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More Californians have searched for news about “floods” in 2023 than “wildfires,” which seems in keeping with this summer’s series of out-of-left-field climate disasters. The worst smoke pollution hit … the East Coast. The deadliest wildfire in modern U.S. history leveled … a former wetland in Hawaii. Naturally a hurriquake in Los Angeles and catastrophic flooding in Palm Springs would come next?
But California’s reputation as the land of drought and fire has obscured the fact that extreme flooding is the other player in the state’s deadly climatological triumvirate. From the atmospheric rivers this winter, which caused some 500 mudslides and inflicted as much as $1 billion in damage, to Hurricane Hilary dumping record-breaking rains over the southwestern United States this weekend, floods are understandably top-of-mind (especially with a relatedly somewhat slow start to the state’s fire season).
Here’s what you need to know about the future of extreme floods in the Golden State:
Former Hurricane Hilary was the first tropical storm to make landfall in California in 84 years, easily snapping the practically nonexistent late August daily rainfall records around L.A. In fact, hurricanes making landfall in the lower lefthand corner of the U.S. is so rare that there isn’t actually much of a data record for scientists to use as a point of comparison, Inside Climate News reports — which makes forming future projections and establishing links to climate change actually rather difficult.
What we do know is this: California has largely avoided hurricanes in the past due to the generally cold waters off its coast, which NBC News describes as acting as a sort of “shield” for the state. Hurricanes get their strength and moisture by forming over warm waters, and the eastern Pacific has historically been as much as 9 degrees cooler than the same latitude in the Gulf of Mexico.
But California’s shield has a crack. July was the hottest recorded month on planet Earth and the waters Hilary passed over on its journey north were 4 degrees warmer than usual, the Los Angeles Times explains. Sure enough, research shows that hurricane landfalls in the eastern Pacific could increase dramatically along with global and oceanic warming — bringing more rain and floods along with them.
There are certain conditions that made Hilary particularly unusual, however: A heat dome that formed over the central United States, for example, helped tug the storm directly over California, as opposed to a more typical path of a hurricane or tropical storm being pushed out to sea by easterly winds off the continent. So while hurricanes might be more intense and wet in the future, they won’t necessarily continue to make it over to California the way Hilary has.
Yes, to some extent. In addition to greenhouse gas emissions making the oceans warmer, the weather pattern called El Niño is likely responsible for some of the warming of the waters off of Baja California, which intensified Hurricane Hilary. But again, there were also unique conditions that contributed to Hilary’s unusual path over the southwestern United States, including the prevailing wind patterns. Strong El Niño years, as a result, don’t necessarily mean more hurricanes for Southern California.
El Niños have tended to bring higher winter rainfalls to Southern California, though that is also not necessarily a guarantee. NOAA’s outlook for the coming winter doesn’t currently show above-average precipitation expected for the state. Some El Niño years are actually drier than average, which goes to show that “El Niño is just one hand on the atmospheric steering wheel,” Weather Underground writes.
California isn’t a land of droughts or floods — it’s a land of both. A better way to think about the future of weather in the state is as one of extremes.
That’s because, “[i]n a seeming paradox, drought and flooding are two sides of one coin,” Governing explains. “A warmer atmosphere can hold more water, and higher temperatures cause more water on the Earth’s surface to evaporate. This can result in bigger rainstorms.”
The good news is, most of California is now free of drought conditions and this year’s fire season has been quieter because of all the wet vegetation. But while Tropical Storm Hilary apparently only inflicted minor damage and no known deaths this weekend, floods have been a devastating fixture of life in the Golden State before and they will be again.
As Yale Climate Solutions warned earlier this year, “Given the increased risk [due to climate change], it is more likely than not that many of you reading this will see a California megaflood costing tens of billions in your lifetime.”
