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With the ongoing disaster approaching its second week, here’s where things stand.

A week ago, forecasters in Southern California warned residents of Los Angeles that conditions would be dry, windy, and conducive to wildfires. How bad things have gotten, though, has taken everyone by surprise. As of Monday morning, almost 40,000 acres of Los Angeles County have burned in six separate fires, the biggest of which, Palisades and Eaton, have yet to be fully contained. The latest red flag warning, indicating fire weather, won’t expire until Wednesday.
Many have questions about how the second-biggest city in the country is facing such unbelievable devastation (some of these questions, perhaps, being more politically motivated than others). Below, we’ve tried to collect as many answers as possible — including a bit of good news about what lies ahead.
A second Santa Ana wind event is due to set in Monday afternoon. “We’re expecting moderate Santa Ana winds over the next few days, generally in the 20 to 30 [mile per hour] range, gusting to 50, across the mountains and through the canyons,” Eric Drewitz, a meteorologist with the Forest Service, told me on Sunday. Drewitz noted that the winds will be less severe than last week’s, when the fires flared up, but he also anticipates they’ll be “more easterly,” which could blow the fires into new areas. A new red flag warning has been issued through Wednesday, signaling increased fire potential due to low humidity and high winds for several days yet.
If firefighters can prevent new flare-ups and hold back the fires through that wind event, they might be in good shape. By Friday of this week, “it looks like we could have some moderate onshore flow,” Drewitz said, when wet ocean air blows inland, which would help “build back the marine layer” and increase the relative humidity in the region, decreasing the chances of more fires. Information about the Santa Anas at that time is still uncertain — the models have been changing, and the wind is tricky to predict the strength of so far out — but an increase in humidity will at least offer some relief for the battered Ventura and Orange Counties.
The Palisades Fire, the biggest in L.A., ripped through the hilly and affluent area between Santa Monica and Malibu, including the Pacific Palisades neighborhood, the second-most expensive zip code in Los Angeles and home to many celebrities. Structures in Big Rock, a neighborhood in Malibu, have also burned. The fire has also encroached on the I-405 and the Getty Villa, and destroyed at least two homes in Mandeville Canyon, a neighborhood of multimillion-dollar homes. Students at nearby University of California, Los Angeles, were told on Friday to prepare for a possible evacuation.
The Eaton Fire, the second biggest blaze in the area, has killed 16 people in Altadena, a neighborhood near Pasadena, according to the Los Angeles Times, making it one of the deadliest fires in the modern history of California.
The 1,000-acre Kenneth fire is 100% contained but still burning near Calabasas and the gated community of Hidden Hills. The Hurst Fire has burned nearly 800 acres and is 89% contained and is still burning near Sylmar, the northernmost neighborhood in L.A. Though there are no evacuation notices for either the Kenneth or the Hurst fires, residents in the L.A. area should monitor the current conditions as the situation continues to be fluid and develop.
The 43-acre Sunset Fire, which triggered evacuations last week in Hollywood and Hollywood Hills, burned no homes and is 100% contained.
The Lidia Fire, which ignited in a remote area south of Acton, California, on Wednesday afternoon, burned 350 acres of brush and is 100% contained.
It can take years to determine the cause of a fire, and investigations typically don’t begin until after the fire is under control and the area is safe to reenter, Edward Nordskog, a retired fire investigator from the Los Angeles Sheriff’s Department, told Heatmap’s Emily Pontecorvo. He also noted, however, that urban fires are typically easier to pinpoint the cause of than wildland fires due to the availability of witnesses and surveillance footage.
The vast majority of wildfires, 85%, are caused by humans. So far, investigators have ruled out lightning — another common fire-starter — because there were no electrical storms in the area when the fires started. In the case of the Palisades Fire, there were no power lines in the area of the ignition, though investigators are now looking into an electrical transmission tower in Eaton Canyon as the possible cause of the deadly fire in Altadena. There have been rumors that arsonists started the fires, but investigators say that scenario is also pretty unlikely due to the spread of the fires and how remote the ignition areas are.
