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Grand Canyon’s Dragon Bravo megafire shows the growing wildfire threat to water systems

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Last Updated on August 31, 2025 by Daily News Staff

Dragon Bravo Fire
Tourists watch smoke from the Dragon Bravo wildfire float through the Grand Canyon.
Scott Olson/Getty Images

Grand Canyon’s Dragon Bravo megafire shows the growing wildfire threat to water systems

Faith Kearns, Arizona State University

As wildfire crews battled the Dragon Bravo Fire on the Grand Canyon’s North Rim in July 2025, the air turned toxic.

A chlorine gas leak had erupted from the park’s water treatment facility as the building burned, forcing firefighters to pull back. The water treatment facility is part of a system that draws water from a fragile spring. It’s the only water source and system for the park facilities on both rims, including visitor lodging and park service housing.

The fire also damaged some of the area’s water pipes and equipment, leaving fire crews to rely on a fleet of large water trucks to haul in water and raising concerns about contamination risks to the water system itself.

By mid-August, Dragon Bravo was a “megafire,” having burned over 140,000 acres, and was one of the largest fires in Arizona history. It had destroyed more than 70 structures, including the iconic Grand Canyon Lodge, and sent smoke across the region.

A worker in a hard hat picks his way carefully over wet rocks below a split in an exposed water line. Dragon Bravo Fire.
A National Park Service worker assesses a split in an exposed section of the Grand Canyon’s fragile water lines in 2014. The water pipeline, installed in the mid-1960s, feeds water from Roaring Springs, located approximately 3,500 feet below the North Rim.
Grand Canyon National Park via Flickr

Wildfires like this are increasingly affecting water supplies across the U.S. and creating a compounding crisis that experts in water, utilities and emergency management are only beginning to wrestle with.

A pattern across the West

Before 2017, when the Tubbs Fire burned through neighborhoods on the edge of Santa Rosa, California, most research on the nexus of wildfire and water had focused on issues such as drought and how climate change effects ecosystems.

The Tubbs Fire destroyed thousands of buildings and also melted plastic water pipes. After the fire, a resident’s complaint about the taste and odor of tap water led to the discovery that the fire’s damage had introduced contaminants including benzene, a carcinogen, into parts of the public water system.

It quickly became obvious that the damage discovered at the Tubbs Fire was not unique.

Similar damage and pollutants were discovered in another California water system after the 2018 Camp Fire destroyed much of Paradise, a town of over 25,000 people.

The list of incidents goes on.

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In southern Oregon, the 2020 Almeda Fire damaged water pipes in buildings, leaving water to flow freely. That contributed to low system pressure just when people fighting the fire needed the water.

A fire melted the plastic cover of a water meter
Water meters and pipes are vulnerable to damage during a fire.
Andrew Whelton/Purdue University, CC BY

In Colorado, the 2021 Marshall Fire burned through urban water lines, damaging six public drinking-water systems along with more than 1,000 structures in the Boulder suburbs. All six systems lost power, which in some cases led to a loss of water pressure, hampering firefighting.

As firefighters worked on the Marshall Fire, water system operators raced to keep water flowing and contaminants from being transported into the water systems. But tests still detected chemical contamination, including benzene, in parts of the systems a few weeks later.

Then, in January 2025, the Los Angeles fires supercharged concerns about water and wildfire. As firefighters raced to put out multiple fires, hydrants ran dry in some parts of the region, while others at higher elevations depressurized. Ultimately, over 16,000 structures were damaged, leading to insured losses estimated to be as high as US$45 billion.

A firefighter sprays water from a hose on flames in a canyon area below a porch.
Water supplies are crucial to fighting fires. In cities, fire crews like this one battling the Palisades Fire in Los Angeles in January 2025 can often rely on hydrants. But water systems can lose pressure and potentially the power to run their pumps during fires.
AP Photo/Etienne Laurent

Water infrastructure is not merely collateral damage during wildfires – it is now a central concern.

It also raises the question: What can residents, first responders and decision-makers reasonably expect from water systems that weren’t designed with today’s disasters in mind?

Addressing the growing fire and water challenge

While no two water systems or fires are the same, nearly every water system component, ranging from storage tanks to pipelines to treatment plants, is susceptible to damage.

The Grand Canyon’s Roaring Springs system exemplifies the complexity and fragility of older systems. It supplies water to both rims of the park through a decades-old network of gravity-fed pipes and tunnels and includes the water treatment facility where firefighters were forced to retreat because of the chlorine leak.

