The built environment, particularly office buildings other urban facilities, are responsible for 39% of the…
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This story is published as part of the Global Indigenous Affairs Desk, an Indigenous-led collaboration between Grist, High Country News, ICT, Mongabay, Native News Online, and APTN.
In 2019, Makanalani Gomes stood on the slopes of Mauna Kea, the tallest mountain in Hawaiʻi, face-to-face with Honolulu riot police. For decades, Native Hawaiians like Gomes watched — and protested — as their sacred mountain was bulldozed and excavated for the construction of telescopes and other astronomical facilities. After the observatories were built, they abandoned construction equipment and debris, littering Mauna Kea’s summit.
Gomes and other activists spent months sleeping on the mountainside, in the cold, successfully blocking construction crews from heading up the slope to build the proposed Thirty Meter Telescope, and to date, the project remains in limbo.
“We are in the fight of our lives and in the front lines every day,” Gomes said.
This week, Gomes will continue her work fighting for Indigenous self-determination and sovereignty when she speaks at the United Nations Permanent Forum on Indigenous Issues in New York — the largest gathering of Indigenous leaders, activists, and policymakers on the planet. Beginning on Monday, the 23rd annual event runs until April 26 and will focus on “emphasizing the voices of Indigenous youth” like Gomes, who is now one of three co-chairs of the Global Indigenous Youth Caucus.
“We are intrinsically of our lands and of our waters, of our mountains and of our oceans, and then laying down our bodies in turn to preserve what we have left,” she said. “So I think that’s what I’m looking forward to, is just being with people who understand the walk that we walk and the honor and privilege that we do it with.”
The forum was established more than two decades ago as a permanent advisory body for Indigenous Peoples at the U.N., and is a uniquely influential venue for attendees to ensure their perspectives are heard. Indigenous Peoples and nations can’t vote at the U.N. like member states, but the forum has the ability to make official recommendations as an adviser to the Economic and Social Council, one of the six main U.N. bodies that helps facilitate multinational agreements on sustainable development. The forum has 16 members that serve three-year terms, with eight nominated by state governments and eight by Indigenous organizations.
“The importance of the Permanent Forum is that it puts pressure on other parts of the United Nations to take appropriate action regarding Indigenous Peoples,” said Andrea Carmen, executive director of the International Indian Treaty Council.
The existence of the forum is itself a product of Indigenous advocacy. Mililani Trask, a longtime Native Hawaiian activist and one of the first members of the Permanent Forum, said advocates used to have to sit and listen while U.N. members discussed issues relevant to them. She said that Indigenous advocates wanted a permanent space where they could speak on the floor.
“Once we were established as a body, it shifted the balance of power,” Trask said. It meant “we have a basis in working with governments in partnerships instead of going to the gun.”
Trask also said that the forum elevated Indigenous expertise.
“When the forum came into existence, it was the first time that non-white Indigenous international legal experts came to the forefront,” Trask said. Member states “didn’t think that we had any.”
She said the advisory body had a huge influence on the eventual adoption of the U.N. Declaration on the Rights of Indigenous Peoples five years later in 2007. The U.N. document outlines the rights of Indigenous Peoples and has been a key tool for Indigenous advocates who seek to hold states and corporations accountable for human rights violations. It’s not legally binding, but it provides an international standard that Indigenous people can point to when their rights are violated.
Just two years ago, the venue enabled the Yaqui Nation in Mexico to regain their sacred Maaso Kova from a museum in Stockholm, Sweden. The deer head is used in ceremonial dances and was taken as part of the colonial enslavement and suppression of the Yaqui people. The return of the Maaso Kova in 2022 was what The New York Times reported as the “first successful repatriation of cultural artifacts to an Indigenous group overseen by the United Nations under its Declaration of Indigenous Rights.”
Andrea Carmen, who is also Yaqui, said it wouldn’t have happened without the U.N. Permanent Forum on Indigenous Issues.
The forum doesn’t accept human rights complaints, or initiate investigations, like the special rapporteur on the rights of Indigenous Peoples. But veteran attendees like Carmen say it is an opportunity to meet high-level officials from the U.N. and state governments, bring awareness to important issues, and create community with other Indigenous Peoples from around the world. The latter is what Gomes is most looking forward to as she prepares her remarks to open Tuesday’s discussion on self-determination and Native youth.
“So many of us, although we’re young people, we’ve already experienced being land defenders and water defenders and literally using our physical bodies to defend Earth Mother,” she said.
This year’s focus will be on how to strengthen those self-determination rights with an eye toward Indigenous youth like Gomes. Gomes is hopeful that the theme will result in more youth attending for the first time. Bryan Bixcul, who is Maya Tz’utujil from Guatemala and works as an advocacy coordinator at the nonprofit Cultural Survival, is one of them.
