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The Florida insurance market took another hit this week when Farmers announced it would pull out of the state, leaving around 100,000 customers unable to renew their policies.
While the news garnered headlines, it was exceptional not so much for Farmers pulling out, but for how long the insurance giant had stayed in the Florida market. Other national carriers had long since left and remaining Florida-specific carriers have been suffering under the weight of the state’s dangerous weather and uniquely lawsuit friendly legal environment.
At the same time that Farmers announced its departure, records were being set for ocean temperature in Florida, crossing 90 degrees in the waters off the southern part of the state. And the state may be in for nasty storms later this year. Forecasters at Colorado State University last week projected an “above-average” Atlantic hurricane season .
Farmers’ departure from Florida is also just the latest example of a major national carrier leaving a large, disaster-prone state. Allstate and State Farm said earlier this year they were leaving the California property market.
Farmers “looked at their book and determined they needed to reduce their catastrophe exposure. Most national carriers made that decision a long time ago,” RJ Lehmann, editor-in-chief and senior fellow at the International Center for Law and Economics, told me.
Customers with Farmers-branded home, auto, or umbrella insurance will not be able to renew their policy as their terms expires. The changes will not begin to take effect for 90 days.
“This business decision was necessary to effectively manage risk exposure,” Farmers spokesperson Trevor Chapman said in a statement. The company will continue to offer insurance through other brands it owns, Bristol West and Foremost.
The future of Florida’s insurance industry could be a harbinger for the rest of the country as it deals with extreme weather exacerbated by rising temperatures. Florida is a tough insurance market for the obvious reasons — property damage caused by wind, rain, and flooding from tropical storms (not to mention wildfires and tornadoes) — as well as its unique (although changing) legal environment.
While more and more of Florida’s insurance business is being taken on by the state-run Citizens Property Insurance Corporation, some followers of the state's economy are cautiously optimistic that insurers could eventually return to the state. But that return would likely be conditioned on a market and legal environment far more friendly to insurance companies, one with high premium and reduced rights for policyholders. After all, Florida’s high insurance rates have hardly stopped people from moving in, but the combination of extreme weather and high homeowner insurance rates could put the Florida dream of home ownership in America’s tropical climate out of reach for many.
The legal environment is changing thanks to reforms of Florida’s uniquely insurance company-unfriendly litigation system that have been signed by Governor Ron DeSantis over the past few years. This included eliminating Florida’s distinctive “one-way” attorney fees set-up, whereby if a policyholder won any amount of money from an insurer, the insurance company would pay attorneys fees for both sides. This system was obviously disliked by insurance companies, who argued that it led to the flowering of a Florida-specific cottage industry for trial attorneys; while those attorneys argued it gave policyholders a shot in prevailing against well-funded insurance companies.
Another bill banned the practice of letting policyholders “assign” the right to pursue a claim — and sue insurers — to contractors, another practice blamed by the industry for increased litigation.
Florida had over 75 percent of homeowners’ lawsuits in the country as a whole, despite only having 7 percent of the homeowners’ insurance claims, according to data from the Florida Office of Insurance Regulation.
Jeff Brandes, a former Republican state legislator who has long advocated to litigation reforms, predicted that the legislation, which was passed in April, will take somewhere between 18 and 24 months to have an effect on the market.
“I fully expect three-five companies to pull out and rates to go up 10 to 15 percent next year,” Brandes said, although he noted that he expected rates to stabilize in 2025.
In February, the St. Petersburg-based United Property & Casualty Insurance Company was deemed insolvent by state regulators. Some 15 insurers became insolvent between 2020 and the end of 2022.
Since 2016, Florida property insurance companies have been losing money on their underwriting — premiums collected minus claims paid — and only in the first quarter of this year did the industry as a whole turn a net profit, and that was thanks to investment earnings; underwriting profit was still negative.
Even if insurers return to the state, that doesn’t mean that said insurance will necessarily be attractive to homeowners: Part of why a less litigation-friendly market may be tempting to insurers is the very high rates that Florida policyholders pay for home insurance.
Average premiums in the state range from $1,651 in Sumter County in Central Florida to as high as $5,665 in Miami-Dade or $5,710 in Palm Beach, according to the Florida Office of Insurance Regulation. The nationwide average is around $1,900.
“We’re getting to a place where the availability problem will get better,” Lehmann said. “The affordability problem? We live on a low-lying peninsula with some of the most hurricane prone waters in the world.”
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The Senate’s reconciliation bill essentially repeals the Corporate Average Fuel Economy standards, abolishing fines for automakers that sell too many gas guzzlers.
A new provision in the Senate reconciliation bill would neuter the country’s fuel efficiency standards for automakers, gutting one of the federal government’s longest-running programs to manage gasoline prices and air pollution.