Many water systems have vulnerable points within or near flammable wildlands, such as exposed pump houses that are crucial for pulling water from lower elevations to where it is needed.

A burned area with a blackened pipe.
A stand pipe at Zorthian Ranch in Altadena, Calif., failed during the January 2025 fire there, making it even more difficult for Alan Zorthian to fight the flames sweeping across his property. He used a pump drawing water from a swimming pool to try to fight the flames, but numerous structures were destroyed.
Myung J. Chun/Los Angeles Times via Getty Images

In addition, hazardous materials such as chlorine or ammonia may be stored on-site and require special considerations in high fire risk areas. Staff capacity is often limited; some small utilities depend on a single operator, and budgets may be too constrained to modernize aging infrastructure or implement fire mitigation measures.

As climate change intensifies wildfire seasons, these vulnerabilities can become disaster risks that require making water infrastructure a more integral part of fighting and preparing for wildfires.

Ways to help everyone prepare

As a researcher with Arizona State University’s Julie Ann Wrigley Global Futures Laboratory, I have been working with colleagues and fire and water systems experts on strategies to help communities and fire and water managers prepare.

Here are a few important lessons:

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  • Prioritizing fire-resistant construction, better shielding of chemicals and, in some cases, decentralizing water systems can help protect critical facilities, particularly in high-risk zones. Having backup power supplies, mobile treatment systems and alternate water sources are essential to provide more security in the face of a wildfire.
  • Emergency command protocols and interagency coordination are most effective when they include water utilities as essential partners in all phases of emergency response, from planning to response to recovery. Fire crews and water operators can also benefit from joint training in emergency response, especially when system failure could hinder firefighting itself.
  • Longer term, protecting upstream watersheds from severe fire by thinning forests and using controlled burns, along with erosion control measures, can help maintain water quality and reduce water pollution in the aftermath of fires.
  • Smaller and more isolated systems, particularly in tribal or low-income communities, often need assistance to plan or implement new measures. These systems may require technical assistance, and regional support hubs could support communities with additional resources, including personnel and equipment, so they can respond quickly when crises strike.

Looking ahead

The Dragon Bravo Fire isn’t just a wildfire story, it’s also a water story, and it signals a larger, emerging challenge across the West. As fire seasons expand in size and complexity, the overlap between fire and water will only grow.

The Grand Canyon fire offers a stark illustration of how wildfire can escalate into a multifaceted infrastructure crisis: Fire can damage water infrastructure, which in turn limits firefighting capabilities and stresses water supplies.

The question is not whether this will happen again. It’s how prepared communities will be when it does.

Faith Kearns, Scientist and Director of Research Communication for the Arizona Water Innovation Initiative, Arizona State University

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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Daily News

Major Construction Begins on Metro’s East San Fernando Valley Light Rail Line

LA Metro has moved the East San Fernando Valley Light Rail Transit Project into major construction. The 6.7-mile Van Nuys Boulevard line will add 11 stations, connect with the G Line and regional rail services, and is now targeted for completion in early 2032.

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After years of utility relocation and planning, LA Metro is moving into major construction on a new rail line along Van Nuys Boulevard. The milestone also comes with a revised early-2032 completion target.

Major construction is beginning on LA Metro’s 6.7-mile East San Fernando Valley light-rail line, which is targeted for completion in early 2032.
AI rendering depicting East San Fernando Valley LRT construction in the center of Van Nuys Boulevard. By: Daily News Staff

LA Metro has officially marked the beginning of major construction on the East San Fernando Valley Light Rail Transit Project, moving one of the region’s most important rail projects from preparatory work into full-scale construction.

Metro held a groundbreaking ceremony on October 19, 2026, for the 6.7-mile line, which will run along Van Nuys Boulevard from the G Line busway north to San Fernando Road in Pacoima. The project will add 11 light-rail stations serving Van Nuys, Panorama City, Arleta and Pacoima.

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This was not the project’s first groundbreaking. Metro held an earlier ceremony in December 2022 when crews began relocating utility infrastructure. The new milestone is more consequential for riders: the major-construction phase covers the guideway, stations, traction-power substations, rail systems and a maintenance and storage facility.

From utility work to a new rail corridor

The project has spent several years in utility relocation, property acquisition, design and other early work. Metro’s current construction timeline shows major work continuing from 2026 through 2032, with phased traffic changes and K-rail installations expected along Van Nuys Boulevard.

