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The state has made itself into a model of relief policy for manufactured homeowners.
There’s a brook that runs along the Mountain Home Park in Brattleboro, Vermont, providing the sort of pleasant babbling sound people play at night to help them fall asleep. On a typical morning, the water moves quickly and is shallow enough that you can see the rocks under the surface.
But when a storm comes through, long-time resident Angela Johnson warns, this steady stream can turn treacherous.
“We watch it every day when it’s raining — it doesn’t matter if it’s a heavy storm, the brook rises quite quickly,” Johnson told me. “It has and it will continue to break out of its space and cause flooding.”
That’s what happened four years ago, when an ice jam caused the brook to burst, flooding into the houses in the low-lying surrounding area. Or during Tropical Storm Irene in 2011, which destroyed 29 homes in the greater Tri-Park Housing Cooperative, of which Mountain Home is a member. The rushing water lifted some structures right off their foundations, damaged roadways, and left a trail of debris, photos, and furniture among the wreckage in its wake.
Manufactured homes (which the state of Vermont uses interchangeably with mobile homes, though that term that refers only to models made before 1976) were disproportionately impacted during Irene, making up 7% of the state’s housing stock but 15% of housing damaged during the storm. Across the U.S., one of seven manufactured homes is in a neighborhood with high flood risk, according to a Headwaters Economics analysis, a figure that is only expected to rise due to climate change.
Vermont has recognized this risk, making changes at the state, local, and community levels that have earned it national recognition as a model for mitigating flood risk in these particularly vulnerable neighborhoods. To better understand what some of these strategies looked like, I went to Vermont earlier this year and met with residents, officials, and researchers who shared their experiences working or living — or both — in manufactured home parks.
Or rather, I tried to. On my first attempt to visit, I made it about 45 minutes into my four-hour drive before I had to turn around due to flooding, an irony that was certainly not lost on me. When I finally made it up to Tri-Park the next day, there was still water pooled in front of homes and alongside the road, hinting at the areas that might be particularly vulnerable to the next storm.
Mountain Home Brook.Colleen Hagerty
Weeks later, Vermont was in the headlines for flooding once again. An unnamed storm drenched the state in July, causing “catastrophic” impacts and earning quick comparisons to Tropical Storm Irene. More than 2,900 homes were damaged across the state, hundreds of them significantly, including dozens of manufactured homes. “Flooding had outsized impact on 4 Vermont mobile home communities,” announced the headline from one local news organization, which placed the loss at more than 60 manufactured homes.
So, did any of the changes implemented after Irene make a difference? It’s a tricky question, said Kelly Hamshaw, a researcher with the University of Vermont. She’s been visiting and interviewing residents in manufactured housing communities since 2011 and is currently working to identify needs in areas impacted by this summer’s storm.
For starters, the flooding footprints of the two storms were different, meaning those hardest-hit by one were not necessarily as impacted by the other. The flooded areas are still in the early stages of recovery, so it’s difficult to step back and make clear comparisons. Other less visible interventions, though, have certainly paid off, she told me.
Take accessing aid — researchers say the specific needs of manufactured homeowners are often overlooked in laws dealing with flood damage. Typically, owners of manufactured homes buy the structure they live in but not the land beneath it, which they rent from a distinct owner or corporation. Since most government assistance is aimed at either single-family homeowners or renters, Headwaters Economics research found that manufactured homeowners are “more likely to face barriers in accessing federal and state assistance, more likely to experience long-term recovery problems, and more likely to be permanently displaced.”
In the aftermath of Irene, for instance, most damaged manufactured homes had to be condemned to receive a full payout from the Federal Emergency Management Agency; those payouts often amounted to less than the value of the homes and left their owners without anywhere to live. Other types of homes did not require condemnation for their owners to receive that full payout.
This was a discrepancy the state recognized more readily this time, though it still has required additional interventions to address. In response to this summer’s storm, Vermont has rolled out new programs specifically aimed at damaged manufactured home removal and funding for those who received insufficient payouts from FEMA. A state legislative task force is also working to better understand the economics and issues related to manufactured housing in hopes of addressing policy gaps.
Because it’s not just a challenge accessing aid. Other types of homeowners also have more options when they’re ready to start moving on.
Stephanie Smith, hazard mitigation officer for Vermont Emergency Management, said buyouts were a key tool when it came to single-family homes after Irene. In those cases, the typical model was to pay 75% of the value of a property, an amount that was often significantly higher than the maximum FEMA payout, and gave the homeowner funds towards purchasing a new property. But this approach wasn’t feasible for manufactured homeowners, Smith told me. While many single-family homes appreciate in value over time, Smith said the value of a manufactured home often diminishes over time due to age and wear. And unlike single-family homes, in which the entire property goes into the valuation, manufactured home owners typically own just the structure they live in, paying rent on the actual land beneath it to a landlord.
