
ThinkProgress
By Jules Boykoff
The U.S. coal industry’s wants to convert the western U.S. into a railroad and barge pipeline for coal mined in Montana and Wyoming and hauled along the Columbia River to the Pacific Ocean for export to China and elsewhere. Photo by Paul K. Anderson 2012 – paulkanderson.com
In the Pacific Northwest, activists and their allies are ramping up for a full-throttle battle over a proposal to haul coal across the west for export to China. Big Coal’s latest master plan promises to generate a second epicenter of climate-change resistance—our very own Keystone XL pipeline showdown.
With coal prices plummeting, thanks in large part to the spike in natural gas use, coal barons are desperate to offload their lucre. Showing ever-greater verve, they’re dumping it in overseas markets, especially China. The U.S. Energy Information Administration projects U.S. coal exports will hit an all-time high in 2012—some 125 to 133 million tons—more than doubling 2009 export levels and surpassing a record set in 1981.
When it comes to climate disruption, these are ghastly numbers. After all, 2012 looks like it’ll be the hottest year on record for the contiguous U.S. The year brought devastating drought and catastrophic storms. While we can’t peg any single weather event to climate change, this is precisely the sort of climate seesaw scientists have predicted. Meanwhile, the Arctic suffered record losses in sea ice and snow cover. And globally, 2012 is on course to become the ninth hottest year ever. Revving up coal consumption—the dirtiest of fossil fuels—is not going to help matters, to say the least.
That’s where the Pacific Northwest enters the picture. This month the Oregon Department of Environmental Quality (DEQ) staged what may well be the only public meetings on the permitting process for the U.S. coal industry’s hail-Mary moment: to convert the western U.S. into a railroad and barge pipeline for coal mined in Montana and Wyoming and hauled along the Columbia River to the Pacific Ocean for export to China and elsewhere.
This Morrow-Pacific coal export proposal—which is being pushed by Australia-based Ambre Energy—will annually ship overseas nearly nine million tons of coal. The plan has dredged up blistering opposition. The Sierra Club—buoyed by New York Mayor Michael Bloomberg’s donation of $50 million last year—has made it a centerpiece of its Beyond Coal campaign. Groups like Columbia Riverkeeper and the Power Past Coal coalition have rallied locals to the cause. The Yakama Nation, Lummi Nation and other Native American tribes in the Pacific Northwest have challenged the proposal’s logic and merit. The Affiliated Tribes of Northwest Indians demanded a comprehensive environmental impact assessment while the Columbia River Inter-Tribal Fish Commission questioned the wisdom of hauling coal through at-risk waterways, which could undercut the tribes’ treaty rights.
More than 800 people packed the meeting hall in Portland. Just before the event commenced, Cesia Kearns, a Sierra Club campaign representative, told me, “Coal is the culprit on climate change. If we continue to burn coal at current levels, much less increase them, we’ll have no hope of turning climate change around.”
This sentiment was shared by many people who asked questions or provided public comment. They interrogated DEQ about air pollution from open-topped trainloads of coal. They quizzed officials on the hazards the project could cause for salmon runs and other wildlife in the region. They asked about the effects additional coal-burning would have on climate change. And they pressed officials about the literal blowback that could emerge: coal burned in China produces mercury that wafts back to the Pacific Northwest.
Although the DEQ web site states, “The effects of climate change have serious implications for Oregon’s economy and environment,” you wouldn’t know it from the remarks of their representatives on hand. DEQ officials squirmed left and right, claiming only a splinter-sized purview. Those in attendance openly guffawed at their egregious evasions. DEQ project managers repeatedly asserted that an array of topics—from the transport of coal to the proposal’s effects on the climate—was “outside the scope” of their narrow remit. This was met with a sea of Occupy-style frowny fingers and occasional bellows of disapproval. With each outburst, the moderator threatened to shut down the entire meeting.
One couldn’t help but walk away from the meeting with the feeling that the DEQ’s fluffy banter about “meeting the challenge of climate change head-on” was a greenwash. The willingness of officials to take the company’s emissions estimates at face value was alarming, their skirting of the issues was appalling. Each stiff-lipped response telegraphed approval for the proposal—you could almost see Ambre Energy’s application slithering through the overlapping patchwork of jurisdiction, which DEQ officials used as an alibi for deflecting their responsibilities.
What also became clear at the public meeting is that activists are embracing the grubby struggle to keep western coal in the ground. If this coal is scraped from the earth and shipped overseas, it’s a climate game-changer. DEQ has until the end of February to make permitting determinations—and they could always be trumped by the U.S. Army Corps of Engineers, which is also weighing permits for the project. But activists are already talking about Plan B.
Campaigners are not going to step aside while fossil-fuel bigwigs transmogrify the Columbia River into a gargantuan coal chute to China. One activist from Occupy Portland told me if the permits are granted and Big Coal’s dream comes true, spikier tactics will emerge to gum up the gears. Climate mavens pay heed—this is shaping up to be the left coast Keystone. The direct-action battle may soon have another front.
Jules Boykoff is Associate Professor and Department Chair at Pacific University’s Department of Politics and Government. You can follow Jules on Twitter at @JulesBoykoff.
Visit EcoWatch’s COAL EXPORTS page for more related news on this topic.
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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:
The Guardian, Fast Company, E&E, Morning Consult, Canary Media
For more climate change and clean energy news, you can follow Climate Nexus on Twitter and Facebook, sign up for daily Hot News, and visit their news site, Nexus Media News.
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.
A bill that would have banned fracking in California died in committee Tuesday.
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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