“A lot of things are being discussed at the international level, but the implementation happens at the national level,” said Bixcul.
Among other events, he’s looking forward to a conversation on the first day of the forum about ongoing efforts to replace fossil fuel energy production with cleaner alternatives like solar and wind that release fewer carbon emissions. Indigenous Peoples’ territories are critical to the success of the energy transition as land they manage holds an estimated 80 percent of the world’s biodiversity, but new mining projects and conservation areas have frequently overlooked their rights. Last year, the Permanent Forum commissioned a group of experts to meet and discuss the green energy transition and its effect on Indigenous Peoples. The resulting report is on the agenda for this year’s forum and spells out a long list of ways that governments and corporations can and should respect Indigenous rights, such as passing laws to require clean energy projects to respect the right for Indigenous people to consent to projects on their land.
Bixcul is also helping to organize a workshop for youth on April 18 to help build solidarity and learn effective advocacy strategies to bring back home. Side events like this are a critical part of the gathering this week and next because they facilitate discussions and connections between activists who have to abide by official time limits for speeches during the main agenda.
“We think it’s very important for communities to outline their priorities — their self-determined priorities — so that as they are facing threats, now or in the future, they are prepared to be engaged in these conversations with corporations,” he said.
One tangible output of the forum will be a report that summarizes recommendations collected during the forum, which advocates can reference as they continue their work in their home countries and in other United Nations bodies. For example, in last year’s report, the Permanent Forum condemned the use of the term “Indigenous Peoples and local communities,” arguing that Indigenous Peoples should be separated from local communities instead of being lumped together, which could diminish the former’s rights. The IPLC acronym continues to be used, but Indigenous advocates have repeatedly pointed to the forum’s statement to bolster their argument for its disuse. They’re concerned that the language could have major implications for who gets access to global funding to mitigate climate change and whether Indigenous people get a say in land decisions, including the expansion of conservation areas.
Last year’s forum also called for the Intergovernmental Panel on Climate Change, or IPCC, to conduct a special report led by Indigenous experts to analyze climate change’s effects and opportunities for Indigenous peoples. The recommendation wasn’t immediately taken up by IPCC, but Carmen from the International Indigenous Treaty Council said that’s typical.
“These things take some time,” she said.
Many of the topics at this year’s Permanent Forum aren’t new: Last year, there was a particular focus on climate, and planned sessions on land defenders and militarization have been discussed before. But one agenda item that wasn’t there last year is a meeting with the president of the General Assembly to discuss the outcome document from the 2014 World Conference on Indigenous Peoples, a report from the General Assembly meeting a decade ago that lists a series of commitments by U.N. member states to Indigenous rights, such as implementing policies that promote the Declaration on the Rights of Indigenous Peoples.
Carmen said such a high-level meeting hasn’t happened for a few years and plans to use the opportunity to ask about the creation of a new U.N. body dedicated to the repatriation of Indigenous items.
The Permanent Forum can be challenging to navigate for Indigenous youth, especially those who are from more rural areas, need visas, or face language barriers. But Gomes said she has been inspired by how many Indigenous people attend despite such hurdles.
“We find a way to navigate in these systems that weren’t designed by us, or for us,” she said.
This story was originally published by Grist with the headline Your guide to the 2024 UN Permanent Forum on Indigenous Issues on Apr 15, 2024.
When the sharing economy took off in the 2010s and upended entire industries, the firmest proponents of the model heralded it as an economic revolution that would help slash emissions. Of all the ideas that emerged and dissolved over the years, shareable electric scooters seemed to possess the most promise for climate. Almost anyone with a smartphone and a credit card could grab one and ride it down the block or across town, eschewing automobiles.
Yet, as the industry matures and Lime — which, with operations in 280 cities worldwide, is the biggest player — moves further into its eighth year, researchers have shown that the eco-friendly dreams of shared micromobility have not materialized without problems. The true climate benefits of these fleets depends upon how companies deploy and manage them, and safety remains a concern as injuries climb. But industry leaders appear intent on ensuring their scooters are as sustainable and safe as possible.
“It’s really important as a company that has set a net-zero target by 2030,” said Andrew Savage, Lime’s head of sustainability, “that we walk the walk, and that we do everything we can to inspire the industries around us to decarbonize as well.”
The sustainability of shared micromobility is an active area of research in a fast-changing industry. Ultimately, researchers see two factors that determine the overall climate impact of e-scooters: how users ride them, and how operators manage them from manufacturing to disposal.
