Category: Global Warming

Climate Change Infrastructure Subsidies Mainly Benefit the Rich

(p. A9) Mr. Biden has insisted that at least 40 percent of the benefits of federal climate spending will reach underserved places, which tend to be low income, rural, communities of color, or some combination of the three.

But historically, it is wealthier, white communities — with both high property values and the resources to apply to competitive programs — that receive the bulk of federal grants. And policy experts say it’s unclear whether, and how quickly, federal bureaucracy can level the playing field.

. . .

The new climate provisions in the infrastructure bill inject billions of dollars into competitive grant programs. These are pots of money that towns, cities and counties can access only by submitting applications, which federal agencies then rank, with funds going to applicants with the highest scores.

That system is designed to ensure that funding goes to the most worthwhile projects.

But it also hinges on something outside the control of the federal government: The ability of local officials to use sophisticated tools and resources to write successful applications. The result is a process that has widened the gap between rich communities and their less affluent counterparts, experts say.

The disparity begins even before the application process begins. That’s because local governments must be aware of the grant programs in the first place, which means having dedicated staff to track those programs. Then they need to design proposals that will score highly, and correctly complete the reams of required paperwork.

Even if they are awarded a grant, communities are required to pay a share of the project — often 25 percent, which is unaffordable for many struggling towns and counties.

Governments that can clear those obstacles face a final hurdle: Demonstrating that the value of the property that would be protected is greater than the cost of the project. That rule often excludes communities of color and rural areas, where property values are usually lower than in white communities.

. . .

The Biden administration has touted the program, called Building Resilient Infrastructure and Communities, or BRIC, as a model that should be expanded. The infrastructure bill provides billions more to the program.

But most of the first round winners were wealthy, predominantly white areas in a handful of coastal states, federal data show.

More than half the money went to California, New Jersey and Washington State. The largest single recipient was a $68 million flood-control project in Menlo Park, Calif., where the median household income is more than $160,000, the typical home costs more than $2 million and only one in five residents are Black or Hispanic. The project is in line to get $50 million from FEMA.

For the full story, see:

Christopher Flavelle. $50 Billion Conundrum: Who Gets Climate Protection?” The New York Times (Saturday, December 4, 2021): A9.

(Note: ellipses added.)

(Note: the online version of the story has the date Dec. 3, 2021, and has the title “Billions for Climate Protection Fuel New Debate: Who Deserves It Most.”)

Electric Copter Ventures May Soon Provide Better and Cheaper Transportation Than Subsidized Bus and Rail

(p. B5) While urban air travel is currently out of reach for most customers (think: Uber Copter), improvements in battery technology have driven down the cost of developing electric-powered aircraft that are viable as urban passenger transportation. These companies are betting they can bring electric urban and regional air travel to the masses, and have developed new aircraft to compete for a slice of this nascent market within the next few years.

“We want to create something that is available to a lot of people, that can do the job of a high-speed train without requiring the infrastructure,” said Daniel Wiegand, chief executive and founder of Lilium, based in Germany. “We won’t be at the ticket price of a high-speed train in Germany on our first day, but if we don’t get there within 15 years I would consider our mission failed.”

. . .

Adam Goldstein, the co-chief executive of Archer Aviation, said his company hopes to offer fares in the range of three to four dollars per mile traveled. That would make the trip from Manhattan to Kennedy, typically 17 miles, between $50 and $80. Several experts predicted the price of regional flights would be around the same cost as the luxury car service Uber Black.

“The biggest cost is the batteries,” said Mr. Goldstein, which are “expensive, but get cheaper everyday.”

. . .

The largest area of investment is into electric vehicles that takeoff and land vertically, like helicopters or Harrier jets. Known as electric vertical takeoff and landing or eVTOLs, these aircraft can usually seat between two and 10 passengers and can travel up to 200 miles, making them ideally suited for traversing a metropolitan area or connecting two cities.