Officially, 24 people have died, but that tally is likely to rise. California Governor Gavin Newsom said Sunday that he expects “a lot more” deaths will be added to the total in the coming days as search efforts continue.
Incoming President Donald Trump slammed the response to the L.A. fires in a Truth Social post on Sunday morning: “This is one of the worst catastrophes in the history of our Country,” he wrote. “They just can’t put out the fires. What’s wrong with them?”
Though there is much blame going around — not all of it founded in reality — the challenges facing firefighters are immense. Last week, because of strong Santa Ana winds, fire crews could not drop suppressants like water or chemical retardant on the initial blazes. (In strong winds, water and retardant will blow away before they reach the flames on the ground.)
Fighting a fire in an urban or suburban area is also different from fighting one in a remote, wild area. In a true wildfire, crews don’t use much water; firefighters typically contain the blazes by creating breaks — areas cleared of vegetation that starve a fire of fuel and keep it from spreading. In an urban or suburban event, however, firefighters can’t simply hack through a neighborhood, and typically have to use water to fight structure fires. Their priority also shifts from stopping the fire to evacuating and saving people, which means putting out the fire itself has to wait.
What’s more, the L.A. area faced dangerous fire weather going into last week — with wind gusts up to 100 miles per hour and dry air — and the persistence of the Santa Ana winds during firefighting operations through the weekend made it extremely difficult for emergency managers to gain a foothold.
Trump and others have criticized Los Angeles for being unprepared for the fires, given reports that some fire hydrants ran dry or had low pressure during operations in Pacific Palisades. According to the Los Angeles Department of Water and Power, about 20% of hydrants were affected, mostly at higher elevations.
The problem isn’t a lack of preparation, however. It’s that the L.A. wildfires are so large and widespread, the county’s preparations were quickly overwhelmed. “We’re fighting a wildfire with urban water systems, and that is really challenging,” Los Angeles Department of Water and Power CEO Janisse Quiñones said in a news conference last week. When houses burn down, water mains can break open. Civilians also put a strain on the system when they use hoses or sprinkler systems to try to protect their homes.
On Sunday, Judy Chu, the Democratic lawmaker representing Altadena, confirmed that fire officials had told her there was enough water to continue the battle in the days ahead. “I believe that we're in a good place right now,” she told reporters. Newsom, meanwhile, has responded to criticism over the water failure by ordering an investigation into the weak or dry hydrants.
So-called “super soaker” planes have had no problem with water access; they’re scooping directly from the ocean.
Yes. Although aerial support was grounded in the early stages of the wildfires due to severe Santa Ana winds, flights resumed during lulls in the storms last week.
There is a misconception, though, that water and retardant drops “put out” fires; they don’t. Instead, aerial support suppresses a fire so crews can get in close and use traditional methods, like cutting a fire break or spraying water. “All that up in the air, all that’s doing is allowing the firefighters [on the ground] a chance to get in,” Bobbie Scopa, a veteran firefighter and author of the memoir Both Sides of the Fire Line, told me last week.
With winds expected to pick up early this week, aerial firefighting operations may be grounded again. “If you have erratic, unpredictable winds to where you’ve got a gust spread of like 20 to 30 knots,” i.e. 23 to 35 miles per hour, “that becomes dangerous,” Dan Reese, a veteran firefighter and the founder and president of the International Wildfire Consulting Group, told me on Friday.
Because of the direction of the Santa Ana winds, wildfire smoke should mostly blow out to sea. But as winds shift, unhealthy air can blow into populated areas, affecting the health of residents.
Wildfire smoke is unhealthy, period, but urban and suburban smoke like that from the L.A. fires can be particularly detrimental. It’s not just trees and brush immolating in an urban fire, it’s also cars, and batteries, and gas tanks, and plastics, and insulation, and other nasty, chemical-filled things catching fire and sending fumes into the air. PM2.5, the inhalable particulates from wildfire smoke, contributes to thousands of excess deaths annually in the U.S.
You can read Heatmap’s guide to staying safe during extreme smoke events here.
