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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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Three climate stories that caught my eye today.
It’s been a busy few days for climate and energy news. So instead of focusing on a single story in this edition, let’s try something different and check in with a few big ones I’ve been thinking about:
Wednesday was the hottest day ever recorded in France, according to the country’s weather agency, Météo-France. The commune of Palluau, not so far from the country’s Atlantic coast, recorded a high of 43.8 degrees Celsius, or 110 degrees Fahrenheit.
The United Kingdom also set a new June temperature record. Spanish officials have suggested that the heat wave may have killed as many as 212 in their country alone. Germany, Austria, Italy, and the rest of central Europe also face searing weather.
I was particularly struck that many cities in France and Germany recorded their warmest night ever. A town in Rhineland-Palatinate, for instance, saw overnight temperatures remain above 79 degrees Fahrenheit earlier this week.
Although that might not sound so bad to American ears, it is alarming in a country where most homes do not have air conditioning. Heat waves are the deadliest type of weather event on an annual basis, but they are slow and silent killers: They prove fatal when temperatures stay high for hours, or days, at a time, and the body’s natural cooling mechanisms give out. The human body can withstand a hot day or two; it can’t hold out a hot day, a hot night, another hot day, another hot night, ad nauseam.
And let’s clearly say, too: This is climate change. As my colleague Jeva Lange wrote in 2024, record-breaking heat is the clearest symptom of anthropogenic global warming caused by carbon emissions — and therefore fossil fuels. Preventing disasters like this one is why Europe, the fastest-warming continent, has invested so much in decarbonization and net zero.
(But I suspect that in the coming years, it will invest more in air conditioning, too.)
Once a quarter, the Federal Reserve Bank of Dallas surveys oil and gas executives on how they're feeling about the sector. Their anonymous comments, collected at the report’s end, periodically make news — last year, you might recall, respondents were less than thrilled with the president’s policies — but I was struck by a comment in the most recent survey, which came out yesterday.
“The collision of AI development with local community activists rhymes with the early response to fracking,” one unnamed drilling executive said. “It's unclear how competitive we can be in the AI arms race unless we temper the rights given to NIMBYists (not in my backyard) and the legal maneuvers they use to stop progress.”
Now, look: Oil and gas executives care about the boom in part because data centers are major energy consumers. But this comment stood out because it uses the same historical analogy I’ve been meditating on. If you think back to the early 2010s, I’ve said, fracking was new and worrying to many people. But over the course of the decade it became politically polarized, with red states and some purple states embracing it and many blue states backing off of or banning it.
That’s been my framework. So I was shocked to see that J. Stuart Adams, the president of Utah’s state senate, lost his primary to a fellow Republican challenger this week. The campaign was driven by Adams’ approval of a massive data center partly owned by the “Shark Tank” celebrity investor Kevin O’Leary, known as Mr. Wonderful. The 40,000-acre data center — which could consume up to 9 gigawatts, a New-York-City-on-a-warm-spring-day’s amount of power — has proven to be enormously unpopular in Utah, and Adams ultimately demanded O’Leary shrink the project. But that didn’t pacify Republican primary voters, who have now booted Adams from a 20-year career in state politics.
Why does this matter? Because that’s not very fracking-like at all. In the 2010s, state and local Republican leaders may have faced tough battles over pipelines or eminent domain, but their voters did not broadly reject oil and gas development the way they seem to be doing for data centers now. (As our polling at Heatmap shows, the facilities are now deeply unpopular even among GOP voters.) This suggests data centers may be closer to what, say, urban housing projects or nuclear power plants once were to the American electorate — a type of highly controversial economic development that local politicians must either “own” or “fight,” and which, regardless, they see as existential for their careers.
And that in turn suggests a very different future for data centers — and a very different electricity load growth forecast — may be coming.
One last thing, and it's short. Like all middle-aged millennials, I pine for the return of cheap, useful pickup trucks like the old Ford Ranger or Toyota Tacoma. And like all millennial climate journalists, I wish electric vehicles were cheaper.
So I was delighted to see the news that the U.S. startup Slate has somehow managed to build a $25,000 two-seater pickup EV. It says it will start delivering them by the end of this year. Read Heatmap’s new piece by Andrew Moseman to learn how they did it.
Today’s top-of-the-line electric vehicles are self-driving computers on wheels built to feel as futuristic and digital as possible. They come with artificial intelligence-powered assistants, enormous touchscreen interfaces, and huge batteries.
The Slate pickup truck’s signature feature? Hand-crank windows.
As Slate Auto has developed its attempt at the bare-bones EV over the past couple of years, its 1990s-nostalgic manual windows became a symbolic choice, one meant to signal just how far it was willing to go in pursuit of affordability. On Wednesday, Slate gave us a fuller picture, revealing the details about its vehicle and providing a glimpse at how the Jeff Bezos-backed startup plans to sell an EV truck at an entry-level price. But while the pickup’s lack of power windows or a built-in stereo system are attention-grabbers, a lot of the savings lie under the skin.
