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“I pulled the data for the past 18 years, and it’s almost off the charts.”

Air pollution in New York and across the eastern United States, driven by an outbreak of wildfires across Quebec and Nova Scotia, has reached the worst level since 2005, when modern records began, according to a Stanford economist.
“I pulled the data for the past 18 years, and it’s almost off the charts,” Marshall Burke, an economist who specializes in climate change and an associate professor at the Stanford Doerr School of Sustainability, told me.
Surveying the dangerous haze that stretched across the country on Tuesday, he said it could conceivably be one of the worst days for air pollution even before the 2000s. Rarely have so many people been exposed to so much particulate matter, or PM2.5, a toxic haze of microscopic soot and ash that is linked to early death and can penetrate the blood-brain barrier. (It’s called PM2.5 because it measures 2.5 or fewer microns across.)
New York City’s air pollution index — which spiked to more than 200 on Tuesday, a level considered “very unhealthy” for all groups — was comparable to a “pretty bad event that we’d get on the West Coast,” he said. But it is unheard of for such toxic air to afflict such a densely populated part of the country. In the late evening, New York briefly had the worst air quality of any city on Earth, beating Delhi, India, and Doha, Qatar.
Burke has published widely on climate change’s costs, studying how rising temperatures might affect crop yields, suicide, and the outbreak of wars. But on Tuesday evening, he said that the economic impacts of wildfires — and their voluminous smoke output — might be one of the biggest unknown dangers of climate. Our conversation also touched on the heinous health effects of wildfire smoke, especially for women and children. It has been edited and condensed for clarity and readability.
That’s a great question. We’ll have to see how long it lasts. A lot of the West in 2020 — really, in California — basically had what you guys are having but for a month. Sometimes it wasn’t quite as acute, but often we got days and days of stuff about as bad as what you guys are having. So I think it’s a hopefully very short-run vision of what some of the rest of the country has dealt with.
But the important part here is the number of people getting exposed. You get days in the West where, like, Missoula, Montana, is hit pretty hard. Or in the 2020 event, we had parts of California get hit pretty hard for weeks. But today we’re talking about the most populated parts of the country just getting hammered. So in that sense, it’s pretty anomalous — it’s different from the Western events where you have unpopulated areas getting dosed.
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People have been studying the health impacts of wildfire smoke for a while — and it’s interesting. You would think we would have a pretty precise answer, but we still don't have a great one.
That’s mainly because these levels of air pollution are so high they induce some weird behaviors. So people actually notice the smoke, and they respond in a way that shapes health outcomes.
So you see some things you would expect. Respiratory hospitalizations or emergency department visits go way up — that’s been shown by a lot of groups. And that’s caused by asthma, that’s COPD, that’s bad stuff.
But other stuff changes — car wrecks go down, there are fewer fractures, people don’t break their legs playing soccer. Basically, what economists would call avoidance behavior pushes back in the other direction pretty substantially. So on really bad days, it’s this funny mix of worsened respiratory outcomes and declines in other, “non-smoke-related” visits.
That said, there are demonstrable negative health impacts for vulnerable groups. And all the research suggests we should draw the circle wider and wider in terms of what we call “vulnerable groups.”
Any pregnant moms — if my wife or anyone I knew was pregnant right now — I would be texting them to stay inside and sit by an air filter. We see very large impacts on preterm birth for moms who are exposed while their kids were in utero. Like I said, my daughter has asthma, so on days like this, she gets to blow it out on the iPad sitting next to the air filter.
So part of the story is not nuanced. If you’re a vulnerable group, it’s a good time to protect yourself.
There is also an ongoing debate about whether wildfire-sourced PM2.5 is better, worse, or the same as PM2.5 from fossil fuel combustion. Some early evidence suggests it’s maybe a lot worse for respiratory function — I’m not fully convinced myself but it could be true. We see a lot of nasty stuff in wildfire smoke. We see heavy metals that get aerosolized, all this stuff that’s in your sink when houses burn, that gets aerosolized. But I think broadly, the PM2.5 literature is a good guide for what’s happening.