California doesn’t need 40 days and nights of rain to experience its worst-case flood event, researchers have found. If a 30-day rainstorm similar to one that hit the then-unpopulous state in 1862 were to strike again today, it could potentially be a $1 trillion disaster — “larger than any in world history” — UCLA’s “ARkStorm 2.0” scenario modeling found last year.
“Every major population center in California would get hit at once — probably parts of Nevada and other adjacent states, too,” Daniel Swain, a UCLA climate scientist and co-author of the paper, said in a statement at the time.
Unlike a tropical storm, which passes in a number of days, the ARkStorm flood event would last a month in the form of sequential atmospheric rivers, like the kind that battered the state this past winter. The link between climate change and heavy precipitation is well understood, and the researchers found that “climate change has already doubled the likelihood of such an extreme storm scenario,” with “further large increases in ‘megastorm’ risk … likely with each additional degree of global warming this century.”
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Current conditions: Colorado’s major snow storm will continue well into the weekend • More than 900 people in Pakistan were hospitalized in a single day due to extreme air pollution • Devastating flooding continues in Spain.
The world continues to underestimate climate risks, and irreversible tipping points are near, UN Secretary General António Guterres toldThe Guardian. “It is absolutely essential to act now,” he said. “It’s absolutely essential to reduce emissions drastically now.” His warning comes before the COP29 summit kicks off Monday in Azerbaijan, where negotiators are set to agree on a new global finance target to help developing countries with climate adaptation. Guterres said that if the U.S. leaves the Paris Agreement again under a Trump presidency, the landmark goal to limit global warming to 1.5 degrees Celsius would be “crippled.” Experts say 2024 is now expected to be the first full calendar year in which global temperatures exceed the 1.5 degrees target.
With climate-skeptic Donald Trump set to retake the White House in January, many are wondering what his policies will mean for U.S. greenhouse gas emissions. He’s likely to walk back pollution rules on cars and power plants, repeal some parts of the Inflation Reduction Act, boost oil and gas drilling, and pull out of the Paris Agreement. Jesse Jenkins, who leads the Princeton ZERO Lab and is co-host of Heatmap’s Shift Key podcast, said projected emissions will indeed be higher than they would under current policies, but “since Trump cannot repeal grants already awarded or tax credits already provided to date, and it is unlikely that every provision in IRA will be repealed,” they probably will remain lower than Jenkins’ so-called Frozen Policies scenario, which assumes no new climate policies since January 2021.
Jesse Jenkins/REPEAT Project
Varun Sivaram, senior fellow for energy and climate at the Council on Foreign Relations, added some global context: “Even with sharp Trump domestic climate policy rollbacks, the change in U.S. emissions is trivial on a global scale and far less meaningful than expected emerging economy emissions growth,” he said.
In case you missed it (we did!): Oil giant BP said in its most recent earnings report that it has abandoned 18 early-stage hydrogen projects. It still plans to back between five and 10 projects, but that’s down from the “more than 10” it had planned for. The move will save BP some $200 million, and “could have a chilling effect on the nascent hydrogen industry,” wrote Tim De Chant at TechCrunch.
Rivian reported Q3 earnings yesterday. Here are some key takeaways:
A new study published in the journal Communications Earth & Environment found that carbon dioxide emissions from private jets have risen by 50% over the last four years. The research analyzed data from about 19 million private flights (half of which were shorter than 300 miles) made by more than 25,000 private aircraft between 2019 and 2023. In 2023 alone, private flights resulted in about 15.6 million metric tons of CO2 emissions. Most private flights are taking place in the United States: The researchers say that while the U.S. is home to 4% of the global population, nearly 70% of all private aircraft are registered there. The 2022 FIFA World Cup was one of the most carbon-intensive events for private aircraft. Also on the list? The Davos conference and – uh oh – COP28.
Most private flights occur in the U.S. Communications Earth & Environment
Donald Trump’s election victory this week resulted in a $1.2 billion windfall for investors who bet against renewable energy stocks.
