more electricity. Today, if you ask any utility, electricity market organization, or anyone working on energy generation and transmission, they’ll tell you we’re in for an era of load growth.
“For a long period of time, we could balance out additional demand with efficiency improvements,” Xan Fishman, energy policy director at the Bipartisan Policy Center, told me. “Recent forecast are showing we’re going to need a lot more electricity.”
When GridStrategies LLC looked at documents grid planners filed with federal regulators, it found that their aggregate five-year load growth forecasts had gone up from 2.6% in 2022 to 4.7% last year, while their forecast for peak demand, i.e. the maximum amount grids plan on having to be able to provide, had shot up by 18 GW. That’s the equivalent of about 35 gas-fired power plants running on full blast.
In New England, for example, ISO-NE is forecasting 2.4% annual growth over the next 10 years, while its winter peak demand will grow by 3% per year thanks largely to electrifying transportation and heating; that, in turn, is largely thanks to aggressive decarbonization mandates in the region’s constituent states.
Not all of the demand growth we’re currently seeing comes from electrifying our existing energy consumption. New sources of demand are popping up all over the grid — which, especially where they’re generated by new industrial uses, shows how the Biden administration’s combined climate and industrial policy raises the bar for itself. As a result of domestic content requirements for tax subsidies and explicit subsidies for certain kinds of non-energy manufacturing (namely semiconductors), manufacturing construction has shot up in the past few years. And these new plants require huge amounts of electricity.
When PJM Interconnection, the 13-state East Coast and Midwest electricity market, was making its load forecast, it specifically called out Intel’s CHIPS Act-funded facility under construction outside Columbus, Ohio; the electrification of New Jersey ports funded by the Inflation Reduction Act; and planned data centers in Maryland and Virginia as notable examples of increased load generation. For AEP, the utility serving Columbus, the forecast peak summer load in 2030 has gone from about 23.5 GW to 26 GW, compared to around 21 GW in 2023. Dominion, the utility serving Virginia and the booming Loudon County datacenter complex, forecast annual load growth of around 5% over the next decade.
To get a sense of how tremendous that is, when the energy system researchers with Princeton University’s REPEAT project wanted to project how much electricity consumption would have to increase annually to reach net zero by 2050, it turned out to be “only” 2.4%. Virginia is planning load growth at twice that rate just to feed electrons to its data centers.
“When you’re talking about a data center or a three-shift, seven-day-a-week manufacturing process, that’s far less manageable” than, say, electric cars, David Porter, vice president of electrification and sustainable energy strategy at the Electric Power Research Institute, told me. EVs can be powered at specific times based on demand for electricity across the grid, or by a distributed energy resource like residential solar and batteries. To power energy-hungry manufacturing processes, though, requires the kind of consistency that only fossil fuels and nuclear (or naturally limited renewables like hydropower) have historically been able to provide.
There’s no better example of the tension between electrification and emission reductions than in Georgia, where the state’s main utility Georgia Power has said that its estimates for load growth between 2023 and 2031 had jumped up from less than 400 megawatts to 6,600, a 17-times increase. The utility attributed this forecasting hike to “rapid economic expansion and an unprecedented increase in the demand for energy to the state,” including electric vehicle and battery manufacturing facilities, which the Biden administration has done so much to boost demand for and encourage their construction in the United States.
The utility also said that to serve this load growth, it would have to add new renewable resources, acquire power from other utilities and generators, and build new gas power plants, which immediately raised the ire and suspicion of green groups. The Sierra Club described the request as “shocking.”
But proponents of climate action shouldn’t necessarily despair at this new load, Fishman told me. “It’s really easy to decarbonize if you stop building stuff,” he said. “But [Americans] would likely keep buying stuff, and that stuff would be built elsewhere, quite likely with greater emissions intensity.”
In other words, “a resurgence of American manufacturing might lead to more U.S. emissions than in a scenario where we aren’t increasing our manufacturing base,” Fishman told me, but it’s “highly likely to reduce global emissions.” That’s because even now, U.S. electricity is cleaner than electricity in, for example, China, which is still heavily reliant on coal. (According to the IEA, 63% of China's electricity comes from coal burning, compared to 20% in the United States.)
