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Three former hotshots talk about getting up close to the flames, how it changed them, and what could actually prevent future fires.

It’s every author’s worst fear: Your book is one of three coming out on the subject in a single season.
But Kelly Ramsey, Jordan Thomas, and River Selby’s first-person narratives about fighting fires in the American West could not be more different or more complementary to each other. While all three worked as hotshots — the U.S. Forest Service’s elite wildland firefighting division — their different experiences, approaches, and perspectives offer a multi-faceted (and rarely overlapping) look at the state of fire management in the U.S.
Ramsey’s memoir, Wildfire Days: A Woman, a Hotshot Crew, and the Burning American West, is a narrative of self-discovery chronicling her time with the pseudonymous Rowdy River Hotshots during the historic 2020 and 2021 seasons. As the only woman on the 20-person crew — and the first woman the crew had brought on in 10 years — Ramsey faced all the normal pressures of being a rookie firefighter while also having to prove her mettle to be on the fireline in her colleagues’ eyes.
Thomas, an anthropologist by training, spent the 2021 season with the Los Padres Hotshots to learn more about “the cultural currents that stoked this new era of fire.”
“I wanted to get close to the flames,” he writes, “to understand how people navigate new scales of destruction — emotionally, physically, and tactically.” The resulting book, When It All Burns: Fighting Fire in a Transformed World, is a first-person account of Thomas’ time on the hotshot crew, interwoven with his research into how forest mismanagement long predates the common narrative tying today’s megafires to the creation of the U.S. Forest Service at the start of the 20th Century. (It was also recently named as a finalist for the 2025 National Book Award.)
Finally, Selby’s Hotshot: A Life on Fire, is a braided memoir that follows the author’s tumultuous upbringing and relationship with their mother to their escape into the unforgiving world of wildland firefighting. Having started out on a contract fire crew based out of Oregon, Selby joined the Solar Hotshot crew in 2002, setting off a career in elite firefighting that would take them from California to Nebraska to Alaska. As the only woman on the crew (Selby now identifies as nonbinary), Selby faced marginalization similar to what Ramsey experienced; read together, the two memoirs offer a discouraging portrait of how little the hypermasculine culture of hotshot crews has changed, even over the course of decades.
Their books arrive at a moment when federal firefighting crews are receiving more public attention than at any point in recent memory — both because of the prevalence of fire in our climate changed world, and due to mounting concerns about the health effects and treatment of the workers on hotshot crews. The Trump administration has also pushed to consolidate fire programs under a single federal agency, ostensibly to address cost inefficiencies and improve the coordination of operations, which are currently spread across five agencies.
I spoke to Ramsey, Thomas, and Selby separately about their books. Common themes emerged, including the urgency of wildfire narratives, the importance of prescribed burning, and their views on resiliency and rebuilding. The interviews have been condensed, lightly edited, and arranged in conversation with each other, below.
Wildfire recovery interests me so much, and from multiple perspectives, because I think this is a space where you find the recovery of people’s emotional trauma from wildfires is closely related to the recovery of landscapes from fires.
Prescribed burns are often where you find people trying to implement wildfire recovery. In Northern California, in a national forest up there where I was working, 98% of that forest burned. Part of the recovery plan process involves using intentional fires to foster the kinds of ecosystems that reemerge alongside them. They’re trying to plan this around climate change as well, thinking about what sorts of plants and trees will survive in the new climate. It also means working with communities like the tribal people in the region, who — for a very long time — weren’t allowed to use fire, and who saw a lot of species that were important to them disappear because of the lack of fire.
As you’re doing that, you’re encouraging fires that aren’t so destructive and aren’t so scary. So for people who’ve lost homes or had emotionally distressful experiences with wildfire, these prescribed fires are also an opportunity to rebuild an emotional connection to fire in the land as well — one that’s not traumatic, but in which fire is a useful, beneficial thing within your community and within your landscape. — Thomas
Communities that build back successfully do not build back the same. There are two parts to it: One is making your actual home more defensible and more fire-resistant. But there’s also building back the landscape around a community better.
The places I’ve seen that look the most fire resilient have done massive landscape-size treatments around the community. They’ve removed hazard trees following the fire, and they’ve stayed on top of the brush — because what happens, especially after a catastrophic wildfire, is you get huge regrowth of brush, and a lot of times you’ll see another fire in that same scar within a few years because brush carries fire so readily.
They’re also doing a lot of prescribed burning. Ideally, if you have a community that’s been hit by a fire, you also want to be on top of intentionally burning in the five to 10 years right after. You have to be aggressive about that; otherwise, you’re just going to get another fire pretty soon. — Ramsey
I’ve been thinking about rebuilding a lot after we had those fires in Los Angeles over the winter. There seem to be two camps: one camp of people who want to rebuild immediately, and another camp of people saying, “I think we should consider what we’re doing.” It’s challenging because a lot of population centers, especially in the West, are in the wildland-urban interface. So, yes, rebuild, but rebuild with safety in mind and ensure that everyone in the community, regardless of their economic status, has access to the resources necessary to rebuild in a way that protects them.
There’s a huge public lack of education and understandable fear when it comes to wildfire, but there are so many things that can be done as far as how houses are built, enforcing defensible space around houses, encouraging the growth of more fire-resistant native plants, making sure that you’re tending the land in a way that is keeping out the more volatile invasive grasses that are actually increasing the number of fires. But I think our national mindset has always been that we want to find one solution for everything, and that just doesn’t work in fire-prone areas. There have to be multiple solutions and multiple agencies and nonprofits and states and cities and counties all working together and supporting each other in having these goals of building fire-resilient communities. — Selby
I think a lot of people have this indignation every season, where when a fire approaches a town, they’re like, “How could this happen?” But in certain places — like Redding, California, where I live — people are no longer shocked. They’re always ready. And I have landed in that extreme of being always ready; I’m not surprised.