A recent survey of the latest research questioned whether the sharing economy is inherently sustainable, including a particular look at e-scooters. The survey found many researchers were repeatedly concerned with the question: “If riders hadn’t rented a scooter, how would they have gotten to their destination?” If someone would have walked instead of ridden, that person increased the emissions associated with that trip. But several studies, including one by the Portland Bureau of Transportation and another, funded by Lime, by a German research institute, have found that though anywhere from a third to well over half of scooter users would have walked instead, enough other trips that would have been taken by car were not. Shared scooters, on the whole, help reduce overall transportation emissions — often preventing 20 grams of CO2 emissions per mile ridden on a scooter.
The picture in urban landscapes, however, can get slightly more complicated when researchers consider how those providing the scooters retrieve them to charge, repair, or redistribute them to where people are likely to use them. Colin Murphy, director of research and consulting at the Shared Use Mobility Center, said that when operators use big cargo vans to manage their fleets, they can negate some of the emissions savings from users.
To address this, Savage said the company is improving its fleet logistics to reduce overall emissions. Lime’s scooters and bikes are now equipped with larger, swappable battery packs, which means they need to be charged less often, and when they do, fleet workers can drive around with a trunk full of battery packs rather than taking the scooter back to a warehouse, effectively cutting logistics emissions in half while ensuring scooters are available more often. Savage said the company has also bought over 140 electric vans to support those operations. Though that’s 10 times the number Lime had a few years ago, it’s still only one van for every two cities it operates in.
Savage said Lime is also working to reduce its impacts in other ways. For instance, in North America, “once vehicles arrive at port,” Savage said, “we are now using emissions-free trucking to get those to our distribution centers.” Beyond that, the company has designed a modular bike that makes it easier to swap out damaged parts, and parts that are beyond repair are often sent for recycling. And it has worked with one company, Gomi, to salvage cells from partially damaged batteries for use in what it says are zero-waste Bluetooth speakers.
But perhaps the most concerning hurdle the industry faces is also the one over which it has, in reality, the least direct control: rider safety. One study, released earlier this year by researchers at the University of California, Los Angeles, found that from 2017 to 2020 serious injuries for scooter riders rose threefold, just as revenues for the scooter-sharing industry shot from $10 million to nearly $450 million. This trend only continued into 2021 and 2022, with micromobility injuries increasing an average of 23 percent every year. And these weren’t just scrapes and bruises. The UCLA-led study found that scooter users were, compared to cyclists, more likely to end up with a broken arm or leg, require surgery, or even end up paralyzed. The researchers suspect that may be due, among other things, to riders often lacking safety gear.
Lime insists that it places safety first. But with most American cities designed to promote cars over all other forms of transit, the health of scooter users is, like those of pedestrians and cyclists, at risk once wheels hit pavement. Perhaps it should be no surprise that of the 30 people killed in 2018 while riding an e-scooter, 80 percent were struck by a car. This is why, if society wants to move away from cars as the default, Kailai Wang, who studies urban mobility at the University of Houston, believes urban areas need to invest in upgraded infrastructure like protected bike lanes that can make roads safer for non-automotive transport.
Of course, cars aren’t the only dangers e-scooter users, like cyclists, face. Poor road and sidewalk conditions can lead to serious injuries. And sometimes riders are their own enemy. According to some studies, first-time riders and late-night riders face elevated risks. Murphy, said that these are two areas where scooter-sharing platforms and local policymakers can step in.
For instance, he said that operators could artificially limit the max speed of a scooter during a user’s first few rides as they grow accustomed to the vehicle. In other cases, many cities prohibit e-scooter rides in the wee hours to prevent misuse. But “to the degree that these vehicles provide a real kind of transportation lifeline for some people,” Murphy said, “that’s almost when they’re at their most important.” For someone who ends a late shift after bus services end, an e-scooter might actually be their best, or only, means of getting home. This reality led the Chicago City Council, for example, to consider revising its own late-night prohibition.
As long as people have access to one of these vehicles when they need one, and a safe lane in which to ride it, shared micromobility can help cities move away from car-dependent transportation, slashing emissions in the process, by shifting transit from something material and energy-intensive to something low-impact and electric.
This story was originally published by Grist with the headline 8 years into America’s e-scooter experiment, what have we learned? on Apr 15, 2024.
In the wake of bans on U.S. exports of contaminated recyclables, many U.S. recycling programs…
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This story was originally published by WIRED and is reproduced here as part of the Climate Desk collaboration.
With its expanse of buildings and concrete, Mexico City may not look squishy — but it is. Ever since the Spanish conquistadors drained Lake Texcoco to make way for more urbanization, the land has been gradually compacting under the weight. It’s a phenomenon known as subsidence, and the result is grim: Mexico City is sinking up to 20 inches a year, unleashing havoc on its infrastructure.