The new provision — which was released on Thursday by the Senate Commerce Committee — would essentially strip the government of its ability to enforce the Corporate Average Fuel Economy standards, or CAFE standards.
The CAFE rules are the government’s main program to improve the fuel economy of new cars and light-duty trucks sold in the United States. Over the past 20 years, the rules have helped push the fuel efficiency of new vehicles to record highs even as consumers have adopted crossovers and SUVs en masse.
But the Republican reconciliation bill would essentially end the program as a practical concern for automakers. It would set all fines issued under the program to zero, stripping the government of its ability to punish automakers that sell too many polluting vehicles.
“It would essentially eviscerate the standard without actually doing so directly,” Ann Carlson, a UCLA law professor who led the National Highway Traffic Safety Administration from 2022 to 2023, told me.
“It says that, ‘We have standards here, but we don’t care if you comply or not. If you don’t comply, we’re not going to hold you responsible,’” she said.
Representatives for the Senate Commerce Committee did not respond to an immediate request for comment. A talking points memo released by the committee on Thursday said that the new bill would “[bring] down automobile prices modestly by eliminating CAFE penalties on automakers that design cars to conform to the wishes of D.C. bureaucrats rather than consumers.”
Since 1975, Congress has required the National Highway Traffic Safety Administration (pronounced NIT-suh) to set annual fuel efficiency standards for new cars and light trucks sold in the United States. The rules generally require new vehicles sold nationwide to get a little more fuel efficient, on average, every year.
The rules have remained in effect — with varying levels of stringency — for 50 years, although they have generally encouraged automakers to get more efficient since Congress strengthened the law on a bipartisan basis in 2007.
In model-year 2023, the most recent period for which data is available, new cars and light trucks achieved a real-world fuel economy of 27.1 miles per gallon, an all-time high. The vehicle fleet was set to hit another record high in 2024, according to last year’s report.
Opponents of the fuel economy rules argue that the regulations increase the sticker price of new cars and trucks and push automakers to build less profitable vehicles. The Heritage Foundation, the conservative think tank that published Project 2025, has called the rules a “backdoor EV mandate.”
The rules’ supporters say that the standards are necessary because consumers don’t take fuel costs — or the environmental or public health costs of air pollution — into account when buying a vehicle. They say the rules keep gasoline prices low for all Americans by encouraging fuel efficiency across the board.
The strict Biden-era rules were projected to save consumers $23 billion in gasoline costs, according to an agency analysis. The American Lung Association said that the rules would prevent more than 2 million pediatric asthma attacks and save hundreds of infant lives by 2050.
Secretary of Transportation Sean Duffy has targeted the fuel economy rules as part of a wide-ranging effort to roll back Biden-era energy policy. On January 28, as his first official act, Duffy ordered NHTSA to retroactively weaken the rules for all cars and light trucks sold after model-year 2022.
On Friday, Duffy separately issued a legal opinion that would restrict NHTSA’s ability to include electric vehicles in its real-world estimates of the country’s fuel economy rules. The opinion sets up the next round of CAFE rules to be considerably weaker than existing law.
But the new Republican reconciliation bill, if adopted, would render those rules moot.
Under current law, automakers must pay a fine when the average fuel economy of the vehicles they sell exceeds the fuel economy standard set for that year. Automakers can avoid paying that penalty by buying “credits” from other car companies that have done better than the rules require.
The fine’s size is set by a formula written into the law. That calculation includes the number of cars sold above the fuel-economy threshold, how much those cars exceeded it, and a $5 multiplier. The GOP tax bill rewrites the law to set the multiplier to zero dollars.
In essence, no matter how much an automaker exceeds the fuel economy rules, the GOP reconciliation bill will now multiply their fine by zero.
The original CAFE law contains a second formula allowing the government to set even higher penalties if doing so would achieve “substantial energy conservation.” The new reconciliation bill sets the multiplier in this formula, too, to zero dollars.
The CAFE law’s penalties can be significant. The automaker Stellantis, which owns Fiat and Chrysler, recently paid more than $426 million in penalties for cars sold from model year 2018 to 2020. Last year, General Motors paid a $38 million fine for light trucks sold in model year 2020.
The CAFE provision in the GOP mega-bill seems designed to skirt past the Byrd rule, a Senate rule that policies in reconciliation bills must affect revenue, spending, or generally have more than a “merely incidental” effect on the federal budget.
But Carlson, the former NHTSA acting administrator, doubted whether the provision should really survive a Byrd bath.
Zeroing out the fines is “not really about revenue,” she said, but about compliance with the law. “This is a way to try to couch repeal of CAFE in revenue terms instead of doing it outright.”