Mr. Wiegand of Lilium had a light bulb moment in 2014 when he watched a video of a military aircraft that took off vertically and realized that an electric version could solve all the traditional problems with using aircraft in dense urban areas: eliminating noise and air pollution, as well as the need for runways.

. . .

Mayor Francis Suarez of Miami said his city is embracing eVTOLs as a cost-effective, environmentally friendly alternative to legacy modes of transportation like buses and light rail, which are costly to build and rely on older technology. He said the city is looking at parking garages, rooftops and other potential takeoff and landing locations.

“We feel that one of the flaws in transportation planning and funding has been retreading yesterday’s ideas,” he said in an interview. “The sky obviously has multiple dimensions and gives you the ability to be creative.”

Mr. Suarez added that he has pushed Secretary of Transportation Pete Buttigieg to embrace urban air mobility rather than focusing on older modes of transport.

For the full story, see:

Gautham Nagesh. “Flight Instead of a Ride? Electric Craft May Alter Urban Area Commuting.” The New York Times (Saturday, December 4, 2021): B5.

(Note: ellipses added.)

(Note: the online version of the story was updated Nov. 26, 2021, and has the title “Taxi! To the Airport — by Air, Please.” The print version of the first paragraph quoted above starts with the word “although,” instead of the word “while.”)

Entrepreneurs Explore Using Hydrogen to Fuel Future Airplanes

(p. B4) A fully fueled Boeing 787-10 Dreamliner can fly roughly 8,000 miles while ferrying 300 or so passengers and their luggage. A battery with the energy equivalent to that fuel would weigh about 6.6 million pounds. That’s why — despite environmental advantages — we don’t have battery-powered electric airliners.

But aviation companies working to make cleaner aircraft are exploring the use of hydrogen, the world’s most abundant element, to power both electric and combustion engines — and to make air travel more eco-friendly

. . .

When Val Miftakhov founded ZeroAvia to develop electric aircraft, he first considered battery power. A Siberian émigré and physicist, his earlier start-up converted gasoline cars to electric, then incorporated an improved charging system. But batteries can sustain only the shortest excursions, like training flights. . . .

ZeroAvia instead chose fuel cells, which are essentially a chemical battery that substitutes lighter-than-air hydrogen for the weighty lithium ion. Hydrogen is notable for its energy density — the amount of energy per kilogram — which is about three times that of jet fuel. The byproduct of burning hydrogen is water. Hydrogen can be made from water and renewable energy, although most is now made from natural gas, which is not particularly green.

Mr. Miftakhov acknowledged that hydrogen storage containers, which were generally designed for ground transportation, were not practical for aircraft. “We need to focus on reducing the weight,” he said, “We have some fairly low-hanging fruit.”

For the full story, see:

Roy Furchgott. “Will Hydrogen Be Aviation’s Eco-Friendly Fuel?” The New York Times (Tuesday, Nov. 16, 2021): B4.

(Note: ellipses added.)

(Note: the online version of the story was updated Nov. 22, 2021, and has the title “Can Hydrogen Save Aviation’s Fuel Challenges? It’s Got a Way to Go.”)

New Nuclear Designs Are “Cheap, Efficient, Extremely Reliable”, “Nearly Carbon-Free” and Much Safer

(p. A17) Jacopo Buongiorno, a nuclear-engineering professor at the Massachusetts Institute of Technology, has calculated that over the life cycle of power plants, which includes construction, mining, transport, operation, decommissioning and disposal of waste, the greenhouse-gas emissions for nuclear power are 1/700th those of coal, 1/400th of gas, and one-fourth of solar. Nuclear also requires 1/2,000th as much land as wind and around 1/400th as much as solar. For any given power output, the amount of raw material used to build a nuclear plant is a small fraction of an equivalent solar or wind farm. Although nuclear waste is obviously more difficult to dispose of, its volume is 1/10,000th that of solar and 1/500th of wind. This includes abandoned infrastructure and all the toxic substances that end up in landfills. One person’s lifetime use of nuclear power would produce about a half-ounce of waste. Even including the Chernobyl disaster, human mortality from coal is 2,000 to 3,000 times that of nuclear, while oil claims 400 times as many lives.