When you decide to live in certain places— almost anywhere in California, but in certain places in the West — you have signed on an invisible dotted line and said, “I agree that my house may be burned, and I accept this.” Obviously, I will still grieve and be sad if I lose my home at some point. But I also just feel like, with what I’ve seen as a hotshot, I acknowledge that it could happen almost anywhere out here. It’s more likely than not that at some point, in the next 25 years, if I can continue to live in California for that long.
My partner and I talk a lot about this, how after being a hotshot, you have a switch in your brain where you’re constantly aware of what could burn and how it could burn. I look at a certain hillside, and if it’s a really dense forest, I’ll have two thoughts: I’ll think, “Oh, how pretty.” And then I’ll think, “Oh, that would burn really hot.” — Ramsey
There were very few instances on the fire line where the firefighters I was working with questioned or talked about or discussed how that fire started. There is a real immediacy to the work and an understanding that you would do your best to try to put the fire out, and you would work for 14 days, and if the fire was still going, then you’d come back after your days off. But the task didn’t hinge on how the fire started.
What interests me the most is why fires get as big as they do once they start. That’s what shines the light on climate change and the way that the capitalist management of our lands has made our forests so unhealthy, and how the genocide and colonialism of Indigenous people were the foundation of that. If you go back just a couple of hundred years, there were far more ignitions in California before Europeans arrived because Indigenous people were igniting around 10% of California every year. But those fires were not going out of control.
Every fire that’s not a prescribed burn — is it a success or a failure? I think it depends on the fire history in the area recently, and if there has been a prescribed burn there recently, or if there’s even been a lightning burn that occurred in conditions that were conducive to forest health. Then another ignition there probably won’t be as bad. But of course, climate change is shifting all of that. — Thomas
It became a conscious decision to write about the experience of being a female hotshot. In the first draft, there were a couple of moments where I was like, “Oh, I had my period,” that were a bit throw-away. Like, I’d mention that it was happening, or I’d say that I had trouble finding a place to pee. But one of my dear, dear friends, who is a professor of Victorian literature, read the first draft, and she was like, “MORE OF THIS” in all caps. My editor pushed for it as well. He said, “We need as much of your physical experience as possible.” He didn’t really say, “your physical experience as a woman,” but he asked at one point, “Could you do a catalog of the damage to your body?”
It was really other people being like, “Okay, so what about your body, though?” because my tendency — and I think this happens in books by authors in male-dominated fields, there’s an abnegation of the body. You’re not supposed to think too much about the pain you’re dealing with. You necessarily compartmentalize and tune out your physical experience because a lot of times it’s painful, and to keep going through a 24-hour shift, you can’t think, “Oh, my shoulder hurts.” So I think the culture — and it’s also hyper-masculine culture, is “Don’t complain, don’t say what you’re going through at all.” — Ramsey
I was very aware when writing that there are better voices to be commenting on masculinity in this context than mine, necessarily. But, in my analysis, I never wanted to punch down or punch up; I wanted to think about the way that these cultures function. One of the things that masculinity does on the crew is it makes people hyper-aware of all of the small details of their actions, whether you’re taking care of your boots or keeping your chain sharp on your chainsaw, or whether you’re drinking enough water. All of these things that are enforced through masculine bullying are actually things that, if you’re not paying attention to them, can slow you down, or put you in a life-or-death situation, or put 20 other people at risk.
Masculinity also has a way of reframing the physical discomfort and suffering and the grind of getting kicked awake before sunrise and working until sunset in extreme heat for 14 days with two days off and doing that over and over and over for six months as your body breaks down, too. It blunts or numbs parts of it, because you’re not going to escape it by talking about it. But on the flip side of that, what does masculinity do within the system of fire suppression? One thing that these ethics do outside of the crew is create a system where suffering — “rubbing some dirt on it,” or not talking about your ailments, illnesses, or documenting your exposure to chemicals — becomes glorified and valorized so people are not advocating for themselves.
The ethic of masculinity on a hotshot crew also becomes a subsidy for the wealthy people who would otherwise be paying higher taxes to take care of these same people’s bodies. Who are you actually helping by “rubbing some dirt on it,” or by working a little bit harder, or by not reporting your torn meniscus? You’re serving the people who’d be paying for it, and the people who should be paying for it are the wealthiest strata of society whose properties you’re often protecting. There’s a perverse way in which this ethic of masculinity — while I think there’s a certain instrumentality to it within the crew — there’s also a real exploitative element to it within the role that it plays in the fire suppression system overall. — Thomas
A huge aspect of the culture on a hotshot crew was how they were performing masculinity for each other. They were very focused on performing a specific kind of masculinity, though, that was tough, invulnerable, doesn’t feel pain. The only emotion that is really okay is anger; even joy is not necessarily accepted. There was a strong undercurrent of competition — who is the toughest, who is the hardest.
Not everyone participated fully in this. I worked with a lot of different men, and all men are different. Some were sensitive or very artistic, and they experienced marginalization because they weren’t willing to opt into the hypermasculinity. But it does have physical repercussions because you’re not allowed to complain. You end up working through injuries. You end up hurting yourself. And if someone got injured — unless it was very obviously almost a deadly injury — then they were shamed for getting help.
