Bay Area Carbon Emissions Steadily Fall as Region Embraces EVs
Is California Still on Track to Meet Its Goal of 100% Clean Power by 2045?
Heads of State Fly to SFO for APEC, But at What Cost to the Environment?
Can Scientists Calculate a Carbon Footprint for Drugs?
Ford, General Motors OK California's Plan to Ban New Diesel Big Rig Sales
California's Air Board Votes to Scale Down Fleets of Diesel Trucks
Attacking Global Warming by Adding CO2 to the Atmosphere? Stanford Researchers Have a Plan
EPA Boasts Of Reduced Greenhouse Gases While Trump Questions Climate Science
Jerry Brown Orders California to Go Carbon Neutral by 2045. Is That Even Possible?
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These EVs, as well as hybrid cars and other more fuel-efficient models, are steadily lowering the region’s carbon footprint, according to researchers at UC Berkeley.\u003c/p>\n\u003cp>The scientists found that carbon dioxide levels fell across the region at an annual rate of about 1.8% between 2018 and 2022. Vehicle emission rates saw a yearly drop of 2.6%. The scientists used data pulled from a \u003ca href=\"https://beacon.berkeley.edu/about/\">custom-designed network of sensors affixed\u003c/a> mostly to the top of schools in the East Bay to monitor carbon dioxide levels in real time, as well as state statistics and records from the DMV.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Ronald Cohen, chemistry professor, UC Berkeley\"]‘We do need to accelerate. But the starting point is pretty good right now.’[/pullquote]The idea for the sensors came from Ronald Cohen, a UC Berkeley professor of chemistry, who argued it is the first real-world evidence that the region’s bellwether adoption of electric vehicles is measurably lowering the Bay Area’s carbon emissions. In an interview with KQED, he said his team has shown that it’s technically possible to measure changes in carbon dioxide over time and at a granular, city-level, which could have significant real-world applications as localities across the world pass goals for reducing planet-warming gas emissions.\u003c/p>\n\u003cp>“One of the things we set out to do is to be able to report on changes within cities in a way of providing observational feedback on the efficacy of policy,” he said. “We’re excited about that.”\u003c/p>\n\u003cp>The research results were \u003ca href=\"https://pubs.acs.org/doi/10.1021/acs.est.3c09642\">published Thursday in the American Chemical Society’s journal \u003cem>Environmental Science & Technology\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Emission reductions in California and elsewhere are often calculated using a system of accounting and estimates. Or with federal sensors that cost hundreds of thousands of dollars. Cohen said that his sensors cost less than $10,000 and offer cities a realistic window for tracking their sources of pollution. The devices also measure air pollutants, including tiny particles in wildfire smoke, carbon monoxide, nitrous oxides and ozone.\u003c/p>\n\u003cp>He said that he was “pleasantly surprised” to see the scale of the average reductions of carbon dioxide over time. California’s goal is to be carbon neutral by 2045, slashing air pollution by 71% in the process. To meet that goal, the state needs to reduce its emissions by 3.7% per year.\u003c/p>\n\u003cp>At least in the Bay Area, “we’re almost halfway there at our rate today,” Cohen said. “We do need to accelerate. But the starting point is pretty good right now.”\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11980088,news_11974466,science_1991185\"]That’s a glass half full interpretation. Even the Bay Area, which Cohen said has roughly double the EVs of a city like Los Angeles, would need to increase its emissions reductions each year to be on pace with the state target.\u003c/p>\n\u003cp>The study “reminds us that we are not reducing emissions faster enough,” said Jens Mühle, a researcher at Scripps Institution of Oceanography at UC San Diego. He was not involved in the research.\u003c/p>\n\u003cp>However, he agreed that the network of sensors has shown a statistically significant drop in emissions in the Bay Area, and it is important to be able to accurately measure carbon pollution at that level.\u003c/p>\n\u003cp>Cities represent approximately 70% of global carbon dioxide emissions, and “oftentimes the impact of climate change is the worst [there],” he said. “You have all this concrete and asphalt, and you have the heat waves. They also have a potentially large impact on reducing global CO2 emissions, and that’s what they’re doing.”\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"The region still needs to accelerate its annual emissions reduction to meet the state's net zero carbon goal.","status":"publish","parent":0,"modified":1712260566,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":14,"wordCount":653},"headData":{"title":"Bay Area Carbon Emissions Steadily Fall as Region Embraces EVs | KQED","description":"The region still needs to accelerate its annual emissions reduction to meet the state's net zero carbon goal.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Bay Area Carbon Emissions Steadily Fall as Region Embraces EVs","datePublished":"2024-04-04T12:01:18.000Z","dateModified":"2024-04-04T19:56:06.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/science/1992222/bay-area-leads-california-and-nation-in-shift-to-evs-say-scientists-as-carbon-footprint-steadily-drops","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The San Francisco Bay Area is leading the state and nation in a shift from gas-powered cars to electric vehicles. These EVs, as well as hybrid cars and other more fuel-efficient models, are steadily lowering the region’s carbon footprint, according to researchers at UC Berkeley.\u003c/p>\n\u003cp>The scientists found that carbon dioxide levels fell across the region at an annual rate of about 1.8% between 2018 and 2022. Vehicle emission rates saw a yearly drop of 2.6%. The scientists used data pulled from a \u003ca href=\"https://beacon.berkeley.edu/about/\">custom-designed network of sensors affixed\u003c/a> mostly to the top of schools in the East Bay to monitor carbon dioxide levels in real time, as well as state statistics and records from the DMV.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘We do need to accelerate. But the starting point is pretty good right now.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Ronald Cohen, chemistry professor, UC Berkeley","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The idea for the sensors came from Ronald Cohen, a UC Berkeley professor of chemistry, who argued it is the first real-world evidence that the region’s bellwether adoption of electric vehicles is measurably lowering the Bay Area’s carbon emissions. In an interview with KQED, he said his team has shown that it’s technically possible to measure changes in carbon dioxide over time and at a granular, city-level, which could have significant real-world applications as localities across the world pass goals for reducing planet-warming gas emissions.\u003c/p>\n\u003cp>“One of the things we set out to do is to be able to report on changes within cities in a way of providing observational feedback on the efficacy of policy,” he said. “We’re excited about that.”\u003c/p>\n\u003cp>The research results were \u003ca href=\"https://pubs.acs.org/doi/10.1021/acs.est.3c09642\">published Thursday in the American Chemical Society’s journal \u003cem>Environmental Science & Technology\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Emission reductions in California and elsewhere are often calculated using a system of accounting and estimates. Or with federal sensors that cost hundreds of thousands of dollars. Cohen said that his sensors cost less than $10,000 and offer cities a realistic window for tracking their sources of pollution. The devices also measure air pollutants, including tiny particles in wildfire smoke, carbon monoxide, nitrous oxides and ozone.\u003c/p>\n\u003cp>He said that he was “pleasantly surprised” to see the scale of the average reductions of carbon dioxide over time. California’s goal is to be carbon neutral by 2045, slashing air pollution by 71% in the process. To meet that goal, the state needs to reduce its emissions by 3.7% per year.\u003c/p>\n\u003cp>At least in the Bay Area, “we’re almost halfway there at our rate today,” Cohen said. “We do need to accelerate. But the starting point is pretty good right now.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11980088,news_11974466,science_1991185"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>That’s a glass half full interpretation. Even the Bay Area, which Cohen said has roughly double the EVs of a city like Los Angeles, would need to increase its emissions reductions each year to be on pace with the state target.\u003c/p>\n\u003cp>The study “reminds us that we are not reducing emissions faster enough,” said Jens Mühle, a researcher at Scripps Institution of Oceanography at UC San Diego. He was not involved in the research.\u003c/p>\n\u003cp>However, he agreed that the network of sensors has shown a statistically significant drop in emissions in the Bay Area, and it is important to be able to accurately measure carbon pollution at that level.\u003c/p>\n\u003cp>Cities represent approximately 70% of global carbon dioxide emissions, and “oftentimes the impact of climate change is the worst [there],” he said. “You have all this concrete and asphalt, and you have the heat waves. They also have a potentially large impact on reducing global CO2 emissions, and that’s what they’re doing.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1992222/bay-area-leads-california-and-nation-in-shift-to-evs-say-scientists-as-carbon-footprint-steadily-drops","authors":["11608"],"categories":["science_31","science_40","science_4450"],"tags":["science_1627","science_182","science_194","science_1133","science_813","science_309","science_450","science_190"],"featImg":"science_1992230","label":"science"},"science_1985611":{"type":"posts","id":"science_1985611","meta":{"index":"posts_1591205157","site":"science","id":"1985611","score":null,"sort":[1701903992000]},"guestAuthors":[],"slug":"is-california-still-on-track-to-meet-its-goal-of-100-clean-power-by-2045","title":"Is California Still on Track to Meet Its Goal of 100% Clean Power by 2045?","publishDate":1701903992,"format":"standard","headTitle":"Is California Still on Track to Meet Its Goal of 100% Clean Power by 2045? | KQED","labelTerm":{"site":"science"},"content":"\u003cp>California leaders have been busy of late making their climate case on the international conference circuit. State delegates are currently at the 28th Conference of Parties, or COP28, an international climate meeting held this year in Dubai, and many also attended the Asia-Pacific Economic Cooperation, or APEC, hosted in San Francisco last month.\u003c/p>\n\u003cp>The message from California’s leaders is that the state is achieving its ambitious climate goals while also growing its massive economy.\u003c/p>\n\u003cp>At a sustainable development forum at APEC last month, California Energy Commission Chair David Hochschild, the state’s top energy official, called the state “a postcard from the future” that will run “through electric wires, not through pipes.”[pullquote align=\"right\" size=\"medium\" citation=\"Danny Cullenward, University of Pennsylvania's Kleinman Center for Energy Policy\"]‘You can be really excited about the future while also being kind of sober about where we are and the scale of what needs to happen in the future, none of which is ordained. It’s going to take a lot of work to get where we want to go.’[/pullquote]But serious challenges remain. California reports its emissions over the past two years\u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2023-05/2022%20GHG%20Estimates%20Report%20for%20Item%203900-001-3237.pdf\"> have gone up when they should be going down\u003c/a>.\u003c/p>\n\u003cp>“They need to be going down by about 15 or 16 million tons a year every year through 2030 for us to hit our minimum statutory target,” said Danny Cullenward, a senior fellow at the Kleinman Center for Energy Policy at the University of Pennsylvania.\u003c/p>\n\u003cp>That minimum 2030 target stipulates that statewide emissions drop below 40% of what they were in 1990.\u003c/p>\n\u003cp>Moreover, California does not include the harmful greenhouse gasses released from major wildfires in its emissions accounting. Researchers estimate that the state’s devastating 2020 wildfire year \u003ca href=\"https://www.latimes.com/california/story/2022-10-20/california-wildfires-offset-greenhouse-gas-reductions\">erased two decades’ worth of gains\u003c/a> Californians have made in emission cuts.\u003c/p>\n\u003cp>KQED recently spoke with a handful of climate scientists to get their take on California’s energy trajectory. Most agreed that the state has a strong chance of delivering on its \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=202120220SB1020&showamends=false\">100% clean power mandate by 2045\u003c/a>, offering a bright spot in humanity’s race to eliminate the root causes of climate change: burning fossil fuels.\u003c/p>\n\u003cp>Below are different aspects of the clean energy transition that California leaders and outside experts consider crucial to effectively transitioning to a carbon-free system. Overall, they said, there was much to celebrate — like the meteoric rise of battery storage — as California races toward its energy targets.\u003c/p>\n\u003cp>\u003cb>Jump straight to:\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor1\">Carbon-free electricity\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor2\">Storage\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor3\">Electric vehicles\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor4\">Offshore wind\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor5\">Environmental justice\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor6\">Electricity prices\u003c/a>\u003c/b>\u003cbr>\n\u003ca id=\"anchor1\">\u003c/a>\u003c/p>\n\u003ch2>Carbon-free electricity\u003c/h2>\n\u003cfigure id=\"attachment_1931649\" class=\"wp-caption alignnone\" style=\"max-width: 5472px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1931649\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114.jpg\" alt=\"A large solar panel array, with a city skyline in the background.\" width=\"5472\" height=\"3648\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114.jpg 5472w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-520x347.jpg 520w\" sizes=\"(max-width: 5472px) 100vw, 5472px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Solar panels are mounted atop the roof of the Los Angeles Convention Center on Sept. 5, 2018, in Los Angeles. The solar array of 6,228 panels is expected to generate 3.4 million kilowatt hours of electricity annually. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>The energy pulsing through California’s grid is 60% clean and carbon-free overall, meaning it comes from renewable sources like solar and wind and zero-carbon sources like hydropower and nuclear. The state’s energy commission anticipates carbon-free energy will comprise two-thirds of retail sales in 2024.\u003c/p>\n\u003cp>“Alternative energy is the wrong word to use today to describe renewables,” Hochschild said at his APEC talk last month. They are not alternative because they comprise the majority of the state’s energy sources.\u003c/p>\n\u003cp>Last year, Gov. Gavin Newsom \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=202120220SB1020&showamends=false\">set benchmarks\u003c/a> for the state to reach 90% clean electricity by 2035 and 95% by 2040, moving toward California’s previously established goal of 100% by 2045. This means energy would come from renewable sources, like solar and wind and zero-carbon sources like nuclear.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Recently, the California Public Utilities Commission approved plans to \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M502/K651/502651263.PDF\">add 86,000 megawatts (PDF)\u003c/a> of energy to the grid by 2035 to allow for more room as the state electrifies. That would more than double what is currently available.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>Dan Kammen, UC Berkeley energy professor: \u003c/b>The state has produced\u003ca href=\"https://www.npr.org/2022/05/07/1097376890/for-a-brief-moment-calif-fully-powered-itself-with-renewable-energy\"> more than 100%\u003c/a> of its energy from renewables for brief periods during the last few spring seasons. “Where California is today is remarkable,” he said.\u003c/p>\n\u003cp>\u003cb>Merrian Borgeson, California climate and clean energy policy director at the Natural Resources Defense Council (NRDC): \u003c/b>The state is moving in the right direction toward meeting these goals but faces challenges connecting all the new renewable projects to the grid. Those projects must submit an application to the state’s grid managers at the California Independent System Operator, known as CAISO, before connecting to the grid. And the approval queue is very backlogged.[aside label=\"related coverage\" tag=\"clean-energy\"]“California’s in this place where we don’t need new goals. We just need to implement like crazy,” Borgeson said.\u003c/p>\n\u003cp>\u003cb>James Bushnell, UC Davis energy economist: \u003c/b>California is an incubator for climate ideas. As the state moves toward its goals, it can share lessons learned with other governments.\u003c/p>\n\u003cp>“The way I think about it is not in terms of make or break targets, but what we’re trying to do is rapidly expand zero-carbon energy and get a sense of what the implications and costs and challenges are,” Bushnell said.\u003c/p>\n\u003cp>The state’s progress in adding renewables to the grid in the last decade has been rapid, but currently, California is “bumping up against a bunch of different constraints” that may be transitory or signs that we’re “reaching a plateau where further reductions are just more difficult,” he said.\u003c/p>\n\u003cp>\u003cb>Ranjit Deshmukh, UC Santa Barbara environmental studies professor: \u003c/b>California’s growth in clean energy is non-linear, and the state might have picked through the low-hanging fruit.\u003c/p>\n\u003cp>“As you get closer to that [100% clean energy] goal, it gets harder and harder to manage your system,” Deshmukh said, given the variability of wind and solar. “We have to introduce more energy storage to manage that variability and shift our generation to times when the sun doesn’t shine or the wind doesn’t blow. So the challenge is going to get harder and harder.”\u003cbr>\n\u003ca id=\"anchor2\">\u003c/a>\u003c/p>\n\u003ch2>Storage\u003c/h2>\n\u003cfigure id=\"attachment_1985631\" class=\"wp-caption alignnone\" style=\"max-width: 1240px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-1985631 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909.jpeg\" alt=\"A large outdoor battery-storage facility next to a power plant with a large smokestack.\" width=\"1240\" height=\"698\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909-768x432.jpeg 768w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Tesla Megapack batteries at the Elkhorn Battery Energy Storage System next to the Vistra Moss Landing natural gas-fired power plant in Moss Landing on California’s central coast. \u003ccite>(David Paul Morris/Bloomberg via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>The state’s ability to store energy through large-scale batteries has grown more than \u003ca href=\"https://www.energy.ca.gov/news/2023-10/california-sees-unprecedented-growth-energy-storage-key-component-states-clean\">sevenfold \u003c/a>in the past four years. The batteries can store enough energy to power 6.6 million homes for up to four hours and helped the state avert blackouts during a September 2022 10-day heat wave.\u003c/p>\n\u003cp>\u003ci>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-1985632 alignright\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic.jpeg\" alt=\"A charge showing the increase in California's energy storage resources between 2019 and 2023,\" width=\"228\" height=\"228\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic.jpeg 810w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic-800x800.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic-160x160.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic-768x768.jpeg 768w\" sizes=\"(max-width: 228px) 100vw, 228px\">\u003c/a>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>NRDC’s Borgeson: \u003c/b>Battery storage is one of the main resources needed to shut down fossil-fuel-powered plants, and storage must keep growing.\u003c/p>\n\u003cp>“The storage story has been really, really amazing,” Borgeson said.\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh\u003c/b>\u003cb>: \u003c/b>The costs of storage are dropping. “The question is how fast we put storage on the ground,” Deshmukh said.\u003c/p>\n\u003cp>If you install storage earlier, prices are higher, but adding the storage increases understanding of how to add storage and will help bring costs down. Ultimately, he said, we must remember that ratepayers will pay those costs.