Although the federal government tends to resist nuclear power, many nuclear technologies are being investigated and funded by private capital including molten-salt reactors, liquid-metal reactors, advanced small modular reactors, microreactors and much more. More than 70 development projects are under way in the U.S., with many designs intended to create assembly-line construction facilities to simplify and standardize testing, licensing and installations. One appealing approach is to replace large-scale facilities with many smaller but safer, cheaper and more-manageable ones. The $10 billion 10-year planning and implementation cycle for a large nuclear plant can be cut in half with a small modular reactor and another half with a microreactor.

. . .

Nuclear power is cheap, efficient, extremely reliable and nearly carbon-free. New designs, including smaller reactors, drastically reduce the risk of large-scale radioactive contamination.

. . .

Sacrifice isn’t always the path to progress.

For the full commentary, see:

Andrew I. Fillat and Henry I. Miller. “Nuclear Power Is the Best Climate-Change Solution by Far.” The Wall Street Journal (Friday, Nov. 5, 2021): A17.

(Note: ellipses added.)

(Note: the online version of the commentary has the date November 4, 2021, and has the same title as the print version.)

California Labor and Environment Policies Reduce Nimble Response to Supply Chain Backups

(p. A17) The backup of container ships at the Long Beach and Los Angeles ports has grown in recent weeks despite President Biden’s intervention to get terminal operators to move goods 24/7.

. . .

The two Southern California ports handle only about 40% of containers entering the U.S., mostly from Asia. Yet ports in other states seem to be handling the surge better. Gov. Ron DeSantis said last month that Florida’s seaports had open capacity. So what’s the matter with California? State labor and environmental policies.

Some 20 business groups recently asked Gov. Gavin Newsom to declare a state of emergency and suspend labor and environmental laws that are interfering with the movement of goods. Opening the Port of Los Angeles 24 hours a day “alone will do little without immediate action from the state to address other barriers that have created bottlenecks at the ports, warehouses, trucking, rail, and the entire supply chain,” they wrote.

One barrier is a law known as AB5. Before its enactment in 2019, tens of thousands of truck drivers worked as independent contractors, which gave them more autonomy and flexibility than if they were employees. As contractors, truck drivers can work for multiple companies, which allows them to nimbly respond to surges in demand.

. . .

Another problem: a shortage of storage space. “There is absolutely no available capacity in the warehousing sector due to the difficulty in developing any new capacity,” the businesses noted in their letter. The vacancy rate for warehouses near the Los Angeles and Long Beach ports was a mere 1%, compared with 3.6% nationwide.

If warehouses don’t have space in their facilities or parking lots to unload goods, drivers can’t make deliveries. Some truck drivers are leaving container boxes along with the chassis outside storage facilities and are picking them up later, but that results in a shortage of chassis at the ports. (About half of chassis are leased to truckers from a common pool supplied by private companies.)

. . .

. . . in California warehouse growth ignited opposition from environmental groups, which complain of pollution and noise. Many cities have limited new logistics facilities.

For the full commentary, see:

Allysia Finley. “California Is the Supply Chain’s Weakest Link.” The Wall Street Journal (Friday, Nov. 5, 2021): A17.

(Note: ellipses added.)

(Note: the online version of the commentary has the date November 4, 2021, and has the same title as the print version.)

China Adds to Coal Use, While Already Burning More than Rest of World Combined

(p. B1) LINFEN, China — Desperate to meet its electricity needs, China is opening up new coal production exceeding what all of Western Europe mines in a year, at a tremendous cost to the global effort to fight climate change.

The campaign has unleashed a flurry of activity in China’s coal country. Idled mines are restarting. Cottage-sized yellow backhoes are clearing and widening roads past terraced cornfields. Long columns of bright red freight trucks are converging on the region to haul the extra cargo.