When completed, trains are expected to operate every seven to 10 minutes during peak periods. The line will connect directly with the G Line and provide access to the Van Nuys Metrolink and Amtrak station. It is also expected to become an important transfer point for the future Sepulveda Transit Corridor and a planned Metrolink station in Pacoima.

The corridor already has a substantial transit market. Metro reported that bus Lines 233 and 761, which serve Van Nuys Boulevard, recorded nearly 20,000 boardings in September 2026. The agency also says approximately 19 percent of households in the project area lack access to a car, compared with about 8 percent countywide.

Those figures help explain why this project matters beyond its construction footprint. It is intended to give residents in some of the Valley’s most transit-dependent communities more reliable access to jobs, schools, healthcare and the wider regional transit network.

The opening target has moved to 2032

Metro’s current project page lists an estimated completion date of early 2032. That is later than the 2031 opening forecast the agency publicized when it celebrated an $893-million federal grant in September 2024. Earlier plans were more optimistic still: when utility work began in 2022, Metro said the first segment could open between 2028 and 2030.

The project’s financial scale has also grown clearer. In May 2026, the Metro Board established a life-of-project budget of approximately $3.999 billion and authorized the next phase of its progressive design-build contract with San Fernando Transit Constructors, a joint venture of Skanska and Stacy and Witbeck.

That authorization increased the construction contract’s value to roughly $2.431 billion. Funding for the larger project combines federal, state and local sources, including revenue from Los Angeles County’s Measure M transportation sales tax.

Rail returns to Van Nuys Boulevard

The East San Fernando Valley line will restore passenger rail to Van Nuys Boulevard for the first time since Pacific Electric ended streetcar service there in 1952. It will also become the first major new Metro rail project in the San Fernando Valley since the subway reached North Hollywood in 2000.

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The historical parallel is significant. Van Nuys Boulevard once developed around electric railway service before the region shifted heavily toward automobiles and buses. Metro is now rebuilding rail in the same broad corridor, but as part of a modern network designed to connect local riders with bus rapid transit, regional rail and future high-capacity projects.

The current project ends in Pacoima. Metro continues to study a separate 2.5-mile northern extension that would reach the Sylmar/San Fernando Metrolink station. That extension is not included in the segment now entering major construction.

For riders, the October groundbreaking does not mean trains are imminent. Several years of disruptive and technically complex work remain, and the schedule has already moved beyond earlier forecasts. Still, it represents a tangible transition: the East San Fernando Valley line is no longer primarily a planning exercise or utility-relocation program. Metro has begun building the infrastructure that will carry trains.

That makes this a major step in Los Angeles County’s long effort to restore frequent rail transit to communities that lost it generations ago—and another chapter in The Long Track Back.

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This article is part of The Long Track Back, STM Daily News’ continuing coverage of how Los Angeles is rebuilding and expanding a passenger-rail network after decades of automobile-centered grow

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City

Santa Monica Pier Sign Heads to Las Vegas for Historic Restoration

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For generations, the Santa Monica Pier sign has marked the start of a day at the beach. Now, the familiar blue neon landmark is preparing for a journey of its own.

Santa Monica Pier sign is heading to Las Vegas for restoration during bridge replacement. Find out why it’s leaving and when it will return.
A harbor entrance sign of in Santa Monica Pier California

Santa Monica scheduled removal of the 1941 sign for October 20–22, with shipment to Las Vegas anticipated October 26. The timetable is subject to change, according to the city’s October 19 announcement.

The temporary removal accompanies replacement of the aging bridge connecting Ocean Avenue to the pier. It also creates an opportunity to preserve the historic sign.

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YESCO will restore it at its Las Vegas facility. The company’s experience includes work on the “Welcome to Fabulous Las Vegas” sign.

Crews will repair neon tubing, treat rust, repaint components and address structural needs while retaining historic features. The sign will remain in secure storage during bridge construction.

Once the project is finished, it will return above the new bridge at a slightly greater height for visibility and vehicle clearance. The city’s latest announcement targets project completion by 2028, ahead of the Los Angeles Olympics and Paralympics.

Meanwhile, visitors can photograph a lighted, half-scale replica near Pier Burger.

For anyone who associates that glowing arch with Southern California memories, its absence will be noticeable. The restoration is intended to ensure future generations can make memories beneath it, too.