\u003c/p>\n\u003cp>\u003cb>UC Davis’ Bushnell: \u003c/b>There is some resource competition, both in terms of materials and production capacity, as demand for electric-vehicle batteries and storage batteries both surge.\u003cbr>\n\u003ca id=\"anchor3\">\u003c/a>\u003c/p>\n\u003ch2>Electric vehicles\u003c/h2>\n\u003cfigure id=\"attachment_1985634\" class=\"wp-caption alignnone\" style=\"max-width: 1024px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-1985634 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915.jpeg\" alt=\"A white electric car getting charged.\" width=\"1024\" height=\"701\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915.jpeg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915-800x548.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915-1020x698.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915-160x110.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915-768x526.jpeg 768w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An electric car charges at a mall parking lot on June 27, 2022, in Corte Madera, Marin County. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>In 2018, 5% of California’s new vehicle sales were zero-emission vehicles. According to the state’s energy commission, that figure was 27% this month. California mandates that all new cars sold by 2035 be hybrid or electric.\u003c/p>\n\u003cp>“This is really indicative that EVs are going to win,” Hochschild of the state’s Energy Commission said. California’s current top-selling car is electric: a Tesla.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>NRDC’s Borgeson: \u003c/b>Californians are buoyed by the state goal to get off internal combustion vehicles. But, Borgeson said, “People are buying them because the cars are working for people in their daily lives.”\u003c/p>\n\u003cp>\u003cb>UC Berkeley’s Kammen: \u003c/b>California’s 2035 goal is too lax.\u003c/p>\n\u003cp>“We should be moving that date forward, that looks way too conservative now. That number should be 2030. I would argue we could do it in 2028,” Kammen said.\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh:\u003c/b> Increased EV sales will lead to emissions reductions. “But there’s evidence that people use EVs as their secondary vehicles, and they still keep gasoline cars for the long drives,” Deshmukh said.\u003c/p>\n\u003cp>As EVs get better and even more popular, California must keep pace by growing public-charging infrastructure. “If folks start thinking that public charging is going to be a constraint, vehicles won’t grow as quickly as we hope they would,” Deshmukh said.\u003cbr>\n\u003ca id=\"anchor4\">\u003c/a>\u003c/p>\n\u003ch2>Offshore wind\u003c/h2>\n\u003cfigure id=\"attachment_1980916\" class=\"wp-caption alignnone\" style=\"max-width: 1024px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1980916\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832.jpg\" alt=\"Wind turbines at sea.\" width=\"1024\" height=\"736\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832-800x575.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832-1020x733.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832-160x115.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832-768x552.jpg 768w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Wind turbines generate electricity at the Block Island Wind Farm, the first commercial offshore wind farm in the United States, on July 7, 2022, near Block Island, Rhode Island. \u003ccite>(John Moore/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>California’s goals partly depend on \u003ca href=\"https://www.energy.ca.gov/filebrowser/download/4361\">producing 25 gigawatts of electricity by 2045\u003c/a> from offshore wind. That would be enough energy to power 25 million homes. Officials plan to install floating wind turbines in two locations: one off Humboldt Bay in Northern California and another near Morro Bay off the state’s central coast. The federal government auctioned off 583 square miles of ocean waters for the job.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>UC Berkeley’s Kammen: \u003c/b>“We’re way behind on building offshore wind,” Kammen said. He called the resource the “ultimate battery” because it is available when solar and onshore wind are often unavailable and can be used to make hydrogen, which can store energy later.\u003c/p>\n\u003cp>\u003cb>NRDC’s Borgeson: \u003c/b>“The goals that the state has set are directionally right and very, very aggressive, appropriately so,” Borgeson said. “The state has been setting all the right signals for offshore wind to be viable in California.”\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh: \u003c/b>“Offshore wind progress is always slow because just to get the industry off the ground requires a lot of effort and investment,” Deshmukh said. It requires building infrastructure like ports, specialized vessels and transmission lines.\u003cbr>\n\u003ca id=\"anchor5\">\u003c/a>\u003c/p>\n\u003ch2>Environmental justice\u003c/h2>\n\u003cfigure id=\"attachment_1985635\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1985635\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut.jpeg\" alt=\"A man in a hard hat installs solar panels on the roof of a house.\" width=\"1920\" height=\"1282\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut.jpeg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-800x534.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-1020x681.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-768x513.jpeg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-1536x1026.jpeg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Andrew Hayes, with Grid Alternatives, helps install solar panels on the roof of a home in a lower-income neighborhood in Vallejo, Solano County, on Feb. 13, 2018. \u003ccite>(Lauren Hanussak/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>California’s landmark environmental justice law, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180AB617\">AB 617\u003c/a>, is intended to clear up dirty air for Richmond, West Oakland and other industrial communities across the state, in part through the use of clean energy.\u003c/p>\n\u003cp>The law has been heralded by some as groundbreaking and derided by others as toothless. Experts say \u003ca href=\"https://calmatters.org/environment/2022/01/california-air-quality-environmental-justice-law/?series=california-environmental-justice\">it’s unclear if it is working\u003c/a>.\u003c/p>\n\u003cp>The state also has other initiatives, like those aimed at \u003ca href=\"https://www.energy.ca.gov/news/2023-09/california-energy-commission-launches-38-million-project-ev-charging-low-income\">bringing EV charging to lower-income and disadvantaged communities\u003c/a>.\u003c/p>\n\u003cp>However, many experts and advocates feel the state is failing to meet environmental justice goals.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>UC Berkeley’s Kammen: \u003c/b>The state should be installing solar and storage on affordable housing and co-locating transit hubs where people with lower-income live, he said. “We are way behind on environmental justice.”\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh: \u003c/b>As California decarbonizes, we have to make sure disadvantaged and minority communities receive their fair share of benefits “whether they are health benefits from reduced air pollution by retiring fossil fuel plants, or receiving incentives for clean energy technologies, or the share of jobs in the clean energy technologies,” Deshmukh said.\u003c/p>\n\u003cp>The state must also work to make sure lower-income and minority communities are not unfairly burdened by increases in costs for both electricity or natural gas, especially as the state works to cut natural gas from our energy mix.\u003cbr>\n\u003ca id=\"anchor6\">\u003c/a>\u003c/p>\n\u003ch2>Electricity prices\u003c/h2>\n\u003cfigure id=\"attachment_1985636\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1985636\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut.jpg\" alt=\"A utility meter.\" width=\"1920\" height=\"1277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-1020x678.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-768x511.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-1536x1022.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A PG&E electricity meter on a residential building in Berkeley on April 26, 2023. \u003ccite>(Kori Suzuki/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>Californians pay \u003ca href=\"https://www.statista.com/statistics/630090/states-with-the-average-electricity-price-for-the-residential-sector-in-the-us/\">one of the highest retail electricity rates\u003c/a> in the United States. That’s a problem for a state pushing people to go all-electric.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>UC Davis’ Bushnell: \u003c/b>“Electricity prices are extremely high in California,” Bushnell said, which puts a headwind in front of California’s momentum on everything from transportation to home electricity.\u003c/p>\n\u003cp>\u003cb>NRDC’s Borgeson: \u003c/b>It’s much cheaper to power things with clean power than customers’ current rates. “This really, really, really vital price signal is currently, in my view, wrong,” she said. The state should be focusing on how to change this.\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh: \u003c/b>How the state achieves clean electricity in a cost-effective way to ratepayers is crucial, especially given other considerations like conservation.\u003c/p>\n\u003cp>While solar farms in the desert may provide less expensive energy, they can hurt the plants and animals that live there. Putting solar panels on the built environment decreases this drawback but is more expensive.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"California's leaders are busy making the case that the state is on track to meet its ambitious clean energy mandate, while also growing its economy. But major challenges remain in the nation's largest state, where carbon emissions continued to increase over the last 2 years.","status":"publish","parent":0,"modified":1704845811,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":63,"wordCount":2270},"headData":{"title":"Is California Still on Track to Meet Its Goal of 100% Clean Power by 2045? | KQED","description":"California's leaders are busy making the case that the state is on track to meet its ambitious clean energy mandate, while also growing its economy. But major challenges remain in the nation's largest state, where carbon emissions continued to increase over the last 2 years.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Is California Still on Track to Meet Its Goal of 100% Clean Power by 2045?","datePublished":"2023-12-06T23:06:32.000Z","dateModified":"2024-01-10T00:16:51.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/science/1985611/is-california-still-on-track-to-meet-its-goal-of-100-clean-power-by-2045","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>California leaders have been busy of late making their climate case on the international conference circuit. State delegates are currently at the 28th Conference of Parties, or COP28, an international climate meeting held this year in Dubai, and many also attended the Asia-Pacific Economic Cooperation, or APEC, hosted in San Francisco last month.\u003c/p>\n\u003cp>The message from California’s leaders is that the state is achieving its ambitious climate goals while also growing its massive economy.\u003c/p>\n\u003cp>At a sustainable development forum at APEC last month, California Energy Commission Chair David Hochschild, the state’s top energy official, called the state “a postcard from the future” that will run “through electric wires, not through pipes.”\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘You can be really excited about the future while also being kind of sober about where we are and the scale of what needs to happen in the future, none of which is ordained. It’s going to take a lot of work to get where we want to go.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Danny Cullenward, University of Pennsylvania's Kleinman Center for Energy Policy","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>But serious challenges remain. California reports its emissions over the past two years\u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2023-05/2022%20GHG%20Estimates%20Report%20for%20Item%203900-001-3237.pdf\"> have gone up when they should be going down\u003c/a>.\u003c/p>\n\u003cp>“They need to be going down by about 15 or 16 million tons a year every year through 2030 for us to hit our minimum statutory target,” said Danny Cullenward, a senior fellow at the Kleinman Center for Energy Policy at the University of Pennsylvania.\u003c/p>\n\u003cp>That minimum 2030 target stipulates that statewide emissions drop below 40% of what they were in 1990.\u003c/p>\n\u003cp>Moreover, California does not include the harmful greenhouse gasses released from major wildfires in its emissions accounting. Researchers estimate that the state’s devastating 2020 wildfire year \u003ca href=\"https://www.latimes.com/california/story/2022-10-20/california-wildfires-offset-greenhouse-gas-reductions\">erased two decades’ worth of gains\u003c/a> Californians have made in emission cuts.\u003c/p>\n\u003cp>KQED recently spoke with a handful of climate scientists to get their take on California’s energy trajectory. Most agreed that the state has a strong chance of delivering on its \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=202120220SB1020&showamends=false\">100% clean power mandate by 2045\u003c/a>, offering a bright spot in humanity’s race to eliminate the root causes of climate change: burning fossil fuels.\u003c/p>\n\u003cp>Below are different aspects of the clean energy transition that California leaders and outside experts consider crucial to effectively transitioning to a carbon-free system. Overall, they said, there was much to celebrate — like the meteoric rise of battery storage — as California races toward its energy targets.\u003c/p>\n\u003cp>\u003cb>Jump straight to:\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor1\">Carbon-free electricity\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor2\">Storage\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor3\">Electric vehicles\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor4\">Offshore wind\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor5\">Environmental justice\u003c/a>\u003c/b>\u003c/p>\n\u003cp>\u003cb>\u003ca href=\"#anchor6\">Electricity prices\u003c/a>\u003c/b>\u003cbr>\n\u003ca id=\"anchor1\">\u003c/a>\u003c/p>\n\u003ch2>Carbon-free electricity\u003c/h2>\n\u003cfigure id=\"attachment_1931649\" class=\"wp-caption alignnone\" style=\"max-width: 5472px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1931649\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114.jpg\" alt=\"A large solar panel array, with a city skyline in the background.\" width=\"5472\" height=\"3648\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114.jpg 5472w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-768x512.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-1200x800.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-1920x1280.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-1180x787.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-960x640.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-240x160.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-375x250.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/GettyImages-1027371114-520x347.jpg 520w\" sizes=\"(max-width: 5472px) 100vw, 5472px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Solar panels are mounted atop the roof of the Los Angeles Convention Center on Sept. 5, 2018, in Los Angeles. The solar array of 6,228 panels is expected to generate 3.4 million kilowatt hours of electricity annually. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>The energy pulsing through California’s grid is 60% clean and carbon-free overall, meaning it comes from renewable sources like solar and wind and zero-carbon sources like hydropower and nuclear. The state’s energy commission anticipates carbon-free energy will comprise two-thirds of retail sales in 2024.\u003c/p>\n\u003cp>“Alternative energy is the wrong word to use today to describe renewables,” Hochschild said at his APEC talk last month. They are not alternative because they comprise the majority of the state’s energy sources.\u003c/p>\n\u003cp>Last year, Gov. Gavin Newsom \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billCompareClient.xhtml?bill_id=202120220SB1020&showamends=false\">set benchmarks\u003c/a> for the state to reach 90% clean electricity by 2035 and 95% by 2040, moving toward California’s previously established goal of 100% by 2045. This means energy would come from renewable sources, like solar and wind and zero-carbon sources like nuclear.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Recently, the California Public Utilities Commission approved plans to \u003ca href=\"https://docs.cpuc.ca.gov/PublishedDocs/Published/G000/M502/K651/502651263.PDF\">add 86,000 megawatts (PDF)\u003c/a> of energy to the grid by 2035 to allow for more room as the state electrifies. That would more than double what is currently available.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>Dan Kammen, UC Berkeley energy professor: \u003c/b>The state has produced\u003ca href=\"https://www.npr.org/2022/05/07/1097376890/for-a-brief-moment-calif-fully-powered-itself-with-renewable-energy\"> more than 100%\u003c/a> of its energy from renewables for brief periods during the last few spring seasons. “Where California is today is remarkable,” he said.\u003c/p>\n\u003cp>\u003cb>Merrian Borgeson, California climate and clean energy policy director at the Natural Resources Defense Council (NRDC): \u003c/b>The state is moving in the right direction toward meeting these goals but faces challenges connecting all the new renewable projects to the grid. Those projects must submit an application to the state’s grid managers at the California Independent System Operator, known as CAISO, before connecting to the grid. And the approval queue is very backlogged.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"related coverage ","tag":"clean-energy"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“California’s in this place where we don’t need new goals. We just need to implement like crazy,” Borgeson said.\u003c/p>\n\u003cp>\u003cb>James Bushnell, UC Davis energy economist: \u003c/b>California is an incubator for climate ideas. As the state moves toward its goals, it can share lessons learned with other governments.\u003c/p>\n\u003cp>“The way I think about it is not in terms of make or break targets, but what we’re trying to do is rapidly expand zero-carbon energy and get a sense of what the implications and costs and challenges are,” Bushnell said.\u003c/p>\n\u003cp>The state’s progress in adding renewables to the grid in the last decade has been rapid, but currently, California is “bumping up against a bunch of different constraints” that may be transitory or signs that we’re “reaching a plateau where further reductions are just more difficult,” he said.\u003c/p>\n\u003cp>\u003cb>Ranjit Deshmukh, UC Santa Barbara environmental studies professor: \u003c/b>California’s growth in clean energy is non-linear, and the state might have picked through the low-hanging fruit.\u003c/p>\n\u003cp>“As you get closer to that [100% clean energy] goal, it gets harder and harder to manage your system,” Deshmukh said, given the variability of wind and solar. “We have to introduce more energy storage to manage that variability and shift our generation to times when the sun doesn’t shine or the wind doesn’t blow. So the challenge is going to get harder and harder.”\u003cbr>\n\u003ca id=\"anchor2\">\u003c/a>\u003c/p>\n\u003ch2>Storage\u003c/h2>\n\u003cfigure id=\"attachment_1985631\" class=\"wp-caption alignnone\" style=\"max-width: 1240px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-1985631 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909.jpeg\" alt=\"A large outdoor battery-storage facility next to a power plant with a large smokestack.\" width=\"1240\" height=\"698\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909.jpeg 1240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909-800x450.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909-1020x574.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909-160x90.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/pge_tesla_elkhorn_battery_1237809909-768x432.jpeg 768w\" sizes=\"(max-width: 1240px) 100vw, 1240px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Tesla Megapack batteries at the Elkhorn Battery Energy Storage System next to the Vistra Moss Landing natural gas-fired power plant in Moss Landing on California’s central coast. \u003ccite>(David Paul Morris/Bloomberg via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>The state’s ability to store energy through large-scale batteries has grown more than \u003ca href=\"https://www.energy.ca.gov/news/2023-10/california-sees-unprecedented-growth-energy-storage-key-component-states-clean\">sevenfold \u003c/a>in the past four years. The batteries can store enough energy to power 6.6 million homes for up to four hours and helped the state avert blackouts during a September 2022 10-day heat wave.