I have gotten messages from people — even before my book came out, people of all genders, but a lot of women — talking about current experiences they’ve had that were similar to my own. In the epilogue, I wrote a little bit about some of the current lawsuits that are happening, and it’s something I would like to write more about. I hope that more folks come to me and talk about their experiences. But from what I’ve heard, the culture has not changed that much since I was a hotshot. — Selby
I definitely didn’t take the job thinking I would write about it. I had kind of — not given up on writing, — but I had definitely turned my attention away. Going to work for the Forest Service was me being like, ‘This writing thing doesn’t seem to be panning out.” I needed something else that felt meaningful to me, and I loved the outdoors so much, so I was like, “I’ll just do outside for a living.”
There was a moment in August of my first season when I started taking notes in my Notes app. I had this sense of, “This job is absolutely extraordinary, and all these crazy things are always happening, and these people I work with are such characters and they’re always saying the wildest stuff.” In the off-season, between my two seasons, I began trying to fill in some scenes based on the notes I had taken at the time. I was like, “Maybe I will write a novel when this job is done.” I really thought it was a novel!
After the two seasons, I started writing, and when I finished it, I was like, “Okay, this would make a great novel — except everything in here really happened.” So then I was like, I guess we’re working with a memoir! And that was when I decided to find an agent. — Ramsey
I won’t speculate about why other people are publishing [hotshot narratives], but I think there’s a real attempt to try to make sense of what’s happening. The baseline physical conditions are outpacing our abilities to comprehend them — around the planet, with climate change in general, but also with the wildfires. Fires are a concrete case study for the ways that environments are galloping beyond our comprehension.
So for me personally, this was an attempt to try to gain some mooring in this unmoored reality that we’re entering. There are a lot of abstract ideas about what it means to “navigate the climate crisis,” but working with hotshots gave me an anchor that I could use to make this real and ask, “How are people actually physically navigating the climate crisis on the fire line?” — Thomas
I started writing a proposal [for Hotshot] in January 2019. I thought that it was really important back then, though — due to a bunch of factors, some of them having to do with things out of my control — the book took a while to finish. I had honestly wanted this book to be out in 2022, and that was the expectation when I sold it.
In some ways, I’m glad it took so long, because that allowed me the space to do really thorough research and also a really thorough personal examination. I was working through my own emotional material, and I think I needed that distance, and that it’s made a better book. But I have thought that this has been important for a long time, and I hope that there are many more books about this subject. — Selby
Our news cycle is built on sensationalism; that’s just a fundamental problem with the media. I have noticed a shift in the past few years where reports of fires will mention the importance of fire [recurrence to the health of the ecosystem] as a kind of side note, but who’s gonna read a side note? It is a problem of education, and that is one of the main reasons I wrote my book: I wanted to create something accessible that could provide a comprehensive education to the reader about why fires are a natural thing that happens and why they should be reintroduced. I do think that one solution might be for outlets to take more time to conduct in-depth analyses of very regional fire regimes, how they function, and possibly even partner with some nonprofits.
The way we deal with fire right now, on a large scale in the U.S., is reactive. Even in the marketing of my book, people are like, “Why would you want to write something about fire when there aren’t active wildfires threatening a community or something?” They want to leverage the threat in order to bring attention to this. And it’s like, “Well, actually, maybe you don’t want to try and educate people about this when they’re feeling actively scared.” — Selby
When people talk about forest management — or forest mismanagement — they often refer to “a century of forest mismanagement by the federal government and the U.S. Forest Service.” The reality is that most of the fires that were lit in California, and many across the American West, were lit by Indigenous people, and by the time the Forest Service was founded in 1905, most of the fires in the American West had already been extinguished [by the Spanish missionaries, who, beginning in the 18th century, had criminalized Indigenous burning as “childish” and damaging,] and orchestrated a systematic genocide against those communities. I think current dominant narratives that place forest mismanagement just a century ago do a real injustice to Indigenous people and to our ability to grasp the depth of this crisis. — Thomas
Hotshots are not looking for fame or glory or a pat on the back. Even in the way that you walk, there’s an ethic about not trying to be flashy — you have your shoulders hunched, you look down. But I think that there is a general appreciation in the hotshot community of the attempts to advocate for their general working conditions because the conditions have gotten so dire. While hotshots themselves are not the sort of people who will stand up on stage and clamor for better health care or higher pay, a lot of people who used to be hotshots are doing that work to try to uplift them.
The complicated part of this is, it’s easy to rally around hotshots as a group of people who are experiencing and suffering from the effects of climate change. It’s very hard to argue that they should be enduring that, or that they’re not skilled labor. Everybody wants to support the firefighters, right? But it provides an opportunity to highlight the needs of frontline communities; to expand universal healthcare coverage, for example. The danger, though, is it can easily become a competition — like, is this community of essential workers sufficiently skilled or sufficiently badass enough to deserve health care?
While advocating for hotshots can be really helpful in aiding people’s understanding of the increasing zones of violence that climate change is inflicting, it can also create a ridiculous standard for who should be considered an essential worker. Farm workers in California, people working in factories — people all over face similar categories of danger without having a flashy rallying point. I think that’s the danger, that you have a real opportunity with this sort of advocacy work for hotshots that is paired with that peril. — Thomas
The Forest Service should not be defunded and understaffed further than it already is. We’ve been in a staffing crisis for at least the last five years before the catastrophe that is the current administration. They’re absolutely going in the wrong direction by cutting any staff because so many of those people that they cut — while they may not be primarily firefighters, they’re all red-carded, qualified firefighters [meaning that they’re licensed and certified to respond to a fire], and they serve support functions during major incidents.
