California’s Other Drought: A Major Earthquake Is Overdue
By Richard Aster
California earthquakes are a geologic inevitability. The state straddles the North American and Pacific tectonic plates and is crisscrossed by the San Andreas and other active fault systems. The magnitude 7.9 earthquake that struck off Alaska's Kodiak Island on Jan. 23, was just the latest reminder of major seismic activity along the Pacific Rim.
Tragic quakes that occurred in 2017 near the Iran-Iraq border and in central Mexico, with magnitudes of 7.3 and 7.1, respectively, are well within the range of earthquake sizes that have a high likelihood of occurring in highly populated parts of California during the next few decades.
The earthquake situation in California is actually more dire than people who aren't seismologists like myself may realize. Although many Californians can recount experiencing an earthquake, most have never personally experienced a strong one. For major events, with magnitudes of 7 or greater, California is actually in an earthquake drought. Multiple segments of the expansive San Andreas Fault system are now sufficiently stressed to produce large and damaging events.
The good news is that earthquake readiness is part of the state's culture, and earthquake science is advancing—including much improved simulations of large quake effects and development of an early warning system for the Pacific coast.
The Last Big One
California occupies a central place in the history of seismology. The April 18, 1906 San Francisco earthquake (magnitude 7.8) was pivotal to both earthquake hazard awareness and the development of earthquake science—including the fundamental insight that earthquakes arise from faults that abruptly rupture and slip. The San Andreas Fault slipped by as much as 20 feet (six meters) in this earthquake.
Although ground-shaking damage was severe in many places along the nearly 310-mile (500-kilometer) fault rupture, much of San Francisco was actually destroyed by the subsequent fire, due to the large number of ignition points and a breakdown in emergency services. That scenario continues to haunt earthquake response planners. Consider what might happen if a major earthquake were to strike Los Angeles during fire season.
When a major earthquake occurs anywhere on the planet, modern global seismographic networks and rapid response protocols now enable scientists, emergency responders and the public to assess it quickly—typically, within tens of minutes or less—including location, magnitude, ground motion and estimated casualties and property losses. And by studying the buildup of stresses along mapped faults, past earthquake history, and other data and modeling, we can forecast likelihoods and magnitudes of earthquakes over long time periods in California and elsewhere.
However, the interplay of stresses and faults in the Earth is dauntingly chaotic. And even with continuing advances in basic research and ever-improving data, laboratory and theoretical studies, there are no known reliable and universal precursory phenomena to suggest that the time, location and size of individual large earthquakes can be predicted.
Major earthquakes thus typically occur with no immediate warning whatsoever, and mitigating risks requires sustained readiness and resource commitments. This can pose serious challenges, since cities and nations may thrive for many decades or longer without experiencing major earthquakes.
California's Earthquake Drought
The 1906 San Francisco earthquake was the last quake greater than magnitude 7 to occur on the San Andreas Fault system. The inexorable motions of plate tectonics mean that every year, strands of the fault system accumulate stresses that correspond to a seismic slip of millimeters to centimeters. Eventually, these stresses will be released suddenly in earthquakes.
But the central-southern stretch of the San Andreas Fault has not slipped since 1857, and the southernmost segment may not have ruptured since 1680. The highly urbanized Hayward Fault in the East Bay region has not generated a major earthquake since 1868.
Reflecting this deficit, the Uniform California Earthquake Rupture Forecast estimates that there is a 93 percent probability of a 7.0 or larger earthquake occurring in the Golden State region by 2045, with the highest probabilities occurring along the San Andreas Fault system.
Above: Perspective view of California's major faults, showing forecast probabilities estimated by the third Uniform California Earthquake Rupture Forecast. The color bar shows the estimated percent likelihood of a magnitude 6.7 or larger earthquake during the next 30 years, as of 2014. Note that nearly the entire San Andreas Fault system is red on the likelihood scale due to the deficit of large earthquakes during and prior to the past century.
Can California Do More?
California's population has grown more than 20-fold since the 1906 earthquake and currently is close to 40 million. Many residents and all state emergency managers are widely engaged in earthquake readiness and planning. These preparations are among the most advanced in the world.
For the general public, preparations include participating in drills like the Great California Shakeout, held annually since 2008, and preparing for earthquakes and other natural hazards with home and car disaster kits and a family disaster plan.