\u003c/p>\n\u003cp>\u003ci>\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-1985632 alignright\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic.jpeg\" alt=\"A charge showing the increase in California's energy storage resources between 2019 and 2023,\" width=\"228\" height=\"228\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic.jpeg 810w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic-800x800.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic-160x160.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/Battery_graphic-768x768.jpeg 768w\" sizes=\"(max-width: 228px) 100vw, 228px\">\u003c/a>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>NRDC’s Borgeson: \u003c/b>Battery storage is one of the main resources needed to shut down fossil-fuel-powered plants, and storage must keep growing.\u003c/p>\n\u003cp>“The storage story has been really, really amazing,” Borgeson said.\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh\u003c/b>\u003cb>: \u003c/b>The costs of storage are dropping. “The question is how fast we put storage on the ground,” Deshmukh said.\u003c/p>\n\u003cp>If you install storage earlier, prices are higher, but adding the storage increases understanding of how to add storage and will help bring costs down. Ultimately, he said, we must remember that ratepayers will pay those costs.\u003c/p>\n\u003cp>\u003cb>UC Davis’ Bushnell: \u003c/b>There is some resource competition, both in terms of materials and production capacity, as demand for electric-vehicle batteries and storage batteries both surge.\u003cbr>\n\u003ca id=\"anchor3\">\u003c/a>\u003c/p>\n\u003ch2>Electric vehicles\u003c/h2>\n\u003cfigure id=\"attachment_1985634\" class=\"wp-caption alignnone\" style=\"max-width: 1024px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-1985634 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915.jpeg\" alt=\"A white electric car getting charged.\" width=\"1024\" height=\"701\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915.jpeg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915-800x548.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915-1020x698.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915-160x110.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/GettyImages-1405480915-768x526.jpeg 768w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">An electric car charges at a mall parking lot on June 27, 2022, in Corte Madera, Marin County. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>In 2018, 5% of California’s new vehicle sales were zero-emission vehicles. According to the state’s energy commission, that figure was 27% this month. California mandates that all new cars sold by 2035 be hybrid or electric.\u003c/p>\n\u003cp>“This is really indicative that EVs are going to win,” Hochschild of the state’s Energy Commission said. California’s current top-selling car is electric: a Tesla.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>NRDC’s Borgeson: \u003c/b>Californians are buoyed by the state goal to get off internal combustion vehicles. But, Borgeson said, “People are buying them because the cars are working for people in their daily lives.”\u003c/p>\n\u003cp>\u003cb>UC Berkeley’s Kammen: \u003c/b>California’s 2035 goal is too lax.\u003c/p>\n\u003cp>“We should be moving that date forward, that looks way too conservative now. That number should be 2030. I would argue we could do it in 2028,” Kammen said.\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh:\u003c/b> Increased EV sales will lead to emissions reductions. “But there’s evidence that people use EVs as their secondary vehicles, and they still keep gasoline cars for the long drives,” Deshmukh said.\u003c/p>\n\u003cp>As EVs get better and even more popular, California must keep pace by growing public-charging infrastructure. “If folks start thinking that public charging is going to be a constraint, vehicles won’t grow as quickly as we hope they would,” Deshmukh said.\u003cbr>\n\u003ca id=\"anchor4\">\u003c/a>\u003c/p>\n\u003ch2>Offshore wind\u003c/h2>\n\u003cfigure id=\"attachment_1980916\" class=\"wp-caption alignnone\" style=\"max-width: 1024px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1980916\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832.jpg\" alt=\"Wind turbines at sea.\" width=\"1024\" height=\"736\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832.jpg 1024w, https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832-800x575.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832-1020x733.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832-160x115.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2022/12/GettyImages-1407548832-768x552.jpg 768w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Wind turbines generate electricity at the Block Island Wind Farm, the first commercial offshore wind farm in the United States, on July 7, 2022, near Block Island, Rhode Island. \u003ccite>(John Moore/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>California’s goals partly depend on \u003ca href=\"https://www.energy.ca.gov/filebrowser/download/4361\">producing 25 gigawatts of electricity by 2045\u003c/a> from offshore wind. That would be enough energy to power 25 million homes. Officials plan to install floating wind turbines in two locations: one off Humboldt Bay in Northern California and another near Morro Bay off the state’s central coast. The federal government auctioned off 583 square miles of ocean waters for the job.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>UC Berkeley’s Kammen: \u003c/b>“We’re way behind on building offshore wind,” Kammen said. He called the resource the “ultimate battery” because it is available when solar and onshore wind are often unavailable and can be used to make hydrogen, which can store energy later.\u003c/p>\n\u003cp>\u003cb>NRDC’s Borgeson: \u003c/b>“The goals that the state has set are directionally right and very, very aggressive, appropriately so,” Borgeson said. “The state has been setting all the right signals for offshore wind to be viable in California.”\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh: \u003c/b>“Offshore wind progress is always slow because just to get the industry off the ground requires a lot of effort and investment,” Deshmukh said. It requires building infrastructure like ports, specialized vessels and transmission lines.\u003cbr>\n\u003ca id=\"anchor5\">\u003c/a>\u003c/p>\n\u003ch2>Environmental justice\u003c/h2>\n\u003cfigure id=\"attachment_1985635\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut.jpeg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1985635\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut.jpeg\" alt=\"A man in a hard hat installs solar panels on the roof of a house.\" width=\"1920\" height=\"1282\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut.jpeg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-800x534.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-1020x681.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-160x107.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-768x513.jpeg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/RS29464_SOLAR_021318_429-qut-1536x1026.jpeg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Andrew Hayes, with Grid Alternatives, helps install solar panels on the roof of a home in a lower-income neighborhood in Vallejo, Solano County, on Feb. 13, 2018. \u003ccite>(Lauren Hanussak/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>California’s landmark environmental justice law, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180AB617\">AB 617\u003c/a>, is intended to clear up dirty air for Richmond, West Oakland and other industrial communities across the state, in part through the use of clean energy.\u003c/p>\n\u003cp>The law has been heralded by some as groundbreaking and derided by others as toothless. Experts say \u003ca href=\"https://calmatters.org/environment/2022/01/california-air-quality-environmental-justice-law/?series=california-environmental-justice\">it’s unclear if it is working\u003c/a>.\u003c/p>\n\u003cp>The state also has other initiatives, like those aimed at \u003ca href=\"https://www.energy.ca.gov/news/2023-09/california-energy-commission-launches-38-million-project-ev-charging-low-income\">bringing EV charging to lower-income and disadvantaged communities\u003c/a>.\u003c/p>\n\u003cp>However, many experts and advocates feel the state is failing to meet environmental justice goals.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>UC Berkeley’s Kammen: \u003c/b>The state should be installing solar and storage on affordable housing and co-locating transit hubs where people with lower-income live, he said. “We are way behind on environmental justice.”\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh: \u003c/b>As California decarbonizes, we have to make sure disadvantaged and minority communities receive their fair share of benefits “whether they are health benefits from reduced air pollution by retiring fossil fuel plants, or receiving incentives for clean energy technologies, or the share of jobs in the clean energy technologies,” Deshmukh said.\u003c/p>\n\u003cp>The state must also work to make sure lower-income and minority communities are not unfairly burdened by increases in costs for both electricity or natural gas, especially as the state works to cut natural gas from our energy mix.\u003cbr>\n\u003ca id=\"anchor6\">\u003c/a>\u003c/p>\n\u003ch2>Electricity prices\u003c/h2>\n\u003cfigure id=\"attachment_1985636\" class=\"wp-caption alignnone\" style=\"max-width: 1920px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1985636\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut.jpg\" alt=\"A utility meter.\" width=\"1920\" height=\"1277\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-800x532.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-1020x678.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-768x511.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2023/12/04262023_ksuzuki_warmweather-426-qut-1536x1022.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A PG&E electricity meter on a residential building in Berkeley on April 26, 2023. \u003ccite>(Kori Suzuki/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cb>Where we are now: \u003c/b>Californians pay \u003ca href=\"https://www.statista.com/statistics/630090/states-with-the-average-electricity-price-for-the-residential-sector-in-the-us/\">one of the highest retail electricity rates\u003c/a> in the United States. That’s a problem for a state pushing people to go all-electric.\u003c/p>\n\u003cp>\u003ci>What the experts are saying\u003c/i>\u003c/p>\n\u003cp>\u003cb>UC Davis’ Bushnell: \u003c/b>“Electricity prices are extremely high in California,” Bushnell said, which puts a headwind in front of California’s momentum on everything from transportation to home electricity.\u003c/p>\n\u003cp>\u003cb>NRDC’s Borgeson: \u003c/b>It’s much cheaper to power things with clean power than customers’ current rates. “This really, really, really vital price signal is currently, in my view, wrong,” she said. The state should be focusing on how to change this.\u003c/p>\n\u003cp>\u003cb>UCSB’s Deshmukh: \u003c/b>How the state achieves clean electricity in a cost-effective way to ratepayers is crucial, especially given other considerations like conservation.\u003c/p>\n\u003cp>While solar farms in the desert may provide less expensive energy, they can hurt the plants and animals that live there. Putting solar panels on the built environment decreases this drawback but is more expensive.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1985611/is-california-still-on-track-to-meet-its-goal-of-100-clean-power-by-2045","authors":["8648"],"categories":["science_31","science_35","science_40","science_4450"],"tags":["science_1845","science_1627","science_2889","science_4417","science_4414","science_2164","science_1066"],"featImg":"science_1985612","label":"science"},"science_1985281":{"type":"posts","id":"science_1985281","meta":{"index":"posts_1591205157","site":"science","id":"1985281","score":null,"sort":[1699975870000]},"guestAuthors":[],"slug":"heads-of-state-fly-to-sfo-for-apec-but-at-what-cost-to-the-environment","title":"Heads of State Fly to SFO for APEC, But at What Cost to the Environment?","publishDate":1699975870,"format":"standard","headTitle":"Heads of State Fly to SFO for APEC, But at What Cost to the Environment? | KQED","labelTerm":{"site":"science"},"content":"\u003cp>Thousands of people are flying into San Francisco this week for the Asia-Pacific Economic Cooperation summit. This year’s theme, “Creating a resilient and sustainable future for all,” aims to promote economic trade between Pacific nations while encouraging renewable energy and greener economies.\u003c/p>\n\u003cp>But for climate hawks following the event, there’s a twist of hypocrisy in that most attendees will be flying into the Bay Area for the event via private jets and other big carbon-emitting aircraft.\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Dr. Daniel Kammen, professor and founding director, UC Berkeley’s Renewable and Appropriate Energy Laboratory\"]‘Going from economy to first class or in a private jet makes a huge difference in your emissions.’[/pullquote]“Flying is one of the sectors where there are enormous inequalities,” said Milan Klöwer, a climate scientist at MIT’s Earth, Atmospheric and Planetary Sciences Department. “The people that earn the most [money] fly the most, and therefore have personal carbon footprints that are thousands of times larger than the poorest people on the planet. There is a responsibility for people who understand that problem about how they are personally emitting.”\u003c/p>\n\u003cp>A KQED back-of-the-envelope calculation of publicly-available government aircraft and emissions information found that the 21 heads of state flying into the event from their respective countries could produce at least 31 million pounds of carbon equivalent emissions.\u003c/p>\n\u003cp>That’s more than what would be emitted driving in a passenger car over the Golden Gate Bridge 21 million times or from San Francisco to New York City more than 12,000 times.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>If those leaders had all flown commercially, they would emit only an estimated 1.7 million pounds of carbon equivalent emissions.\u003c/p>\n\u003cp>[aside postID=\"science_1923609,news_11967074,news_11960823\" label=\"Related Stories\"]“We do expect higher-than-normal private aircraft activity during APEC,” SFO spokesperson Doug Yakel said. He added that overall airport traffic is still slightly below pre-pandemic travel. However, it’s expected to exceed 2019 levels by the end of this year.\u003c/p>\n\u003cp>Thousands of climate and human rights activists have already started protesting the event, which kicked off on Nov. 11.\u003c/p>\n\u003cp>“APEC is simply a tool of big business and the ruling elite to increase their profits at the expense of people and the planet,” Brandon Lee, with the International Coalition for Human Rights in the Philippines, said in an email statement. “It will be a waste of millions of taxpayer dollars, and it will only result in further worker exploitation and environmental destruction.”\u003c/p>\n\u003cp>Airplanes jetting around the world create major air pollutants like carbon dioxide, which contribute to climate change. Other aircraft emissions, like nitrogen oxides, water vapor and sulfate aerosols, also cause significant chemical reactions in the atmosphere and warm the Earth’s surface at nearly \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S1352231020305689\">three times the rate of carbon dioxide alone\u003c/a>.\u003c/p>\n\u003cp>Klöwer advised KQED on the APEC-related carbon footprint estimate and has studied aircraft emissions tied to big conference travel.\u003c/p>\n\u003cp>Before the pandemic, many academics and government officials were frequent fliers, he said. Since then, he’s researched ways major conferences might reduce their carbon footprint, including boosting virtual attendance and promoting regional in-person hubs.\u003c/p>\n\u003cp>Emissions tied to even massive conferences like APEC, however, make up just a fraction of other common sources of carbon dioxide, such as heavy commuter traffic and refineries.\u003c/p>\n\u003cp>Landfills, power plants, refineries and similar facilities across California emitted more than 93 million metric tons of carbon equivalent emissions in 2022, according to \u003ca href=\"https://www.epa.gov/ghgreporting/ghgrp-state-and-tribal-fact-sheet\">data\u003c/a> from the Environmental Protection Agency.\u003c/p>\n\u003cp>Many climate experts also see a benefit to flying for in-person diplomacy work that can lead to more impactful, larger-scale climate solutions.\u003c/p>\n\u003cp>Those are people like Dr. Daniel Kammen, a professor and founding director at UC Berkeley’s Renewable and Appropriate Energy Laboratory. He also previously served as the U.S. State Department’s energy envoy, working on energy and climate partnerships across the Americas.\u003c/p>\n\u003cp>“It is certainly a tiny drop in the bucket compared to jet fuel being spent in military operations or just big wigs traveling around all the time,” Kammen told KQED. “For something like this, a big Asia-Pacific summit at a time of high tensions and between the U.S. and China, the carbon impact is actually very useful. But it’s good to do the numbers so we can learn what our carbon footprint is.”\u003c/p>\n\u003cp>Kammen compared his thoughts on the event to wind turbines, a popular renewable energy source that often gets dinged for harming birds that fly into the giant propellers. But on average, cars kill far more birds than wind turbines do, he said.\u003c/p>\n\u003cp>“Wind turbines kill birds. That’s bad. But remember, cars kill much more,” Kammen said.\u003c/p>\n\u003cp>Calculating how many birds are killed by wind turbines — or the carbon footprint of dignitaries flying around the globe — provides important context and has value, he said.\u003c/p>\n\u003cp>“Take the Climate Protocol in Paris. Were those worth the carbon spent? Yes, in my view,” Kammen said. “But we need to do the numbers so we can learn.”\u003c/p>\n\u003cp>Air travel is often necessary, especially among global leaders who can influence change on a large scale. But, Klöwer said, governments and individuals can reduce their emissions significantly by reducing excessive air travel tendencies.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Going from economy to first class or in a private jet makes a huge difference in your emissions. We aren’t talking about not traveling at all, but the convenience of private luxury,” he said. “It’s a convenience of the rich in a world where we can’t afford that.”\u003c/p>\n\n","blocks":[],"excerpt":"President Biden and other heads of state will fly to San Francisco this week to discuss climate change for the conference themed: “Creating a resilient and sustainable future for all.”","status":"publish","parent":0,"modified":1704845832,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":25,"wordCount":980},"headData":{"title":"Heads of State Fly to SFO for APEC, But at What Cost to the Environment? | KQED","description":"President Biden and other heads of state will fly to San Francisco this week to discuss climate change for the conference themed: “Creating a resilient and sustainable future for all.”","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Heads of State Fly to SFO for APEC, But at What Cost to the Environment?","datePublished":"2023-11-14T15:31:10.000Z","dateModified":"2024-01-10T00:17:12.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/science/1985281/heads-of-state-fly-to-sfo-for-apec-but-at-what-cost-to-the-environment","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Thousands of people are flying into San Francisco this week for the Asia-Pacific Economic Cooperation summit. This year’s theme, “Creating a resilient and sustainable future for all,” aims to promote economic trade between Pacific nations while encouraging renewable energy and greener economies.\u003c/p>\n\u003cp>But for climate hawks following the event, there’s a twist of hypocrisy in that most attendees will be flying into the Bay Area for the event via private jets and other big carbon-emitting aircraft.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Going from economy to first class or in a private jet makes a huge difference in your emissions.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Dr. Daniel Kammen, professor and founding director, UC Berkeley’s Renewable and Appropriate Energy Laboratory","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“Flying is one of the sectors where there are enormous inequalities,” said Milan Klöwer, a climate scientist at MIT’s Earth, Atmospheric and Planetary Sciences Department. “The people that earn the most [money] fly the most, and therefore have personal carbon footprints that are thousands of times larger than the poorest people on the planet. There is a responsibility for people who understand that problem about how they are personally emitting.”