Regarding the creation of centralized fire management, I have mixed feelings. On the one hand, I think that could be really good because fires are managed through three different agencies in the federal government and that can cause problems. But I have also heard my friend Amanda Monthei, who’s a fire writer and podcaster, point out that firefighters also do a lot of prescribed burning and fuels management. Separate them out and create one federal fire agency, are they also going to do that preventative work?
The advocacy organization Grassroots Wildland Firefighters has a lot of good ideas about how [a centralized agency] could be done, but when it comes to the prescribed burning and intentional fire scene, there are a lot of concerns. To me, the biggest thing we need to focus on is more intentional fire and fuel reduction, and figuring out what best enables that. If the creation of a centralized fire service is going to help us do more intentional fire, then great. If it’s going to make that even harder, then no. — Ramsey
My book is clearly critical of federal agencies, but they are so important when it comes to fire management. I do think that if federal agencies could take more of a support role when it comes to local action — like with nonprofits, tribes, and Indigenous nations — that would be very helpful. But it’s hard to imagine with our current administration.
Say what you will about the Biden administration, but they made a lot of progress with some of their policies, and [former Secretary of the Interior] Deb Haaland did so much work to bring traditional ecological knowledge into the fray when it came to policy. I do have hope that, regardless of what happens with the administration, if it’s not federal agencies, then state agencies can play support roles for nonprofits, tribes, and burning networks to start implementing these things. I don’t know if it’s possible to implement such focused, specific ecological tending on a national level. It needs to be on a local level, with people who know their ecosystems. — Selby
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The maker of smart panels is tapping into unused grid capacity to help power the AI boom.
The race for artificial intelligence is a race for electricity. Data centers are scrambling to find enough power to run their servers, and when they do, they often face long waits while utilities upgrade the grid to accommodate the added demand.
In the eyes of Arch Rao, the CEO and founder of the smart electrical panel company Span, however, there is a glut of electricity waiting to be exploited. That’s because the electric grid is already oversized, designed to satisfy spikes in demand that occur for just a few hours each year. By shifting when and where different users consume power, it’s possible to squeeze far more juice out of the existing system, faster, and for a lot less money, than it takes to make it bigger.
This is what Span’s smart panel does — it manages the energy drawn by household appliances to help homeowners integrate electric vehicle chargers and heat pumps without triggering the need for electrical upgrades.
Now the age of AI has opened up new opportunities for the company. Last month, Span announced the launch of XFRA, a device that works with Span’s smart panel to power AI applications by tapping into the unused electrical capacity available to homes and businesses.
The company refers to XFRA as a “distributed data center.” It’s sort of like if you chopped up a full-scale data center into washing machine-sized boxes and plugged them into peoples’ homes; Span’s smart panel then acts as a conductor, orchestrating XFRA’s energy consumption to take advantage of unused power capacity without stepping on the home’s other energy needs. In exchange for hosting one of these XFRA “nodes,” Span will offer homeowners and tenants deeply discounted, if not free electricity and internet service.
The idea sounded audacious, verging on fantastical, until I watched the economics play out in real time at one of Span’s labs in a warehouse south of San Francisco. Ryan Harris, the company’s chief revenue officer, showed me an XFRA prototype — a metal box about the size of a freezer chest stuffed with Dell servers and Nvidia liquid-cooled GPUs. Span was renting out the processing power from this node and six others to AI users through an online marketplace. On a computer screen next to the unit, a dashboard showed the revenue flowing in from the fleet — $500 over the past 24 hours, and more than $21,000 in the previous three weeks. The numbers continued to tick up as I stood there.
When I first planned to write about Span, XFRA was still a secret. I reached out because its smart panel business, which debuted in 2019, seemed to suddenly take off.
In February, Span announced that PG&E, the largest utility in California, would be installing its devices in thousands of homes beginning this summer. Then in March, the company revealed a partnership with Eaton, one of the biggest legacy electrical equipment companies in the world. Eaton is investing $75 million in Span and will begin selling co-branded electrical panels to its extensive network of distributors, installers, and homebuilders later this year. With the launch of XFRA, Span is becoming something like a utility itself. To date, the company has raised more than $400 million, and will soon close a nearly $200 million Series C.
Of course it will take more than smart electrical panels to serve data centers’ soaring power needs. In this era of unprecedented energy demand growth, building a bigger electrical system is unavoidable — but the size of the investment, and the cost impacts on everyday electricity customers, are malleable. Several recent studies have shown just how big the opportunity is to get more energy out of our existing infrastructure if the entire system can become a bit more flexible.
Last year, Duke University researchers found that on average, the U.S. is utilizing only about half of our electricity generation capacity. Nationwide, they estimated, the grid could accommodate at least 76 gigawatts of new load — close to the total generation capacity installed in California — without having to upgrade the electrical system or build new power plants, so long as those new end-users were somewhat flexible with when and how much electricity they used.
More recently, in a report commissioned by a coalition called Utilize, of which Span is a member, the Brattle Group found that milking just 10% more from our existing grid infrastructure on an annual basis could reduce electricity rates for all end users by 3.4%. Utilities can sell more energy, faster, and spread the fixed costs of running the system across more customers.