For me, it's so important to mention the backdrop, which is just this remarkable policy success in improving air quality. And it was driven by bipartisan public policy that was really good and really worked. You can look at papers on this: You just don’t get bad air-pollution days anymore on the East Coast. They’re gone. They just don’t exist.
Yeah, the Clean Air Act, exactly. And that is being so quickly undone in the West by wildfires. Less so in the East — we saw fingerprints of it last year — but this is going to be a big event, and it’s going to change our estimates a lot. So this really nice progress that we had made is just being rapidly eroded now, and I thought that was just a West Coast story, but maybe now it’s happening in the East too.
Now, I don’t think this is going to happen every year for you guys on the East Coast. I don’t think the data suggests that yet. But it’s not going to happen never — it’s going to be more common.
They were never going to originate in the East Coast, almost surely. Wildfire smoke might affect the East Coast, but it was going to come from somewhere else.
Exactly. And I think honestly that’s what you should still expect. Although the forecast for the next couple of days suggests there’s pretty high fire risk across a bunch of the Northeast, so it’s not out of the question. We could see some starts in the Northeast that could contribute to the smoke, but certainly that's not the case right now.
I think that the modal case is going to be one that looks a lot more like what we’re seeing today, where you get big Canadian fires blowing in. But that just makes the air-pollution problem harder, because now we have a transboundary problem.
So what do we do? Do we sue the Canadians? Do we buy them off?
The way I think about it is that the Clean Air Act was built on one main fact, which is that local pollution concentrations depend on local emissions. So if you regulate local emissions, you improve local air quality. And that worked really well for a while.
But that logic no longer holds. Look at the Canadian fires — number one, it's not a point source, and number two, it doesn't stay locally. We’re not equipped to deal with this, and we have dug ourselves a massive hole in terms of a century of putting out fires that have just made this problem a monster.
My pitch for a while on the West Coast has been that wildfire smoke is going to be one of the main — if not the main way — we encounter climate change viscerally. I'm sure it’s going to get hot, but these episodic events that sit with us and really disrupt our activity, this is going to be one of the most widespread ways we encounter it.
But I would not have told that story for you guys on the East Coast. And this is still one very historic event, so I’m not ready to tell that story, but I’m going to draw the boundary a little wider next time I give a talk on this.
That’s exactly right. None of the existing monetized economic costs of climate change — like when we come up with the social cost of carbon or any of that stuff — wildfires are not in there at all. So this is fully un-costed in all the sort of headline climate-change cost numbers that we have.
Certainly, folks are making the links, and if you read the National Climate Assessment then wildfires are in there, but in terms of monetizing the cost, you're 100% right. We have not done that. Honestly, this is a big push in my groups to try to do it back to that, try to monetize these, and I think they're going to be really big.
When we've done back of the envelope estimates, they suggest the costs are at least as large as heat, potentially. Especially if we get more events like the one today.
The effects go beyond that too. There are all these papers now that show cognitive decline when exposed to air pollution and wildfire smoke. We can look at test-score data and in smokier years, kids do worse on tests. The effects are individually small, but you add them up across schools and across counties and they get pretty big.
The question is, is there catchup, right? In terms of learning losses, we would have to follow people for longer than we’re able to right now. But they certainly last within the year. So if I’m exposed in September, and I take a test in April, I can still see the effects of the wildfire.
We see that in our data. Now, we can’t nail the cognitive channel [as being at fault here] — like, it could be because you didn't go to school. But mostly schools don't close during smoke events, and so it’s consistent with the cognitive channel. But maybe the next year you learn what you missed and, you know, we can’t rule that out.
I think the more proven long-term outcomes is the relationship between in utero exposure and later-in-life outcomes. That’s been shown for other air pollutants, and I don’t think there’s any reason to think it’s not true for wildfire as well. In-utero exposure has this lifelong, negative imprint, including on earnings and cognitive function.
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The startup — founded by the former head of Tesla Energy — is trying to solve a fundamental coordination problem on the grid.
The concept of virtual power plants has been kicking around for decades. Coordinating a network of distributed energy resources — think solar panels, batteries, and smart appliances — to operate like a single power plant upends our notion of what grid-scale electricity generation can look like, not to mention the role individual consumers can play. But the idea only began taking slow, stuttering steps from theory to practice once homeowners started pairing rooftop solar with home batteries in the past decade.