“The bad news is, I’m not seeing any rain chances,” Drewitz, the Forest Service meteorologist, told me on Sunday. Though the marine layer will bring wetter air to the Los Angeles area on Friday, his models showed it’ll be unlikely to form precipitation.
Though some forecasters have signaled potential rain at the end of next week, the general consensus is that the odds for that are low, and that any rain there may be will be too light or short-lived to contribute meaningfully to extinguishing the fires.
The chaparral shrublands around Los Angeles are supposed to burn every 30 to 130 years. “There are high concentrations of terpenes — very flammable oils — in that vegetation; it’s made to burn,” Scopa, the veteran firefighter, told me.
What isn’t normal, though, is the amount of rain Los Angeles got ahead of this past spring — 52.46 inches in the preceding two years, the wettest period in the city’s history since the late 1800s — which was followed by a blisteringly hot summer and a delayed start to this year’s rainy season. Since October, parts of Southern California have received just 10% of their normal rainfall
This “weather whiplash” is caused by a warmer atmosphere, which means that plants will grow explosively due to the influx of rain and then dry out when the drought returns, leaving lots of dry fuels ready and waiting for a spark. “This is really, I would argue, a signature of climate change that is going to be experienced almost everywhere people actually live on Earth,” Daniel Swain, a climate scientist at the University of California, Los Angeles, who authored a new study on the pattern, told The Washington Post.
We know less about how climate change may affect the Santa Anas, though experts have some theories.
At least 12,000 structures have burned so far in the fires, which is already exacerbating the strain on the Los Angeles housing market — one of the country’s tightest even before the fires — as thousands of displaced people look for new places to live. “Dozens and dozens of people are going after the same properties,” one real estate agent told the Los Angeles Times. The city has reminded businesses that price gouging — including raising rental prices more than 10% — during an emergency is against the law.
Los Angeles had a shortage of about 370,000 homes before the fires, and between 2021 and 2023, the county added fewer than 30,000 new units per year. Recovery grants and federal aid can lag, and it often takes more than two years for even the first Housing and Urban Development Disaster Recovery Grants’ expenditures to go out.
My colleague Matthew Zeitlin wrote for Heatmap that the economic impact of the Los Angeles fire is already much higher than that of other fires, such as the 2018 Camp fire, partly because of the value of the Pacific Palisades real estate.
The wildfires may “deal a devastating blow to [California’s] fragile home insurance market,” Heatmap’s Matthew Zeitlin wrote last week. In recent years, home insurers have left California or declined to write new policies, at least partially due to the increased risk of wildfires in the state.
Depending on the extent of the damage from the fires, the coffers of California’s FAIR Plan — which insures homeowners who can’t get insurance otherwise, including many in Pacific Palisades and Altadena — could empty, causing it to seek money from insurers, according to the state’s regulations. As Zeitlin writes, “This would mean that Californians who were able to buy private insurance — because they don’t live in a region of the state that insurers have abandoned — could be on the hook for massive wildfire losses.”
First and foremost, sign up for all relevant emergency alerts. Make sure to turn on the sound on your phone and keep it near you in case of a change in conditions. Pack a “go bag” with essentials and consider filling your gas tank now so that you can evacuate at a moment’s notice if needed. Read our guide on what to do if you get a pre-evacuation or an evacuation notice ahead of time so that you’re not scrambling for information if you get an alert.
The free Watch Duty app has become a go-to resource for people affected by the fires, including friends and family of Angelenos who may themselves be thousands of miles away. The app provides information on fire perimeters, evacuation notices, and power outages. Its employees pull information directly from emergency responders’ radio broadcasts and sometimes beat official sources to disseminating it. If you need an endorsement: Emergency responders rely on the app, too.
There are many scams in the wake of disasters as crooks look to take advantage of desperate people — and those who want to help them. To play it safe, you can use a hub like the one established by GoFundMe, which is actively vetting campaigns related to the L.A. fires. If you’re looking to volunteer your time, make a donation of clothing or food, or if you’re able to foster animals the fire has displaced, you can use this handy database from the Mutual Aid Network L.A. There are also many national organizations, such as the Red Cross, that you can connect with if you want to help.
