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Here’s a grim fact: The most destructive fires in recent American history swept over a state with the country’s strictest wildfire-specific building code, including in some of the neighborhoods that are now largely smoldering rubble.
California’s wildfire building code, Chapter 7A, went into effect in 2008, and it mandates fire-resistant siding, tempered glass, vegetation management, and vents for attics and crawlspaces designed to resist embers and flames. The code is the “most robust” in the nation, Lisa Dale, a lecturer at the Columbia Climate School and a former environmental policy advisor for the State of Colorado, told me. It applies to nearly any newly built structure in one of the zones mapped out by state and local officials as especially prone to fire hazard.
The adoption of 7A followed years of code development and mapping of hazardous areas, largely in response to devastating urban wildfires such as the Tunnel Fire, which claimed more than 3,000 structures and 25 lives in Oakland and Berkeley in 1991, and kicked off renewed efforts to harden Californian homes.
The Federal Emergency Management Agency’s report on the 1991 fire makes for familiar reading as the Palisades and Eaton fires still smolder. The wildland-urban interface, it says, was put at extreme risk by a combination of dry air, little rainfall, hot winds blowing east to west, built-up vegetation that was too close to homes, steep hills, and limited access to municipal water. The report also castigates the “unregulated use of wood shingles as roof and siding material.”
This was not the first time a destructive fire on the wildland-urban interface had been partially attributed to ignitable building materials. The 1961 Bel-Air fire, for instance, which claimed almost 200 homes, including that of Burt Lancaster, and the 1959 Laurel Canyon fire were both, FEMA said, evidence of “the wood roof and separation from natural fuels problems,” as were fires in 1970 and 1980 near where the Tunnel Fire eventually struck in 1970 and 1980.
But it was the sheer scale of the Tunnel Fire that prompted action by California lawmakers.
Throughout the 1990s, fire-resilient roofing requirements were ramped up, designating which materials were allowed in fire hazard areas and throughout the state. By all accounts, the building code works — but only when and where it’s in force. Dale told me that compliant homes were five times as likely to survive a wildfire. Research by economists Judson Boomhower and Patrick Baylis found that the code “reduced average structure loss risk during a wildfire by 16 percentage points, or about a 40% reduction.”
“The challenge from the perspective of wildfire vulnerability is that those codes are relatively recent, and the housing stock turns over really slowly, so we have this enormous stock of already built homes in dangerous places that are going to be out there for decades,” Boomhower told me.
The 7A building code applies only to new buildings, however. In long-settled areas of California like Pacific Palisades, which has little new housing construction or even existing home turnover due to high costs and permitting complications, especially in areas under the jurisdiction of the California Coastal Commission, many houses are not just failing to comply with Chapter 7A, but also with any housing code at all.
Looking at which homes had survived past fires, Steve Quarles, who helped advise the California State Fire Marshal on developing 7A, told me, “What really mattered was if it was built under any building code.” Many homes destroyed by the fires in Los Angeles likely were not. In Pacific Palisades, fire management is a frequent topic of concern and discussion. But as late as 2018, local media in Pacific Palisades noted that the area still had some homes with wood shingle roofs.
While a complete inventory of homes lost in the Palisades and Eaton fires has yet to be taken, the neighborhoods were full of older homes. According to CalFire incident reports, of the almost 47,000 structures in the zone of the Palisades Fire, more than 8,000 were built before 1939, and 44,560 were built before 2009. For the Eaton Fire area, of the around 41,000 structures, almost 14,000 were built before 1939, and only around 1,000 were built since 2010.
A Pacific Palisades home designed by architect Greg Chasen and built in 2024, however, survived the fire and went viral on X after he posted a photo of it still standing after the flames had moved through. The home embodied some of the best practices for fire-safe building, according to Bloomberg, including keeping vegetation away from the building, a metal roof, tempered glass, and fire-resistant siding.
When Michael Wara, the director of Stanford University’s Climate and Energy Policy Program, spoke with firefighters and insurance industry officials in the process of drafting a 2021 report for the Stanford Woods Institute for the Environment on strategies for mitigating wildfire risk, they told him that, from their perspective, wildfires are often a matter of “home ignition,” meaning that while building near forested areas puts any home at risk, the risk of a home itself igniting varies based on how it’s built and the vegetation clearance around it. “Existing homes in high fire threat areas” built before the implementation of California’s wildfire building codes, Wara wrote, “are a massive problem.” At the time he published the paper, there were somewhere between 700,000 and 1.3 million pre-building code homes still standing in “high or very high threat areas.”
The flipside of focusing on “home ignition” and the building code is that the building code works better over time, as more and more homes comply with it thanks to normal turnover, people extensively renovating, or even tearing down old homes — or rebuilding after fires. Homes that are close to homes that don’t ignite in a fire are more likely to survive.