\u003c/p>\n\u003cp>A KQED back-of-the-envelope calculation of publicly-available government aircraft and emissions information found that the 21 heads of state flying into the event from their respective countries could produce at least 31 million pounds of carbon equivalent emissions.\u003c/p>\n\u003cp>That’s more than what would be emitted driving in a passenger car over the Golden Gate Bridge 21 million times or from San Francisco to New York City more than 12,000 times.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If those leaders had all flown commercially, they would emit only an estimated 1.7 million pounds of carbon equivalent emissions.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"science_1923609,news_11967074,news_11960823","label":"Related Stories "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“We do expect higher-than-normal private aircraft activity during APEC,” SFO spokesperson Doug Yakel said. He added that overall airport traffic is still slightly below pre-pandemic travel. However, it’s expected to exceed 2019 levels by the end of this year.\u003c/p>\n\u003cp>Thousands of climate and human rights activists have already started protesting the event, which kicked off on Nov. 11.\u003c/p>\n\u003cp>“APEC is simply a tool of big business and the ruling elite to increase their profits at the expense of people and the planet,” Brandon Lee, with the International Coalition for Human Rights in the Philippines, said in an email statement. “It will be a waste of millions of taxpayer dollars, and it will only result in further worker exploitation and environmental destruction.”\u003c/p>\n\u003cp>Airplanes jetting around the world create major air pollutants like carbon dioxide, which contribute to climate change. Other aircraft emissions, like nitrogen oxides, water vapor and sulfate aerosols, also cause significant chemical reactions in the atmosphere and warm the Earth’s surface at nearly \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S1352231020305689\">three times the rate of carbon dioxide alone\u003c/a>.\u003c/p>\n\u003cp>Klöwer advised KQED on the APEC-related carbon footprint estimate and has studied aircraft emissions tied to big conference travel.\u003c/p>\n\u003cp>Before the pandemic, many academics and government officials were frequent fliers, he said. Since then, he’s researched ways major conferences might reduce their carbon footprint, including boosting virtual attendance and promoting regional in-person hubs.\u003c/p>\n\u003cp>Emissions tied to even massive conferences like APEC, however, make up just a fraction of other common sources of carbon dioxide, such as heavy commuter traffic and refineries.\u003c/p>\n\u003cp>Landfills, power plants, refineries and similar facilities across California emitted more than 93 million metric tons of carbon equivalent emissions in 2022, according to \u003ca href=\"https://www.epa.gov/ghgreporting/ghgrp-state-and-tribal-fact-sheet\">data\u003c/a> from the Environmental Protection Agency.\u003c/p>\n\u003cp>Many climate experts also see a benefit to flying for in-person diplomacy work that can lead to more impactful, larger-scale climate solutions.\u003c/p>\n\u003cp>Those are people like Dr. Daniel Kammen, a professor and founding director at UC Berkeley’s Renewable and Appropriate Energy Laboratory. He also previously served as the U.S. State Department’s energy envoy, working on energy and climate partnerships across the Americas.\u003c/p>\n\u003cp>“It is certainly a tiny drop in the bucket compared to jet fuel being spent in military operations or just big wigs traveling around all the time,” Kammen told KQED. “For something like this, a big Asia-Pacific summit at a time of high tensions and between the U.S. and China, the carbon impact is actually very useful. But it’s good to do the numbers so we can learn what our carbon footprint is.”\u003c/p>\n\u003cp>Kammen compared his thoughts on the event to wind turbines, a popular renewable energy source that often gets dinged for harming birds that fly into the giant propellers. But on average, cars kill far more birds than wind turbines do, he said.\u003c/p>\n\u003cp>“Wind turbines kill birds. That’s bad. But remember, cars kill much more,” Kammen said.\u003c/p>\n\u003cp>Calculating how many birds are killed by wind turbines — or the carbon footprint of dignitaries flying around the globe — provides important context and has value, he said.\u003c/p>\n\u003cp>“Take the Climate Protocol in Paris. Were those worth the carbon spent? Yes, in my view,” Kammen said. “But we need to do the numbers so we can learn.”\u003c/p>\n\u003cp>Air travel is often necessary, especially among global leaders who can influence change on a large scale. But, Klöwer said, governments and individuals can reduce their emissions significantly by reducing excessive air travel tendencies.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“Going from economy to first class or in a private jet makes a huge difference in your emissions. We aren’t talking about not traveling at all, but the convenience of private luxury,” he said. “It’s a convenience of the rich in a world where we can’t afford that.”\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1985281/heads-of-state-fly-to-sfo-for-apec-but-at-what-cost-to-the-environment","authors":["11840"],"categories":["science_40","science_4450"],"tags":["science_1627","science_4417","science_4414"],"featImg":"science_1985283","label":"science"},"science_1984507":{"type":"posts","id":"science_1984507","meta":{"index":"posts_1591205157","site":"science","id":"1984507","score":null,"sort":[1696539614000]},"guestAuthors":[],"slug":"scientists-want-to-put-carbon-footprints-on-drugs-but-its-hard-to-get-accurate-numbers","title":"Can Scientists Calculate a Carbon Footprint for Drugs?","publishDate":1696539614,"format":"standard","headTitle":"Can Scientists Calculate a Carbon Footprint for Drugs? | KQED","labelTerm":{},"content":"\u003cp>Anyone picking up a prescription from their pharmacy is used to the reams of paper that typically accompany it: information on safety, storing, and how to use the drug. What if that information also included your medicine’s carbon footprint?\u003c/p>\n\u003cp>Some scientists are trying to calculate those footprints, as part of a growing effort to understand biotech and pharmaceutical companies’ contributions to climate change. While overall estimates suggest this industry \u003ca href=\"https://www.mygreenlab.org/2022-carbon-impact-of-biotech--pharma-report.html\">emits millions of tons of carbon dioxide\u003c/a> each year, it’s often tough to pinpoint the exact sources of those emissions, presenting a challenge as companies seek to reduce their footprints and outside organizations seek to evaluate their efforts.\u003c/p>\n\u003cp>A \u003ca href=\"https://reports.statnews.com/products/climate-rankings?variant=40219209400423\">recent STAT report\u003c/a> found that the majority of large pharmaceutical and biotech companies aren’t publicly disclosing their emissions to a global organization that sets standards for climate transparency. One key reason, experts say, is that pharma and biotech emissions can be difficult to estimate, especially for midsize and smaller companies unable to devote teams of analysts to these calculations.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In other industries, most greenhouse gas emissions come from companies’ direct activities and energy use, referred to as Scope 1 and Scope 2 emissions, respectively. But for pharma and biotech, about 90% of emissions come from indirect sources, falling into the Scope 3 category. These sources include emissions from the raw materials that go into drugs and devices, chemical processes that turn those raw materials into products, transporting and storing the products, their use in medical settings, and disposal, often in a landfill.\u003c/p>\n\u003cp>Drugmakers, health care organizations, and outside research groups are increasingly focused on calculating carbon footprints for individual products. The analyses help to provide more accurate estimates of overall corporate emissions and show where there’s room for improving sustainability.\u003c/p>\n\u003cp>These calculations are “a priority for everyone,” said Nazneen Rahman, founder and CEO of \u003ca href=\"https://www.yewmaker.com/\">Yewmaker\u003c/a>, a startup that is working on medical carbon-footprint research. “It’s obviously a priority for the manufacturers, because they have to reduce their … emissions. And it is a real priority for health systems” because medicines make up a significant share of their own emissions, she said.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Claire Lund, vice president for sustainability at GSK\"]‘Having product-specific footprints allows us to better understand the environmental impact of our products across their entire lifecycle.’[/pullquote]Some hospitals, for instance, want to use specific emissions data to inform which medical products they purchase, said \u003ca href=\"https://mse.vt.edu/faculty-staff/Faculty/mcginnis.html\">Sean McGinnis\u003c/a>, a professor in green engineering at Virginia Tech who specializes in these assessments. By buying more sustainable medicines, a hospital can reduce its own greenhouse gas emissions — responding to requests of administrators who are increasingly interested in “having a good carbon footprint,” he said.\u003c/p>\n\u003cp>In pharma, GSK aims to reduce the environmental impact of its products and packaging 25% by 2030, and footprint calculations help show opportunities to cut those emissions, said Claire Lund, an \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S2452223621001206\">author of research on this topic\u003c/a> and vice president for sustainability at GSK, one of the top-ranked firms in STAT’s recent report. “Having product-specific footprints allows us to better understand the environmental impact of our products across their entire lifecycle,” she said.\u003c/p>\n\u003cp>Global health agencies are also starting to ask for these data, said Neel Lakhani, senior director of strategy and innovation at the Clinton Health Access Initiative (CHAI), which has supported research into health care sustainability. For example, health organizations in Africa might want to know if manufacturing COVID-19 vaccines locally would reduce the carbon footprint of those products, compared to shipping them from elsewhere in the world, he said.\u003c/p>\n\u003cp>While the data requests are growing, calculating the carbon footprint of an individual medical product can be complex. Researchers like McGinnis face challenges with obtaining data on a drug’s composition, accounting for inconsistencies in how companies report emissions data, and understanding what happens to products after they leave the factory.\u003c/p>\n\u003cp>While precise numbers may be hard to find, the carbon footprint information that we have suggests health products continue to be major contributors to climate change. For example, \u003ca href=\"https://onlinelibrary.wiley.com/doi/abs/10.1111/jiec.13425\">one recent paper from Adam Cimprich\u003c/a>, a postdoctoral fellow at the University of Waterloo, and colleagues, found that the annual carbon emissions from treating the occupants of a single bed at a hospital in British Columbia, Canada is about the same as for five households. The medical products used to care for patients in that bed led to a significant share of emissions, Cimprich said.\u003c/p>\n\u003cp>Researchers interested in the carbon footprint of a medicine typically arrive at an estimate through a scientific process called life cycle assessment (or LCA). \u003ca href=\"https://seesustainability.co.uk/about-us\">Matt Sawyer\u003c/a>, a consultant specializing in environmental sustainability in health care, described the process as similar to a “cake recipe”: researchers add together many different ingredients and might arrive at an unexpected end result.\u003c/p>\n\u003cp>Each component in the recipe is a smaller-scale assessment in itself, answering questions such as: How much carbon dioxide is generated in collecting the raw materials for this medicine? How much carbon dioxide is generated from transporting those raw materials to a factory where they will be processed? How much carbon dioxide from the chemical procedures used to turn the raw materials into a medical product? How much carbon dioxide from packaging the resulting medicine, transporting it to a health care facility, storing it, giving it to a patient, discarding of the final product if some is left unused?\u003c/p>\n\u003cp>The list of questions can be endless, so one key step in the life cycle assessment process is setting boundaries. In a course he teaches on these assessments, McGinnis typically tells students, “Draw a box around what you consider your product.” Some assessments might go all the way from raw materials to disposal, while others could focus on the activities in a factory setting. There’s no standard procedure in the pharmaceutical industry for which activities are left in or out of the box, so these choices can vary widely from one research project to another.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Amy Booth, doctoral candidate at Oxford University \"]‘You go through that whole chemical process with the manufacturing, and then there’s the packaging and distribution.’[/pullquote]For scientists analyzing medical products, one challenge can be the number of components and steps involved, said \u003ca href=\"https://www.phc.ox.ac.uk/team/amy-booth\">Amy Booth\u003c/a>, a doctoral candidate at Oxford University who studies environmental impacts of health care. For example, she said, compare the life cycle of a drug to that of a tomato. The \u003ca href=\"https://link.springer.com/article/10.1007/s11367-019-01688-6\">tomato’s life cycle\u003c/a> may include its growth on a farm or in a greenhouse (requiring water, maybe some pesticides, maybe heating), followed by packaging and distributing it for consumption, and typically ends in a human stomach. It’s a fairly straightforward, easy-to-measure process with readily available data, she said.\u003c/p>\n\u003cp>Drugs, on the other hand, require a variety of active pharmaceutical ingredients and other materials involved in their research, development, and manufacturing. “You go through that whole chemical process with the manufacturing, and then there’s the packaging and distribution,” Booth said. Drugs also may require different considerations for transportation and storage than food products, such as if they need to be stored in a special freezer. And drugs tend to create significant waste: All the pill bottles discarded, expired or simply unused add up.\u003c/p>\n\u003cp>Overall, “the more steps you have in that production process, the bigger [environmental] impact it’s going to have,” Booth said. Emissions can also vary widely depending on where a drug is made, which adds complexity. The carbon footprint of a medicine produced in a factory powered by coal would be significantly higher than the footprint of the same medicine produced in a factory powered by solar.\u003c/p>\n\u003cp>When adding up those production steps, there’s little public data describing how pharmaceutical processing leads to emissions. For life cycle assessments in other industries, researchers can rely on open databases that provide standard values, called conversion factors, translating from common materials to the greenhouse gases emitted in their production. These databases can be used to analyze medical devices and other products made of metal or plastic, such as masks and gowns, said \u003ca href=\"https://www.cheme.cornell.edu/research/grad-students/xiang-zhao\">Xiang Zhao\u003c/a>, a doctoral student at Cornell University who has worked on these assessments.\u003c/p>\n\u003cp>But there’s no database for the active pharmaceutical ingredients used in drugs, and pharma companies tend to keep that information secret. While proprietary data is an issue for life cycle assessments across industries, McGinnis said, the medical industry tends to be “less willing” to share. Any attempt to estimate emissions from a drug that uses proprietary chemicals is “where it really gets hard,” he said.\u003c/p>\n\u003cp>Some researchers try to ask companies for their data, with mixed results. Sawyer’s attempts typically lead to no reply, or a reply simply linking to the company’s public sustainability report (which usually has limited details), or — in the best case scenario — a total carbon footprint figure that fails to share any methodology behind the number.\u003c/p>\n\u003cp>Even pharma companies themselves are limited in their ability to calculate carbon footprints, because their internal data miss a key part of the life cycle: what happens to drugs after they enter the health care system. To capture those emissions, companies would need data from health providers; and those emissions, too, can vary by location. The same medicine might have a lower footprint in a big city, where patients have a short trip to their pharmacy, compared to rural areas where more driving is required.\u003c/p>\n\u003cp>Scientists still persist in this research because the results can be incredibly informative for health organizations. For example, \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0959652622047278?via%3Dihub\">a paper by Zhao and colleagues\u003c/a> found that hospital gowns marketed as biodegradable are actually less environmentally friendly than their conventional counterparts, due to carbon dioxide and methane released after the biodegradable gowns are placed in landfills. \u003ca href=\"https://pubs.acs.org/doi/10.1021/acssuschemeng.2c06518#\">Another paper by the same group at Cornell\u003c/a> and Lakhani at CHAI identified major sources of emissions — and potential options for improving sustainability — in the production of a common HIV drug.\u003c/p>\n\u003cp>These assessments show the pros and cons of choosing one medical product over another, or adjusting aspects of the production process, Zhao said. Otherwise health organizations are kept guessing about which option is the most sustainable.\u003c/p>\n\u003cp>To better understand the carbon emissions generated by medical products, the pharma and biotech industry needs to develop more transparency around sharing their existing data and standards for calculating life cycle assessments, experts say.\u003c/p>\n\u003cp>In one step towards data transparency, several Canadian health institutions have supported \u003ca href=\"https://healthcarelca.com/\">HealthcareLCA\u003c/a>, an online library of academic papers estimating the environmental impacts of different health products and processes. This project is a helpful starting point, said \u003ca href=\"https://uwaterloo.ca/scholar/afpcimpr/home\">Cimprich\u003c/a>, the University of Waterloo researcher who studies health care life cycles. But different papers in the library use “different methods, assumptions, and qualities of data,” he added — there’s no standardization in the results.\u003c/p>\n\u003cp>“Health care is playing catch-up here with other sectors” when it comes to pooling data on products’ carbon emissions, Cimprich said. Other industries like food, construction, and different manufacturing sectors have more extensive data available.\u003c/p>\n\u003cp>Experts like Cimprich and Booth, at Oxford, would like to see leaders in health, pharma, and biotech companies \u003ca href=\"https://www.basf.com/global/en/who-we-are/sustainability/whats-new/sustainability-news/2022/Chemical-industry-agrees-on-global-standard-for-calculating-product-carbon-footprint.html\">look to these other industries\u003c/a> as models for building public databases that help researchers translate from chemical building blocks to emissions and other environmental impacts. Companies shouldn’t “reinvent the wheel,” but should rather “draw on other industries that have done product footprinting already,” Booth said.\u003c/p>\n\u003cp>Researchers can look forward to one such database later this year. Rahman and colleagues at Yewmaker are working on a scientific paper and open-access database that will provide carbon footprint estimates for medicines made with small molecules, a type of drug that accounts for about 90% of pharma products. The estimates are based on data science models, incorporating different chemicals’ molecular structures and standard manufacturing processes, Rahman said.\u003c/p>\n\u003cp>Yewmaker’s database is set to offer more comprehensive information than scientists could previously access about drugs’ emissions: It will have an “internal rigor and comparability” unlike prior papers that evaluate one drug at a time, Rahman said. But these estimates will still be less accurate than information that pharma companies might provide from internal research. Rahman hopes any companies that notice inaccuracies in Yewmaker’s data will be motivated to publicly correct the record.\u003c/p>\n\u003cp>Another potential source for standardized data might be the \u003ca href=\"https://www.sustainable-markets.org/taskforces/health-systems-taskforce/\">Sustainable Markets Initiative’s Health Systems Task Force\u003c/a>, a collaboration of executives from top pharma companies including AstraZeneca, GSK, Merck, Novo Nordisk, and others. By working together, top companies could develop emissions measurement standards for the rest of the industry. Such standards may be particularly helpful for smaller companies like those that produce generic medicines, Rahman said: these companies have fewer resources for internal measurement but still make a lot of drugs.