Data centers, meanwhile, are expected to account for 6% of total electricity demand in the U.S. by 2026, according to the IEA, up from about 4% in 2022. And the AI ones will eat up even more: A ChatGPT query is about nine times as energy intensive as a Google search, according to the IEA. If generative artificial intelligence grows at anywhere near the rate that its proponents expect, it will lead to hefty increases in electricity demand, both from manufacturing the chips needed to power the systems and the electricity to power them. One example is Silicon Valley Power, a utility serving, well, Silicon Valley, which forecast load to double by 2035, “primarily” due to data centers’ demand for electricity.
But there may be some reason for skepticism about these load growth projections from data centers, Jon Koomey, a veteran information technology and energy researcher, told me. The particularly energy intensive large language models may not win out as a business, which would slow the growth in data center electricity demand, he said. And even if data centers continue to grow, they could also get far more efficient in how they use electricity — and might just end up using less than what they ask for from utilities.
“You don’t want to get caught short,” Koomey said, explaining why requests for power will be biased on the high end. “There’s an incentive for everyone to request more.”
But still, it’s no surprise that the companies at the heart of the data center boom — Google, Microsoft, and OpenAI — have shown an interest in finding ways to match that constant electricity demand with non-carbon-emitting power. Their facilities need to be powered 24/7, which existing renewable sources largely struggle to provide. (It’s neither windy nor sunny 100% of the time.) This has led to a flurry of investment and dealmaking by these companies to develop and procure “clean firm” resources. Google has a deal with Fervo, the enhanced geothermal startup, to purchase power generated by its operation in Nevada, while Microsoft signed an agreement with Constellation to purchase nuclear-generated electricity for its Virginia data centers to complement its existing renewable power. Silicon Valley Power also said in its planning documents that it’s looking to acquire more geothermal resources. And OpenAI’s Sam Altman has invested in a fusion company.
“If we want to grow our manufacturing base we need the energy to make that work, we need to get that energy to those new manufacturing plants,” Fishman said. “It would be bad if we had a bunch of companies who said, ‘We want to build a factory,’ and can’t because they don’t get enough electricity.”
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Give the people what they want — big, family-friendly EVs.
The star of this year’s Los Angeles Auto Show was the Hyundai Ioniq 9, a rounded-off colossus of an EV that puts Hyundai’s signature EV styling on a three-row SUV cavernous enough to carry seven.
I was reminded of two years ago, when Hyundai stole the L.A. show with a different EV: The reveal of Ioniq 6, its “streamliner” aerodynamic sedan that looked like nothing else on the market. By comparison, Ioniq 9 is a little more banal. It’s a crucial vehicle that will occupy the large end of Hyundai's excellent and growing lineup of electric cars, and one that may sell in impressive numbers to large families that want to go electric. Even with all the sleek touches, though, it’s not quite interesting. But it is big, and at this moment in electric vehicles, big is what’s in.
The L.A. show is one the major events on the yearly circuit of car shows, where the car companies traditionally reveal new models for the media and show off their whole lineups of vehicles for the public. Given that California is the EV capital of America, carmakers like to talk up their electric models here.
Hyundai’s brand partner, Kia, debuted a GT performance version of its EV9, adding more horsepower and flashy racing touches to a giant family SUV. Jeep reminded everyone of its upcoming forays into full-size and premium electric SUVs in the form of the Recon and the Wagoneer S. VW trumpeted the ID.Buzz, the long-promised electrified take on the classic VW Microbus that has finally gone on sale in America. The VW is the quirkiest of the lot, but it’s a design we’ve known about since 2017, when the concept version was revealed.
Boring isn’t the worst thing in the world. It can be a sign of a maturing industry. At auto shows of old, long before this current EV revolution, car companies would bring exotic, sci-fi concept cars to dial up the intrigue compared to the bread-and-butter, conservatively styled vehicles that actually made them gobs of money. During the early EV years, electrics were the shiny thing to show off at the car show. Now, something of the old dynamic has come to the electric sector.