One study that looked at the 2018 Camp Fire, which destroyed more than 18,000 structures and claimed more than 80 lives in the Northern California town of Paradise, sampled homes built before 1997, between 1997 and 2018, and from 2018 onwards, and found that only 11.5% of pre-1997 homes survived, compared to 38.5% from 1997 and after. The researchers also found that building survivability had a kind of magnifying effect, with distance from the nearest destroyed structure and the number structures destroyed in the immediate area among “the strongest predictors of survival.”
“The more homes that comply, the less chance you get those structural ignitions and the less chance you get those huge disasters like this,” Doug Green, who manages Headwaters Economics’ Community Assistance for Wildfire Program, told me. “It takes people doing the right thing to their own home — dealing with vegetation, making sure roofs are clean, having right roofing. It’s really a community-wide strategy to stop fires that happen like this.”
But just as any home hardening — or just building to code — is more effective the more the homes around you do it as well, it’s just as true in reverse. “If your next door neighbors don’t do that work, the effectiveness of your efforts will be less,” Dale said. “Building codes ultimately work best when we get an entire landscape or neighborhood to adopt them.”
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Lunar Energy’s latest AI-powered system aims to integrate EVs into the automated demand response mix.
In theory, it’s straightforward to assemble the smart energy home: Solar panels, home backup batteries, and electric vehicles, plus smart thermostats, heat pumps, and water heaters — all the individual pieces can be had for the homeowner who can afford the up-front cost. The challenge is getting all those pieces to talk to one another.
Bay Area-based Lunar Energy is one of the tech firms that’s been trying to crack this problem. Today, it announced an upgraded version of its artificial intelligence-powered home energy control system, which not only integrates all those separate systems but also responds tactically to energy markets. CEO Kunal Girotra told me Lunar AI saves its users money by monitoring their home 24/7 and making decisions to charge, not to charge, or discharge so that they save the most money.
“Utilities are all moving to almost-real-time changes of rates,” he said. “You need software to handle that for you. I think that the race is on for who has the best AI machine learning algorithms to save the most amount of money. And so far, we seem to have a head start.”
Lunar’s first-generation system focused on generation, storage, and control. In other words, it connected elements like a home’s rooftop solar panels with the backup battery the residents might keep in the garage, using the AI to decide when to meet the home’s real-time energy needs with solar versus grid energy versus stored power. What it didn’t have was the ability to work with electric vehicles to manage charging and use the car’s battery as a bonus source of energy.
To fix this, Lunar has built its own bidirectional EV charger — one that can charge up the battery or discharge the car’s battery for a secondary use, like backing up the home’s power supply. Girotra, formerly the head of Tesla Energy, told me the problem with that functionality to this point has been the connection point between the car and the home electrical system. Carmakers and other companies in the space didn’t have the deep experience with electrical certifications to make the process seamless, he tells me. That led to setups like the original Ford Charge Station Pro, which required several different wall-mounted electrical boxes to connect the F-150 Lightning EV to the home.
Lunar’s charger is built to connect to its customers’ existing home Lunar energy system, which includes a microgrid interconnect device they call Lunar Bridge that islands the home in case of a power outage on the grid. In that way, the power stored in the EV battery is ready to back up the home in case of a blackout without any additional work — or to be optimized as part of a fully smart home that’s making money as part of a virtual power plant.
The company’s setup allows for another fun feature: “slow” charging that’s not slow at all, but actually two or three times as fast as the Level 2 charging most EV owners use to recharge their batteries overnight. Electric cars in the U.S. can typically take on only about 11 kilowatts of AC power from one’s home because of the limitations of their on-board hardware. Because Lunar’s system is fully DC, however, Girotra said the company decided to build a DC home charger, one that — like a Tesla Supercharger or other DC fast chargers out in the world — isn’t limited by that power cap. Lunar said it could use a combination of power from the grid, home solar, or home batteries to charge an EV at up to 25 kilowatts. That’s enough to recharge an EV in three to four hours rather than six to eight.
“If the standards get high, and if everybody sees cars can get charged in three hours, then all of a sudden people are like, ‘Wow, this is how I want it,’” he said. “Especially for 25% of the users who are like me, who always are running low on charge and they don’t mind a boost every now and then.”
Some of the other improvements in the second-gen system are more incremental. An inverter that’s 40% more powerful helps Lunar get its system up to enterprise scale. That’s crucial, as the world moves toward a place where more homes and businesses employ battery backup systems. Lunar’s new batteries come in modular 5 kilowatt-hour blocks ranging from 10 kilowatt-hours to 30 kilowatt-hours in a single unit and scale up to 300 kilowatt-hours for home or small commercial use; there’s also new pad-mounted configurations with capacity up to 1 megawatt-hour.