Just how cheap is it? The “Blank Slate,” a version of the truck with zero bells and whistles, starts a hair under $25,000. This is a compact truck in the spirit of decades past, with two seats up front and nothing more. For a Slate that seats more than a couple, choose the SUV or fastback configuration that bumps up the price to about $30,000 or $32,000, respectively.

From there, Slate’s à la carte model takes over. Choosing a wrap to make your whole truck a color other than gray costs $499, though blessedly, Slate provides dozens of color choices as opposed to the handful of neutrals and muted colors offered on a typical new car. The portal to design one’s Slate becomes a rabbit hole of possible choices — custom taillight designs, roof racks, and wheels — all of which add a little or a lot to the price of the truck. These add-ons can quickly propel a Slate deep into the mid- or even high-$30,000s range if you’re not careful. The point, though, is that the $25,000 EV is front and center.
To achieve this starting price required a heavy dose of vintage or simplified tech. Roll-down windows and no built-in stereo speak to drivers who aren’t automotive engineering experts. But as reviewers and online commenters have noted, crank windows aren’t a make-or-break money-saver — they might knock off $20 or $40 per vehicle — and so few companies use them now that Slate had to go out of its way to source them from Brazil.

A bigger cost-cutter was Slate’s embrace of old-school manufacturing and its willingness to consider “yestertech” that’s still perfectly serviceable, but has fallen out of use because better systems have come along. The chassis, for example, is made of ordinary steel — 250 pieces welded together as opposed to the more efficient stamping methods that have taken over automotive manufacturing. While Slate has a familiar, inexpensive MacPherson suspension up front, its rear uses a design called the De Dion that dates back to the late 1800s. (The Autopian has a nice technical write-up about why this choice makes sense.)
We often default to calling EVs smartphones on wheels because of the Tesla approach to making them — the so-called software-defined vehicle that routes its main functions through touchscreen interfaces and gets new features via over-the-air updates. So perhaps a comparison to the phone industry is apt. In the same way budget-conscious buyers were waiting for Apple to make the “affordable iPhone,” drivers have been waiting for the automakers to roll out the entry-level EV. But instead of the cheap Tesla, what we got is the Slate, which is something more like a flip phone on wheels.
That’s not to say it won’t succeed. Flip phones are enjoying a resurgence, after all, powered by their low price and by growing dissatisfaction with life in this age of touchscreens. But Slate’s unusual position in the car industry makes it difficult to predict how American drivers will respond. For those shopping solely on price, Slate may not measure up. The cheapest gas-powered cars in America include the likes of the Toyota Corolla, Hyundai Elantra, and Volkswagen Jetta, and their starting price in the mid-$20,000s includes the basic creature comforts you’d expect from a modern car, not to mention seating for at least four. In a world that still had the $7,500 federal tax credit for buying an EV, the Slate would undercut these gas-burners. In this world, it can’t (though you could add a slew of options to the Slate before it would cost the same as the $35,000 electric truck under development at Ford’s skunkworks operation).

What Slate has going for it, though, is its ability to become the exact car you’d like. Normal cars come with three or four “trim levels,” each of which adds a thousand dollars or two in exchange for more features. In practice, many people are stuck with whatever version they can actually track down at a dealership. Slate follows the Tesla-Rivian model of direct-to-consumer sales, and its trademark customizability means buyers are limited to picking from two or three versions of a car, but can design every single piece of their truck.
To be sure, lots of people don’t want this. Many are presumably happier buying a car off the familiar lot without the mental overload of choosing every single thing about their vehicle. The question is whether a quorum of drivers are ready for a new way to buy a car — or at least, so fed up with fluctuating gas prices and the out-of-control prices of new vehicles that they’re ready to take a chance on rolling their windows again.
Current conditions: France just recorded its hottest day ever, with Wednesday’s temperatures soaring to just under 111 degrees Fahrenheit; nearly 50 people died drowning while seeking respite from the heat • A pair of 7.1-magnitude earthquakes struck Venezuela, collapsing buildings in Caracas • Wind has whipped the Cottonwood Fire, one of six wildfires raging in Utah, into a larger blaze now covering 60,000 acres — and it’s still at 0% containment.
New Jersey Representative Frank Pallone, the ranking Democrat on the House Energy and Commerce committee, joined calls for a national moratorium on data center construction ahead of Wednesday afternoon’s markup of a series of bills related to the buildout of infrastructure to support artificial intelligence software. In a statement, Pallone described the bills as a “useful first step,” but one that, “compared to the challenges the American power grid is facing,” amounts to “not nearly enough.” Rather, he backed a “national AI data center moratorium until we can find a way to ensure they don’t harm our nation’s air, water, and power bills.” Pallone’s new public position makes him one of the highest-ranking Democrats yet to back the idea, championed by the likes of Representative Alexandria Ocasio-Cortez, of halting permitting on new data centers in response to the growing blowback from voters.