Acura and Chrysler brought wild concepts to Los Angeles that were meant to signify the direction of their EVs to come. But most of the EVs in production looked far more familiar. Beyond the new hulking models from Hyundai and Kia, much of what’s on offer includes long-standing models, but in EV (Chevy Equinox and Blazer) or plug-in hybrid (Jeep Grand Cherokee and Wrangler) configurations. One of the most “interesting” EVs on the show floor was the Cybertruck, which sat quietly in a barely-staffed display of Tesla vehicles. (Elon Musk reveals his projects at separate Tesla events, a strategy more carmakers have begun to steal as a way to avoid sharing the spotlight at a car show.)
The other reason boring isn’t bad: It’s what the people want. The majority of drivers don’t buy an exotic, fun vehicle. They buy a handsome, spacious car they can afford. That last part, of course, is where the problem kicks in.
We don’t yet know the price of the Ioniq 9, but it’s likely to be in the neighborhood of Kia’s three-row electric, the EV9, which starts in the mid-$50,000s and can rise steeply from there. Stellantis’ forthcoming push into the EV market will start with not only pricey premium Jeep SUVs, but also some fun, though relatively expensive, vehicles like the heralded Ramcharger extended-range EV truck and the Dodge Charger Daytona, an attempt to apply machismo-oozing, alpha-male muscle-car marketing to an electric vehicle.
You can see the rationale. It costs a lot to build a battery big enough to power a big EV, so they’re going to be priced higher. Helpfully for the car brands, Americans have proven they will pay a premium for size and power. That’s not to say we’re entering an era of nothing but bloated EV battleships. Models such as the overpowered electric Dodge Charger and Kia EV9 GT will reveal the appetite for performance EVs. Smaller models like the revived Chevy Bolt and Kia’s EV3, already on sale overseas, are coming to America, tax credit or not.
The question for the legacy car companies is where to go from here. It takes years to bring a vehicle from idea to production, so the models on offer today were conceived in a time when big federal support for EVs was in place to buoy the industry through its transition. Now, though, the automakers have some clear uncertainty about what to say.
Chevy, having revealed new electrics like the Equinox EV elsewhere, did not hold a media conference at the L.A. show. Ford, which is having a hellacious time losing money on its EVs, used its time to talk up combustion vehicles including a new version of the palatial Expedition, one of the oversized gas-guzzlers that defined the first SUV craze of the 1990s.
If it’s true that the death of federal subsidies will send EV sales into a slump, we may see messaging from Detroit and elsewhere that feels decidedly retro, with very profitable combustion front-and-center and the all-electric future suddenly less of a talking point. Whatever happens at the federal level, EVs aren’t going away. But as they become a core part of the car business, they are going to get less exciting.
Current conditions: Parts of southwest France that were freezing last week are now experiencing record high temperatures • Forecasters are monitoring a storm system that could become Australia’s first named tropical cyclone of this season • The Colorado Rockies could get several feet of snow today and tomorrow.
This year’s Atlantic hurricane season caused an estimated $500 billion in damage and economic losses, according to AccuWeather. “For perspective, this would equate to nearly 2% of the nation’s gross domestic product,” said AccuWeather Chief Meteorologist Jon Porter. The figure accounts for long-term economic impacts including job losses, medical costs, drops in tourism, and recovery expenses. “The combination of extremely warm water temperatures, a shift toward a La Niña pattern and favorable conditions for development created the perfect storm for what AccuWeather experts called ‘a supercharged hurricane season,’” said AccuWeather lead hurricane expert Alex DaSilva. “This was an exceptionally powerful and destructive year for hurricanes in America, despite an unusual and historic lull during the climatological peak of the season.”
AccuWeather
This year’s hurricane season produced 18 named storms and 11 hurricanes. Five hurricanes made landfall, two of which were major storms. According to NOAA, an “average” season produces 14 named storms, seven hurricanes, and three major hurricanes. The season comes to an end on November 30.