The City of Los Angeles and the Los Angeles Fire Department have asked that do-gooders not bring donations directly to fire stations or shelters; such actions can interfere with emergency operations. Their website provides more information about how you can help — productively — on their website.
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Trump’s new tariffs seem to make few exemptions for clean energy.
Is this how a new wave of inflation starts?
The international crude oil benchmark leapt to $100 a barrel on Thursday, its highest level since May. The surge came after the Iran-backed Houthi group in Yemen attacked two Saudi oil tankers in the Red Sea.
Those strikes pinched one of the remaining fossil-fuel export routes from the Arabian Peninsula, but they also revealed new constraints on President Trump’s Iran strategy. Throughout most of the spring, the president was able to keep a lid on oil prices by vowing to end the war that he started — and when he said he wanted a ceasefire, investors believed him. Now the White House is running out of options to end the conflict, and the president may be losing his ability to jawbone prices lower.
Now, these high prices haven’t quite hit in America yet. The U.S. oil benchmark, West Texas Intermediate, stands at $92, having increased 25% over the past month. But gasoline and diesel prices are rising fast. And in any case, Americans may be about to deal with a new one-time price hike from another source: tariffs.
The Office of the U.S. Trade Representative announced a new array of global tariffs on Thursday afternoon; the government will start levying 10% to 12.5% taxes on most imports from more than 80 countries tonight. (By the Trump administration’s own reckoning, these countries supply 99.4% of America’s imports.) The new tariff regime, which is allegedly designed to withstand the Supreme Court’s scrutiny, has some crucial exemptions, including drugs, cars, phones, planes, semiconductors, and oil and natural gas.
But it will fall heavily on goods and exporters that supply electricity and clean energy inputs to the United States. I’d love to be wrong, but on my initial read, solar panels, lithium-ion batteries, inverters, motors, and other power equipment are all covered by these new tariffs (to name a few categories). These new taxes will stack on top of the existing anti-dumping tariffs that already apply to, say, Southeast Asia-made solar panels. You have to squint for silver lining here, but perhaps there’s an upside for manufacturers: These additional tariffs won’t apply to the “critical mineral” inputs that they rely on to make some of these technologies in the U.S. Most transformers also seem to be exempt because they’re already covered under an earlier tariff regime. Alas, many other goods that manufacturers do need — such as factory equipment — will face the new levies.
The United States economy is resilient; it looked through the spring’s run-up in oil prices as well as Trump’s earlier round of trade levies. (I’m half-convinced that tariffs are likely to outlive the Trump administration, no matter what happens in the next few months, because the federal government would otherwise be starved of revenue without them.) But as my colleague Matthew Zeitlin wrote last week, we know the U.S. energy system is already wheezing under current price levels. A new surge in oil prices, a price hike for renewable energy inputs, and a continued surge in electricity demand do not set us up for a beautiful macroeconomic outcome.
The company’s latest sustainability report, shared exclusively with Heatmap, shows that carbon intensity per kilometer traveled has dropped 81% since 2019.
Lime, the electric scooter and bike-sharing company that recently raised $174 million in its initial public offering, estimates that it replaced 38 million car trips across the globe last year. Even as it helped prevent substantial vehicle pollution, though, Lime racked up about 90,000 metric tons of carbon emissions tied to its own activities.
While that number pales in comparison to the tens of millions of tons of carbon that tech companies like Microsoft and Google emit, or the hundreds of millions of tons that traditional car companies like Ford report, the point stands: Even companies producing solutions to climate change have emissions to deal with.
For such a small player, Lime has made quite a bit of progress reducing its climate impact. Since 2019, when Lime first began tracking its carbon footprint, the number of kilometers traveled by Lime’s bikes and scooters each year has grown nearly 250%, while the carbon intensity of each kilometer has decreased by 81%. All in all, Lime has reduced its total reported emissions from direct and indirect sources by 35%. The company made much of that progress in just the past two years.