China’s push will carry a high cost. Burning coal, already the world’s single biggest cause of human-driven climate change, will increase China’s emissions and toxic air pollution.

. . .

China is expanding mines to produce 220 million metric tons a year of extra coal, a nearly 6 percent rise from last year. China already digs up and burns more coal than the rest of the world combined.

The effort is infused with patriotism. “Guarantee the supply” has become a national slogan, appearing frequently now in state media and official statements and even on red banners on the front of coal trucks.

. . .

(p. B4) Coal shortages were not China’s only electricity problem by September. A lack of rain in southwestern China meant hydroelectric dams generated less power. Calm skies in northeastern China meant wind turbines also contributed less.

Coal prices nearly doubled. Utilities, prevented from raising prices, began running power plants less. Blackouts followed as China’s factories ran flat out to meet strong demand. Heavy rains and flooding in Shanxi in early October briefly delayed China’s initial ability to dig extra coal. The Shanxi government said on Thursday [October 28, 2021] that all but four mines have reopened.

Officials have responded by partially deregulating electricity tariffs. Depending on the province, energy-intensive industries like steel or chemicals production now face cost increases of as much as 50 percent. That may prompt them to embrace energy efficiency, said Yan Qin, a lead analyst at Refinitiv, a data provider.

For the full story, see:

Keith Bradsher. “China Hurries to Burn More Coal, Putting Climate Goals at Risk.” The New York Times (Friday, October 29, 2021): B1 & B4.

(Note: ellipses, and bracketed date, added.)

(Note: the online version of the story has the date Oct. 28, 2021, and has the same title as the print version.)

UNL Ph.D. Studies Cow Manure and Burps “to Help Save the Planet”

(p. A1) ITHACA, Neb. — In what’s been dubbed the “methane barn” at a University of Nebraska-Lincoln agricultural research center near here, sensitive electronic equipment monitors and logs the amount of gas belched out by a herd of yearling steers.

Yes, Andrea Watson and her fellow UNL scientists are studying cow burps. She has already heard all the jokes.

“My brother especially thinks it’s funny I had to get a Ph.D. to study cow manure and cow burps,” she said.

But this work is really quite serious. If it can help reduce the beef industry’s global environmental hoofprint, it could one day help save the planet.

. . .

Consider that in a year, the average cow belches out 220 pounds of greenhouse gas. According to United Nations figures, if the world’s beef and dairy cattle were their own country, they would be the third-largest emitter, after only China and the United States.

. . .

(p. A9) “Trying to blame the cow industry for any of this is BS,” said Jay Wolf, an Albion, Nebraska, cattle rancher who definitely is familiar with real BS. “We have reduced the herd by one-third. When other sources reduce by one-third, come talk to me.”

. . .

Climate experts are increasingly recognizing that in the decades-long battle ahead, reducing methane emissions from all sources is crucial to helping the planet buy time and avoid catastrophe. Cattle can play a big role in that, said Joe Rudek, lead senior scientist with the Environmental Defense Fund.

. . .

(p. A11) In North America, livestock are responsible for 28% of all methane emissions, with an additional 41% from the oil and gas industry (mostly through leaks) and 21% from landfills. In all, a hefty 25% of today’s warming globally is driven by methane.

Rudek said if methane emissions across all industries worldwide can be cut by 30% by 2050, it would be enough to avoid a half degree of warming.

For the full story, see:

Henry J. Cordes. “Much-maligned cattle now have chance to be part of climate solution.” Omaha World-Herald (Sunday, October 24, 2021): A1 & A9-A11.

(Note: ellipses added.)

(Note: the online version of the story was updated November 4, 2021, and has the title “The State of Beef: Much-maligned cattle now have chance to be part of climate solution.”)