What all this meant in practice did not fully click for me until I saw a demonstration of Span’s panel at the lab a few weeks ago. Harris, the CRO, led me to a free-standing wall lined with household appliances, a stripped-down version of an all-electric home. A minisplit heat pump whirred while a high-speed electric vehicle charger was juicing up a Rivian parked on the warehouse floor. A TV screen displayed the amount of power going to each device, as measured by Span’s electric panel.
Together, the heat pump and charger were using about two-thirds of the electric capacity of this demonstration home, which was running on a 100-amp utility service connection. The charger alone was using 48 amps.
The owner of this theoretical home would typically not have been allowed to install such an energy-intensive EV charger without upgrading to 200-amp service. Electric codes require that residential electrical systems have room for the rare scenario that a home’s major appliances all run at once, for safety reasons. Otherwise, the occupants might accidentally try to draw more power than their utility connection can deliver, overheat their wires, and start a fire. 100-amp connections are exceedingly common in homes designed to use gas or propane for cooking and heating, but once you replace those appliances with electric versions, or add an EV charger, you start to push the limit.
A service upgrade to 200 amps can take many months and cost several thousands of dollars. The utility typically has to run new wiring to the house, and might even have to augment the grid infrastructure serving the neighborhood.
Span’s smart panel offers an alternative.
“Shall we turn on some load?” Harris said. An engineer on Span’s product team turned on the demo home’s electric water heater, and I watched as the chart on the screen adjusted. The water heater jumped from zero to 22 amps, while the EV charger’s amperage decreased from 48 to 33. When the engineer switched on the clothes dryer, drawing 24 amps, the EV charger’s amperage dropped further.
The electrical panel was tracking how much power was flowing to each of its circuits and throttling the EV charger in response. When the team dialed up the electric stove to heat a pot of water, the EV charger shut off altogether.
Next, Harris requested a boost to the “garage” sub-panel, simulating a hot tub or some power tools kicking on. Soon, the water heater shut off, too. “You have 50 gallons of hot water, so it’s not going to have any negative impact on the customer in that moment,” Harris told me. He showed me an alert that appeared on the Span phone app notifying the homeowner that the system was temporarily limiting power to the EV charger and water heater in order to power other devices.
Users can choose which appliances the system bumps first. While some devices, such as EV chargers, water heaters, and heat pumps, have the ability to be ramped up and down, others will simply shut off.
At $2,550 excluding labor for the smallest, most basic smart panel, and just over $4,000 for the biggest one, Span is more expensive than the average dumb panel, which can come in under $1,000. Depending on the home and the complexity of a service upgrade, however, it’s often cheaper to install Span than to move to 200 amps. It’s also almost certainly faster.
Span’s first generation product couldn’t do any of this. Initially, the company’s value proposition was just to give people more control over their energy usage. The original Span panel gave homeowners with batteries the ability to select which devices they wanted to power during an outage and ensure they didn’t accidentally lose charge on non-essentials. The company had to build an initial customer base and validate the technology in the real world, Rao told me, before it could earn the credibility (and the capital) to deploy the fully realized version of the product.
In 2023, Span debuted “PowerUp,” the software that makes what I witnessed at the lab possible. With PowerUp, Span’s smart panel went from being a cool gadget to a money-saver, helping homeowners skip utility service upgrades. The success of PowerUp opened the door for Span to engage with larger partners, starting with homebuilders.
“We had to demonstrate that we were safe and scalable in the home retrofit category to then get homebuilders — who are typically very, very cost sensitive, are not often at the tip of the spear in terms of technology adoption — to say, this is a proven technology, and it saves you money,” said Rao.
Residential developers face similar problems as homeowners, but on a bigger scale. While 200-amp connections have become more standard over the past few decades, new electrical codes that require either fully electric or electric-ready construction are pushing the limits.
“Now the load calculations will put them at 300 or 400 amps of service per home,” Rao told me. “Multiply that by a community of 500 homes, and suddenly you’ve doubled the amount of interconnection you need to bring from the utility.”
This raises the cost of development, and it can also increase the wait time — potentially by years — to get hooked up to the grid. Again, Span offers an alternative. To date, nearly half of the top 20 homebuilders across the U.S. have used the company’s technology, Rao told me. More broadly, its electrical panels have been installed in tens of thousands of homes in all 50 states.
I should note that Span is not the only solution on the market for homeowners or homebuilders to avoid service upgrades — the main alternative is just choosing appliances that don’t use so much power. There are water heaters, clothes dryers, and EV chargers on the market that run on lower amperage, and startups like Copper and Impulse Labs are making stoves with integrated batteries that enable them to do the same. There are also Span-adjacent technologies such as smart circuit splitters that let you plug two power-hungry devices, like an EV charger and a clothes dryer, into the same circuit, and the device will safely modulate power between the two.
“You can hack your way around both problems — one, of a panel upgrade, and two, a Span upgrade, which is also expensive — with cheaper solutions,” Brian Stewart, the co-founder of Electrify Now, a group that provides education and advocacy on home electrification, told me. “But it’s less elegant, let’s just say, than the Span solution.”
Though he started at the home level, Rao has always had his sights set on a much bigger customer — utilities. Several Span executives I spoke to referenced an “infamous” Powerpoint slide from the early days of the company with a bar chart that showed how the company would scale in three phases. First came “back-up,” referring to Span’s initial home battery management product. Next was “power-up,” the software that enabled electrification by avoiding service upgrades. The third was “fleet.”