Now, enthusiasm is accelerating as extreme weather, electricity load growth, and increased renewables penetration are straining the grid and interconnection queue. And the money is starting to pour in. Today, home battery manufacturer and VPP software company Lunar Energy announced $232 million in new funding — a $102 million Series D round, plus a previously unannounced $130 million Series C — to help deploy its integrated hardware and software systems across the U.S.
The company’s CEO, Kunal Girotra, founded Lunar Energy in the summer of 2020 after leaving his job as head of Tesla Energy, which makes the Tesla Powerwall battery for homeowners and the Megapack for grid-scale storage. As he put it, back then, “everybody was focused on either building the next best electric car or solving problems for the grid at a centralized level.” But he was more interested in what was happening with households as home battery costs were declining. “The vision was, how can we get every home a battery system and with smart software, optimize that for dual benefit for the consumer as well as the grid?”
VPPs work by linking together lots of small energy resources. Most commonly, this includes solar, home batteries, and appliances that can be programmed to adjust their energy usage based on grid conditions. These disparate resources work in concert conducted by software that coordinates when they should charge, discharge, or ramp down their electricity use based on grid needs and electricity prices. So if a network of home batteries all dispatched energy to the grid at once, that would have the same effect as firing up a fossil fuel power plant — just much cleaner.
Lunar’s artificial intelligence-enabled home energy system analyzes customers’ energy use patterns alongside grid and weather conditions. That allows Lunar’s battery to automatically charge and discharge at the most cost-effective times while retaining an adequate supply of backup power. The batteries, which started shipping in California last year, also come integrated with the company’s Gridshare software. Used by energy companies and utilities, Gridshare already manages all of Sunrun’s VPPs, including nearly 130,000 home batteries — most from non-Lunar manufacturers — that can dispatch energy when the grid needs it most.
This accords with Lunar’s broader philosophy, Girotra explained — that its batteries should be interoperable with all grid software, and its Gridshare platform interoperable with all batteries, whether they’re made by Lunar or not. “That’s another differentiator from Tesla or Enphase, who are creating these walled gardens,” he told me. “We believe an Android-like software strategy is necessary for the grid to really prosper.” That should make it easier for utilities to support VPPs in an environment where there are more and more differentiated home batteries and software systems out there.
And yet the real-world impact of VPPs remains limited today. That’s partially due to the main problem Lunar is trying to solve — the technical complexity of coordinating thousands of household-level systems. But there are also regulatory barriers and entrenched utility business models to contend with, since the grid simply wasn’t set up for households to be energy providers as well as consumers.
Girotra is well-versed in the difficulties of this space. When he first started at Tesla a decade ago, he helped kick off what’s widely considered to be the country’s first VPP with Green Mountain Power in Vermont. The forward-looking utility was keen to provide customers with utility-owned Tesla Powerwalls, networking them together to lower peak system demand. But larger VPPs that utilize customer-owned assets and seek to sell energy from residential batteries into wholesale electricity markets — as Lunar wants to do — are a different beast entirely.
Girotra thinks their time has come. “This year and the next five years are going to be big for VPPs,” he told me. The tide started to turn in California last summer, he said, after a successful test of the state’s VPP capacity had over 100,000 residential batteries dispatching more than 500 megawatts of power to the grid for two hours — enough to power about half of San Francisco. This led to a significant reduction in electricity demand during the state’s evening peak, with the VPP behaving just like a traditional power plant.
Armed with this demonstration of potential and its recent influx of cash, Lunar aims to scale its battery fleet, growing from about 2,000 deployed systems today to about 10,000 by year’s end, and “at least doubling” every year after that. Ultimately, the company aims to leverage the popularity of its Gridshare platform to become a market maker, helping to shape the structure of VPP programs — as it’s already doing with the Community Choice Aggregators that it’s partnered with so far in California.
In the meantime, Girotra said Lunar is also involved in lobbying efforts to push state governments and utilities to make it easier for VPPs to participate in the market. “VPPs were always like nuclear fusion, always for the future,” he told me. But especially after last year’s demonstration, he thinks the entire grid ecosystem, from system operators to regulators, are starting to realize that the technology is here today. ”This is not small potatoes anymore.”