Many Plants and Animals Quickly Adapt to Global Warming

(p. A15) Amid the ice floes of the Arctic, tiny seabirds called dovekies feed in the plankton-rich waters, a survival strategy that worked well until the pack ice began to dwindle around the islands in Russia’s Franz Josef Land, where the dovekies breed. Like their Arctic neighbors the polar bears, often seen stranded on shrinking icebergs, it appeared that the dovekies faced an existential threat because of climate change. Scientists working in the region predicted that they would have to fly an hour or more to find food.

Instead, data from radio-tagged birds have revealed something entirely different: Faced with the prospect of extinction, the dovekies adapted. They were able to pivot to a new foraging opportunity a five-minute flight away, where water from melting glaciers slams into ocean currents just offshore, making plankton there easy pickings. For now, the dovekie population is thriving, producing just as many healthy chicks as before. Unfortunately, this tactic is not a permanent solution, as Arctic glaciers are dwindling too. But it could buy the birds another century to try to adjust their survival strategy again.

The Franz Josef dovekies remind us that nature is not a passive bystander to climate change. In some surprising cases, new conditions can trigger new behaviors.

. . .

When a group of biologists recently fanned out across the eastern Pacific to study aggression in butterfly fish, they expected to witness the constant territorial skirmishes for which these feisty coral reef dwellers are famous. Then a marine heat wave caused the corals to expel their algae, a damaging process called bleaching that leaves once-colorful reefs ghostly pale and lacking in nutrients for fish.

Suddenly without meals worth fighting for, the butterfly fish changed too. They transformed from aggressors into pacifists almost overnight, becoming docile to save energy and eke out an existence, albeit a subdued one, in a calorie-starved environment. If the corals ever recover, then the fish may regain their previous territorial vigor. If not, then they’ll no longer be famous for defending their food; they’ll be too busy trying to find enough of it.

Butterfly fish and dovekies both employ what biologists call “plasticity,” a natural ability to be flexible.

. . .

Warmer temperatures are forcing conifers to shift northward, while many hardwoods are moving north and west, chasing increases in rainfall. But the direction of these shifts isn’t nearly as surprising as their speed. Red oaks like those at Walden Pond are lumbering north by more than 10 miles every decade, which is nothing next to the 40-mile pace set by honey locusts. Both are shifting considerably faster than the range of the average bird: . . .

. . .

When back-to-back hurricanes Irma and Maria battered the Turks and Caicos Islands in 2017, they flattened buildings, uprooted trees and left the community reeling. They also created a rare scientific opportunity. Surveys of a local species of anole—a distant cousin of iguanas—had just been completed prior to the storms. The researchers had intended to show the effects of predation on the lizards by non-native rats. Instead, they turned their attention to the impact of the hurricanes and immediately repeated their field work. What they found was survival of the fittest in action: Lizards in the post-storm population all had larger toe pads and stronger front legs better suited to gripping trees in high winds. And those traits were being passed on to the next generation.

While scientists expected to eventually see evolution in reaction to extreme weather, many were stunned that it could happen so fast. Understanding how some species adapt in various ways, while others can’t, may help to inform our own responses to climate change. Plasticity may become an unavoidable priority in preparing for a warmer world.

For the full commentary, see:

Thor Hanson. “Some Species Are Changing Along With the Climate.” The Wall Street Journal (Saturday, Sept. 25, 2021): A15.

(Note: ellipses added.)

(Note: the online version of the commentary has the date September 24, 2021, and has the same title as the print version.)

The commentary quoted above is adapted from Hanson’s book:

Hanson, Thor. Hurricane Lizards and Plastic Squid: The Fraught and Fascinating Biology of Climate Change. New York: Basic Books, 2021.

Malnutrition of Poor Is Reduced More by Economic Growth Than by Ending Climate Change

Source of graph: online version of WSJ commentary quoted below.

(p. A17) The Paris climate agreement is projected to keep 11 million more people in poverty come 2030 than otherwise would be. If the Glasgow climate conference in November leads to the adoption of much stronger climate measures, policy makers will raise that total to 80 million additional people in poverty by 2030, which will inevitably cause even more malnutrition deaths.