California Gov. Gavin Newsom announced yesterday that if President-elect Donald Trump scraps the $7,500 EV tax credit, California will consider reviving its Clean Vehicle Rebate Program. The CVRP ran from 2010 to 2023 and helped fund nearly 600,000 EV purchases by offering rebates that started at $5,000 and increased to $7,500. But the program as it is now would exclude Tesla’s vehicles, because it is aimed at encouraging market competition, and Tesla already has a large share of the California market. Tesla CEO Elon Musk, who has cozied up to Trump, called California’s potential exclusion of Tesla “insane,” though he has said he’s okay with Trump nixing the federal subsidies. Newsom would need to go through the State Legislature to revive the program.
President-elect Donald Trump said yesterday he would impose steep new tariffs on all goods imported from China, Canada, and Mexico on day one of his presidency in a bid to stop “drugs” and “illegal aliens” from entering the United States. Specifically, Trump threatened Canada and Mexico each with a 25% tariff, and China with a 10% hike on existing levies. Such moves against three key U.S. trade partners would have major ramifications across many sectors, including the auto industry. Many car companies import vehicles and parts from plants in Mexico. The Canadian government responded with a statement reminding everyone that “Canada is essential to U.S. domestic energy supply, and last year 60% of U.S. crude oil imports originated in Canada.” Tariffs would be paid by U.S. companies buying the imported goods, and those costs would likely trickle down to consumers.
Amazon workers across the world plan to begin striking and protesting on Black Friday “to demand justice, fairness, and accountability” from the online retail giant. The protests are organized by the UNI Global Union’s Make Amazon Pay Campaign, which calls for better working conditions for employees and a commitment to “real environmental sustainability.” Workers in more than 20 countries including the U.S. are expected to join the protests, which will continue through Cyber Monday. Amazon’s carbon emissions last year totalled 68.8 million metric tons. That’s about 3% below 2022 levels, but more than 30% above 2019 levels.
Researchers from MIT have developed an AI tool called the “Earth Intelligence Engine” that can simulate realistic satellite images to show people what an area would look like if flooded by extreme weather. “Visualizing the potential impacts of a hurricane on people’s homes before it hits can help residents prepare and decide whether to evacuate,” wrote Jennifer Chu at MIT News. The team found that AI alone tended to “hallucinate,” generating images of flooding in areas that aren’t actually susceptible to a deluge. But when combined with a science-backed flood model, the tool became more accurate. “One of the biggest challenges is encouraging people to evacuate when they are at risk,” said MIT’s Björn Lütjens, who led the research. “Maybe this could be another visualization to help increase that readiness.” The tool is still in development and is available online. Here is an image it generated of flooding in Texas:
Maxar Open Data Program via Gupta et al., CVPR Workshop Proceedings. Lütjens et al., IEEE TGRS
A new installation at the Centre Pompidou in Paris lets visitors listen to the sounds of endangered and extinct animals – along with the voice of the artist behind the piece, the one and only Björk.
How Hurricane Helene is still putting the Southeast at risk.
Less than two months after Hurricane Helene cut a historically devastating course up into the southeastern U.S. from Florida’s Big Bend, drenching a wide swath of states with 20 trillion gallons of rainfall in just five days, experts are warning of another potential threat. The National Interagency Fire Center’s forecast of fire-risk conditions for the coming months has the footprint of Helene highlighted in red, with the heightened concern stretching into the new year.
While the flip from intense precipitation to wildfire warnings might seem strange, experts say it speaks to the weather whiplash we’re now seeing regularly. “What we expect from climate change is this layering of weather extremes creating really dangerous situations,” Robert Scheller, a professor of forestry and environmental resources at North Carolina State University, explained to me.