According to Lime’s latest sustainability report, shared exclusively with Heatmap, its biggest recent strides came from doing something that is generally considered to be pretty difficult: It decarbonized part of its supply chain.
Most of the emissions related to Lime’s business come from activities that are not within the company’s control. Its biggest source has always been the manufacture of the vehicles and batteries it uses, and more specifically from the manufacture of aluminum, which requires a huge amount of electricity to smelt.
Lime doesn’t manufacture its own vehicles, so it had to convince its partners to find and use lower-carbon metals and batteries. “One of the strategic advantages we have is that we design our own vehicles. We’re not buying them off the shelf,” Andrew Savage, Lime’s vice president of sustainability, told me. “So we don’t own the manufacturing, but we have a large amount of input and ability to work with suppliers to modify a supply chain.”
Savage said that a significant sourcing effort in 2024 paid off in 2025, when the company increased the amount of aluminum in its products that was made using renewable electricity and sourced more batteries made with renewable power. That combination of efforts cut the company’s total capital goods-related emissions in half compared to the previous year, and reduced the carbon intensity of each Lime vehicle by more than 25%. It also didn’t cost too much, Savage told me, adding that the expenditure was “marginal enough that it has made sense for us.”
Lime has also invested in its repair capabilities, which allows the company to keep its vehicles and parts in circulation much longer and avoid buying as many new ones. This has helped to keep emissions down even as its business has grown.
Another major source of emissions for Lime is shipping and logistics — again, a part of the business that is somewhat out of its hands. Lime hires third parties to pick up its bikes and scooters from major ports, transport them to regional hubs, and then distribute them to the markets where it operates. Initially, the vehicles were transported in trucks fueled by diesel. In 2024, Lime found partners that would be able to pick up its cargo at the ports of Los Angeles and Long Beach and bring them to its logistics hubs in electric drayage trucks.
The company made similar moves throughout its European business, transitioning most of its port-to-hub shipments to trucks running on a bio-based diesel fuel called HVO100, which is made from used cooking oil and other waste oils and estimated to reduce emissions by 89% compared to conventional diesel. This past year, Lime expanded its use of HVO100-fueled trucking partners to cover shipments from hubs to 16 cities.
The problem with HVO100, according to Nikita Pavlenko, the program director for fuels and aviation at the International Council on Clean Transportation, is that there will never be enough of it to fully decarbonize heavy duty trucking. “Particularly in Europe, where the transport sector is more reliant on diesel, it could never feasibly be met with waste oils entirely,” he told me. Purpose-grown crops like palm and soy could meet the increased demand for bio-based diesel, but that starts to come at the expense of land-use emissions and deforestation.
Savage was well aware of the limitations, and told me he views HVO100 as an interim solution. “We looked across Europe and somewhat shockingly found very few options on the electrification side,” he said. Even a country like Norway, which is famous for its adoption of electric vehicles, does not yet have much in the way of electric trucking and logistics, he said. “But it’s something that we absolutely expect to come in as part of our decarbonization roadmap.”
Interestingly, Lime reported that its upstream shipping and logistics emissions slightly increased in 2025 compared to 2024, although the company has cut this category in half overall since 2019. Lime attributed this to an increased use of expedited shipping for certain parts last year, but said its increased use of EVs and HVO100 helped mitigate the impacts.
Lime currently operates on five continents and in 230 cities. While it’s made some progress on low-carbon shipping within the EU and U.S., there’s still Australia, South America, and Asia to figure out. Looking ahead to next year, Savage said he wants to expand the number of markets and the amount of goods the company moves using lower-carbon vehicles. He also wants to augment the company’s repair practice.
“We view the work we’re doing on decarbonizing the business as going completely hand in hand with our mission and objective as a company,” Savage said. “It’s not a sideshow.”
A new 60-home pilot program aims to expand vehicle-to-grid charging.
When energy experts imagine the grid of the future, they often dream of millions of electric vehicles moonlighting as mobile power banks, using their hefty batteries to send electricity back to the grid when it needs a boost. But despite rapid EV adoption, this utopia has remained largely out of reach. Most vehicles don’t yet support bidirectional power flow, and most markets lack incentives for customers to feed power back to the grid in the first place.