That includes the city’s metro system, the second-largest in North America after New York City’s. Now, satellites have allowed scientists to meticulously measure the rate of sinking across Mexico City, mapping where subsidence has the potential to damage railways. “When you’re here in the city, you get used to buildings being tilted a little,” says Darío Solano‐Rojas, a remote-sensing scientist at the National Autonomous University of Mexico. “You can feel how the rails are wobbly. Riding the metro in Mexico City feels weird. You don’t know if it’s dangerous or not — you feel like it’s dangerous, but you don’t have that certainty.”
In a recent study in the journal Scientific Reports, Solano‐Rojas went in search of certainty. Using radar satellite data, he and his team measured how the elevation changed across the city between 2011 and 2020. Subsidence isn’t uniform; the rate depends on several factors. The most dramatic instances globally are due to the overextraction of groundwater: Pump enough liquid out and the ground collapses like an empty water bottle. That’s why Jakarta, Indonesia, is sinking up to 10 inches a year. Over in California’s San Joaquin Valley, the land has sunk as much as 28 feet in the past century, due to farmers pumping out too much groundwater.
A similar draining of aquifers is happening in Mexico City, which is gripped by a worsening water crisis. “The subsurface is like a sponge: We get the water out, and then it deforms, because it’s losing volume,” says Solano‐Rojas. How much volume depends on the underlying sediment in a given part of the city — the ancient lake didn’t neatly layer equal proportions of clay and sand in every area. “That produces a lot of different behaviors on the surface,” Solano‐Rojas adds.
Subsidence rates across Mexico City vary substantially, from 20 inches annually to not at all, where the city is built atop solid volcanic rock. This creates “differential subsidence,” where the land sinks differently not just square mile to square mile, or block to block, but square foot to square foot. If a road, railway, or building is sinking differently at one end than the other, it’ll destabilize.
That’s how you get the tilted road traffic barriers at Acatitla Station, shown above. And below, the deformation of tracks at Oceanía Station. If in either of these places the land was subsiding at a uniform rate, the tracks and road would also sink uniformly, and you might not have a problem. “We found that some of the segments of the metro system are moving faster” than it was designed for, says Solano‐Rojas. The study found that nearly half of elevated segments of the metro are experiencing differential subsidence. This would imply that they would need to be serviced before the system’s typical threshold of 50 years, at which point a segment would need rehabilitation or repair to continue optimal operation.
Sistema de Transporte Colectivo, which operates the Mexico City Metro, did not provide comment for this story after repeated inquiries.
A metro system by its nature is a sprawling web of lines: Mexico City’s includes 140 miles of tracks running underground in subways, aboveground as you can see above, and on elevated platforms. “It goes from areas that are really stable, to areas that are subsiding at 30 centimeters per year, or even almost 40 centimeters every year,” Solano‐Rojas. “So the goal here was to see where the most damage could be.”
That damage comes in a few forms. As the land sinks, it can create divots for rainwater to accumulate, causing flooding along railways. That can mess with the electrical system that powers the trains, Solano‐Rojas says.
And elevation changes can increase the grade of the rails. The metro’s trains are designed to operate on a maximum slope of 3.5 percent, Solano‐Rojas says, but some stretches of track are now double that due to subsidence. “Trains can get derailed very easily if there is a slight change in the leveling of the railways,” says Manoochehr Shirzaei, an environmental security expert at Virginia Tech who studies subsidence but wasn’t involved in the new paper. “Most of the infrastructure has certain thresholds; it tolerates a certain level of differential land subsidence. But often they don’t account for the rate that we see, for example, in Mexico City.”
Solano‐Rojas and his colleagues found subsidence in the area of an overpass near the Olivos station, which collapsed in 2021 while a Metro train was traveling over it. “We did part of this analysis before 2021, and we detected that that area was having differential displacements,” says Solano‐Rojas. “We were like, ‘Oh, yeah, it looks like something could be happening here in the future.’ We think that it’s not a coincidence that we found this.” Solano‐Rojas was careful to say that the potential contribution of subsidence to the disaster would require further evaluation, and official investigations have cited construction errors and do not mention subsidence.
For this study, the researchers looked at the metro infrastructure above ground, not the subway segments — basically, the parts of the system they could verify visually. (The photo below shows the differential subsidence of columns supporting an overpass.) But by providing the system’s operators with information on how quickly its infrastructure might be subsiding, their work can hopefully inform interventions. Engineers can add material underneath railways, for instance, to restore lost elevation. Bolstering subways, though, could be much more challenging. “We don’t have a concrete solution for that,” says Shirzaei. “In most cases, when that happens, it just results in shutting down the project and trying to open a new lane.”