It was a curious alliance from the start. On the one hand, Donald Trump, who made antipathy toward electric vehicles a core part of his meandering rants. On the other hand, Elon Musk, the man behind the world’s largest EV company, who nonetheless put all his weight, his millions of dollars, and the power of his social network behind the Trump campaign.
With Musk standing by his side on Election Day, Trump has once again secured the presidency. His reascendance sent shock waves through the automotive world, where companies that had been lurching toward electrification with varying levels of enthusiasm were left to wonder what happens now — and what benefits Tesla may reap from having hitched itself to the winning horse.
Certainly the federal government’s stated target of 50% of U.S. new car sales being electric by 2030 is toast, and many of the actions it took in pursuit of that goal are endangered. Although Trump has softened his rhetoric against EVs since becoming buddies with Musk, it’s hard to imagine a Trump administration with any kind of ambitious electrification goal.
During his first go-round as president, Trump attacked the state of California’s ability to set its own ambitious climate-focused rules for cars. No surprise there: Because of the size of the California car market, its regulations helped to drag the entire industry toward lower-emitting vehicles and, almost inevitably, EVs. If Trump changes course and doesn’t do the same thing this time, it’ll be because his new friend at Tesla supports those rules.
The biggest question hanging over electric vehicles, however, is the fate of the Biden administration’s signature achievements in climate and EV policy, particularly the Inflation Reduction Act’s $7,500 federal consumer tax credit for electric vehicles. A Trump administration looks poised to tear down whatever it can of its predecessor’s policy. Some analysts predict it’s unlikely the entire IRA will disappear, but concede Trump would try to kill off the incentives for electric vehicles however he can.
There’s no sugar-coating it: Without the federal incentives, the state of EVs looks somewhat bleak. Knocking $7,500 off the starting price is essential to negate the cost of manufacturing expensive lithium-ion batteries and making EVs cost-competitive with ordinary combustion cars. Consider a crucial model like the new Chevy Equinox EV: Counting the federal incentive, the most basic $35,000 model could come in under the starting price of a gasoline crossover like the Toyota RAV4. Without that benefit, buyers who want to go electric will have to pay a premium to do so — the thing that’s been holding back mass electrification all along.
Musk, during his honeymoon with Trump, boasted that Tesla doesn’t need the tax credits, as if daring the president-elect to kill off the incentives. On the one hand, this is obviously false. Visit Tesla’s website and you’ll see the simplest Model 3 listed for $29,990, but this is a mirage. Take away the $7,500 in incentives and $5,000 in claimed savings versus buying gasoline, and the car actually starts at about $43,000, much further out of reach for non-wealthy buyers.
What Musk really means is that his company doesn’t need the incentives nearly as bad as other automakers do. Ford is hemorrhaging billions of dollars as it struggles to make EVs profitably. GM’s big plan to go entirely electric depended heavily on federal support. As InsideEVsnotes, the likely outcome of a Trump offensive against EVs is that the legacy car brands, faced with an unpredictable electrification roadmap as America oscillates between presidents, scale back their plans and lean back into the easy profitably of big, gas-guzzling SUVs and trucks. Such an about-face could hand Tesla the kind of EV market dominance it enjoyed four or five years ago when it sold around 75% of all electric vehicles in America.
That’s tough news for the climate-conscious Americans who want an electric vehicle built by someone not named Elon Musk. Hundreds of thousands of people, myself included, bought a Tesla during the past five or six years because it was the most practical EV for their lifestyle, only to see the company’s figurehead shift his public persona from goofy troll to Trump acolyte. It’s not uncommon now, as Democrats distance themselves from Tesla, to see Model 3s adorned with bumper stickers like the “Anti-Elon Tesla Club,” as one on a car I followed last month proclaimed. Musk’s newest vehicle, the Cybertruck, is a rolling embodiment of the man’s brand, a vehicle purpose-built to repel anyone not part of his cult of personality.