Batteries, though, are the simple part. Everyone from EV makers like Rivian to utilities like Octopus Energy is racing to make a person’s or a business’s batteries and solar panels and electric cars work for them, using the power of AI to account for moment-to-moment changes in energy prices and supply. Lunar’s new tech makes the case that the most important element is a single brain to integrate every last smart, electrified thing in your house.
The fundraise comes on the heels of a $50 million grant from the Department of Energy.
Almost all lithium-ion batteries on the market rely on graphite for their anodes, more than 90% of which is processed in China. That concentration has created a chokepoint in the Pentagon’s supply chain as the military increasingly turns to batteries to help its transportation network operate more quietly and reduce reliance on complex refueling logistics.
So when Congress passed the latest National Defense Authorization Act at the end of 2025, barring Chinese-linked battery materials from military use starting in 2028, Coreshell saw an opening. While the California-based silicon-anode battery startup had previously focused on automakers as its beachhead customers, it’s now shipping its first battery cells to the military for use on Navy ships and Army ground vehicles. On Wednesday, Coreshell announced a $30 million Series B to scale up manufacturing operations to meet the needs of this growing customer base.
“We’re entering a new stage where we’re no longer, I would say, demand limited,” Coreshell’s CEO Jonathan Tan told me. “This year we’ve had to put on second and third shifts, work nights and weekends, just to get the product out the door.”
Coreshell sets itself apart by going a step further than the NDAA requires. The law doesn’t make suppliers trace battery materials all the way back to the mine, which would be exceedingly difficult given China’s dominance across the battery supply chain. But Coreshell has nevertheless eliminated Chinese sourcing from its anodes by replacing graphite with silicon mined and refined in the U.S. by Ferroglobe, one of its Series A investors.
Ferroglobe and global investment firm Access Industries led the latest round, with defense contractor ADS also joining as a new strategic investor. The financing comes on the heels of a $50 million Department of Energy grant that Coreshell secured in August as part of a program to strengthen the domestic battery supply chain. That funding will support the company’s first commercial-scale facility, a 2-gigawatt-hour factory.
That’s about 20 times the size of the 100-ish-megawatt-hour plant the startup had originally envisioned, as the DOE grant has allowed Coreshell to “expand much further than we were originally expecting,” according to Tan. The company is now evaluating several potential U.S. sites and expects to announce its selection early next year. For now, it relies on unnamed contract manufactures, along with its small pilot line in San Leandro, to produce its cells. But once the gigafactory gets up and running, the startup plans to bring electrode production in house by 2028, followed by full cell assembly in 2029.
Building this plant will ultimately require significant additional capital. But Tan believes this latest vote of confidence from the federal government will help Coreshell to diversify its capital stack as it continues to fundraise. “That’s one of the great things about having such a notable DOE award is that it also allows us to attract multiple forms of capital,” he told me.
Silicon has long been recognized as a promising alternative material for battery anodes, as it can store far more energy than graphite. The catch is that it tends to swell during charging, causing it to break down quickly and ultimately leading to a much shorter cycle life. Coreshell says it’s extended its anode’s lifespan by giving it a proprietary coating, which Tan told me back in April essentially means “painting the inside of your battery” with an ultra-thin protective layer.
Other companies, such as Sila Nanotechnologies and Group14 Technologies, are also working to commercialize silicon anodes. But Coreshell says many of its competitors rely on more highly engineered, expensive forms of silicon, such as silane gas. By contrast, Coreshell uses metallurgical silicon, a cheap, raw commodity already widely used in aluminum alloys. That, Tan argues, gives the company a cost advantage not only over its competitors, but potentially Chinese graphite too.
Coreshell hasn’t yet demonstrated that its cells can meet the performance demands of the automotive industry, however. When the company raised its Series A in early 2025, it said it expected its automotive cells to exceed 1,000 charge cycles while retaining 80% of their original capacity. But Tan told me many defense applications don’t require such demanding performance targets, as Navy ships and ground vehicles are “not intending to have as many miles or missions or use cases on that same battery” as a consumer EV would.
That doesn’t mean the company is abandoning its automotive ambitions. As Tan pointed out, electric vehicles remain by far the largest source of global and domestic battery demand. “It’s natural for us to obviously utilize the security supply chain first,” he told me. “That allowed us to really get to commercialization, revenue, and production faster, because automotive qualification is this longer journey. But ultimately, we want to do both of those and more.”