\u003c/p>\n\u003cp>However, some scientists are critical of pharma companies’ ability to develop their own standards and regulations. Sawyer, the consultant, would prefer to see regulations come from government agencies, such as the U.K.’s National Health System — which is already \u003ca href=\"https://www.england.nhs.uk/greenernhs/get-involved/suppliers/\">ahead of U.S. agencies\u003c/a> on sustainability commitments. Governments may consider incorporating environmental assessments into their standards for approving new drugs, Sawyer said, perhaps on a parallel track to existing standards for safety and effectiveness in clinical trials.\u003c/p>\n\u003cp>At the same time, large health organizations are starting to put pressure on companies to share carbon footprint data. Lakhani at CHAI sees the increased pressure as a classic “carrot or the stick” situation: health organizations could offer a “carrot,” by telling companies that they’d be more likely to buy medicines that are more environmentally friendly; government agencies could offer a “stick,” by only allowing companies that disclose emissions data to sell their products. “Sometime, hopefully in the near future, [environmental disclosure] becomes the standard,” Lakhani said.\u003c/p>\n\u003cp>\u003cem>This story is part of coverage of climate change and health, supported by a grant from \u003ca href=\"https://www.commonwealthfund.org/\">The Commonwealth Fund\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://www.statnews.com/\">STAT\u003c/a>, an online publication of Boston Globe Media that covers health, medicine, and scientific discovery.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"Pinpointing the sources of carbon emissions for drugs is tough, presenting a challenge as companies seek to reduce their footprints.","status":"publish","parent":0,"modified":1704845882,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":36,"wordCount":2419},"headData":{"title":"Can Scientists Calculate a Carbon Footprint for Drugs? | KQED","description":"Pinpointing the sources of carbon emissions for drugs is tough, presenting a challenge as companies seek to reduce their footprints.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Can Scientists Calculate a Carbon Footprint for Drugs?","datePublished":"2023-10-05T21:00:14.000Z","dateModified":"2024-01-10T00:18:02.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"source":"STAT","sourceUrl":"https://www.statnews.com/","sticky":false,"nprByline":"Betsy Ladyzhets","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/science/1984507/scientists-want-to-put-carbon-footprints-on-drugs-but-its-hard-to-get-accurate-numbers","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Anyone picking up a prescription from their pharmacy is used to the reams of paper that typically accompany it: information on safety, storing, and how to use the drug. What if that information also included your medicine’s carbon footprint?\u003c/p>\n\u003cp>Some scientists are trying to calculate those footprints, as part of a growing effort to understand biotech and pharmaceutical companies’ contributions to climate change. While overall estimates suggest this industry \u003ca href=\"https://www.mygreenlab.org/2022-carbon-impact-of-biotech--pharma-report.html\">emits millions of tons of carbon dioxide\u003c/a> each year, it’s often tough to pinpoint the exact sources of those emissions, presenting a challenge as companies seek to reduce their footprints and outside organizations seek to evaluate their efforts.\u003c/p>\n\u003cp>A \u003ca href=\"https://reports.statnews.com/products/climate-rankings?variant=40219209400423\">recent STAT report\u003c/a> found that the majority of large pharmaceutical and biotech companies aren’t publicly disclosing their emissions to a global organization that sets standards for climate transparency. One key reason, experts say, is that pharma and biotech emissions can be difficult to estimate, especially for midsize and smaller companies unable to devote teams of analysts to these calculations.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In other industries, most greenhouse gas emissions come from companies’ direct activities and energy use, referred to as Scope 1 and Scope 2 emissions, respectively. But for pharma and biotech, about 90% of emissions come from indirect sources, falling into the Scope 3 category. These sources include emissions from the raw materials that go into drugs and devices, chemical processes that turn those raw materials into products, transporting and storing the products, their use in medical settings, and disposal, often in a landfill.\u003c/p>\n\u003cp>Drugmakers, health care organizations, and outside research groups are increasingly focused on calculating carbon footprints for individual products. The analyses help to provide more accurate estimates of overall corporate emissions and show where there’s room for improving sustainability.\u003c/p>\n\u003cp>These calculations are “a priority for everyone,” said Nazneen Rahman, founder and CEO of \u003ca href=\"https://www.yewmaker.com/\">Yewmaker\u003c/a>, a startup that is working on medical carbon-footprint research. “It’s obviously a priority for the manufacturers, because they have to reduce their … emissions. And it is a real priority for health systems” because medicines make up a significant share of their own emissions, she said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Having product-specific footprints allows us to better understand the environmental impact of our products across their entire lifecycle.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Claire Lund, vice president for sustainability at GSK","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Some hospitals, for instance, want to use specific emissions data to inform which medical products they purchase, said \u003ca href=\"https://mse.vt.edu/faculty-staff/Faculty/mcginnis.html\">Sean McGinnis\u003c/a>, a professor in green engineering at Virginia Tech who specializes in these assessments. By buying more sustainable medicines, a hospital can reduce its own greenhouse gas emissions — responding to requests of administrators who are increasingly interested in “having a good carbon footprint,” he said.\u003c/p>\n\u003cp>In pharma, GSK aims to reduce the environmental impact of its products and packaging 25% by 2030, and footprint calculations help show opportunities to cut those emissions, said Claire Lund, an \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S2452223621001206\">author of research on this topic\u003c/a> and vice president for sustainability at GSK, one of the top-ranked firms in STAT’s recent report. “Having product-specific footprints allows us to better understand the environmental impact of our products across their entire lifecycle,” she said.\u003c/p>\n\u003cp>Global health agencies are also starting to ask for these data, said Neel Lakhani, senior director of strategy and innovation at the Clinton Health Access Initiative (CHAI), which has supported research into health care sustainability. For example, health organizations in Africa might want to know if manufacturing COVID-19 vaccines locally would reduce the carbon footprint of those products, compared to shipping them from elsewhere in the world, he said.\u003c/p>\n\u003cp>While the data requests are growing, calculating the carbon footprint of an individual medical product can be complex. Researchers like McGinnis face challenges with obtaining data on a drug’s composition, accounting for inconsistencies in how companies report emissions data, and understanding what happens to products after they leave the factory.\u003c/p>\n\u003cp>While precise numbers may be hard to find, the carbon footprint information that we have suggests health products continue to be major contributors to climate change. For example, \u003ca href=\"https://onlinelibrary.wiley.com/doi/abs/10.1111/jiec.13425\">one recent paper from Adam Cimprich\u003c/a>, a postdoctoral fellow at the University of Waterloo, and colleagues, found that the annual carbon emissions from treating the occupants of a single bed at a hospital in British Columbia, Canada is about the same as for five households. The medical products used to care for patients in that bed led to a significant share of emissions, Cimprich said.\u003c/p>\n\u003cp>Researchers interested in the carbon footprint of a medicine typically arrive at an estimate through a scientific process called life cycle assessment (or LCA). \u003ca href=\"https://seesustainability.co.uk/about-us\">Matt Sawyer\u003c/a>, a consultant specializing in environmental sustainability in health care, described the process as similar to a “cake recipe”: researchers add together many different ingredients and might arrive at an unexpected end result.\u003c/p>\n\u003cp>Each component in the recipe is a smaller-scale assessment in itself, answering questions such as: How much carbon dioxide is generated in collecting the raw materials for this medicine? How much carbon dioxide is generated from transporting those raw materials to a factory where they will be processed? How much carbon dioxide from the chemical procedures used to turn the raw materials into a medical product? How much carbon dioxide from packaging the resulting medicine, transporting it to a health care facility, storing it, giving it to a patient, discarding of the final product if some is left unused?\u003c/p>\n\u003cp>The list of questions can be endless, so one key step in the life cycle assessment process is setting boundaries. In a course he teaches on these assessments, McGinnis typically tells students, “Draw a box around what you consider your product.” Some assessments might go all the way from raw materials to disposal, while others could focus on the activities in a factory setting. There’s no standard procedure in the pharmaceutical industry for which activities are left in or out of the box, so these choices can vary widely from one research project to another.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘You go through that whole chemical process with the manufacturing, and then there’s the packaging and distribution.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Amy Booth, doctoral candidate at Oxford University ","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>For scientists analyzing medical products, one challenge can be the number of components and steps involved, said \u003ca href=\"https://www.phc.ox.ac.uk/team/amy-booth\">Amy Booth\u003c/a>, a doctoral candidate at Oxford University who studies environmental impacts of health care. For example, she said, compare the life cycle of a drug to that of a tomato. The \u003ca href=\"https://link.springer.com/article/10.1007/s11367-019-01688-6\">tomato’s life cycle\u003c/a> may include its growth on a farm or in a greenhouse (requiring water, maybe some pesticides, maybe heating), followed by packaging and distributing it for consumption, and typically ends in a human stomach. It’s a fairly straightforward, easy-to-measure process with readily available data, she said.\u003c/p>\n\u003cp>Drugs, on the other hand, require a variety of active pharmaceutical ingredients and other materials involved in their research, development, and manufacturing. “You go through that whole chemical process with the manufacturing, and then there’s the packaging and distribution,” Booth said. Drugs also may require different considerations for transportation and storage than food products, such as if they need to be stored in a special freezer. And drugs tend to create significant waste: All the pill bottles discarded, expired or simply unused add up.\u003c/p>\n\u003cp>Overall, “the more steps you have in that production process, the bigger [environmental] impact it’s going to have,” Booth said. Emissions can also vary widely depending on where a drug is made, which adds complexity. The carbon footprint of a medicine produced in a factory powered by coal would be significantly higher than the footprint of the same medicine produced in a factory powered by solar.\u003c/p>\n\u003cp>When adding up those production steps, there’s little public data describing how pharmaceutical processing leads to emissions. For life cycle assessments in other industries, researchers can rely on open databases that provide standard values, called conversion factors, translating from common materials to the greenhouse gases emitted in their production. These databases can be used to analyze medical devices and other products made of metal or plastic, such as masks and gowns, said \u003ca href=\"https://www.cheme.cornell.edu/research/grad-students/xiang-zhao\">Xiang Zhao\u003c/a>, a doctoral student at Cornell University who has worked on these assessments.\u003c/p>\n\u003cp>But there’s no database for the active pharmaceutical ingredients used in drugs, and pharma companies tend to keep that information secret. While proprietary data is an issue for life cycle assessments across industries, McGinnis said, the medical industry tends to be “less willing” to share. Any attempt to estimate emissions from a drug that uses proprietary chemicals is “where it really gets hard,” he said.\u003c/p>\n\u003cp>Some researchers try to ask companies for their data, with mixed results. Sawyer’s attempts typically lead to no reply, or a reply simply linking to the company’s public sustainability report (which usually has limited details), or — in the best case scenario — a total carbon footprint figure that fails to share any methodology behind the number.\u003c/p>\n\u003cp>Even pharma companies themselves are limited in their ability to calculate carbon footprints, because their internal data miss a key part of the life cycle: what happens to drugs after they enter the health care system. To capture those emissions, companies would need data from health providers; and those emissions, too, can vary by location. The same medicine might have a lower footprint in a big city, where patients have a short trip to their pharmacy, compared to rural areas where more driving is required.\u003c/p>\n\u003cp>Scientists still persist in this research because the results can be incredibly informative for health organizations. For example, \u003ca href=\"https://www.sciencedirect.com/science/article/abs/pii/S0959652622047278?via%3Dihub\">a paper by Zhao and colleagues\u003c/a> found that hospital gowns marketed as biodegradable are actually less environmentally friendly than their conventional counterparts, due to carbon dioxide and methane released after the biodegradable gowns are placed in landfills. \u003ca href=\"https://pubs.acs.org/doi/10.1021/acssuschemeng.2c06518#\">Another paper by the same group at Cornell\u003c/a> and Lakhani at CHAI identified major sources of emissions — and potential options for improving sustainability — in the production of a common HIV drug.\u003c/p>\n\u003cp>These assessments show the pros and cons of choosing one medical product over another, or adjusting aspects of the production process, Zhao said. Otherwise health organizations are kept guessing about which option is the most sustainable.\u003c/p>\n\u003cp>To better understand the carbon emissions generated by medical products, the pharma and biotech industry needs to develop more transparency around sharing their existing data and standards for calculating life cycle assessments, experts say.\u003c/p>\n\u003cp>In one step towards data transparency, several Canadian health institutions have supported \u003ca href=\"https://healthcarelca.com/\">HealthcareLCA\u003c/a>, an online library of academic papers estimating the environmental impacts of different health products and processes. This project is a helpful starting point, said \u003ca href=\"https://uwaterloo.ca/scholar/afpcimpr/home\">Cimprich\u003c/a>, the University of Waterloo researcher who studies health care life cycles. But different papers in the library use “different methods, assumptions, and qualities of data,” he added — there’s no standardization in the results.\u003c/p>\n\u003cp>“Health care is playing catch-up here with other sectors” when it comes to pooling data on products’ carbon emissions, Cimprich said. Other industries like food, construction, and different manufacturing sectors have more extensive data available.\u003c/p>\n\u003cp>Experts like Cimprich and Booth, at Oxford, would like to see leaders in health, pharma, and biotech companies \u003ca href=\"https://www.basf.com/global/en/who-we-are/sustainability/whats-new/sustainability-news/2022/Chemical-industry-agrees-on-global-standard-for-calculating-product-carbon-footprint.html\">look to these other industries\u003c/a> as models for building public databases that help researchers translate from chemical building blocks to emissions and other environmental impacts. Companies shouldn’t “reinvent the wheel,” but should rather “draw on other industries that have done product footprinting already,” Booth said.\u003c/p>\n\u003cp>Researchers can look forward to one such database later this year. Rahman and colleagues at Yewmaker are working on a scientific paper and open-access database that will provide carbon footprint estimates for medicines made with small molecules, a type of drug that accounts for about 90% of pharma products. The estimates are based on data science models, incorporating different chemicals’ molecular structures and standard manufacturing processes, Rahman said.\u003c/p>\n\u003cp>Yewmaker’s database is set to offer more comprehensive information than scientists could previously access about drugs’ emissions: It will have an “internal rigor and comparability” unlike prior papers that evaluate one drug at a time, Rahman said. But these estimates will still be less accurate than information that pharma companies might provide from internal research. Rahman hopes any companies that notice inaccuracies in Yewmaker’s data will be motivated to publicly correct the record.\u003c/p>\n\u003cp>Another potential source for standardized data might be the \u003ca href=\"https://www.sustainable-markets.org/taskforces/health-systems-taskforce/\">Sustainable Markets Initiative’s Health Systems Task Force\u003c/a>, a collaboration of executives from top pharma companies including AstraZeneca, GSK, Merck, Novo Nordisk, and others. By working together, top companies could develop emissions measurement standards for the rest of the industry. Such standards may be particularly helpful for smaller companies like those that produce generic medicines, Rahman said: these companies have fewer resources for internal measurement but still make a lot of drugs.\u003c/p>\n\u003cp>However, some scientists are critical of pharma companies’ ability to develop their own standards and regulations. Sawyer, the consultant, would prefer to see regulations come from government agencies, such as the U.K.’s National Health System — which is already \u003ca href=\"https://www.england.nhs.uk/greenernhs/get-involved/suppliers/\">ahead of U.S. agencies\u003c/a> on sustainability commitments. Governments may consider incorporating environmental assessments into their standards for approving new drugs, Sawyer said, perhaps on a parallel track to existing standards for safety and effectiveness in clinical trials.\u003c/p>\n\u003cp>At the same time, large health organizations are starting to put pressure on companies to share carbon footprint data. Lakhani at CHAI sees the increased pressure as a classic “carrot or the stick” situation: health organizations could offer a “carrot,” by telling companies that they’d be more likely to buy medicines that are more environmentally friendly; government agencies could offer a “stick,” by only allowing companies that disclose emissions data to sell their products. “Sometime, hopefully in the near future, [environmental disclosure] becomes the standard,” Lakhani said.\u003c/p>\n\u003cp>\u003cem>This story is part of coverage of climate change and health, supported by a grant from \u003ca href=\"https://www.commonwealthfund.org/\">The Commonwealth Fund\u003c/a>.\u003c/em>\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://www.statnews.com/\">STAT\u003c/a>, an online publication of Boston Globe Media that covers health, medicine, and scientific discovery.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1984507/scientists-want-to-put-carbon-footprints-on-drugs-but-its-hard-to-get-accurate-numbers","authors":["byline_science_1984507"],"categories":["science_31","science_35","science_40","science_4450"],"tags":["science_1627","science_3541","science_354","science_4154","science_2918"],"featImg":"science_1984516","label":"source_science_1984507"},"science_1983253":{"type":"posts","id":"science_1983253","meta":{"index":"posts_1591205157","site":"science","id":"1983253","score":null,"sort":[1688674808000]},"guestAuthors":[],"slug":"ford-general-motors-ok-california-ban-new-diesel-big-rig-sales","title":"Ford, General Motors OK California's Plan to Ban New Diesel Big Rig Sales","publishDate":1688674808,"format":"standard","headTitle":"Ford, General Motors OK California’s Plan to Ban New Diesel Big Rig Sales | KQED","labelTerm":{"site":"science"},"content":"\u003cp>Ford, General Motors and several other large-truck manufacturers announced an agreement today with California over its clean truck rules, including a ban on the sale of new diesel big rigs by 2036, which the state passed in an attempt to fight air pollution and climate change.