This isn’t just Mexico City’s problem. Earlier this year, Shirzaei and his colleagues found that the East Coast’s infrastructure is in serious trouble due to slower — yet steady — subsidence. They calculated that 29,000 square miles of the Atlantic Coast are exposed to sinking of up to 0.08 inches a year, affecting up to 14 million people and 6 million properties. Some 1,400 square miles are sinking up to 0.20 inches a year.
Differential subsidence is not only threatening railways, the researchers found, but all kinds of other critical infrastructure, like levees and airports. A metropolis like New York City has the added problem of sheer weight pushing down on the ground, which alone leads to subsidence. The Bay Area, too, is sinking. On either coast, subsidence is greatly exacerbating the problem of sea level rise: The land is going down just as the water is coming up.
Wherever in the world it’s happening, people have to stop overextracting groundwater to slow subsidence. Newfangled systems are already relieving pressure on aquifers. It’s getting cheaper and cheaper to recycle toilet water into drinking water, for instance. And more cities are deploying “sponge” infrastructure — lots of green spaces that allow rainwater to soak into the underlying aquifer, essentially reinflating the land to fend off subsidence. Such efforts are increasingly urgent as climate change exacerbates droughts in many parts of the world, including Mexico City, putting ever more pressure on groundwater supplies.
With increasing satellite data, cities can get a better handle on the subsidence they can’t immediately avoid. “I really feel like governments have a chance to use these kinds of studies to have a more structured plan of action,” says Solano‐Rojas.
This story was originally published by Grist with the headline Mexico City’s metro system is sinking fast. Yours could be next. on Apr 14, 2024.
This story was originally published by Capital & Main.
When it comes to reducing greenhouse gas emissions and watershed protection, several downballot elections this year in a handful of states could have a major effect in the transition away from fossil fuel.
The media tend to ignore such contests, which attract far fewer voters than big federal and state elections. But board members of public utilities in Arizona and Nebraska are up for election in coming months, and the results of those contests could potentially transform energy policy for millions of Americans.
The elections come amid growing concern about the role of money in such races and in the wake of headline-grabbing corruption scandals at utilities across the country. Utility fraud and corruption — in Florida, Illinois, Mississippi, Ohio, and South Carolina — has cost electricity customers at least $6.6 billion, according to an analysis by news nonprofit Floodlight, which noted that “some power companies embrace — or seek to block — the transition away from fossil fuels toward wind, solar, hydrogen, and nuclear, which produce fewer greenhouse gasses.”
On April 2, six clean-energy candidates won seats on two boards of the Salt River Project, a not-for-profit utility that provides water and power to more than 2 million people living in central Arizona. It’s one of the largest public power companies in the country. Critics say that it’s also one of the biggest contributors in the Western U.S. to greenhouse gas emissions since it relies on coal, oil, and natural gas to generate more than two-thirds of its energy. Arizona is the sunniest state in the country, yet the Salt River Project gets only 3.4 percent of its energy from solar, lagging behind the state overall, which gets 10 percent from solar.
Though they didn’t win a majority of the board, the new clean energy members could have a greater role shaping the energy future of Phoenix, the fifth-largest city in the U.S. with a population of more than 1.6 million. The election attracted controversy due to rules limiting voter eligibility to property owners and not all rate payers in the district — it also got the attention of famed environmental activists like Bill McKibben, leader of the climate campaign group 350.org.
Some of the incumbent board members have served for decades because of an election system set up in the early 1900s — when the Valley of the Sun was settled by farmers and ranchers — that allows only property owners to vote and apportions votes by acreage. The more land you own, the more votes you get.
As a result, most of the utility’s customers don’t have a say in choosing the leadership of a body that sets their energy rates and decides what energy sources they use to generate electricity.
The clean energy advocates promise to accelerate solar deployments, adjust rates to incentivize the use of rooftop solar, and strengthen watershed protection in a region that is increasingly suffering from drought and extreme heat. In 2023, Phoenix saw a record 54 days when the temperature hit 110 degrees.
“We call ourselves the Valley of the Sun for a reason,” said Randy Miller, a winning Salt River Project board member who supports the slate of clean energy candidates and was motivated to run several years ago when he was told that his energy rates would nearly triple since he installed rooftop solar on his home. “I couldn’t believe it, the nearby ASP [Arizona Public Service] district has more than triple the amount of rooftop solar. Higher rates are a complete disincentive to getting solar power. We need new leadership on the board.”