Pallone’s shift comes in response to the Ratepayer Protection Act, which would enshrine into law the voluntary pledge tech companies signed with the White House to pay for grid costs from their server farms. Heatmap’s Matthew Zeitlin wrote earlier this week that the bill was “not so much an anti-artificial intelligence or anti-data center bill, but rather a move to insulate further data center development from political pressure stemming from rising electricity costs.” When Pallone made his statement a day later, Matthew wrote: “Well, at least one influential lawmaker seems to agree with me.”
The Iran War has cost the average American car owner an extra $156 and the average SUV driver another $232 in gasoline costs, according to new data from the policy shop Third Way. But the newly mapped analysis, shared exclusively with me, shows that Republican-leaning states in the Mountain West and beyond paid some of the highest prices for a conflict. Alaska saw one of the biggest spikes, with gas prices rising by $1.40 per gallon, a 39% increase. Wyoming followed close behind, with prices soaring by $1.37 per gallon, a 50% surge. Prices in Utah, meanwhile, climbed by $1.30, or 47%. That stands in contrast to many big Democratic-leaning states. New York’s gas prices rose by $1.23, or 41%, while California’s prices went up $0.94, or 20%. That, of course, doesn’t reflect where the prices were already high. I just returned this week from a trip to Los Angeles, where gas was nearly twice as expensive as in New York City.
Century Aluminum, America’s largest primary aluminum producer and the developer behind the first new U.S. smelter in 50 years, has inked a deal with a green cement startup to supply a key raw material. Brimstone, known as a major player in the race to commercialize green cement, also generates alumina. On Wednesday, the startup unveiled a memorandum of understanding with Century Aluminum to establish a domestic “mine to metal supply chain” for aluminum made from scratch rather than scrap. “Foreign sources, including China, currently dominate global alumina production. Brimstone is bringing alumina production home and doing it at a globally competitive price,” Brimstone CEO Cody Finke said in a press release. “Brimstone is upending the massive global imbalance by producing alumina from rock quarried here in the United States.”
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Until the nation’s flagship reactor project came online and transformed Southern Company’s Alvin W. Vogtle Generating Station in eastern Georgia into America’s most powerful atomic electrical plant, Arizona’s Palo Verde Generating Station was the No.1 nuclear facility by size in the country. The desert state is now looking to reclaim its mantle. The trio of utilities Arizona Public Service, Salt River Project, and Tucson Electric Power said Wednesday they are continuing “to work together to explore adding nuclear generation in Arizona.” The next step, the companies said, is a siting study that’s expected to be completed within the next six months. The Arizona Corporation Commission, the regulator in charge of utilities in the state, is holding an informational workshop today.
Meanwhile, the developer behind Canada’s flagship reactor design — which, because it’s cooled with pressurized heavy water, can run on raw uranium — just submitted initial paperwork to the Nuclear Regulatory Commission to start the licensing process to approve what’s known as the CANDU. Pronounced CAN-do and produced by manufacturer AtkinsRéalis, the reactor is the workhorse of the Canadian and Indian fleets and can be built reliably, but requires more maintenance than the light water reactors that run on enriched uranium and make up the entire U.S. fleet. “As the United States enters a new chapter in its civilian nuclear program, AtkinsRéalis is uniquely positioned, as the steward of CANDU technology, to help advance the country’s ambitious energy policy through proven, low-cost reactor technology with a world-class reputation,” Ian L. Edwards, the company’s president and chief executive, said in a statement. As I told you last month, the CANDU is at the heart of Canada’s new nuclear strategy.

The world needs a lot more copper. And while siting and building new mines takes time, two of the planet’s biggest producers are preparing to increase production at existing mines. On Wednesday, London-based Anglo American and the Chilean state-owned Codelco inked a deal to increase production through a joint venture at Los Bronces and Andina copper mines in the South American nation. The joint mining plan is expected to unlock 2.7 million metric tons of additional copper over a 21-year period, delivering an average of 12,000 tons per year. The increase comes with “minimal capital investment” and should bring the new supply online by 2030. “This agreement represents a more efficient and responsible way to develop one of the world’s leading copper districts,” Bernardo Fontaine, Codelco’s chairman, said in a statement. “It allows us to make better use of existing infrastructure, capture greater benefits for Chile, and move forward with a long-term vision based on operational excellence, sustainability, and the responsible use of resources.”
If green hydrogen is the stuff made with clean electricity and water and blue hydrogen is made with natural gas equipped with carbon capture, then the orange stuff is found in underground rock formations where naturally occurring gas forms and then is encouraged to continue forming through artificial means. Heatmap’s Katie Brigham did a good job of explaining the concept here. Well, now a French renewables developer FDE is promising to start producing orange hydrogen “by late 2028 or early 2029” after finding a naturally-occurring underground reservoir in northern France that can be tapped and stimulated to produce additional fuel, Hydrogen Insight reported.