Climate change deserves our attention, but policy makers need to be realistic. What really protects the world’s poor from malnutrition is getting out of poverty. It’s not expensive climate regulations.

For the full commentary, see:

Bjorn Lomborg. “Climate Change Barely Affects Poverty.” The Wall Street Journal (Thursday, October 7, 2021): A17.

(Note: the online version of the commentary was updated October 7, 2021, and has the same title as the print version.)

$80 Billion in 200 Large Projects to Develop Hydrogen as Clean Energy Source

(p. B1) SHEFFIELD, England — Rachel Smith has lived through green hydrogen’s bumpy journey from scientists’ dream to an industry that may be on the verge of a commercial breakthrough. An engineer, she started out two decades ago working in a converted barn on early devices for making the clean-burning gas.

Now she is part of a team racing to build giant machines that will use electricity to separate hydrogen from water for major companies like Royal Dutch Shell and Orsted, the Danish offshore wind developer.

“We have gone through those toddler years,” said Ms. Smith, an executive director at ITM Power, which is run out of an expansive new factory in Sheffield, a faded center for steel mills and coal mining. “We are playing in the grown-up world rather than in research labs.”

A consensus is forming among governments, environmentalists and energy companies that deep cuts in carbon emissions will require large amounts of a clean fuel like hydrogen.

Proponents of hydrogen have identified more than a score of potential applications of the element for cutting carbon emissions. It could be used to power long-haul trucks and train and air travel. Energy companies are experimenting with blending hydrogen with natural gas for home heating and cooking.

All told, more than 200 large-scale projects are underway to produce or transport hydrogen, comprising investments of more than $80 billion. Daimler and Volvo, the world’s largest truck makers, plan in a few years to begin mass producing long-haul electric trucks that run on devices called fuel cells that convert hydrogen to electricity. Water will be the trucks’ only emission.

“You could imagine an economy that is supported almost entirely by very clean electricity and very clean hydrogen,” said Ernest Moniz, secretary of energy in the Obama administration and now chief executive of the Energy Futures Initiative, a research organization.

(p. B5) But he warned that “a lot of things have to happen” for a gas now mainly used in specialty areas to become a “part of the backbone of the energy system.”

Among the obstacles that must be overcome: creating enough of the right sort of hydrogen, at a price industries and consumers can accept.

For the full story, see:

Stanley Reed and Jack Ewing. “The Race to Harvest Hydrogen.” The New York Times (Saturday, July 17, 2021): B1 & B5.

(Note: the online version of the story has the date June 4, 2021, and has the title “Hydrogen Is One Answer to Climate Change. Getting It Is the Hard Part.”)

Wind Turbines Kill Up to a Half Million Birds a Year

(p. A4) President Biden has taken steps to restore criminal penalties for accidental killing of migratory birds, a move that if adopted as expected later this year would add pressure to wind power developers who are working to fulfill his mandate to boost wind-farm developments as sources of clean energy.

Wind turbines—some with 200-foot blades spinning up to 180 mph—are estimated to kill between 140,000 and 500,000 birds a year through accidental collisions, according to the U.S. Fish and Wildlife Service.

The wide variation in the estimate reflects the difficulty in tracking bird deaths, but whatever the toll, it is expected to rise as more wind turbines are built. Wildlife researchers in 2013 estimated that the Energy Department’s 2008 wind-power target would push bird deaths to about 1.4 million annually. That figure hasn’t been updated to reflect the Biden administration’s plans to expand offshore wind farms.

For the full story, see:

Katy Stech Ferek. “Federal Penalties for Killing Birds Test Wind-Power Firms.” The Wall Street Journal (Monday, June 07, 2021): A4.

(Note: the online version of the story has the date June 5, 2021, and has the title “Expanding Wind Power Yet Killing Fewer Birds Is Biden’s Quandary.”)