The candidates were especially motivated in light of a state commission’s recent decision to scrap its renewable energy standard, the only state to take such action, according to solar industry advocates. That body, the Arizona Corporation Commission, also has an election coming up in August.
Longtime board member Stephen H. Williams, who defeated one of the clean-energy candidates, did not return calls from Capital & Main for comment.
The current board members running for reelection had pushed back against the new candidates, sending out flyers touting “40 combined years of providing affordable and reliable power and water” and citing sustainability as one of their concerns. They criticized what they called an attempted “takeover” by “ideological extremists,” claiming that Salt River Project “has managed to reduce carbon intensity by 35 percent since 2005, despite the dramatic growth happening in our service area.”
The insurgents in the Salt River Project race had hoped to emulate Nebraska, where clean-energy advocates won three seats in 2016 on the heavily rural Nebraska Public Power District. That helped tip the balance of power and led the board to vote 9-2 in 2021 to aim for net-zero emissions in the utility’s generation by 2050. As a result, with the state’s other two major power utilities already making similar pledges in recent years, Nebraska became the first GOP-dominated state to commit to net-zero electricity emissions.
The end result was a long-sought goal of climate activists and environmental groups, such as the Nebraska Conservation Voters and the Sierra Club, which poured money into the 2018 and 2020 races. Before that, such races were sleepy affairs with incumbents running unopposed. The unprecedented level of campaign contributions sparked debate in this year’s election cycle, with some state lawmakers recently pushing to make the elections partisan so that voters have a better idea of each candidate’s agenda.
“Nebraskans support clean energy” but the utilities didn’t reflect those values — and so it became a matter of organizing and educating voters, said Chelsea Johnson, deputy director of Nebraska Conservation Voters, describing recent election results. “You can have a really big impact running for these local offices.”
This story was originally published by Grist with the headline The downballot races that could transform energy policy in Arizona and Nebraska on Apr 13, 2024.
The Australian Marine Conservation Society (AMCS) has released video footage showing that the southern portion of the Great Barrier Reef is suffering from deep-sea coral bleaching, reported The Guardian.
The footage shows that the bleaching extends at least as far down as 59.1 feet — the deepest reported during this mass bleaching event, a press release from AMCS said. Some of the corals have begun to die in the face of record marine heat waves.
“I feel devastated. This bleaching event is the worst I have seen. It’s a severe bleaching event,” said Dr. Selina Ward, University of Queensland’s former academic director of the Heron Island Research Station, in the press release.
Ward reported extensive coral bleaching at all 16 southern Great Barrier Reef sites she had visited, saying it was the worst she had seen in three decades.
“I’ve been working on the Reef since 1992 but this [mass coral bleaching event], I’m really struggling with. The diversity of species involved has been hard to deal with. Look at bleached areas, there are many different species that are bleached – many of which are pretty resistant to bleaching so it’s not a pleasant one,” Ward added.
Last week, aerial survey data showed that 75 percent of the reef had experienced bleaching during the current bleaching event, with much of it classed as “high to extreme bleaching.”
During climate change-driven marine heat waves, extended periods of warmer ocean temperatures cause corals to become stressed, which leads them to expel the algae that live in a symbiotic relationship with them. These algae not only give corals their colorful appearance, but they are also their main source of energy, so long periods without them can lead to starvation.
“This new footage shows extensive coral bleaching in southern reefs, but there are images from the central and northern parts that show bleaching is extensive and severe in some of those areas too. Although in-water surveys will take months, the Great Barrier Reef Marine Park Authority has completed the aerial surveys but only released the data. The authority must urgently release the maps to show to the public the extent and severity of this bleaching event,” said Dr. Lissa Schindler, campaign manager with AMCS, in the press release.
Some southern reef areas have seen elevated water temperatures lasting for a record 14.57 weeks, smashing the previous 11.8-week record set in April of 2020, according to National Oceanic and Atmospheric Administration data.
“The Great Barrier Reef is experiencing an unprecedented fifth mass coral bleaching in eight years. This is worse than the past two mass bleaching events – in 2020 and 2022 – and we may discover as bad as the worst bleaching on record in 2016,” Schindler said. “The Reef has never experienced such extended marine heatwaves before.”
Last week, the Great Barrier Reef Marine Park Authority said surveys of 1,000-plus individual reefs showed that more than 50 percent were experiencing “high or very high” bleaching levels, with less than 10 percent showing “extreme bleaching,” The Guardian reported. About a quarter of the reefs were relatively unaffected.