The same safety principles that trigger service upgrades at individual homes also apply upstream at the neighborhood level. For example, the size of a neighborhood’s transformer, the equipment that changes the voltage of the electricity as it moves along the grid, depends on the combined amperage of the homes it serves. If all those homes are installing EV chargers or heat pumps or whatever else and starting to use more electricity, the utility will have to upgrade the transformer — a cost that gets spread across all of its customers. If a critical mass of the homes have Span panels, however, they can avoid this.
Partnering with major homebuilders earned Span “the right to sit at the table with utilities,” Rao told me, “and say, look, we’ve done this at the home level, at the community level. Imagine if you could do this at the grid level, where the benefit doesn’t just accrue to individual customers or home builders, it can accrue to all rate payers?”
I got a taste of what this looks like back at the lab, where Harris showed me Span’s “fleet capability.” There were actually three demonstration homes set up on the warehouse floor, and Harris showed me how a utility could coordinate a response across multiple Span panels to keep a neighborhood within its safe energy limits.
Imagine it’s a really hot day, and the utility is on the verge of having to institute rolling blackouts. Instead, it can implement what’s called a dynamic service rating event, sending a signal out to the Span panels served by a given transformer to reduce their electrical limit from 100 amps to 60, for example. Rather than the entire neighborhood losing power, a few homes would see their EV charging cut back or their thermostats go up by a few degrees. Of course, not everybody will want to give this kind of control to the utility; customers often cite concerns about comfort and convenience as reasons they are skeptical of these kinds of programs. When I asked Harris whether participating would require that Span customers opt in, he said it was more likely to be opt-out.
Span has done several pilot projects testing this capability. Installing electrical panels is too complex for utilities to do en masse, though. So the company developed Span Edge, a smaller version of its panel that can be installed at a building’s electricity meter. It does all the same things the larger electrical panel does, without needing to serve as the home’s central nervous system. It still enables homeowners to avoid service upgrades by throttling EV chargers or whatever other devices are hooked up to it, but it’s much simpler to install.
This is the device that the California utility PG&E will begin deploying in homes later this summer. The company will offer Span Edge to homeowners who are installing appliances that might trigger an electrical upgrade, or are considering doing so in the future, through a program called PanelBoost. It’s entirely voluntary, and while participants will have to pay for installation, the panel itself comes gratis.
“This is the first time that there’s a large-scale direct purchase of Span equipment by a utility,” Alex Pratt, Span’s vice president of business development, told me. “This has long been the North Star for the company.”
Paul Doherty, the manager for clean energy and innovation communications at PG&E, told me the company saw Span Edge as a “win, win, win for PG&E, for our customers, and for the environment.” It enables customers to electrify their homes more quickly and affordably, and for PG&E to sell more electrons without raising rates.
“We’re very bullish about the opportunity for this technology and the benefit that it will bring for the grid and for our customers here in California,” Doherty told me.
Rao sees XFRA as a natural evolution of Span’s basic premise. The company has found that 98% of its customers that have 200-amp service connections have about 80 amps available at any given time, Harris told me. Hosting an XFRA node enables homeowners to monetize that unused capacity.
To start, Span is prioritizing getting XFRA into newly built homes, where the developer handles customer acquisition and installing at scale is straightforward since every home is roughly the same. The company has partnered with the developer PulteGroup to roll out a 100-home pilot program for a total of over 1.2 megawatts of compute capacity. The partners have not specified where it will be yet or whether there will be a single offtaker for the compute.
In the longer term, Rao told me, XFRA could be the “unlock” that makes electrification more affordable for people. “There is a utopian end state in my mind where XFRA allows more of our customers to get free energy, free backup, and free internet,” he said.
First, the company will have to find out if anyone is actually willing to let XFRA into their home. During my final conversation with the CEO, after my lab visit, he showed me the infamous slide forecasting the company’s growth from “back-up to power-up to fleet.” The y-axis on the chart showed the number of homes per year the company could address at each stage. The bar for back-up systems landed at 5,000 per year, Power-up came to nearly 100,000. Suffice it to say, Span hasn’t hit these numbers.
“Are you where you want to be today?” I asked him.
Of course, he wasn’t going to say no. “We have contracts in place for hundreds of thousands of homes already with utilities,” he said. “Right now our focus is on execution — delivering on that scale, as opposed to finding that scale. It’s a deployed product, it’s not a downloadable app, so it takes time to physically deploy hundreds of thousands of endpoints. So I think that scale is coming.”
After years of dithering, the world’s biggest automaker is finally in the game.
The hottest contest in the electric car industry right now may be the race for third place.
Thanks to Tesla’s longtime supremacy (at least in this country), its two mainstays — the Model Y and Model 3 — sit comfortably atop the monthly list of best-selling EVs. Movement in the No. 3 spot, then, has become a signal for success from the automakers attempting to go electric. The original Chevy Bolt once occupied this position thanks to its band of diehard fans. Last year, the brand’s affordable Equinox EV grabbed third. And then, earlier this year, an unexpected car took over that spot on the leaderboard: the Toyota bZ.
The surprise is not so much the car itself, but rather its maker. Over the years, we’ve called out Toyota numerous times for dragging its feet about electric cars. The world’s largest automaker took the hybrid mainstream and still produces the hydrogen-powered Mirai. Nevertheless, Toyota publicly cast doubt about the viability of fully electric cars on several occasions and let other legacy car companies take the lead. Its first true EV, the bZ4X, was a disappointment, with driving range and power figures that lagged behind the rest of the industry.