So, based on just the value of that building, the payout these homeowners would receive would not be “anywhere near enough” to cover purchasing a new structure and paying lot rent, according to Smith.
Aging infrastructure is an issue in Tri-Park, from older homes to public offerings like the bridges and sewage systems, all of which can make the community more vulnerable to flooding. To address these compounding challenges, Tri-Park, where Johnson lives, developed a multimillion-dollar master plan with the input of government officials, residents, board members, and developers. It calls for funding infrastructure upgrades, including fixing up sewers and bridges over the brook, and proposes a new approach to buyouts. Instead of paying the 25 residents living in floodplains a percentage for their homes, Tri-Park will offer them new, eco-friendly manufactured homes located at a higher elevation within the same community.
The plan has multiple public and private supporters, including Smith’s department, which is providing the park with $2 million to purchase those new homes through the state’s Flood Resilient Communities Fund. At this point, both the plans and the funds to make this idea a reality are largely in place.
What’s still missing: Fewer than half of the minimum 25 households necessary to move forward have agreed to move. Residents have been hearing about the plan as a hypothetical for years while the board worked with partners and looked for capital. But board members and residents alike acknowledge there is a lot of skepticism around the plan’s promises. One challenge is that the new lots are expected to be smaller, and residents might not be able to have the same sort of layouts or amenities they currently enjoy.
To address these concerns, the Tri-Park board — which is open for residents to join — has hosted resident meetings and is offering a chance to tour models of the new types of homes they will be building. Which brings up another resiliency strategy more than a dozen parks have adopted since Irene: becoming resident-owned. Vermont law requires landowners of manufactured home parks to give notice to all lessees if they intend to sell the property, giving residents first dibs on purchasing the land. To do so, homeowners often opt to work with a nonprofit or establish a resident-owned cooperative, in which the residents become shareholders. Tri-Park is the largest of the 67 nonprofit or resident-owned manufactured home parks in the state, giving its residents an opportunity to have a voice in these larger park decisions.
Help from Cooperative Development Institute and Resident-Owned Communities has been a key part of this movement, local officials said. Julia Curry, who works for CDI in Vermont, says the biggest benefit in switching to a resident-owned model is security, as things like lot rent cannot be changed without resident input.
“Now the residents themselves — the members of the co-op — are setting their annual budgets,” Curry explained.
Aside from ensuring prices remain reasonable, that can also allow for prioritizing and accounting for risks like flooding. Last Christmas, a winter storm sent Sandy Jarvis’s Christmas into chaos. A mixture of high winds, rain, and snow over Northwestern Vermont caused the St. George Community Cooperative, where Jarvis has lived for nearly a decade, to lose power. Like Mountain Home, even an average storm causes large puddles to form in the low-lying neighborhood. But the Christmas flood sprang from another source — frozen pipes that cracked and leaked, draining the community’s well system.
For Jarvis, this was a warning sign. Since then, she’s been working to establish an emergency plan in the community and budget for a generator that could keep the water supply running during power outages. When the heavy rains came through this summer, she said, they were mostly spared, though they did lose power again and dealt with some flooding.
“Most mobile home communities in the state are old, and there's a lot of aging infrastructure,” Jarvis told me. Reflecting on their luck compared to other communities in the state, she later added, “We came out of it fairly well.”
Bill Dunton, another resident of the St. George development, has lived there nearly 25 years, through the transition to a cooperative; he’s witnessed flooding and the aftermath. Making changes can be difficult, he acknowledges, particularly in a neighborhood that has “118 families — and 118 different attitudes.” Still, Dunton believes the co-op model is ultimately supportive for residents, as it eliminates the fear of losing their homes or getting priced out with no notice, something Hamshaw from the University of Vermont said is not unusual in the state’s “bonkers” housing market, even after disasters.
Concerns over lot rent, which manufactured housing residents can still be charged after being displaced, and accessing aid are among the issues Hamshaw has heard since the summer storm. With the ground now frosting over at night as winter weather settles in, Hamshaw worries about the residents still in the thick of post-disaster bureaucracy. She’s currently interviewing displaced residents, many of whom are couch surfing or living in campers as they await aid. Even once they receive funds, she stressed that the housing market is significantly different now than it was after Irene, with everything from rent to repairs costing more, let alone new housing units.
That’s why Dunton, sitting inside his warm home as a light drizzle fell outside, said he hopes the state can come to see communities like St. George the way he does: as one of the last vestiges of actually affordable housing. And that, he believes, is well worth investing in for the long haul.
Support for this story was provided by The Neal Peirce Foundation, a non-profit organization dedicated to supporting journalism on ways to make cities and their larger regions work better for all people.
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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.”