And more of the week’s top news about renewable energy conflicts.
1. Nassau County, New York – Opponents of Equinor’s offshore Empire Wind project are now suing to stop construction after the Trump administration quietly lifted its stop-work order.
2. Somerset County, Maryland – A referendum campaign in rural Maryland seeks to restrict solar development on farmland.
3. Tazewell County, Virginia – An Energix solar project is still in the works in this rural county bordering West Virginia, despite a restrictive ordinance.
4. Allan County, Indiana – This county, which includes portions of Fort Wayne, will be holding a hearing next week on changing its current solar zoning rules.
5. Madison County, Indiana – Elsewhere in Indiana, Invenergy has abandoned the Lone Oak solar project amidst fervent opposition and mounting legal hurdles.
6. Adair County, Missouri – This county may soon be home to the largest solar farm in Missouri and is in talks for another project, despite having a high opposition intensity index in the Heatmap Pro database.
7. Newtown County, Arkansas – A fifth county in Arkansas has now banned wind projects.
8. Oklahoma County, Oklahoma – A data center fight is gaining steam as activists on the ground push to block the center on grounds it would result in new renewable energy projects.
9. Bell County, Texas – Fox News is back in our newsletter, this time for platforming the campaign against solar on land suitable for agriculture.
10. Monterey County, California – The Moss Landing battery fire story continues to develop, as PG&E struggles to restart the remaining battery storage facility remaining on site.
A conversation with Biao Gong of Morningstar
This week’s conversation is with Biao Gong, an analyst with Morningstar who this week published an analysis looking at the credit risks associated with offshore wind projects. Obviously I wanted to talk to him about the situation in the U.S., whether it’s still a place investors consider open for business, and if our country’s actions impact the behavior of others.
The following conversation has been lightly edited for clarity.
What led you to write this analysis?
What prompted me was our experience in assigning [private] ratings to offshore wind projects in Europe and wanted to figure out what was different [for rating] with onshore and offshore wind. It was the result of our recent work, which is private, but we’ve seen the trend – a lot of the big players in the offshore wind space are kind of trying to partner up with private equity firms to sell their interests, their operating offshore wind assets. But to raise that they’ll need credit ratings and we’ve seen those transactions. This is a growing area in Europe, because Europe has to rely on offshore wind to achieve its climate goals and secure their energy independence.
The report goes through risks in many ways, including challenging conditions for construction. Tell me about the challenges that offshore wind faces specifically as an investment risk.
The principle behind offshore wind is so different than onshore wind. You’re converting wind energy to electricity but obviously there are a bunch of areas where we believe it is riskier. That doesn’t mean you can’t fund those projects but you need additional mitigants.
This includes construction risk. It can take three to five years to complete an offshore wind project. The marine condition, the climate condition, you can’t do that [work] throughout the year and you need specialized vehicles, helicopters, crews that are so labor intensive. That’s versus onshore, which is pre-fabricated where you have a foundation and assemble it. Once you have an idea of the geotechnical conditions, the risk is just less.
There’s also the permitting process, which can be very challenging. How do you not interrupt the marine ecosystem? That’s something the regulators pay attention to. It’s definitely more than an onshore project, which means you need other mitigants for the lender to feel comfortable.
With respect to the permitting risk, how much of that is the risk of opposition from vacation towns, environmentalists, fisheries?
To be honest, we usually come in after all the critical permitting is in place, before money is given by a lender, but I also think that on the government’s side, in Europe at least, they probably have to encourage the development. And to put out an auction for an area you can build an offshore wind project, they must’ve gone through their own assessment, right? They can’t put out something that they also think may hurt an ecosystem, but that’s my speculation.
A country that did examine the impacts and offer lots of ocean floor for offshore is the U.S. What’s your take on offshore wind development in our country?
Once again, because we’re a rating agency, we don’t have much insight into early stage projects. But with that, our view is pretty gloomy. It’s like, if you haven’t started a project in the U.S., no one is going to buy it. There’s a bunch of projects already under construction, and there was the Empire Wind stop order that was lifted. I think that’s positive, but only to a degree, right? It just means this project under construction can probably go ahead. Those things will go ahead and have really strong developers with strong balance sheets. But they’re going to face additional headwinds, too, because of tariffs – that’s a different story.
We don’t see anything else going ahead.
Does the U.S. behaving this way impact the view you have for offshore wind in other countries, or is this an isolated thing?
It’s very isolated. Europe is just going full-steam ahead because the advantage here is you can build a wind farm that provides 2 or 3 gigawatts – that’s just massive. China, too. The U.S. is very different – and not just offshore. The entire renewables sector. We could revisit the U.S. four or five years from today, but [the U.S.] is going to be pretty difficult for the renewables sector.