“Coral species, which were considered resilient in previous marine heatwaves, are this time bleached. We are already seeing coral dying from this level of heat exposure but expect to see more across multiple coral species,” Schindler said in the press release. “The Great Barrier Reef is a global icon, home to thousands of species and worth $6 billion annually to the economy. If this was a bushfire it would be declared a national disaster but because it is underwater and out of sight, it is not getting the attention it should by our leaders.”
Schindler emphasized that, as the reef’s custodian, the Great Barrier Reef Marine Park Authority needs to play a bigger role in addressing threats to the reef related to climate change.
“The Australian Government must lift its emissions reduction targets in line with keeping global warming to 1.5°C – a critical threshold for coral reefs. Australia’s current emissions reduction target of 43% by 2030 is consistent with a 2°C warming pathway, which equates to the loss of 99% of the world’s coral reefs. If the Albanese government is serious about its commitment to UNESCO to protect the Reef, then it must commit to net-zero emissions by 2035 and stop approving new fossil fuel projects,” Schindler said.
The Great Barrier Reef’s plight is directly related to human-caused climate change, and no time must be lost in addressing and mitigating the source of the crisis, Ward explained.
“This bleaching event again brings us to the question, what are we doing to stop the Reef from being lost? I can’t help but wonder what it is going to take for the right decisions to be made. We are really running out of time. We need to reduce our [greenhouse gas] emissions immediately. We cannot expect to save the Great Barrier Reef and be opening new fossil fuel developments. It’s time to act and there are no more excuses,” Ward said in the press release.
The post Great Barrier Reef Suffering Record Coral Bleaching With Damage 59 Feet Below the Surface appeared first on EcoWatch.
The Department of Energy, or DOE, announced Friday that it’s strengthening energy efficiency requirements for light bulbs in U.S. markets, in a move anticipated to save Americans $27 billion on their utility bills over 30 years. The DOE estimates that the new standards will prevent 70 million metric tons of carbon from being emitted over 30 years — equivalent to the annual emissions of 9 million homes.
According to the new rule, light bulbs sold or imported after 2028 must have an efficiency level of at least 120 lumens per watt, almost triple the current minimum standard. Under the new standard, a light bulb as bright as an old-school 60-watt incandescent bulb would require no more than 6.5 watts of electricity.
The federal government has already once strengthened its efficiency standards under the Biden administration. Last year, the classic Edison-style incandescent bulb was almost entirely phased out. (That rule, which set the current efficiency standard of 45 lumens per watt, actually predates Biden’s presidency and was initially scheduled by Congress to go into effect in 2020, but it was delayed by the Trump administration.)
By 2028, when the new standards kick in, the DOE predicts that some 98 percent of new bulbs sold in the U.S. will be LEDs.
The federal standards do not prescribe a particular kind of bulb for common household usage, but merely mandate minimum efficiency levels. And they only apply to new sales and imports; no one is required to replace the bulbs already in their homes.
Exemptions are carved out for certain types of bulbs, like oven lights, where LEDs are unsuitable because they don’t perform well under high heat.
Andrew deLaski, the executive director of the Appliance Standards Awareness Project, a coalition of energy efficiency proponents, said the trend toward greater efficiency has made a difference in the battle against global warming — especially since the widespread adoption of LEDs.
“What was a 60 watt light bulb now uses, say, 9 or 10 watts,” deLaski said. “That’s a big reduction in energy use, which means less fossil fuels being burned in power plants which leads to climate change. But even an efficient technology can get better.”
Those improvements are already on their way, as lighting manufacturers have been steadily increasing efficiency in light bulbs for years, driven by economic incentives as well as federal regulation. Lighting manufacturers weighed in on the new standard during the federal rulemaking process.
“The modern LED light bulb is a much better light bulb than the one you bought five years ago, way way better than the one you bought ten years ago, and in another universe than the CFL [ compact fluorescent lamp] that you can’t even buy anymore,” said deLaski.
The new federal standards effectively guarantee that these innovations are shared across the market, ensuring “that all the choices available in stores and from internet sellers are going to be LEDs that incorporate the latest efficiency technologies,” deLaski said.
This story was originally published by Grist with the headline The lowly light bulb is the Biden administration’s latest climate-fighting tool on Apr 12, 2024.
The Biden administration has announced almost $830 million in grants to support 80 projects across the country to improve aging roadways. The goal of the investments is to make transportation infrastructure more extreme weather-resilient in the face of heat waves, flooding, sea-level rise and other impacts related to climate change.
The first-of-their-kind awards are being funded by the Bipartisan Infrastructure Law’s Promoting Resilient Operations for Transformative, Efficient and Cost-saving Transportation (PROTECT) Discretionary Grant Program, coupled with current PROTECT Formula funding already going to states for similar projects, a press release from the United States Department of Transportation’s Federal Highway Administration (FHWA) said.