No California earthquake since the 1933 Long Beach event (6.4) has killed more than 100 people. Quakes in 1971 (San Fernando, 6.7); 1989 (Loma Prieta; 6.9); 1994 (Northridge; 6.7); and 2014 (South Napa; 6.0) each caused more than US$1 billion in property damage, but fatalities in each event were, remarkably, dozens or less. Strong and proactive implementation of seismically informed building codes and other preparations and emergency planning in California saved scores of lives in these medium-sized earthquakes. Any of them could have been disastrous in less-prepared nations.
Nonetheless, California's infrastructure, response planning and general preparedness will doubtlessly be tested when the inevitable and long-delayed "big ones" occur along the San Andreas Fault system. Ultimate damage and casualty levels are hard to project, and hinge on the severity of associated hazards such as landslides and fires.
Several nations and regions now have or are developing earthquake early warning systems, which use early detected ground motion near a quake's origin to alert more distant populations before strong seismic shaking arrives. This permits rapid responses that can reduce infrastructure damage. Such systems provide warning times of up to tens of seconds in the most favorable circumstances, but the notice will likely be shorter than this for many California earthquakes.
Early warning systems are operational now in Japan, Taiwan, Mexico and Romania. Systems in California and the Pacific Northwest are presently under development with early versions in operation. Earthquake early warning is by no means a panacea for saving lives and property, but it represents a significant step toward improving earthquake safety and awareness along the West Coast.
Managing earthquake risk requires a resilient system of social awareness, education and communications, coupled with effective short- and long-term responses and implemented within an optimally safe built environment. As California prepares for large earthquakes after a hiatus of more than a century, the clock is ticking.
Reposted with permission from our media associate The Conversation.
By 2035, every new car and truck sold in the U.S. could be an EV, a new report says.
Accelerations in technology and especially battery affordability, paired with new policy, mean the dramatic transition would save American drivers $2.7 trillion by 2050, an average savings of $1,000 per household per year.
The ramp up in EV production would also create 2 million new jobs by 2035. Battery prices have fallen 74% since 2014, and their unexpectedly rapid fall is a key driver of the cost savings.
EVs are far simpler mechanically, and more efficient, than internal combustion engine (ICE) vehicles, which translates to reduced climate pollution and lower costs for consumers.
Strengthened vehicle efficiency standards and investment in fast charging infrastructure are needed to accelerate the transition, which would prevent 150,000 premature deaths and save $1.3 trillion in health environmental costs by 2050.
For a deeper dive:
Thousands of Superfund sites exist around the U.S., with toxic substances left open, mismanaged and dumped. Despite the high levels of toxicity at these sites, nearly 21 million people live within a mile of one of them, according to the U.S. Environmental Protection Agency (EPA).
Currently, more than 1,300 Superfund sites pose a serious health risk to nearby communities. Based on a new study, residents living close to these sites could also have a shorter life expectancy.
Published in Nature Communications, the study, led by Hanadi S. Rifai, a professor of civil and environmental engineering at the University of Houston, and a team of researchers, found that living in nearby zip codes to Superfund sites resulted in a decreased life expectancy of more than two months, the University of Houston reported.
"We have ample evidence that contaminant releases from anthropogenic sources (e.g., petrochemicals or hazardous waste sites) could increase the mortality rate in fence-line communities," Rifai told the University of Houston. "Results showed a significant difference in life expectancy among census tracts with at least one Superfund site and their neighboring tracts with no sites."
The study pulled data from 65,000 census tracts – defined geographical regions – within the contiguous U.S., The Guardian reported. With this data, researchers found that for communities that are socioeconomically challenged, this life expectancy could decrease by up to a year.
"It was a bit surprising and concerning," Rifai told The Guardian. "We weren't sure [when we started] if the fact that you are socioeconomically challenged would make [the Superfund's effects] worse."
The research team, for example, found that the presence of a Superfund site in a census tract with a median income of less than $52,580 could reduce life expectancy by seven months, the University of Houston reported.
Many of these toxic sites were once used as manufacturing sites during the Second World War. Common toxic substances that are released from the sites into the air and surface water include lead, trichlorethylene, chromium, benzene and arsenic – all of which can lead to health impacts, such as neurological damage among children, The Union of Concerned Scientists wrote in a blog.
"The EPA has claimed substantial recent progress in Superfund site cleanups, but, contrary to EPA leadership's grandiose declarations, the backlog of unfunded Superfund cleanups is the largest it has been in the last 15 years," the Union wrote.
Delayed cleanup could become increasingly dangerous as climate change welcomes more natural hazards, like wildfires and flooding. According to a Government Accountability Office report, for example, climate change could threaten at least 60 percent of Superfund sites in the U.S., AP News reported.