In a world where this version of Tesla retakes control of the electric car market, it becomes harder to ditch gasoline without indirectly supporting Donald Trump, by either buying a Tesla or topping off at its Superchargers. Blue voters will have some options outside of Tesla — the industry has come too far to simply evaporate because of one election. But it’s also easy to see dispirited progressives throwing up their hands and buying another carbon-spewing Subaru.
Republicans are taking over some of the most powerful institutions for crafting climate policy on Earth.
When Republicans flipped the Senate, they took the keys to three critical energy and climate-focused committees.
These are among the most powerful institutions for crafting climate policy on Earth. The Senate plays the role of gatekeeper for important legislation, as it requires a supermajority to overcome the filibuster. Hence, it’s both where many promising climate bills from the House go to die, as well as where key administrators such as the heads of the Department of Energy and the Environmental Protection Agency are vetted and confirmed.
We’ll have to wait a bit for the Senate’s new committee chairs to be officially confirmed. But Jeff Navin, co-founder at the climate change-focused government affairs firm Boundary Stone Partners, told me that since selections are usually based on seniority, in many cases it’s already clear which Republicans are poised to lead under Trump and which Democrats will assume second-in-command (known as the ranking member). Here’s what we know so far.
This committee has been famously led by Joe Manchin, the former Democrat, now Independent senator from West Virginia, who will retire at the end of this legislative session. Energy and Natural Resources has a history of bipartisan collaboration and was integral in developing many of the key provisions in the Inflation Reduction Act — and could thus play a key role in dismantling them. Overall, the committee oversees the DOE, the Department of the Interior, the U.S. Forest Service, and the Federal Energy Regulatory Commission, so it’s no small deal that its next chairman will likely be Mike Lee, the ultra-conservative Republican from Utah. That’s assuming that the committee's current ranking member, John Barrasso of Wyoming, wins his bid for Republican Senate whip, which seems very likely.
Lee opposes federal ownership of public lands, setting himself up to butt heads with Martin Heinrich, the Democrat from New Mexico and likely the committee’s next ranking member. Lee has also said that solving climate change is simply a matter of having more babies, as “problems of human imagination are not solved by more laws, they’re solved by more humans.” As Navin told me, “We've had this kind of safe space where so-called quiet climate policy could get done in the margins. And it’s not clear that that's going to continue to exist with the new leadership.”
This committee is currently chaired by Democrat Tom Carper of Delaware, who is retiring after this term. Poised to take over is the Republican’s current ranking member, Shelley Moore Capito of West Virginia. She’s been a strong advocate for continued reliance on coal and natural gas power plants, while also carving out areas of bipartisan consensus on issues such as nuclear energy, carbon capture, and infrastructure projects during her tenure on the committee. The job of the Environment and Public Works committee is in the name: It oversees the EPA, writes key pieces of environmental legislation such as the Clean Air Act and Clean Water Act, and supervises public infrastructure projects such as highways, bridges, and dams.
Navin told me that many believe the new Democratic ranking member will be Sheldon Whitehouse of Rhode Island, although to do so, he would have to step down from his perch at the Senate Budget Committee, where he is currently chair. A tireless advocate of the climate cause, Whitehouse has worked on the Environment and Public Works committee for over 15 years, and lately seems to have had a relatively productive working relationship with Capito.
This subcommittee falls under the broader Senate Appropriations Committee and is responsible for allocating funding for the DOE, various water development projects, and various other agencies such as the Nuclear Regulatory Commission.
California’s Dianne Feinstein used to chair this subcommittee until her death last year, when Democrat Patty Murray of Washington took over. Navin told me that the subcommittee’s next leader will depend on how the game of “musical chairs” in the larger Appropriations Committee shakes out. Depending on their subcommittee preferences, the chair could end up being John Kennedy of Louisiana, outgoing Senate Minority Leader Mitch McConnell of Kentucky, or Lisa Murkowski of Alaska. It’s likewise hard to say who the top Democrat will be.