\u003c/p>\n\u003cp>Carbon pollution wafting from cars and trucks remains the state’s largest source of planet-warming emissions, and transportation has been one of the trickiest sectors for the state to decarbonize.\u003c/p>\n\u003cp>The state’s powerful Air Resources Board solidified two nation-leading clean truck rules this year. The new agreement is an industry stamp of approval on those plans.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Last March, the Biden administration approved California’s plan to require truck makers to ramp up the sale of electric, heavy-duty trucks by 2035. Next year, the state will require truck manufacturers to begin to sell more and more electric models. By 2045, most heavy-duty vehicles on the road must be electric.\u003c/p>\n\u003cp>Then in April, California banned the sale of combustion engine trucks by 2036.\u003c/p>\n\u003cp>Those rules are likely to face legal challenges from Republican-led states or industry groups, but the Truck and Engine Manufacturers Association agreed to follow them anyway. And the large-truck manufacturers say they are committed to electrification.\u003c/p>\n\u003cp>Gov. Gavin Newsom applauded the agreement in a statement that said: “Today, truck manufacturers join our urgent efforts to slash air pollution, showing the rest of the country that we can both cut dangerous pollution and build the economy of the future.”\u003c/p>\n\u003cp>[pullquote size=\"medium\" align=\"right\" citation=\"Gov. Gavin Newsom\"]‘Today, truck manufacturers join our urgent efforts to slash air pollution, showing the rest of the country that we can both cut dangerous pollution and build the economy of the future.’[/pullquote]\u003c/p>\n\u003cp>Jed Mandel, president of the manufacturing association, said in a statement that the agreement is evidence of the group’s “commitment to reducing emissions and to a zero-emissions commercial vehicle future.”\u003c/p>\n\u003cp>He touted it as an example of industry and California’s air regulators working together, although truck makers had previously fought these clean truck rules.\u003c/p>\n\u003cp>Mandel’s manufacturers association and several truck companies, including Volvo, Daimler Truck, Volkswagen and PACCAR, had opposed clean truck rules on the federal and state level while they were publicly promoting zero-emissions fleets, \u003ca href=\"https://www.npr.org/2022/12/08/1141303693/truck-makers-lobby-to-weaken-u-s-climate-policies-report-finds\">KQED’s Laura Klivans reported\u003c/a>.\u003c/p>\n\u003cp>Sasan Sadaat, a senior researcher and policy analyst with the environmental law organization Earth Justice, said the manufacturing association has for years actively fought against clean trucks in California and across the country.\u003c/p>\n\u003cp>“At every turn, whether it’s the Advanced Clean Truck rule, the Advanced Clean Fleets rule, the Heavy Duty NOx rule, challenging California’s authority to pass its own regulations, countering the stringency of EPA’s regulations, they’ve been the greatest barrier to more ambitious rules in slashing air pollution from trucks.” he said. “That’s their record.”\u003c/p>\n\u003cp>As part of the new agreement, California will adopt some of the federal Environmental Protection Agency’s less-strict rules on nitrogen oxide emissions and provide several years of lead time before passing new regulations.[aside label='More on Climate Change' tag='climate-change']“Through this agreement, we have aligned on a single nationwide nitrogen oxide emissions standard, secured needed lead time and stability for manufacturers, and agreed on regulatory changes that will ensure continued availability of commercial vehicles,” Mandel said.\u003c/p>\n\u003cp>The American Trucking Associations has said that California’s regulations are too costly and will be burdensome for businesses to adopt.\u003c/p>\n\u003cp>The industry group did not appear to approve of the agreement and issued a statement Thursday that said that while it has long advocated for harmonious regulations between California and the federal government, “the trucking industry shouldn’t be strong armed by the government into an agreement with such terms.”\u003c/p>\n\u003cp>“Our association represents motor carrier members — the paying customers who will inherit the costs of this agreement — and we will not roll over nor relinquish our right to litigate with any party when our interests are threatened,” the statement said. “It is clear that America has lost its way when the government bullies the private sector to succumb to unachievable timelines, targets and technologies.”\u003c/p>\n\u003cp>The pact will have national implications, as other states typically follow California’s rules. Several other states adopted some of California’s earlier truck rules, representing more than one-fifth of the U.S. truck market.\u003c/p>\n\u003cp>The federal government sets emissions standards by law, but the EPA has allowed California to pass tighter rules on cars and trucks that the federal government eventually adopts.\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"The Truck and Engine Manufacturers Association once opposed the state’s clean truck rules, including a ban on the sale of new diesel big rigs by 2036. Now, it will follow them.","status":"publish","parent":0,"modified":1704845971,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":21,"wordCount":802},"headData":{"title":"Ford, General Motors OK California's Plan to Ban New Diesel Big Rig Sales | KQED","description":"The Truck and Engine Manufacturers Association once opposed the state’s clean truck rules, including a ban on the sale of new diesel big rigs by 2036. Now, it will follow them.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Ford, General Motors OK California's Plan to Ban New Diesel Big Rig Sales","datePublished":"2023-07-06T20:20:08.000Z","dateModified":"2024-01-10T00:19:31.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/science/1983253/ford-general-motors-ok-california-ban-new-diesel-big-rig-sales","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Ford, General Motors and several other large-truck manufacturers announced an agreement today with California over its clean truck rules, including a ban on the sale of new diesel big rigs by 2036, which the state passed in an attempt to fight air pollution and climate change.\u003c/p>\n\u003cp>Carbon pollution wafting from cars and trucks remains the state’s largest source of planet-warming emissions, and transportation has been one of the trickiest sectors for the state to decarbonize.\u003c/p>\n\u003cp>The state’s powerful Air Resources Board solidified two nation-leading clean truck rules this year. The new agreement is an industry stamp of approval on those plans.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Last March, the Biden administration approved California’s plan to require truck makers to ramp up the sale of electric, heavy-duty trucks by 2035. Next year, the state will require truck manufacturers to begin to sell more and more electric models. By 2045, most heavy-duty vehicles on the road must be electric.\u003c/p>\n\u003cp>Then in April, California banned the sale of combustion engine trucks by 2036.\u003c/p>\n\u003cp>Those rules are likely to face legal challenges from Republican-led states or industry groups, but the Truck and Engine Manufacturers Association agreed to follow them anyway. And the large-truck manufacturers say they are committed to electrification.\u003c/p>\n\u003cp>Gov. Gavin Newsom applauded the agreement in a statement that said: “Today, truck manufacturers join our urgent efforts to slash air pollution, showing the rest of the country that we can both cut dangerous pollution and build the economy of the future.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Today, truck manufacturers join our urgent efforts to slash air pollution, showing the rest of the country that we can both cut dangerous pollution and build the economy of the future.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Gov. Gavin Newsom","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jed Mandel, president of the manufacturing association, said in a statement that the agreement is evidence of the group’s “commitment to reducing emissions and to a zero-emissions commercial vehicle future.”\u003c/p>\n\u003cp>He touted it as an example of industry and California’s air regulators working together, although truck makers had previously fought these clean truck rules.\u003c/p>\n\u003cp>Mandel’s manufacturers association and several truck companies, including Volvo, Daimler Truck, Volkswagen and PACCAR, had opposed clean truck rules on the federal and state level while they were publicly promoting zero-emissions fleets, \u003ca href=\"https://www.npr.org/2022/12/08/1141303693/truck-makers-lobby-to-weaken-u-s-climate-policies-report-finds\">KQED’s Laura Klivans reported\u003c/a>.\u003c/p>\n\u003cp>Sasan Sadaat, a senior researcher and policy analyst with the environmental law organization Earth Justice, said the manufacturing association has for years actively fought against clean trucks in California and across the country.\u003c/p>\n\u003cp>“At every turn, whether it’s the Advanced Clean Truck rule, the Advanced Clean Fleets rule, the Heavy Duty NOx rule, challenging California’s authority to pass its own regulations, countering the stringency of EPA’s regulations, they’ve been the greatest barrier to more ambitious rules in slashing air pollution from trucks.” he said. “That’s their record.”\u003c/p>\n\u003cp>As part of the new agreement, California will adopt some of the federal Environmental Protection Agency’s less-strict rules on nitrogen oxide emissions and provide several years of lead time before passing new regulations.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"More on Climate Change ","tag":"climate-change"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“Through this agreement, we have aligned on a single nationwide nitrogen oxide emissions standard, secured needed lead time and stability for manufacturers, and agreed on regulatory changes that will ensure continued availability of commercial vehicles,” Mandel said.\u003c/p>\n\u003cp>The American Trucking Associations has said that California’s regulations are too costly and will be burdensome for businesses to adopt.\u003c/p>\n\u003cp>The industry group did not appear to approve of the agreement and issued a statement Thursday that said that while it has long advocated for harmonious regulations between California and the federal government, “the trucking industry shouldn’t be strong armed by the government into an agreement with such terms.”\u003c/p>\n\u003cp>“Our association represents motor carrier members — the paying customers who will inherit the costs of this agreement — and we will not roll over nor relinquish our right to litigate with any party when our interests are threatened,” the statement said. “It is clear that America has lost its way when the government bullies the private sector to succumb to unachievable timelines, targets and technologies.”\u003c/p>\n\u003cp>The pact will have national implications, as other states typically follow California’s rules. Several other states adopted some of California’s earlier truck rules, representing more than one-fifth of the U.S. truck market.\u003c/p>\n\u003cp>The federal government sets emissions standards by law, but the EPA has allowed California to pass tighter rules on cars and trucks that the federal government eventually adopts.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1983253/ford-general-motors-ok-california-ban-new-diesel-big-rig-sales","authors":["11608"],"categories":["science_31","science_35","science_40","science_4450"],"tags":["science_505","science_5178","science_1627","science_194","science_3301"],"featImg":"science_1983265","label":"science"},"science_1982494":{"type":"posts","id":"science_1982494","meta":{"index":"posts_1591205157","site":"science","id":"1982494","score":null,"sort":[1682716511000]},"guestAuthors":[],"slug":"californias-air-board-votes-to-scale-down-fleets-of-diesel-trucks","title":"California's Air Board Votes to Scale Down Fleets of Diesel Trucks","publishDate":1682716511,"format":"standard","headTitle":"California’s Air Board Votes to Scale Down Fleets of Diesel Trucks | KQED","labelTerm":{},"content":"\u003cp>The California Air Resources Board approved an ambitious plan today to phase out its diesel truck fleets, from semi-trucks to delivery vans and garbage trucks, despite the opposition of industry groups who said the plan would be near impossible for them to enact.\u003c/p>\n\u003cp>It is the air board’s latest regulation geared at cleaning up toxic air quality and fighting climate change, and comes a day after the same body passed \u003ca href=\"https://www.npr.org/2023/04/27/1172639598/california-emission-rules-trains-pollution\">first-in-the-nation regulations on diesel trains\u003c/a>.\u003c/p>\n\u003cp>The state’s powerful air regulators have been California’s spearpoint in the fight against climate change in recent years, as they’ve charted an ambitious path to siphon down the state’s use of planet-warming fossil fuels over the next two decades, including banning the sale of new gasoline cars after 2035 and forcing the electrification of most of the state’s transportation sector, the largest contributor of carbon emissions in California.[aside postID=science_1982474 hero='https://ww2.kqed.org/app/uploads/sites/35/2023/04/RS64748_GettyImages-94155923-qut-1020x680.jpg']Gideon Kracov, a board member and environmental lawyer from Los Angeles, framed the clean-fleet policy as an ambitious capstone for an agency that has passed no shortage of first-in-the-nation climate rules, calling it the “end of the beginning.”\u003c/p>\n\u003cp>Board Chair Liane Randolph said in a statement that California has the technology to build a zero-emission future now and called the new regulations a “reasonable” and “innovative” approach to “clean up the vehicles on our roads and ensure that Californians have the clean air that they want and deserve.”\u003c/p>\n\u003cp>While these 1.8 million trucks represent a tiny fraction of vehicles on the road at just 6%, \u003ca href=\"https://www.ucsusa.org/sites/default/files/2022-08/ca-clean-trucks-report.pdf\">they are responsible for more than a quarter of the transportation sector’s greenhouse gas pollution (PDF)\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-fleets\">The state’s new regulations are meant to accelerate the use of zero-emission medium- and heavy-duty trucks\u003c/a> in California within the next two decades and will require the electrification by 2035 of highly polluting drayage trucks, which transport shipping containers from ports and rail yards.\u003c/p>\n\u003cp>Board member Tania Pacheco-Werner, who is co-director of a health policy institute at Fresno State, framed the policy as an issue of environmental justice.[pullquote align=\"right\" size=\"medium\" citation=\"Tania Pacheco-Werner, California Air Resources Board member\"]‘Even the air is unequal … Wealthier communities have more resources, green space and built environment to protect them from the harmful impacts of dirty trucks.’[/pullquote]“Even the air is unequal,” she said. “Wealthier communities have more resources, green space and built environment to protect them from the harmful impacts of dirty trucks. Others do not. And we see it in differences in emergency visits and hospitalizations due to respiratory issues for people who live closer to freeways and truck traffic.\u003c/p>\n\u003cp>She said the policy will improve their lives “first and foremost, and we should all be very proud of that.”\u003c/p>\n\u003cp>During board hearings that spanned two days, industry groups and government agencies fiercely pushed back on the policies, arguing they are too onerous and would drive up costs for Californians.\u003c/p>\n\u003cp>Chris Shimoda, senior vice president of government affairs for the California Trucking Association, told KQED that the state doesn’t have enough charging infrastructure for electric trucks, particularly public charging stations, adding that “nearly 100% of our membership says [the rules] cannot be accomplished.”\u003c/p>\n\u003cp>Jim Verburg of the Western States Petroleum Association \u003ca href=\"https://calmatters.org/environment/2023/04/california-phases-out-diesel-trucks/\">told the board\u003c/a> that if businesses couldn’t comply it would “compromise the delivery of essential goods and services to Californians or compromise the state’s economy.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"The ambitious plan would phase out the state's diesel truck fleets, from semi-trucks to delivery vans and garbage trucks.","status":"publish","parent":0,"modified":1704846028,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":13,"wordCount":632},"headData":{"title":"California's Air Board Votes to Scale Down Fleets of Diesel Trucks | KQED","description":"The ambitious plan would phase out the state's diesel truck fleets, from semi-trucks to delivery vans and garbage trucks.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"California's Air Board Votes to Scale Down Fleets of Diesel Trucks","datePublished":"2023-04-28T21:15:11.000Z","dateModified":"2024-01-10T00:20:28.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"source":"Climate Change","sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/science/1982494/californias-air-board-votes-to-scale-down-fleets-of-diesel-trucks","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The California Air Resources Board approved an ambitious plan today to phase out its diesel truck fleets, from semi-trucks to delivery vans and garbage trucks, despite the opposition of industry groups who said the plan would be near impossible for them to enact.\u003c/p>\n\u003cp>It is the air board’s latest regulation geared at cleaning up toxic air quality and fighting climate change, and comes a day after the same body passed \u003ca href=\"https://www.npr.org/2023/04/27/1172639598/california-emission-rules-trains-pollution\">first-in-the-nation regulations on diesel trains\u003c/a>.\u003c/p>\n\u003cp>The state’s powerful air regulators have been California’s spearpoint in the fight against climate change in recent years, as they’ve charted an ambitious path to siphon down the state’s use of planet-warming fossil fuels over the next two decades, including banning the sale of new gasoline cars after 2035 and forcing the electrification of most of the state’s transportation sector, the largest contributor of carbon emissions in California.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"science_1982474","hero":"https://ww2.kqed.org/app/uploads/sites/35/2023/04/RS64748_GettyImages-94155923-qut-1020x680.jpg","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Gideon Kracov, a board member and environmental lawyer from Los Angeles, framed the clean-fleet policy as an ambitious capstone for an agency that has passed no shortage of first-in-the-nation climate rules, calling it the “end of the beginning.”\u003c/p>\n\u003cp>Board Chair Liane Randolph said in a statement that California has the technology to build a zero-emission future now and called the new regulations a “reasonable” and “innovative” approach to “clean up the vehicles on our roads and ensure that Californians have the clean air that they want and deserve.”\u003c/p>\n\u003cp>While these 1.8 million trucks represent a tiny fraction of vehicles on the road at just 6%, \u003ca href=\"https://www.ucsusa.org/sites/default/files/2022-08/ca-clean-trucks-report.pdf\">they are responsible for more than a quarter of the transportation sector’s greenhouse gas pollution (PDF)\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-fleets\">The state’s new regulations are meant to accelerate the use of zero-emission medium- and heavy-duty trucks\u003c/a> in California within the next two decades and will require the electrification by 2035 of highly polluting drayage trucks, which transport shipping containers from ports and rail yards.\u003c/p>\n\u003cp>Board member Tania Pacheco-Werner, who is co-director of a health policy institute at Fresno State, framed the policy as an issue of environmental justice.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Even the air is unequal … Wealthier communities have more resources, green space and built environment to protect them from the harmful impacts of dirty trucks.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Tania Pacheco-Werner, California Air Resources Board member","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“Even the air is unequal,” she said. “Wealthier communities have more resources, green space and built environment to protect them from the harmful impacts of dirty trucks. Others do not. And we see it in differences in emergency visits and hospitalizations due to respiratory issues for people who live closer to freeways and truck traffic.