Source: City of Santa Monica — October 19, 2026 announcement

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Automotive

Slate Truck Gets Real: First Experience Center Opens Ahead of Planned Deliveries

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

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Slate Auto’s new Chicago location gives prospective buyers a permanent place to see the minimalist electric pickup, explore customization options and learn about demo opportunities—but it is not yet proof that customer deliveries have begun.

CHICAGO — October 20, 2026 — The Slate Truck is moving out of computer renderings and temporary roadshow stops and into a permanent retail setting. Slate Auto opened its first Experience Center on October 15 at 1053 W. Grand Avenue in Chicago, giving consumers a year-round location to get an up-close look at the company’s highly anticipated electric pickup.

Slate Auto’s first permanent Experience Center gives consumers an up-close look at its customizable electric truck ahead of planned customer deliveries.

The Near West Side facility occupies a former Tesla location and includes showroom, retail and garage space, along with electric-vehicle charging infrastructure. For Slate, the opening represents an important step in turning strong online interest into a more tangible buying experience as the startup works toward launching its first vehicle.

Visitors can examine the truck’s compact dimensions, deliberately simple cabin and accessory-driven design in person. The center also showcases Slate’s personalization strategy, including exterior wraps, add-on accessories and digital design tools intended to let owners configure the truck around their needs.

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Slate has also promoted demonstration opportunities connected with the location, although availability may be limited or appointment-based as the company continues to prepare its fleet. Early media access included passenger rides rather than unrestricted customer test drives, so prospective visitors should confirm current availability before making a special trip.

Why the Chicago opening matters

Until now, most consumers have encountered the Slate Truck through online reservations, media coverage or temporary appearances. A permanent showroom gives buyers a chance to judge details that are difficult to evaluate on a screen, including seating position, bed access, cabin materials and the overall size of the vehicle.

That is especially important for a product built around an unconventional value proposition. Slate is promoting a basic two-seat, two-door electric truck with manual crank windows and no factory-installed infotainment screen or stereo. The company’s strategy is to keep the starting price low and let buyers add features later through accessories and conversion kits.

The physical location also gives Slate a place to explain that approach directly. Rather than presenting the truck as an unfinished vehicle, the company can demonstrate how its modular accessories, wraps and planned SUV-style conversion components are meant to expand the vehicle’s usefulness over time.

Chicago is a logical first market for that effort. The city offers access to a large Midwestern customer base and is within the broader region of Slate’s planned manufacturing operation in Warsaw, Indiana. Reusing a former Tesla store also gives the startup a space already suited to displaying and servicing electric vehicles.

The roadshow continues beyond Chicago

The Experience Center is opening as Slate expands its public demonstration schedule. The company’s events calendar lists a Boston-area demo ride event from October 21 through October 25 at The Shops at Chestnut Hill, followed by an appearance at RADwood in Alameda, California, on October 24 and a New Jersey demo ride event in Freehold from October 28 through October 31.

Slate also lists future stops in Washington, D.C., Raleigh, Atlanta, Miami and Orlando. Together, the permanent Chicago center and the traveling events suggest the company is moving into a broader customer-education phase ahead of planned deliveries.

What has—and has not—changed

The showroom opening does not change Slate’s headline pricing or range claims. The truck is still advertised with a base price of $24,950 before taxes, registration and destination charges. With the currently listed $1,450 destination fee, the entry price would be approximately $26,400 before other costs or optional equipment.

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Slate also continues to advertise an estimated range of up to 205 miles. That figure remains an estimate rather than a final EPA-certified rating.

Most importantly, Slate has not publicly confirmed that regular customer production has started or that the first retail deliveries have occurred. Limited deliveries have been reported as possible before the end of December 2026, while many reservation holders may receive later delivery windows in 2027. The Chicago opening is therefore a commercialization milestone, not a manufacturing milestone.

For customers and industry observers, the next major signals will be the start of production at the Warsaw factory, final specifications and EPA range ratings, and confirmed handoffs to paying buyers.

The bottom line

Slate Auto now has a permanent place where consumers can see and evaluate its unusually simple electric truck. That makes the product feel more real and gives the company a platform to explain a customization-heavy business model that may be unfamiliar to traditional truck buyers.

Still, the biggest questions remain unanswered. Opening a showroom demonstrates progress in marketing and customer engagement; producing vehicles at scale, holding the promised price and delivering a 205-mile truck to reservation holders will determine whether Slate can convert enthusiasm into a viable automotive business.

Sources and more information

Category: Consumer Corner / Automotive

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