Suddenly, though, the Toyota narrative looks different. Working at its trademark deliberate pace, the auto giant is revealing a batch of new EVs this year, just as competitors Ford, GM, Honda, and Hyundai-Kia are pulling back on their electric lines (and writing off billions of dollars to tilt their companies back toward fossil fuels). There is the Toyota bZ, which Car and Driver called “quicker, nicer inside, and better at being an EV” than the bZ4X, its predecessor. There is the C-HR, a small crossover that had been gas-powered before it became fully electric this year. And there is the large Highlander SUV, a popular nameplate that’s about to become EV-only.
To see what’s changed with the cars themselves, I test-drove the C-HR last week. A decade ago, I’d taken its gas-powered predecessor on a road trip down Long Island and found it to be a fun but frustrating vehicle. Toyota went way over the top with the exterior styling back then to make the little car scream “youthful,” but under the hood was a woefully underpowered engine that took about 11 seconds to push the C-HR from 0 to 60 miles per hour. Now, thanks to the instant torque of electric motors, the new version finally has the zip to go with its looks: It’ll get to 60 in under five seconds, and feels plenty zoomy just driving around town.
Inside, C-HR feels like an evolved Toyota that isn’t trying too hard to be a Tesla. The brand took the two-touchscreen approach, with a large one in the center console to handle main functions such as navigation, entertainment, and climate control, and a smaller one in front of the driver’s eyes where the traditional dashboard would be. There are still physical buttons on the wheel to manipulate music volume and cruise control, but climate controls are entirely digital.
The big touchscreen is a work in progress. It’s too crowded with information compared to a clean overlay like Tesla’s or Rivian’s, and the design of the navigation software had some profound flaws. (Whether you’re using the voice assistant or keyboard input to search for a destination, the system lags a troubling amount for a brand-new car. Maybe Toyota just expects you to use Apple CarPlay and ignore its built-in system.) Still, the interface is more iPhone-like and intuitive than what Hyundai and Kia are using in their EVs.
Here’s the real problem with the C-HR: Although it accomplishes the mission of feeling like a fun-to-drive Toyota that happens to be electric, it’s not terribly good at being an electric car. The Toyota lacks one-pedal driving, the delightful feature where the car slows itself as soon as you let off the accelerator, negating the need to move your foot between two pedals all time. Nor does it have a front trunk, a.k.a. frunk, the fun bonus on EVs made possible by the absence of an engine. According to Toyota, the C-HR is so small that engineers simply didn’t have room for a frunk (or a glovebox, for that matter).
The C-HR’s NACS charging port makes it possible to use Tesla Superchargers, and its charging port location on the passenger’s side front should make it simple to reach them. But instead of sitting on the corner of the car, easily reachable by a plug right in front of the parked vehicle, the port is several feet back, just behind the front wheel. And its door opens toward the charger, so the cord has to reach over or under the door that’s in the way. I made it work at a Supercharger in greater San Diego, but only after several frustrating tries and with less than an inch of cord to spare.
Those are the complaints of a longtime EV driver, and they might not matter to some C-HR buyers. The deepest oversight is the C-HR’s nav, which, at least right now, doesn’t have compatible charging stations built into its route planning — a warning message will notify you if the chosen route requires recharging to reach the final destination, but the car won’t tell you where to go. This is a glaring omission for potential buyers who’ll be taking their first EV road trip. (Get PlugShare, folks.) Planned charging is effectively an industry standard — even Toyota’s legacy competitors like Chevy and Hyundai will choose appropriate fast-chargers and route you to them, even if their interface isn’t as seamless and satisfying as what’s in a Tesla or Rivian. At least that’s a problem that could be solved later via software update, though.
Because of these faults, it’s difficult to imagine someone choosing this as their second or third EV. But maybe that’s not the game at all. There is a legion of Toyota drivers out there, many of whom might think about buying their first electric car if their brand built one. Despite its flaws, the C-HR is that. It’s got enough range for city living and occasional road trips, enough power to be fun to drive, and a Toyota badge on the hood.
Whatever their quirks, the very existence of the C-HR and its electric stablemates is a testament to Toyota’s plan to play the long game with EVs rather than ebb and flow with every whipsaw turn in the American car market. And they’re here just in time. Amidst volatile oil prices because of the Iran war, drivers worldwide are more interested in going electric.
In the U.S., that interest has buoyed used EV sales — not new — because so few affordable options are on the market. Although C-HR starts near $38,000, Toyota has begun to offer discounts that would bring it in line with gas-powered crossovers that are $5,000 cheaper. Maybe that’ll be enough for the subcompact to join its bigger sibling, the bZ, on that list of best-sellers.
Current conditions: A raging brushfire in the suburbs north of Los Angeles has forced more than 23,000 Californians to evacuate • The Guayanese capital of Georgetown, newly awash in offshore oil money, is also set to be drenched by thunderstorms through next week • Temperatures in Washington, D.C., are nearing triple digits today.
A bipartisan budget deal to fund roads, railways, and bridges for the next five years would also slap a $130 per year fee on drivers registering electric vehicles, with a $35 fee for plug-in hybrids. Late Sunday, lawmakers on the House Transportation and Infrastructure Committee released the text of the 1,000-page bill. Roughly a sixth of the way through the legislation is a measure directing the Federal Highway Administration to impose the annual fees on battery-electric and plug-in hybrid vehicles — and to withhold federal funding from any state that fails to comply with the rule. If passed, the fees would take effect at the end of September 2027. The fees — which increase to $150 and $50, respectively, after a decade — are designed to reinforce the Highway Trust Fund, which has traditionally been financed through gasoline taxes. In a statement, Representative Sam Graves, a Missouri Republican and the committee’s chairman, said the legislation “ensures that electric vehicle owners begin paying their fair share for the use of our roads.” But Albert Gore, the executive director of the Zero Emission Transportation Association, called the proposal “simply a punitive tax that would disproportionately impact adopters of electric vehicles, with no meaningful impact on” maintaining the fund. “Drivers of gas-powered vehicles pay approximately $73 to $89 in federal gas tax each year,” Gore said. “The proposed fee would charge an unfair premium on EV drivers, at a time when all Americans are looking for ways to save money.”