During the summer of 2018, a major wildfire took over the Iron Mountain Superfund site near Redding, CA, ruining wastewater treatment infrastructure that is responsible for capturing 168 million gallons of acid mine drainage every month, NBC News reported.
"There was this feeling of 'My God. We ought to have better tracking of wildfires at Superfund locations,'" Stephen Hoffman, a former senior environmental scientist at the EPA, told NBC News. "Before that, there wasn't a lot of thought about climate change and fire. That has changed."
In the study, researchers also looked at the impacts of floodings on Superfund sites, which could send toxins flowing into communities and waterways.
"When you add in flooding, there will be ancillary or secondary impacts that can potentially be exacerbated by a changing future climate," Rifai told the University of Houston. "The long-term effect of the flooding and repetitive exposure has an effect that can transcend generations."
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A weather research station on a bluff overlooking the sea is closing down because of the climate crisis.
The National Weather Service (NWS) station in Chatham, Massachusetts was evacuated March 31 over concerns the entire operation would topple into the ocean.
"We had to say goodbye to the site because of where we are located at the Monomoy Wildlife Refuge, we're adjacent to a bluff that overlooks the ocean," Boston NWS meteorologist Andy Nash told WHDH at the time. "We had to close and cease operations there because that bluff has significantly eroded."
Chatham is located on the elbow of Cape Cod, a land mass extending out into the Atlantic Ocean that has been reshaped and eroded by waves and tides over tens of thousands of years, The Guardian explained. However, sea level rise and extreme weather caused by the climate crisis have sped that change along.
"It's an extremely dynamic environment, which is obviously a problem if you are building permanent infrastructure here," Andrew Ashton, an associate scientist at Cape-Cod based Woods Hole Oceanographic Institution, told The Guardian. "We are putting our foot on the accelerator to make the environment even more dynamic."
This was the case with the Chatham weather station. It used to be protected from the drop into the ocean by about 100 feet of land. However, storm action in 2020 alone washed away as much as six feet of land a day.
"We'd know[n] for a long time there was erosion but the pace of it caught everyone by surprise," Nash told The Guardian. "We felt we had maybe another 10 years but then we started losing a foot of a bluff a week and realized we didn't have years, we had just a few months. We were a couple of storms from a very big problem."
The Chatham station was part of a network of 92 NWS stations that monitor temperature, pressure, humidity, wind speed and direction and other data in the upper atmosphere, The Cape Cod Chronicle explained. The stations send up radiosondes attached to weather balloons twice a day to help with weather research and prediction. The Chatham station, which had been observing this ritual for the past half a century, sent up its last balloon the morning of March 31.
"We're going to miss the observations," Nash told The Cape Cod Chronicle. "It gives us a snapshot, a profile of the atmosphere when the balloons go up."
The station was officially decommissioned April 1, and the two buildings on the site will be demolished sometime this month. The NWS is looking for a new location in southeastern New England. In the meantime, forecasters will rely on data from stations in New York and Maine.
Nash said the leavetaking was bittersweet, but inevitable.
"[M]other nature is evicting us," he told The Cape Cod Chronicle.
By Douglas Broom
- If online deliveries continue with fossil-fuel trucks, emissions will increase by a third.
- So cities in the Netherlands will allow only emission-free delivery vehicles after 2025.
- The government is giving delivery firms cash help to buy or lease electric vehicles.
- The bans will save 1 megaton of CO2 every year by 2030.
Cities in the Netherlands want to make their air cleaner by banning fossil fuel delivery vehicles from urban areas from 2025.
"Now that we are spending more time at home, we are noticing the large number of delivery vans and lorries driving through cities," said Netherlands environment minister Stientje van Veldhoven, announcing plans to ban all but zero-emission deliveries in 14 cities.
"The agreements we are setting down will ensure that it will be a matter of course that within a few years, supermarket shelves will be stocked, waste will be collected, and packages will arrive on time, yet without any exhaust fumes and CO2 emissions," she added.
She expects 30 cities to announce zero emission urban logistics by this summer. City councils must give four years' notice before imposing bans as part of government plans for emission-free road traffic by 2050. The city bans aim to save 1 megaton of CO2 each year by 2030.
Help to Change
To encourage transport organizations to go carbon-free, the government is offering grants of more than US$5,900 to help businesses buy or lease electric vehicles. There will be additional measures to help small businesses make the change.
The Netherlands claims it is the first country in the world to give its cities the freedom to implement zero-emission zones. Amsterdam, Rotterdam and Utrecht already have "milieuzones" where some types of vehicles are banned.