“We have seen far too many examples of transportation infrastructure being shut down or damaged by extreme weather, which is more extreme and more frequent in this time of climate change,” Pete Buttigieg, U.S. Secretary of Transportation, said before the announcement, as The Associated Press reported. “America’s infrastructure was not built for the climate that we have today, and the consequences of this are very real and being felt by people in every part of the country.”
Through the Inflation Reduction Act and Bipartisan Infrastructure Law, more than $50 billion has been dedicated to climate adaptation and resilience through the establishment of a National Climate Resilience Framework to advance climate resilience strategies for local communities.
The U.S. transportation system was designed and built mostly before today’s more frequent and severe extreme weather events, which are causing increasing damage to transportation infrastructure, the press release said.
The PROTECT program will be put toward projects to strengthen roads, highways, bridges, public transportation, ports, pedestrian facilities and intercity passenger rail. Increasing their resilience will reduce costs in the short- and long-term by minimizing future reconstruction and maintenance needs.
“From wildfires shutting down freight rail lines in California to mudslides closing down a highway in Colorado, from a drought causing the halt of barge traffic on the Mississippi River to subways being flooded in New York, extreme weather, made worse by climate change, is damaging America’s transportation infrastructure, cutting people off from getting to where they need to go, and threatening to raise the cost of goods by disrupting supply chains,” Buttigieg said in the press release.
Four types of grants are being awarded by FHWA in 37 different states, the Virgin Islands and the District of Columbia.
“Every community in America knows the impacts of climate change and extreme weather, including increasingly frequent heavy rain and flooding events across the country and sea-level rise that is inundating infrastructure in coastal states,” said Shailen Bhatt, FHWA administrator, in the press release. “This investment from the Biden-Harris Administration will ensure our infrastructure is built to withstand more frequent and unpredictable extreme weather, which is vitally important for people and businesses that rely on roads and bridges being open to keep our economy moving.”
Disadvantaged communities are often most at risk from hazards, and the grant program will help further environmental justice by addressing these communities’ needs.
“The program encouraged applicants from all levels of government — from local governments and Tribes to state DOTs — to apply for PROTECT discretionary-grant funding,” the press release said. “Consistent with the objectives of the National Climate Resilience Framework, these awards will help these communities across the country become not only more resilient, but also more safe, healthy, equitable, and economically strong.”
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Wizz Air, a budget airline based in Hungary, has placed an order for sustainable aviation fuel (SAF) made from human waste.
The SAF is developed by a Bristol, UK-based startup, Firefly, which has come up with a way to turn treated sewage into fuel. Wizz Air recently placed an order for up to 525,000 metric tons of SAF for over the next 15 years from Firefly as a way of investing in the idea, The Guardian reported.
“Alongside fleet renewal and operational efficiency, sustainable aviation fuel (SAF) plays a crucial role in reducing carbon emissions from aviation,” Yvonne Moynihan, corporate and ESG officer at Wizz Air, shared in a press release. “Our investment in Firefly, which has the potential to reduce our lifecycle emissions by 100,000 tonnes CO2-eq per year, underscores our commitment to mainstream the use of SAF in our operations by 2030.”
According to the International Energy Agency, the aviation industry is responsible for about 2% of global carbon emissions, but advancements such as SAF can reduce the impact of air travel. However, as The Guardian reported, developing SAF can be cost- and resource-restrictive. It can be more expensive to develop than conventional aviation fuel, and many SAFs rely on materials with limited stocks, such as spent cooking oil or other food waste.
But Firefly noted that there is a large source of biosolids from treated sewage that otherwise has little value and could be less expensive to turn into SAFs compared to other materials. The sewage sludge can also be blended with up to 50% conventional fuel made from kerosene without needing to redesign or modify aircraft engines, Yahoo! Finance reported.
Firefly’s fuel is still undergoing regulatory testing, but the company has plans to construct a factory for its operations in Harwich in Essex, England, Yahoo! Finance reported. Anglian Water, a utility company, has agreed to supply the biosolids for the facility to turn into SAF. Firefly said it expects to start supplying the SAF by 2028 or 2029.
In addition to helping the airline meet its goal of powering 10% of flights with SAF by 2030, the order for Firefly’s SAF could also help Wizz Air meet the EU’s regulations, which will require 20% SAF for flights starting in the EU by 2030 and 70% SAF by 2050.
“However, achieving our aspiration requires a significant ramp-up of SAF production and deployment,” Moynihan said. “Therefore, we call on policymakers to address barriers to SAF deployment at scale by incentivising production, providing price support, and embracing additional sustainable feedstocks for biofuel production.”
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