Current conditions: A large storm is roaring across the Northeast that will shower Michigan and Upstate New York with rain and snow by tomorrow • AccuWeather declared an early end to the 2026 Atlantic hurricane season, which saw 10 named storms and only one hurricane in October, breaking a 121-year record for the latest first hurricane • It’s a mild, cloudy day at the Rethondes Clearing in France’s Forest of Compiègne, where the armistice that ended World War I was signed 108 years ago today.
Inflation is ticking up again, and faster than expected. That’s my colleague Matthew Zeitlin’s read on the latest numbers from the Bureau of Labor Statistics. Preliminary data from Heatmap and MIT’s Electricity Price Hub shows that electricity prices in particular spiked nearly 8% to 19.9 cents per kilowatt-hour in October from 18.5 cents in the same month last year. But that’s largely due to a change in the timing of a bill credit in California. Without that, the year over year price jump was just under 4%.

Ontario Power Generation, the state-owned utility in Canada’s most populous province, admitted in a public filing Wednesday that its megaproject to build the first small modular reactor in the rich world is costing a lot more than planned. The company is constructing the world’s first BWRX-300, the flagship reactor from GE Vernova Hitachi Nuclear Energy, at its Darlington plant. The project is an attempt to revive construction of atomic power stations in North America, Europe, and Japan by building the inevitably costly first-of-a-kind unit that can then be replicated at what the developers say will be a decreasing price. Using billions in Canadian ratepayers’ money to essentially de-risk an American-Japanese technology ruffled some feathers among the country’s nuclear boosters, who told me last month they want to see Ottawa approve construction of more of the Canucks’ homegrown reactor. In its latest earnings report, OPG said the BWRX-300, known as DNNP Unit 1, “is no longer expected to achieve the previously disclosed commercial operation date target of October 2030 or be completed with the previously disclosed estimated cost of $7.7 billion.”
Amid a flurry of funding cuts in the early days of the current Trump administration, the Department of Energy canceled an $87 million grant to the green cement startup Sublime Systems. In response, the company sued for damages. This week, the Somerville, Massachusetts-based firm filed legal documents accusing the agency of “refusing to comply with its basic discovery obligations and the schedule” for the case.
“The government has repeatedly delayed responding to Sublime’s discovery requests, and now the government is refusing to even meet and confer with Sublime until some indefinite date in the future,” read the joint status report filed with the U.S. Court of Federal Claims. “The upshot is that, as of today, the government has not produced a single document in response to Sublime’s requests for production (served nearly two months ago), it has provided no timeline by which productions will be completed, and it is refusing to search for core documents related to the May 2025 mass termination at the heart of this case.”
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The Energy Department’s Office of Energy Dominance Financing, formerly the Loan Programs Office, closed a $480 million loan for a Texas-based company’s effort to modernize and boost production from 22 offshore oil and gas platforms in the Gulf of Mexico. Arena Energy, the Woodlands, Texas-based company behind the initiative dubbed Project Elkhorn, said that the initiative will add 38,600 barrels of oil per day and up to 77 million cubic feet of natural gas per day to U.S. energy output.
“The United States is the world’s largest producer and exporter of oil and natural gas, and thanks to President Trump, American energy production will continue to grow,” Secretary of Energy Chris Wright said in a statement. “By providing financing for projects like Project Elkhorn, the Energy Department is expanding domestic production and strengthening our energy security to power American prosperity for decades to come.”
QuantumScape emerged years ago as the frontrunner in the race to commercialize solid-state batteries that last longer, charge more quickly, and function better under harsh conditions than liquid-based lithium-ion packs. On Wednesday, the San Jose, California-based startup unveiled what it called in a press release its “next-generation open platform for all-solid-state batteries.” Dubbed Osprey, the cells “deliver the world’s first public data demonstrating a sulfide-based cathode cycling 1,000 times under just one atmosphere of pressure.” In other words: “an unmatched capability that is necessary for automotive solid-state batteries.”
“Osprey is a next-generation platform that is built on our same core technology, the ceramic separator and anode-free design,” Siva Sivaram, QuantumScape’s chief executive, told me in an email last night. “It will allow us to provide the unique benefits of our ceramic separator to developers of all-solid-state batteries using sulfide-based cathodes.” The company plans to start mass producing its cells in 2028, he said.
Bill Gates boasts that he has committed more of his fortune to fighting climate change than virtually any other rich man in the world. But a new investigation by ProPublica found that he’s ramped up his investments in a landfill company, Republic Services, that spews millions of tons of greenhouse gases into the atmosphere. “It seems very likely that Bill Gates has the power to influence Republic’s behavior to make it more climate-friendly, even if that costs the company profits,” Ann Lipton, a legal scholar who studies corporate governance at the University of Colorado, Boulder, told the outlet.