That’s finally starting to change. While vehicle-to-grid — a.k.a. V2G — technology is still in its earliest innings, a new Massachusetts program announced on Thursday is working to make the technology something closer to commonplace. Funded by the Massachusetts Clean Energy Center, the state’s economic development agency, the initiative will install 60 bidirectional charging systems in participating residents’ homes.
The program has already begun enrolling its first participants, joining a small but growing group of V2G demonstrations across the country. But the field remains so nascent that even a 60-home project stands out. Kip Hack, who leads the distributed energy resource management company EnergyHub’s EV work, told me he very much considers it a “leading program for North America.”
The Massachusetts initiative brings together a wide variety of partners: utility companies Eversource and National Grid, EnergyHub, and technology partners Sunrun and The Mobility House, which each provide the software and device integrations needed to connect various EV models to the grid. Depending on their vehicle, eligible customers will enroll in the program through either Sunrun or The Mobility House, which will then connect them to their utility’s existing demand flexibility program, ConnectedSolutions. This decade-old initiative pays customers to reduce strain on the grid by leveraging smart thermostats, batteries, and other commercial and industrial energy systems. Now EVs will join the mix.
“They don’t actually care what the participating technology is. They only care about the output,” EnergyHub’s president, Seth Frader-Thompson told me, referring to ConnectedSolutions’ technology-agnostic design, which runs on EnergyHub’s software platform. That means the program can readily incorporate new distributed energy resources as they become available, simplifying the entire process in a way that many other regions have yet to figure out. “So when V2G technology was ready, nobody had to create a new program. You already had a program structure, an incentive structure, et cetera, that you could just have these vehicles participate in.”
Each distributed energy asset enrolled in the program can earn up to $275 per average kilowatt of grid support provided during the summer months. But customers don’t receive that payment directly from their utility. Rather Sunrun and The Mobility House set their own customer incentive structures based on that underlying $275 per kilowatt value.
Chip Silverman, Sunrun’s director of grid services and virtual power plants, told me that its customers will receive a fixed payment simply for signing up, just as the company’s stationary battery storage customers do. That gets new participants in the door — they can then earn additional performance incentives if they actually discharge power back to the grid during a demand response event. “We want to incentivize people to plug in 5:00 p.m. to 8:00 p.m. on weeknights because we want to get you to try to hit the peak events whenever possible,” Silverman told me.
The pool of qualifying vehicles remains quite limited, however. Sunrun’s system only supports the Ford F-150 Lightning, while The Mobility House’s software integrates with chargers compatible with the Kia EV9, Volvo XC90, Polestar 3, and several Nissan Leaf models. Teslas with V2G capability — which today means just the Cybertruck — are not eligible. That’s because while every other vehicle in this program places the requisite DC to AC power converter within the wall charger, Tesla installs this hardware in the car itself. While that will likely prove to be a smarter, cheaper long-term approach, for now it doesn’t align with how utilities certify and approve grid-connected equipment.
Yet even at this early stage, with limited scale and narrow eligibility requirements, Massachusetts’ early adopters are already demonstrating the technology’s value. “It has been quite hot, unseasonably hot in New England these last several weeks,” Hack told me, explaining that participants’ EV batteries have already been tapped to discharge power “more than once” since enrollment began earlier this month.
The potential for far greater impact is enormous. “The size of the battery in the car is remarkable,” Frader-Thompson told me. While a typical home battery stores around 10 to 15 kilowatt-hours of energy, an EV battery can hold on the order of 70 to 100 kilowatt-hours. “So if the vehicle is plugged in, it essentially has the ability to export the equivalent of an entire residential battery every hour during an event,” he explained.
To truly turn V2G from a promising concept into a reliable grid resource, however, utilities and grid operators will need much more data on when these batteries are available and how much power EV owners are actually willing to provide. By the end of this summer, Massachusetts’ latest experiment could offer some of the first real-world answers.