\u003c/p>\n\u003cp>She said the policy will improve their lives “first and foremost, and we should all be very proud of that.”\u003c/p>\n\u003cp>During board hearings that spanned two days, industry groups and government agencies fiercely pushed back on the policies, arguing they are too onerous and would drive up costs for Californians.\u003c/p>\n\u003cp>Chris Shimoda, senior vice president of government affairs for the California Trucking Association, told KQED that the state doesn’t have enough charging infrastructure for electric trucks, particularly public charging stations, adding that “nearly 100% of our membership says [the rules] cannot be accomplished.”\u003c/p>\n\u003cp>Jim Verburg of the Western States Petroleum Association \u003ca href=\"https://calmatters.org/environment/2023/04/california-phases-out-diesel-trucks/\">told the board\u003c/a> that if businesses couldn’t comply it would “compromise the delivery of essential goods and services to Californians or compromise the state’s economy.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1982494/californias-air-board-votes-to-scale-down-fleets-of-diesel-trucks","authors":["11608"],"categories":["science_31","science_33","science_39","science_40","science_4450"],"tags":["science_524","science_4093","science_1627","science_194"],"featImg":"science_1982500","label":"source_science_1982494"},"science_1942039":{"type":"posts","id":"science_1942039","meta":{"index":"posts_1591205157","site":"science","id":"1942039","score":null,"sort":[1558460793000]},"guestAuthors":[],"slug":"attacking-global-warming-by-adding-co2-to-the-atmosphere-stanford-researchers-have-a-plan","title":"Attacking Global Warming by \u003ci>Adding\u003c/i> CO2 to the Atmosphere? Stanford Researchers Have a Plan","publishDate":1558460793,"format":"standard","headTitle":"Attacking Global Warming by Adding CO2 to the Atmosphere? Stanford Researchers Have a Plan | KQED","labelTerm":{},"content":"\u003cp>Here’s a novel approach to reversing global warming: Let’s put more carbon dioxide into the atmosphere.\u003c/p>\n\u003cp>No, seriously.\u003c/p>\n\u003cp>[pullquote size='medium' align='right']Returning the atmosphere to a preindustrial level of methane by converting it to CO2 is the subject of a new research paper out of Stanford.[/pullquote]Researchers at Stanford University this week proposed a new process that they say could help slow the warming of the planet by converting methane gas floating around in the atmosphere into carbon dioxide.\u003c/p>\n\u003cp>While it’s true that CO2 is the main greenhouse gas driving climate change, methane gas is 84 times more potent in terms of global warming over the first 20 years it is released.\u003c/p>\n\u003cp>The process of converting one greenhouse gas into another is “counterintuitive,” says Rob Jackson, the lead author of the study and an earth scientist at Stanford.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But molecule for molecule, CO2 traps less heat than methane. If the process is perfected, it could return the atmosphere to preindustrial concentrations of methane.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.nature.com/articles/s41893-019-0299-x\" rel=\"noopener\" target=\"_blank\">study\u003c/a> has major implications for the globe. Last year, methane emissions passed a grim milestone: Atmospheric concentrations reached two-and-a-half times their preindustrial levels.\u003c/p>\n\u003cp>“The first thing we need to do is to cut greenhouse gas emissions,” Jackson explains. “If pollution were a drop of ink, it’s a lot easier to block that drop before it hits the water than it is to remove it after it’s been mixed into the water. The atmosphere is the same way. We need to cut emissions, but they are rising for both carbon dioxide and methane. We need to explore other ways to remove greenhouse gases after they’re in the atmosphere. It’s not preferable, but it may be necessary.”\u003c/p>\n\u003cp>The idea could be part of a “solutions space, although it is not the solution by itself,” said Richard Alley, a geoscience professor at Penn State University who was not involved in the research.\u003c/p>\n\u003cp>Many places around the U.S. already make money by capturing “waste” methane from sewage and garbage and then using it as natural gas, which can be burned to generate energy, Alley says. If there are sources of methane that are not concentrated enough to be used commercially but are leaking, then converting those to CO2 would help reduce warming.\u003c/p>\n\u003cp>“The big issue long-term is still CO2,” Alley cautioned in an email. “Methane is converted to CO2 in a decade or so in the atmosphere, so whenever we get serious about reducing methane, the concentrations will be much lower a decade after that.\u003c/p>\n\u003cp>“After we raise CO2, on the other hand, it will remain elevated for centuries and longer, with a long tail beyond 10,000 years. If we invest in heading off methane now without also dealing with CO2, we commit to more long-term warming than if we prioritize CO2 now.”\u003c/p>\n\u003cp>\u003cstrong>Conversion Process\u003c/strong>\u003c/p>\n\u003cp>So how, exactly, does the process of converting methane to CO2 work?\u003c/p>\n\u003cp>\u003ci>“\u003c/i>We’d like to use a class of minerals called zeolite,” says Jackson. “These minerals can be thought of as a honeycomb. They have lots of open pores inside and you can embed metals, copper and iron, and other elements that can act as catalysts to drive the reaction that we’re after.\u003ci>”\u003c/i>\u003c/p>\n\u003cp>Jackson’s team proposes using fans to push air through cylinders or beds that contain the minerals, Jackson said.\u003c/p>\n\u003cp>They have used zeolites to convert methane into methanol, which Jackson described as a kind-of “halfway point,” but they have yet to successfully convert methane into CO2.\u003c/p>\n\u003cp>“There’s a lot of work to be done on the chemistry,” Jackson admits. “And work to be done on the industrial infrastructure—the equipment, the scale at which this might be done to restore the atmosphere.”\u003c/p>\n\u003cp>The end goal is returning the atmosphere to good health.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We have the Endangered Species Act, and when a species is endangered, we don’t try to save it, we want to restore it to health,” notes Jackson. “I’d like to do the same thing for the atmosphere.”\u003c/p>\n\n","blocks":[],"excerpt":"It sounds odd, but scientists say we could slow down global warming by converting a really nasty greenhouse gas into one less potent.","status":"publish","parent":0,"modified":1704848663,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":22,"wordCount":725},"headData":{"title":"Attacking Global Warming by \u003ci>Adding\u003c/i> CO2 to the Atmosphere? Stanford Researchers Have a Plan | KQED","description":"It sounds odd, but scientists say we could slow down global warming by converting a really nasty greenhouse gas into one less potent.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Attacking Global Warming by \u003ci>Adding\u003c/i> CO2 to the Atmosphere? Stanford Researchers Have a Plan","datePublished":"2019-05-21T17:46:33.000Z","dateModified":"2024-01-10T01:04:23.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"source":"Climate","audioUrl":"https://www.kqed.org/.stream/anon/radio/tcr/2019/05/CarbonConversionMillerTCRAM.mp3","sticky":false,"audioTrackLength":102,"path":"/science/1942039/attacking-global-warming-by-adding-co2-to-the-atmosphere-stanford-researchers-have-a-plan","audioDuration":102000,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Here’s a novel approach to reversing global warming: Let’s put more carbon dioxide into the atmosphere.\u003c/p>\n\u003cp>No, seriously.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"Returning the atmosphere to a preindustrial level of methane by converting it to CO2 is the subject of a new research paper out of Stanford.","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Researchers at Stanford University this week proposed a new process that they say could help slow the warming of the planet by converting methane gas floating around in the atmosphere into carbon dioxide.\u003c/p>\n\u003cp>While it’s true that CO2 is the main greenhouse gas driving climate change, methane gas is 84 times more potent in terms of global warming over the first 20 years it is released.\u003c/p>\n\u003cp>The process of converting one greenhouse gas into another is “counterintuitive,” says Rob Jackson, the lead author of the study and an earth scientist at Stanford.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But molecule for molecule, CO2 traps less heat than methane. If the process is perfected, it could return the atmosphere to preindustrial concentrations of methane.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.nature.com/articles/s41893-019-0299-x\" rel=\"noopener\" target=\"_blank\">study\u003c/a> has major implications for the globe. Last year, methane emissions passed a grim milestone: Atmospheric concentrations reached two-and-a-half times their preindustrial levels.\u003c/p>\n\u003cp>“The first thing we need to do is to cut greenhouse gas emissions,” Jackson explains. “If pollution were a drop of ink, it’s a lot easier to block that drop before it hits the water than it is to remove it after it’s been mixed into the water. The atmosphere is the same way. We need to cut emissions, but they are rising for both carbon dioxide and methane. We need to explore other ways to remove greenhouse gases after they’re in the atmosphere. It’s not preferable, but it may be necessary.”\u003c/p>\n\u003cp>The idea could be part of a “solutions space, although it is not the solution by itself,” said Richard Alley, a geoscience professor at Penn State University who was not involved in the research.\u003c/p>\n\u003cp>Many places around the U.S. already make money by capturing “waste” methane from sewage and garbage and then using it as natural gas, which can be burned to generate energy, Alley says. If there are sources of methane that are not concentrated enough to be used commercially but are leaking, then converting those to CO2 would help reduce warming.\u003c/p>\n\u003cp>“The big issue long-term is still CO2,” Alley cautioned in an email. “Methane is converted to CO2 in a decade or so in the atmosphere, so whenever we get serious about reducing methane, the concentrations will be much lower a decade after that.\u003c/p>\n\u003cp>“After we raise CO2, on the other hand, it will remain elevated for centuries and longer, with a long tail beyond 10,000 years. If we invest in heading off methane now without also dealing with CO2, we commit to more long-term warming than if we prioritize CO2 now.”\u003c/p>\n\u003cp>\u003cstrong>Conversion Process\u003c/strong>\u003c/p>\n\u003cp>So how, exactly, does the process of converting methane to CO2 work?\u003c/p>\n\u003cp>\u003ci>“\u003c/i>We’d like to use a class of minerals called zeolite,” says Jackson. “These minerals can be thought of as a honeycomb. They have lots of open pores inside and you can embed metals, copper and iron, and other elements that can act as catalysts to drive the reaction that we’re after.\u003ci>”\u003c/i>\u003c/p>\n\u003cp>Jackson’s team proposes using fans to push air through cylinders or beds that contain the minerals, Jackson said.\u003c/p>\n\u003cp>They have used zeolites to convert methane into methanol, which Jackson described as a kind-of “halfway point,” but they have yet to successfully convert methane into CO2.\u003c/p>\n\u003cp>“There’s a lot of work to be done on the chemistry,” Jackson admits. “And work to be done on the industrial infrastructure—the equipment, the scale at which this might be done to restore the atmosphere.”\u003c/p>\n\u003cp>The end goal is returning the atmosphere to good health.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“We have the Endangered Species Act, and when a species is endangered, we don’t try to save it, we want to restore it to health,” notes Jackson. “I’d like to do the same thing for the atmosphere.”\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1942039/attacking-global-warming-by-adding-co2-to-the-atmosphere-stanford-researchers-have-a-plan","authors":["11608"],"categories":["science_29","science_31","science_40"],"tags":["science_1627","science_194","science_3840","science_3370","science_306","science_784","science_3830"],"featImg":"science_1942085","label":"source_science_1942039"},"science_1933109":{"type":"posts","id":"science_1933109","meta":{"index":"posts_1591205157","site":"science","id":"1933109","score":null,"sort":[1539871822000]},"guestAuthors":[],"slug":"epa-boasts-of-reduced-greenhouse-gases-while-trump-questions-climate-science","title":"EPA Boasts Of Reduced Greenhouse Gases While Trump Questions Climate Science","publishDate":1539871822,"format":"standard","headTitle":"EPA Boasts Of Reduced Greenhouse Gases While Trump Questions Climate Science | KQED","labelTerm":{},"content":"\u003cp>The Trump administration is celebrating a drop in the nation’s greenhouse gas emissions last year, even as the president himself continues to challenge the scientific understanding of climate change.\u003c/p>\n\u003cp>The Environmental Protection Agency says U.S. production of heat-trapping gases was 2.7 percent lower in 2017 than the previous year. Despite the improvement, independent analysts say the country is likely to fall far short of the pollution controls needed to rein in global warming.[contextly_sidebar id=”VTjU6Ienb3mgGQ17idCLv2PVkgjJf7dH”]\u003c/p>\n\u003cp>“The trends that are driving the emission reductions that we saw in 2017 were baked in several years before,” said Kate Larsen, who monitors greenhouse gas emissions for the \u003ca href=\"https://rhg.com/research/taking-stock-2018/\" target=\"_blank\" rel=\"noopener\">Rhodium Group\u003c/a>, an independent research firm. “We can’t rely on those trends continuing forever.”\u003c/p>\n\u003cp>Much of the reduction in 2017 came from power plants — traditionally a leading source of carbon pollution. Emissions from the electricity sector fell by 4.5 percent as utilities switched to cheap natural gas and increasingly competitive renewable sources of power. \u003ca href=\"https://www.eia.gov/tools/faqs/faq.php?id=427&t=3\" target=\"_blank\" rel=\"noopener\">Coal’s share of electricity production\u003c/a> fell to just 30 percent.\u003c/p>\n\u003cp>“These achievements flow largely from technological breakthroughs in the private sector, not the heavy hand of government,” EPA Administrator Andrew Wheeler said in \u003ca href=\"https://www.epa.gov/newsreleases/data-shows-decrease-us-greenhouse-gas-emissions-during-trumps-first-year-office\" target=\"_blank\" rel=\"noopener\">a statement\u003c/a>. Wheeler is a former coal lobbyist and, like President Trump, \u003ca href=\"https://www.npr.org/2018/07/06/626525274/get-to-know-andrew-wheeler-ex-coal-lobbyist-with-inside-track-to-lead-epa\" target=\"_blank\" rel=\"noopener\">a skeptic when it comes to climate science\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In an interview with \u003ca href=\"https://www.cbsnews.com/news/donald-trump-full-interview-60-minutes-transcript-lesley-stahl-2018-10-14/\" target=\"_blank\" rel=\"noopener\">\u003cem>60 Minutes\u003c/em>\u003c/a> that aired this week, Trump disputed the overwhelming scientific consensus that man-made carbon pollution is responsible for global warming.\u003c/p>\n\u003cp>“You’d have to show me the scientists because they have a very big political agenda,” the president said.\u003c/p>\n\u003cp>Trump has made a priority of rolling back Obama-era climate policies, including measures designed to cut pollution from power plants and automotive tailpipes.\u003c/p>\n\u003cp>The electricity sector has continued to show progress in reducing emissions despite that about-face by the federal government. The abundance of cheap natural gas and falling prices for renewable power have encouraged the switch from dirtier, coal-fired plants. Some states have also required utilities to boost their reliance on greener sources of power.[contextly_sidebar id=”Zz74cMfmjLmakl6pTIO6KQWajbf0Cekx”]\u003c/p>\n\u003cp>The trends are less positive in the transportation sector, which has now eclipsed electricity as the leading producer of greenhouse gases.\u003c/p>\n\u003cp>“People are driving more and because of low gas prices over the last few years, consumers are choosing larger, heavier vehicles,” Larsen said. The Trump administration has also \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/04/02/598888447/epa-moves-to-weaken-landmark-fuel-efficiency-rules\" target=\"_blank\" rel=\"noopener\">put the brakes on an Obama-era effort to boost fuel economy\u003c/a>, although states like California have threatened to impose their own standards.\u003c/p>\n\u003cp>Larsen says at the current pace, U.S. greenhouse gas emissions in 2025 will be about 15 percent below their 2005 levels. That’s far short of the 26 to 28 percent reduction promised under the Paris climate agreement.\u003c/p>\n\u003cp>Trump announced his intention to \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/01/530748899/watch-live-trump-announces-decision-on-paris-climate-agreement\" target=\"_blank\" rel=\"noopener\">withdraw from that agreement\u003c/a> last year.\u003c/p>\n\u003cp>If cheap natural gas continues to grab market share, greenhouse gas emissions from the electricity sector could start to climb again after 2025. At that point, gas might not be displacing carbon-intensive coal but rather carbon-free nuclear power.\u003c/p>\n\u003cp>“This is the risk of taking credit for these market trends,” Larsen said. “When those trends push in a direction that’s not useful, no one is taking the blame for that.”\u003c/p>\n\u003cp>In an interview with the \u003ca href=\"https://apnews.com/ce719c7d6664400cb6b720ba84af2bc2?utm_source=Twitter&utm_medium=AP_Politics&utm_campaign=SocialFlow\" target=\"_blank\" rel=\"noopener\">Associated Press\u003c/a> this week, Trump argued that government efforts to further curb carbon pollution could put the U.S. at an economic disadvantage.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“What I’m not willing to do is sacrifice the economic well-being of our country for something that nobody really knows,” Trump said, repeating his false claim that there’s widespread debate on climate science. “I have a natural instinct for science,” he said.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=EPA+Boasts+Of+Reduced+Greenhouse+Gases%2C+Even+As+Trump+Questions+Climate+Science&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n","blocks":[],"excerpt":"U.S. production of heat-trapping greenhouse gases fell 2.7 percent last year. But larger cuts will be needed to address climate change.","status":"publish","parent":0,"modified":1704927380,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":19,"wordCount":657},"headData":{"title":"EPA Boasts Of Reduced Greenhouse Gases While Trump Questions Climate Science | KQED","description":"U.S. production of heat-trapping greenhouse gases fell 2.7 percent last year. But larger cuts will be needed to address climate change.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"EPA Boasts Of Reduced Greenhouse Gases While Trump Questions Climate Science","datePublished":"2018-10-18T14:10:22.000Z","dateModified":"2024-01-10T22:56:20.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"source":"Climate Change","sticky":false,"nprImageCredit":"Branden Camp","nprByline":"Scott Horsley, NPR","nprImageAgency":"AP","nprStoryId":"658296161","nprApiLink":"http://api.npr.org/query?id=658296161&apiKey=MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004","nprHtmlLink":"https://www.npr.org/2018/10/18/658296161/epa-boasts-of-reduced-greenhouse-gases-even-as-trump-questions-climate-science?ft=nprml&f=658296161","nprRetrievedStory":"1","nprPubDate":"Thu, 18 Oct 2018 08:42:00 -0400","nprStoryDate":"Thu, 18 Oct 2018 05:00:29 -0400","nprLastModifiedDate":"Thu, 18 Oct 2018 08:42:15 -0400","path":"/science/1933109/epa-boasts-of-reduced-greenhouse-gases-while-trump-questions-climate-science","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The Trump administration is celebrating a drop in the nation’s greenhouse gas emissions last year, even as the president himself continues to challenge the scientific understanding of climate change.\u003c/p>\n\u003cp>The Environmental Protection Agency says U.S. production of heat-trapping gases was 2.7 percent lower in 2017 than the previous year. Despite the improvement, independent analysts say the country is likely to fall far short of the pollution controls needed to rein in global warming.\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“The trends that are driving the emission reductions that we saw in 2017 were baked in several years before,” said Kate Larsen, who monitors greenhouse gas emissions for the \u003ca href=\"https://rhg.com/research/taking-stock-2018/\" target=\"_blank\" rel=\"noopener\">Rhodium Group\u003c/a>, an independent research firm. “We can’t rely on those trends continuing forever.”