Tilburg, one of the first wave of cities imposing the Dutch ban, will not allow fossil-fuelled vehicles on streets within its outer ring road and plans to roll out a network of city-wide electric vehicle charging stations before the ban comes into effect in 2025.
"Such initiatives are imperative to improve air quality. The transport of the future must be emission-free, sustainable, and clean," said Tilburg city alderman Oscar Dusschooten.
Europe Takes Action
Research by Renault shows that many other European cities are heading in the same direction as the Netherlands, starting with Low Emission Zones of which Germany's "Umweltzone" were pioneers. More than 100 communes in Italy have introduced "Zonas a traffico limitato."
Madrid's "zona de baja emisión" bans diesel vehicles built before 2006 and petrol vehicles from before 2000 from central areas of the city. Barcelona has similar restrictions and the law will require all towns of more than 50,000 inhabitants to follow suit.
Perhaps the most stringent restrictions apply in London's Ultra Low Emission Zone (ULEZ), which charges trucks and large vehicles up to US$137 a day to enter the central area if they do not comply with Euro 6 emissions standards. From October, the ULEZ is being expanded.
Cities are responsible for around 75% of CO2 emissions from global final energy use, according to the green thinktank REN21 - and much of these come from transport. Globally, transport accounts for 24% of world CO2 emissions.
The Rise of Online Shopping
Part of the reason for traffic in urban areas is the increase in delivery vehicles, as online shopping continues to grow. Retailer ecommerce sales are expected to pass $5billion in 2022, according to eMarketer.
The World Economic Forum's report The Future of the Last-Mile Ecosystem, published in January 2020, estimates that e-commerce will increase the number of delivery vehicles on the roads of the world's 100 largest cities by 36% by 2030.
If all those vehicles burn fossil fuels, the report says emissions will increase by 32%. But switching to all-electric delivery vehicles would cut emissions by 30% from current levels as well as reducing costs by 25%, the report says.
Other solutions explored in the report include introducing goods trams to handle deliveries alongside their passenger-carrying counterparts and increased use of parcel lockers to reduce the number of doorstep deliveries.
Reposted with permission from the World Economic Forum.
The bill, SB467, would have prohibited fracking and other controversial forms of oil extraction. It would also have banned oil and gas production within 2,500 feet of a home, school, hospital or other residential facility. The bill originally set the fracking ban for 2027, but amended it to 2035, The AP reported.
"Obviously I'm very disappointed," State Sen. Scott Wiener (D-San Francisco), one of the bill's two introducers, told the Los Angeles Times. "California really has not done what it needs to do in terms of addressing the oil problem. We have communities that are suffering right now, and the Legislature has repeatedly failed to act."
The bill was introduced after California Gov. Gavin Newsom said he would sign a fracking ban if it passed the legislature, though his administration has continued to issue permits in the meantime, Forbes reported. Newsom has also spoken in favor of a buffer zone between oil and gas extraction and places where people live and learn, according to the Los Angeles Times. The latter is a major environmental justice issue, as fossil fuel production is more likely to be located near Black and Latinx communities.
Urban lawmakers who want California to lead on the climate crisis supported the bill, while inland lawmakers in oil-rich areas concerned about jobs opposed it. The oil and gas industry and trade unions also opposed the bill.
This opposition meant the bill failed to get the five votes it needed to move beyond the Senate's Natural Resources and Water Committee. Only four senators approved it, while Democrat Sen. Susan Eggman of Stockton joined two Republicans to oppose it, and two other Democrats abstained.
Eggman argued that the bill would have forced California to rely on oil extracted in other states.
"We're still going to use it, but we're going to use it from places that produce it less safely," Eggman told The AP. She also said that she supported the transition away from fossil fuels, but thought the bill jumped the gun. "I don't think we're quite there yet, and this bill assumes that we are," she added.
Historically, California has been a major U.S. oil producer. Its output peaked in 1986 at 1.1 million barrels a day, just below Texas and Alaska, according to Forbes. However, production has declined since then making it the seventh-most oil-producing state.
Still, California's fossil fuel industry is at odds with state attempts to position itself as a climate leader.
"There is a large stain on California's climate record, and that is oil," Wiener said Tuesday, according to The AP.
Wiener and Democrat co-introducer Sen. Monique Limón from Santa Barbara vowed to keep fighting.
"While we saw this effort defeated today, this issue isn't going away," they wrote in a joint statement. "We'll continue to fight for aggressive climate action, against harmful drilling, and for the health of our communities."
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