Scheuller said North Carolina had been experiencing drought conditions early in the year, followed by intense rain leading up to Helene’s landfall. Then it went dry again — according to the U.S. Drought Monitor, much of the state was back to some level of drought condition as of mid-November. The NIFC forecast report says the same is true for much of the region, including Florida, despite its having been hit by Hurricane Milton soon after Helene.
That dryness is a particular concern due to the amount of debris left in Helene’s wake — another major risk factor for fire. The storm’s winds, which reached more than 100 miles per hour in some areas, wreaked havoc on millions of acres of forested land. In North Carolina alone, the state’s Forest Service estimates over 820,000 acres of timberland were damaged.
“When you have a catastrophic storm like [Helene], all of the stuff that was standing upright — your trees — they might be snapped off or blown over,” fire ecologist David Godwin told me. “All of a sudden, that material is now on the forest floor, and so you have a really tremendous rearrangement of the fuels and the vegetation within ecosystems that can change the dynamics of how fire behaves in those sites.”
Godwin is the director of the Southern Fire Exchange for the University of Florida, a program that connects wildland firefighters, prescribed burners, and natural resources managers across the Southeast with fire science and tools. He says the Southeast sees frequent, unplanned fires, but that active ecosystem management helps keep the fires that do spark from becoming conflagrations. But an increase like this in fallen or dead vegetation — what Godwin refers to as fire “fuel” — can take this risk to the next level, particularly as it dries out.
Godwin offered an example from another storm, 2018’s Hurricane Michael, which rapidly intensified before making landfall in Northern Florida and continuing inland, similar to Hurricane Helene. In its aftermath, there was a 10-fold increase in the amount of fuel on the ground, with 72 million tons of timber damaged in Florida. Three years later, the Bertha Swamp Road Fire filled the storm’s Florida footprint with flames, which consumed more than 30,000 acres filled with dried out forest fuel. One Florida official called the wildfire the “ghost” of Michael, nodding to the overlap of the impacted areas and speaking to the environmental threat the storm posed even years later.
Not only does this fuel increase the risk of fire, it changes the character of the fires that do ignite, Godwin said. Given ample ground fuel, flame lengths can grow longer, allowing them to burn higher into the canopy. That’s why people setting prescribed fires will take steps like raking leaf piles, which helps keep the fire intensity low.
These fires can also produce more smoke, Godwin said, which can mix with the mountainous fog in the region to deadly effect. According to the NIFC, mountainous areas incurred the most damage from Helene, not only due to downed vegetation, but also because of “washed out roads and trails” and “slope destabilization” from the winds and rain. If there is a fire in these areas, all these factors will also make it more challenging for firefighters to address it, the report adds.
In addition to the natural debris fire experts worry about, Helene caused extensive damage to the built environment, wrecking homes, businesses, and other infrastructure. Try imagining four-and-a-half football fields stacked 10 feet tall with debris — that’s what officials have removed so far just in Asheville, North Carolina. In Florida’s Treasure Island, there were piles 50 feet high of assorted scrap materials. Officials have warned that some common household items, such as the lithium-ion batteries used in e-bikes and electric vehicles, can be particularly flammable after exposure to floodwaters. They are also advising against burning debris as a means of managing it due to all the compounding risks.
Larry Pierson, deputy chief of the Swannanoa Fire Department in North Carolina, told Blueridge Public Radio that his department’s work has “grown exponentially since the storm.” While cooler, wetter winter weather could offer some relief, Scheuller said the area will likely see heightened fire behavior for years after the storm, particularly if the swings between particularly wet and particularly dry periods continue.
Part of the challenge moving forward, then, is to find ways to mitigate risk on this now-hazardous terrain. For homeowners, that might mean exercising caution when dealing with debris and considering wildfire risk as part of rebuilding plans, particularly in more wooded areas. On a larger forest management scale, this means prioritizing safe debris collection and finding ways to continue the practice of prescribed burns, which are utilized more in the Southeast than in any other U.S. region. Without focused mitigation efforts, Godwin told me the area’s overall fire outlook would be much different.
“We would have a really big wildfire issue,” he said, “perhaps even bigger than what we might see in parts of the West.”