\u003c/p>\n\u003cp>Much of the reduction in 2017 came from power plants — traditionally a leading source of carbon pollution. Emissions from the electricity sector fell by 4.5 percent as utilities switched to cheap natural gas and increasingly competitive renewable sources of power. \u003ca href=\"https://www.eia.gov/tools/faqs/faq.php?id=427&t=3\" target=\"_blank\" rel=\"noopener\">Coal’s share of electricity production\u003c/a> fell to just 30 percent.\u003c/p>\n\u003cp>“These achievements flow largely from technological breakthroughs in the private sector, not the heavy hand of government,” EPA Administrator Andrew Wheeler said in \u003ca href=\"https://www.epa.gov/newsreleases/data-shows-decrease-us-greenhouse-gas-emissions-during-trumps-first-year-office\" target=\"_blank\" rel=\"noopener\">a statement\u003c/a>. Wheeler is a former coal lobbyist and, like President Trump, \u003ca href=\"https://www.npr.org/2018/07/06/626525274/get-to-know-andrew-wheeler-ex-coal-lobbyist-with-inside-track-to-lead-epa\" target=\"_blank\" rel=\"noopener\">a skeptic when it comes to climate science\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In an interview with \u003ca href=\"https://www.cbsnews.com/news/donald-trump-full-interview-60-minutes-transcript-lesley-stahl-2018-10-14/\" target=\"_blank\" rel=\"noopener\">\u003cem>60 Minutes\u003c/em>\u003c/a> that aired this week, Trump disputed the overwhelming scientific consensus that man-made carbon pollution is responsible for global warming.\u003c/p>\n\u003cp>“You’d have to show me the scientists because they have a very big political agenda,” the president said.\u003c/p>\n\u003cp>Trump has made a priority of rolling back Obama-era climate policies, including measures designed to cut pollution from power plants and automotive tailpipes.\u003c/p>\n\u003cp>The electricity sector has continued to show progress in reducing emissions despite that about-face by the federal government. The abundance of cheap natural gas and falling prices for renewable power have encouraged the switch from dirtier, coal-fired plants. Some states have also required utilities to boost their reliance on greener sources of power.\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The trends are less positive in the transportation sector, which has now eclipsed electricity as the leading producer of greenhouse gases.\u003c/p>\n\u003cp>“People are driving more and because of low gas prices over the last few years, consumers are choosing larger, heavier vehicles,” Larsen said. The Trump administration has also \u003ca href=\"https://www.npr.org/sections/thetwo-way/2018/04/02/598888447/epa-moves-to-weaken-landmark-fuel-efficiency-rules\" target=\"_blank\" rel=\"noopener\">put the brakes on an Obama-era effort to boost fuel economy\u003c/a>, although states like California have threatened to impose their own standards.\u003c/p>\n\u003cp>Larsen says at the current pace, U.S. greenhouse gas emissions in 2025 will be about 15 percent below their 2005 levels. That’s far short of the 26 to 28 percent reduction promised under the Paris climate agreement.\u003c/p>\n\u003cp>Trump announced his intention to \u003ca href=\"https://www.npr.org/sections/thetwo-way/2017/06/01/530748899/watch-live-trump-announces-decision-on-paris-climate-agreement\" target=\"_blank\" rel=\"noopener\">withdraw from that agreement\u003c/a> last year.\u003c/p>\n\u003cp>If cheap natural gas continues to grab market share, greenhouse gas emissions from the electricity sector could start to climb again after 2025. At that point, gas might not be displacing carbon-intensive coal but rather carbon-free nuclear power.\u003c/p>\n\u003cp>“This is the risk of taking credit for these market trends,” Larsen said. “When those trends push in a direction that’s not useful, no one is taking the blame for that.”\u003c/p>\n\u003cp>In an interview with the \u003ca href=\"https://apnews.com/ce719c7d6664400cb6b720ba84af2bc2?utm_source=Twitter&utm_medium=AP_Politics&utm_campaign=SocialFlow\" target=\"_blank\" rel=\"noopener\">Associated Press\u003c/a> this week, Trump argued that government efforts to further curb carbon pollution could put the U.S. at an economic disadvantage.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“What I’m not willing to do is sacrifice the economic well-being of our country for something that nobody really knows,” Trump said, repeating his false claim that there’s widespread debate on climate science. “I have a natural instinct for science,” he said.\u003c/p>\n\u003cdiv class=\"fullattribution\">Copyright 2018 NPR. To see more, visit http://www.npr.org/.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=EPA+Boasts+Of+Reduced+Greenhouse+Gases%2C+Even+As+Trump+Questions+Climate+Science&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/div>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1933109/epa-boasts-of-reduced-greenhouse-gases-while-trump-questions-climate-science","authors":["byline_science_1933109"],"categories":["science_31","science_33","science_35","science_40"],"tags":["science_1627","science_194","science_2080","science_3514"],"featImg":"science_1933110","label":"source_science_1933109"},"science_1931644":{"type":"posts","id":"science_1931644","meta":{"index":"posts_1591205157","site":"science","id":"1931644","score":null,"sort":[1537772487000]},"guestAuthors":[],"slug":"jerry-brown-has-directed-california-to-go-carbon-neutral-by-2045-is-that-even-possible","title":"Jerry Brown Orders California to Go Carbon Neutral by 2045. Is That Even Possible?","publishDate":1537772487,"format":"audio","headTitle":"Jerry Brown Orders California to Go Carbon Neutral by 2045. Is That Even Possible? | KQED","labelTerm":{},"content":"\u003cp>Gov. Jerry Brown, who has made climate preparedness a linchpin of his administration, issued a bold \u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2018/09/9.10.18-Executive-Order.pdf\" target=\"_blank\" rel=\"noopener\">executive order\u003c/a> during the recent \u003ca href=\"https://www.kqed.org/science/1931186/live-blog-bringing-you-the-global-climate-action-summit\" target=\"_blank\" rel=\"noopener\">Climate Action Summit\u003c/a> in San Francisco.\u003c/p>\n\u003caside class=\"alignright\">‘I mean, if we’re talking about taking emissions out of driving, that sounds like doing away with the combustion engine.’ \n\u003cp>‘Well, exactly.’\u003c/p>\u003c/aside>\n\u003cp>Brown is calling for the entire California economy to become carbon-neutral by 2045. That would mean deploying a combination of new technologies to vastly reduce the release of carbon dioxide and other greenhouse gases, plus the widespread implementation of methods to capture the rest, so that the state’s net release of emissions already altering the climate in devastating ways would be zero.\u003c/p>\n\u003cp>Vox energy and climate reporter David Roberts \u003ca href=\"https://www.vox.com/energy-and-environment/2018/9/11/17844896/california-jerry-brown-carbon-neutral-2045-climate-change\" target=\"_blank\" rel=\"noopener\">called\u003c/a> Brown’s announcement “surprising, strange, and stunning.”\u003c/p>\n\u003cp>But is it doable? KQED’s Brian Watt spoke with Sally Benson, co-director of Stanford’s Precourt Institute for Energy, to find out. The following is edited for length and clarity.\u003c/p>\n\u003cp>\u003cstrong>The governor called for California to be carbon neutral by 2015. What does that mean? No plastic cups, no disposable diapers? Will I be able to use paper towels?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Benson:\u003c/strong> Well, if we make them exactly like we do today, the answer would probably be no. We have to find completely different ways to make a lot of the products we use.\u003c/p>\n\u003cp>Plastics, for instance, come from petrochemicals — oil and gas. In the future we’re going to need to find new ways to do that. We might use \u003ca href=\"https://www.corbion.com/media/550170/corbion_whitepaper_feedstock_sourcing_11.pdf\" target=\"_blank\" rel=\"noopener\">biological feedstocks\u003c/a>. We have some other ideas about sophisticated chemistry that takes carbon dioxide from the atmosphere, together with water and 100 percent clean energy, and synthesizes plastics. That’s a long way from now, but the seeds of those innovations are actually here today.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/science/1931512/climate-summit-what-happened-and-what-it-means\" target=\"_blank\" rel=\"noopener\">Climate Summit: What Happened and What Does It Mean?\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>But this has to apply to the whole economy, right? I mean, if we’re talking about taking emissions out of driving, that sounds like doing away with the combustion engine.\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Benson:\u003c/strong> Well, exactly. So the strategy will be to electrify everything you can. And then the next thing is to address all those emissions you can’t get rid of, things like making cement and airline travel, where it’s hard to find substitutes.\u003c/p>\n\u003cp>For those, we need to think about capturing the carbon dioxide that’s emitted, then sequestering it in underground formations like oil and gas reservoirs, which California’s got a lot of. We can also plant more forests and change our agricultural practices to store more carbon in the soil.\u003c/p>\n\u003cp>But we’re talking about sweeping changes across the entire landscape of how we use energy today.\u003c/p>\n\u003cp>\u003cstrong>Just between you and me, is this realistic?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Benson: \u003c/strong>Well, I would say it’s aspirational. And also realistic. You know 100 percent is really hard, and we’re going to have to make major technological changes in order to achieve this. And no doubt, if California’s successful, we will be on the leading or perhaps bleeding edge of those kind of new technologies.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"One climate reporter said Brown's executive order calling for the state's net release of greenhouse gases was 'surprising, strange, and stunning.' But is it doable?","status":"publish","parent":0,"modified":1704927468,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":17,"wordCount":544},"headData":{"title":"Jerry Brown Orders California to Go Carbon Neutral by 2045. Is That Even Possible? | KQED","description":"One climate reporter said Brown's executive order calling for the state's net release of greenhouse gases was 'surprising, strange, and stunning.' But is it doable?","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Jerry Brown Orders California to Go Carbon Neutral by 2045. Is That Even Possible?","datePublished":"2018-09-24T07:01:27.000Z","dateModified":"2024-01-10T22:57:48.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"source":"Climate","audioUrl":"https://www.kqed.org/.stream/anon/radio/science/2018/09/Watt2wayCarbonNeutral.mp3","sticky":false,"path":"/science/1931644/jerry-brown-has-directed-california-to-go-carbon-neutral-by-2045-is-that-even-possible","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gov. Jerry Brown, who has made climate preparedness a linchpin of his administration, issued a bold \u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2018/09/9.10.18-Executive-Order.pdf\" target=\"_blank\" rel=\"noopener\">executive order\u003c/a> during the recent \u003ca href=\"https://www.kqed.org/science/1931186/live-blog-bringing-you-the-global-climate-action-summit\" target=\"_blank\" rel=\"noopener\">Climate Action Summit\u003c/a> in San Francisco.\u003c/p>\n\u003caside class=\"alignright\">‘I mean, if we’re talking about taking emissions out of driving, that sounds like doing away with the combustion engine.’ \n\u003cp>‘Well, exactly.’\u003c/p>\u003c/aside>\n\u003cp>Brown is calling for the entire California economy to become carbon-neutral by 2045. That would mean deploying a combination of new technologies to vastly reduce the release of carbon dioxide and other greenhouse gases, plus the widespread implementation of methods to capture the rest, so that the state’s net release of emissions already altering the climate in devastating ways would be zero.\u003c/p>\n\u003cp>Vox energy and climate reporter David Roberts \u003ca href=\"https://www.vox.com/energy-and-environment/2018/9/11/17844896/california-jerry-brown-carbon-neutral-2045-climate-change\" target=\"_blank\" rel=\"noopener\">called\u003c/a> Brown’s announcement “surprising, strange, and stunning.”\u003c/p>\n\u003cp>But is it doable? KQED’s Brian Watt spoke with Sally Benson, co-director of Stanford’s Precourt Institute for Energy, to find out. The following is edited for length and clarity.\u003c/p>\n\u003cp>\u003cstrong>The governor called for California to be carbon neutral by 2015. What does that mean? No plastic cups, no disposable diapers? Will I be able to use paper towels?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Benson:\u003c/strong> Well, if we make them exactly like we do today, the answer would probably be no. We have to find completely different ways to make a lot of the products we use.\u003c/p>\n\u003cp>Plastics, for instance, come from petrochemicals — oil and gas. In the future we’re going to need to find new ways to do that. We might use \u003ca href=\"https://www.corbion.com/media/550170/corbion_whitepaper_feedstock_sourcing_11.pdf\" target=\"_blank\" rel=\"noopener\">biological feedstocks\u003c/a>. We have some other ideas about sophisticated chemistry that takes carbon dioxide from the atmosphere, together with water and 100 percent clean energy, and synthesizes plastics. That’s a long way from now, but the seeds of those innovations are actually here today.\u003c/p>\n\u003cp>\u003cem>\u003ca href=\"https://www.kqed.org/science/1931512/climate-summit-what-happened-and-what-it-means\" target=\"_blank\" rel=\"noopener\">Climate Summit: What Happened and What Does It Mean?\u003c/a>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>But this has to apply to the whole economy, right? I mean, if we’re talking about taking emissions out of driving, that sounds like doing away with the combustion engine.\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Benson:\u003c/strong> Well, exactly. So the strategy will be to electrify everything you can. And then the next thing is to address all those emissions you can’t get rid of, things like making cement and airline travel, where it’s hard to find substitutes.\u003c/p>\n\u003cp>For those, we need to think about capturing the carbon dioxide that’s emitted, then sequestering it in underground formations like oil and gas reservoirs, which California’s got a lot of. We can also plant more forests and change our agricultural practices to store more carbon in the soil.\u003c/p>\n\u003cp>But we’re talking about sweeping changes across the entire landscape of how we use energy today.\u003c/p>\n\u003cp>\u003cstrong>Just between you and me, is this realistic?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Benson: \u003c/strong>Well, I would say it’s aspirational. And also realistic. You know 100 percent is really hard, and we’re going to have to make major technological changes in order to achieve this. And no doubt, if California’s successful, we will be on the leading or perhaps bleeding edge of those kind of new technologies.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1931644/jerry-brown-has-directed-california-to-go-carbon-neutral-by-2045-is-that-even-possible","authors":["6387"],"categories":["science_31","science_33","science_89","science_35","science_40"],"tags":["science_1627","science_194","science_192","science_3370"],"featImg":"science_1931658","label":"source_science_1931644"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.","airtime":"SUN 2pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.possible.fm/","meta":{"site":"news","source":"Possible"},"link":"/radio/program/possible","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/possible/id1677184070","spotify":"https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"}},"1a":{"id":"1a","title":"1A","info":"1A is home to the national conversation. 1A brings on great guests and frames the best debate in ways that make you think, share and engage.","airtime":"MON-THU 11pm-12am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/1a.jpg","officialWebsiteLink":"https://the1a.org/","meta":{"site":"news","source":"npr"},"link":"/radio/program/1a","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=1188724250&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/1A-p947376/","rss":"https://feeds.npr.org/510316/podcast.xml"}},"all-things-considered":{"id":"all-things-considered","title":"All Things Considered","info":"Every weekday, \u003cem>All Things Considered\u003c/em> hosts Robert Siegel, Audie Cornish, Ari Shapiro, and Kelly McEvers present the program's trademark mix of news, interviews, commentaries, reviews, and offbeat features. 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Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. 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You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg","imageAlt":"KQED MindShift: How We Will Learn","officialWebsiteLink":"/mindshift/","meta":{"site":"news","source":"kqed","order":"2"},"link":"/podcasts/mindshift","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5","npr":"https://www.npr.org/podcasts/464615685/mind-shift-podcast","stitcher":"https://www.stitcher.com/podcast/kqed/stories-teachers-share","spotify":"https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"}},"morning-edition":{"id":"morning-edition","title":"Morning Edition","info":"\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. 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On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. 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For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us","airtime":"SUN 2pm-3pm, MON 12am-1am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png","officialWebsiteLink":"https://www.wnycstudios.org/shows/otm","meta":{"site":"news","source":"wnyc"},"link":"/radio/program/on-the-media","subscribe":{"apple":"https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2","tuneIn":"https://tunein.com/radio/On-the-Media-p69/","rss":"http://feeds.wnyc.org/onthemedia"}},"our-body-politic":{"id":"our-body-politic","title":"Our Body Politic","info":"Presented by KQED, KCRW and KPCC, and created and hosted by award-winning journalist Farai Chideya, Our Body Politic is unapologetically centered on reporting on not just how women of color experience the major political events of today, but how they’re impacting those very issues.","airtime":"SAT 6pm-7pm, SUN 1am-2am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Our-Body-Politic-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://our-body-politic.simplecast.com/","meta":{"site":"news","source":"kcrw"},"link":"/radio/program/our-body-politic","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/our-body-politic/id1533069868","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5zaW1wbGVjYXN0LmNvbS9feGFQaHMxcw","spotify":"https://open.spotify.com/show/4ApAiLT1kV153TttWAmqmc","rss":"https://feeds.simplecast.com/_xaPhs1s","tuneIn":"https://tunein.com/podcasts/News--Politics-Podcasts/Our-Body-Politic-p1369211/"}},"pbs-newshour":{"id":"pbs-newshour","title":"PBS NewsHour","info":"Analysis, background reports and updates from the PBS NewsHour putting today's news in context.","airtime":"MON-FRI 3pm-4pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.pbs.org/newshour/","meta":{"site":"news","source":"pbs"},"link":"/radio/program/pbs-newshour","subscribe":{"apple":"https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2","tuneIn":"https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/","rss":"https://www.pbs.org/newshour/feeds/rss/podcasts/show"}},"perspectives":{"id":"perspectives","title":"Perspectives","tagline":"KQED's series of of daily listener commentaries since 1991","info":"KQED's series of of daily listener commentaries since 1991.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Perspectives-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/perspectives/","meta":{"site":"radio","source":"kqed","order":"15"},"link":"/perspectives","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/id73801135","npr":"https://www.npr.org/podcasts/432309616/perspectives","rss":"https://ww2.kqed.org/perspectives/category/perspectives/feed/","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"}},"planet-money":{"id":"planet-money","title":"Planet Money","info":"The economy explained. 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In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. 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The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.","airtime":"SAT 4pm-5pm","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/reveal300px.png","officialWebsiteLink":"https://www.revealnews.org/episodes/","meta":{"site":"news","source":"npr"},"link":"/radio/program/reveal","subscribe":{"apple":"https://itunes.apple.com/us/podcast/reveal/id886009669","tuneIn":"https://tunein.com/radio/Reveal-p679597/","rss":"http://feeds.revealradio.org/revealpodcast"}},"says-you":{"id":"says-you","title":"Says You!","info":"Public radio's game show of bluff and bluster, words and whimsy. 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