If all the snow and ice over the past week has you fed up, you might consider moving to San Francisco, Los Angeles, Phoenix, Austin, or Atlanta. These five cities receive little to no measurable snow in a given year; subtropical Atlanta technically gets the most — maybe a couple of inches per winter, though often none. Even this weekend’s bomb cyclone, which dumped 7 inches across parts of northeastern Georgia, left the Atlanta suburbs with too little accumulation even to make a snowman.
San Francisco and the aforementioned Sun Belt cities are also the five pilot locations of the all-electric autonomous-vehicle company Waymo. That’s no coincidence. “There is no commercial [automated driving] service operating in winter conditions or freezing rain,” Steven Waslander, a University of Toronto robotics professor who leads WinTOR, a research program aimed at extending the seasonality of self-driving cars, told me. “We don’t have it completely solved.”
Snow and freezing rain, in particular, are among the most hazardous driving conditions, and 70% of the U.S. population lives in areas that experience such conditions in winter. But for the same reasons snow and ice are difficult for human drivers — reduced visibility, poor traction, and a greater need to react quickly and instinctively in anticipation of something like black ice or a fishtailing vehicle in an adjacent lane — they’re difficult for machines to manage, too.
The technology that enables self-driving cars to “see” the road and anticipate hazards ahead comes in three varieties. Tesla Autopilot uses cameras, which Tesla CEO Elon Musk has lauded for operating naturally, like a human driver’s eye — but they have the same limitations as a human eye when conditions deteriorate, too.
Lidar, used by Waymo and, soon, Rivian, deploys pulses of light that bounce off objects and return to sensors to create 3D images of the surrounding environment. Lidar struggles in snowy conditions because the sensors also absorb airborne particles, including moisture and flakes. (Not to mention, lidar is up to 32 times more expensive than Tesla’s comparatively simple, inexpensive cameras.) Radar, the third option, isn’t affected by darkness, snow, fog, or rain, using long radio wavelengths that essentially bend around water droplets in the air. But it also has the worst resolution of the bunch — it’s good at detecting cars, but not smaller objects, such as blown tire debris — and typically needs to be used alongside another sensor, like lidar, as it is on Waymo cars.
Driving in the snow is still “definitely out of the domain of the current robotaxis from Waymo or Baidu, and the long-haul trucks are not testing those conditions yet at all,” Waslander said. “But our research has shown that a lot of the winter conditions are reasonably manageable.”
To boot, Waymo is now testing its vehicles in Tokyo and London, with Denver, Colorado, set to become the first true “winter city” for the company. Waymo also has ambitions to expand into New York City, which received nearly 12 inches of snow last week during Winter Storm Fern.
But while scientists are still divided on whether climate change is increasing instances of polar vortices — which push extremely cold Arctic air down into the warmer, moister air over the U.S., resulting in heavy snowfall — we do know that as the planet warms, places that used to freeze solid all winter will go through freeze-thaw-refreeze cycles that make driving more dangerous. Freezing rain, which requires both warm and cold air to form, could also increase in frequency. Variability also means that autonomous vehicles will need to navigate these conditions even in presumed-mild climates such as Georgia.
Snow and ice throw a couple of wrenches at autonomous vehicles. Cars need to be taught how to brake or slow down on slush, soft snow, packed snow, melting snow, ice — every variation of winter road condition. Other drivers and pedestrians also behave differently in snow than in clear weather, which machine learning models must incorporate. The car itself will also behave differently, with traction changing at critical moments, such as when approaching an intersection or crosswalk.
Expanding the datasets (or “experience”) of autonomous vehicles will help solve the problem on the technological side. But reduced sensor accuracy remains a big concern — because you can only react to hazards you can identify in the first place. A crust of ice over a camera or lidar sensor can prevent the equipment from working properly, which is a scary thought when no one’s in the driver’s seat.
As Waslander alluded to, there are a few obvious coping mechanisms for robotaxi and autonomous vehicle makers: You can defrost, thaw, wipe, or apply a coating to a sensor to keep it clear. Or you can choose something altogether different.