The Department of Justice, meanwhile, is preparing to weigh in on whether Elon Musk’s artificial intelligence company, xAI, is operating an illegal gas electrical plant to power its data center in Southaven, Mississippi. Last month, the NAACP and the Southern Environmental Law Center accused xAI of operating 27 gas turbines without pollution controls or Clean Air permits at the server farm, known as Colossus 2. Last week, the groups asked the federal court for a preliminary injunction to stop pollution from what E&E News described as “tractor-trailer-sized generators.” In response, the Justice Department cited President Donald Trump’s support for AI and said it was “evaluating possible intervention or amicus participation in this lawsuit.” It’s not the only agency riding in to aid Musk and his ilk. As I told you last week, the Environmental Protection Agency just proposed a new rule that would allow data centers and power plants to begin construction without air permits.
The Environmental Protection Agency has proposed two separate rules to delay and rescind drinking water limits on four “forever chemicals,” the class of cancer-causing compounds that spread in water and accumulate in the human body. The rules, as The Guardian noted, “must go through an approval process that can take several years, and almost certainly will be challenged in court.” Over the past decade, perfluoroalkyl and polyfluoroalkyl substances, known as PFAS, were discovered to be pervasive in the drinking water of some 176 million Americans. The chemicals — which are linked to kidney cancer, immune system suppression, and developmental delays in infants — are estimated to be in nearly 99% of Americans’ blood. In 2024, the Biden administration established limits on six substances, as Heatmap’s Jeva Lange reported at the time. But the Trump administration will now ax protections for four of the substances and provide companies with an extra two years to comply with rules on the other two. The move, The New York Times reported, has already “sparked fury within the Make America Healthy Again movement, a diverse group of anti-vaccine activists, wellness influencers and others who make up a key part” of Trump’s base.

India was once a forbidden prize for nuclear exporters. The world’s most populous nation, its metropoles choked by coal smog, operates two dozen commercial nuclear reactors — and wants more. But until earlier this year, the country was hamstrung by the haunting memory of Union Carbide’s 1984 accident at its Bhopal plant, where a leak killed thousands of Indians and the American chemical giant avoided any serious liability. To prevent a similar dynamic in the nuclear sector, New Delhi passed a law in 2010 that put developers on the hook for any accidents. The statute effectively banned American, European, or East Asian companies from attempting to build any reactors, lest they risk bankruptcy; only Russia’s state-owned nuclear company was willing to sell its wares on the subcontinent. In December, as I told you at the time, the Indian parliament passed legislation to reform the liability law and welcome more foreign developers into its market. Already, as I reported in a scoop for Heatmap last month, a Chicago-based fuel startup is making moves to sell its product in India.
Fast forward to this week: On Monday, a high-level delegation of U.S. industry officials flew to New Delhi to meet with Indian science minister Jitendra Singh and discuss “private investment opportunities” to export small modular reactors and other American nuclear technology, NucNet reported.
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Ford Energy, the wholly owned battery storage business forged out of Ford Motor’s electric vehicle efforts, has landed its first big deal. On Monday, the company announced a five-year framework agreement with French utility giant EDF’s North American renewables division to design battery storage systems for the multinational. As part of the deal, EDF will buy up to 4 gigawatt-hours of battery blocks per year, totaling up to 20 gigawatt-hours by the end of the contract. The first deliveries are expected in 2028. Lisa Drake, Ford Energy’s president, said the deal “validates the market’s need for” a battery storage supplier “that combines industrial-scale manufacturing discipline with full lifecycle accountability.” In a statement, EDF said Ford’s “commitment to domestic manufacturing and its rigorous approach to traceability and lifecycle support align with the standards we hold across our portfolio.”
Last August, I told you that Anglo American’s deal to sell the U.S. giant Peabody Energy its Australian coal business for $3.8 billion collapsed. Well, nine months later, the London-based mining behemoth has found a new buyer for the same price. On Monday, the Financial Times reported that Anglo American would sell the Australian coal mining operations to Dhilmar, a little-known and privately held company that was formed out of some Canadian mining assets and incorporated in London in 2024. The value of the deal? $3.88 billion. The agreement, which faces years of arbitration, closes what the newspaper called “a difficult chapter for Anglo” after last year’s sale to Peabody fell apart following an explosion at one of the mines included in the deal.
India isn’t the only country getting its act together on new nuclear plants. On Monday, Sweden’s next-generation reactor champion, the startup Blykalla, submitted the first-ever application to regulators in Stockholm to build the nation’s first commercial advanced nuclear reactor park two hours north of the capital. The 330-megawatt facility would include six lead-cooled units Blykalla called “advanced modular reactors,” or AMRs. “This application is a historic first for Sweden,” Blykalla CEO Jacob Stedman said in a statement. “We’re not just planning an advanced reactor park — we’re building Sweden’s energy future and putting the country at the forefront of the global nuclear power renaissance.”