Recently, a fourth kind of sensor has entered the market. At CES in January, the company Teradar demonstrated its Summit sensor, which operates in the terahertz band of the electromagnetic spectrum, a “Goldilocks” zone between the visible light used by cameras and the human eye and radar. “We have all the advantages of radar combined with all the advantages of lidar or camera,” Gunnar Juergens, the SVP of product at Teradar, told me. “It means we get into very high resolution, and we have a very high robustness against any weather influence.”
The company, which raised $150 million in a Series B funding round last year, says it is in talks with top U.S. and European automakers, with the goal of making it onto a 2028 model vehicle; Juergens also told me the company imagines possible applications in the defense, agriculture, and health-care spaces. Waslander hadn’t heard of Teradar before I told him about it, but called the technology a “super neat idea” that could prove to be a “really useful sensor” if it is indeed able to capture the advantages of both radar and lidar. “You could imagine replacing both with one unit,” he said.
Still, radar and lidar are well-established technologies with decades of development behind them, and “there’s a reason” automakers rely on them, Waslander told me. Using the terahertz band, “there’s got to be some trade-offs,” he speculated, such as lower measurement accuracy or higher absorption rates. In other words, while Teradar boasts the upsides of both radar and lidar, it may come with some of their downsides, too.
Another point in Teradar’s favor is that it doesn’t use a lens at all — there’s nothing to fog, freeze, or salt over. The sensor could help address a fundamental assumption of autonomy — as Juergen put it, “if you transfer responsibility from the human to a machine, it must be better than a human.” There are “very good solutions on the road,” he went on. “The question is, can they handle every weather or every use case? And the answer is no, they cannot.” Until sensors can demonstrate matching or exceeding human performance in snowy conditions — whether through a combination of lidar, cameras, and radar, or through a new technology such as Teradar’s Summit sensor — this will remain true.
If driving in winter weather can eventually be automated at scale, it could theoretically save thousands of lives. Until then, you might still consider using that empty parking lot nearby to brush up on your brake pumping.
Otherwise, there’s always Phoenix; I’ve heard it’s pleasant this time of year.
Current conditions: After a brief reprieve of temperatures hovering around freezing, the Northeast is bracing for a return to Arctic air and potential snow squalls at the end of the week • Cyclone Fytia’s death toll more than doubled to seven people in Madagascar as flooding continues • Temperatures in Mongolia are plunging below 0 degrees Fahrenheit for the rest of the workweek.
Secretary of the Interior Doug Burgum suggested the Supreme Court could step in to overturn the Trump administration’s unbroken string of losses in all five cases where offshore wind developers challenged its attempts to halt construction on turbines. “I believe President Trump wants to kill the wind industry in America,” Fox Business News host Stuart Varney asked during Burgum’s appearance on Tuesday morning. “How are you going to do that when the courts are blocking it?” Burgum dismissed the rulings by what he called “court judges” who “were all at the district level,” and said “there’s always the possibility to keep moving that up through the chain.” Burgum — who, as my colleague Robinson Meyer noted last month, has been thrust into an ideological crisis over Trump’s actions toward Greenland — went on to reiterate the claims made in a Department of Defense report in December that sought to justify the halt to all construction on offshore turbines on the grounds that their operation could “create radar interference that could represent a tremendous threat off our highly populated northeast coast.” The issue isn’t new. The Obama administration put together a task force in 2011 to examine the problem of “radar clutter” from wind turbines. The Department of Energy found that there were ways to mitigate the issue, and promoted the development of next-generation radar that could see past turbines.
The Trump administration, meanwhile, is facing accusations of violating the Constitution with its orders to keep coal-fired power stations operating past planned retirement. By mandating their coal plants stay open, two electrical cooperatives in Colorado said the Energy Department’s directive “constitutes both a physical taking and a regulatory taking” of property by the government without just compensation or due process, Utility Dive reported.
Back in December, the promise of a bipartisan deal on permitting reform seemed possible as the SPEED Act came up for a vote in the House. At the last minute, however, far-right Republicans and opponents of offshore wind leveraged their votes to win an amendment specifically allowing President Donald Trump to continue his attempts to kill off the projects to build turbines off the Eastern Seaboard. With key Democrats in the Senate telling Heatmap’s Jael Holzman that their support hinged on legislation that did the opposite of that, the SPEED Act stalled out. Now a new bipartisan bill aims to rectify what went wrong. The FREEDOM Act — an acronym for “Fighting for Reliable Energy and Ending Doubt for Open Markets” — would prevent a Republican administration from yanking permits from offshore wind or a Democratic one from going after already-licensed oil and gas projects, while setting new deadlines for agencies to speed up application reviews. I got an advanced copy of the bill Monday night, so you can read the full piece on it here on Heatmap.
One element I didn’t touch on in my story is what the legislation would do for geothermal. Next-generation geothermal giant Fervo Energy pulled off its breakthrough in using fracking technology to harness the Earth’s heat in more places than ever before just after the Biden administration completed work on its landmark clean energy bills. As a result, geothermal lost out on key policy boosts that, for example, the next-generation nuclear industry received. The FREEDOM Act would require the government to hold twice as many lease sales on federal lands for geothermal projects. It would also extend the regulatory shortcuts the oil and gas industry enjoys to geothermal companies.
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Take a look at the above chart. In the United States, new gas power plants are surging to meet soaring electricity demand. At last count, two thirds of projects currently underway haven’t publicly identified which manufacturer is making their gas turbines. With the backlog for turbines now stretching to the end of the decade, Siemens Energy wants to grow its share of booming demand. The German company, which already boasts the second-largest order book in the U.S. market, is investing $1 billion to produce more turbines and grid equipment. “The models need to be trained,” Christian Bruch, the chief executive of Siemens Energy, told The New York Times. “The electricity need is going to be there.”
While most of the spending is set to go through existing plants in Florida and North Carolina, Siemens Energy plans to build a new factory in Mississippi to produce electric switchgear, the equipment that manages power flows on the grid. It’s hardly alone. In September, Mitsubishi announced plans to double its manufacturing capacity for gas turbines over the next two years. After the announcement, the Japanese company’s share price surged. Until then, investors’ willingness to fund manufacturing expansions seemed limited. As Heatmap’s Matthew Zeitlin put it, “Wall Street has been happy to see developers get in line for whatever turbines can be made from the industry’s existing facilities. But what happens when the pressure to build doesn’t come from customers but from competitors?” Siemens just gave its answer.
At his annual budget address in Harrisburg, Pennsylvania Governor Josh Shapiro touted Amazon’s plans to invest $20 billion into building two data center campuses in his state. But he said it’s time for the state to become “selective about the projects that get built here.” To narrow the criteria, he said developers “must bring their own power generation online or fully fund new generation to meet their needs — without driving up costs for homeowners or businesses.” He insisted that data centers conserve more water. “I know Pennsylvanians have real concerns about these data centers and the impact they could have on our communities, our utility bills, and our environment,” he said, according to WHYY. “And so do I.” The Democrat, who is running for reelection, also called on utilities to find ways to slash electricity rates by 20%.
For the first time, every vehicle on Consumer Reports’ list of top picks for the year is a hybrid (or available as one) or an electric vehicle. The magazine cautioned that its endorsement extended to every version of the winning vehicles in each category. “For example, our pick of the Honda Civic means we think the gas-only Civic, the hybrid, and the sporty Si are all excellent. But for some models, we emphasize the version that we think will work best for most people.” But the publication said “the hybrid option is often quieter and more refined at speed, and its improved fuel efficiency usually saves you money in the long term.”
Elon Musk wants to put data centers in space. In an application to the Federal Communications Commission, SpaceX laid out plans to launch a constellation of a million solar-powered data centers to ease the strain the artificial intelligence boom is placing on the Earth’s grids. Each data center, according to E&E News, would be 31 miles long and operate more than 310 miles above the planet’s surface. “By harnessing the Sun’s abundant, clean energy in orbit — cutting emissions, minimizing land disruption, and reducing the overall environmental costs of grid expansion — SpaceX’s proposed system will enable sustainable AI advancement,” the company said in the filing.