Charles Komanoff – Page 4

Carbon Tax Center

Pricing carbon efficiently and equitably

Alaska oil push shows Biden lacking courage of his climate-policy convictions.

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President Biden’s decision this week to greenlight ConocoPhillips’ $6 billion Willow oil-and-gas drilling venture on Alaska’s North Slope is being cast as a climate disaster first, an ecological disaster second.

That’s backwards, not to mention incomplete. As we explain below, climate damage may be the least consequential aspect of Biden’s decision. More dire is the ecological impact, which will be felt both in Alaska and on America’s roads. But first and foremost, the president’s action is a political debacle.

Biden’s naked, unnecessary expansion of U.S. petroleum extraction into the country’s largest tract of undisturbed public land cuts the legs out from his singular legislative accomplishment so far: the Inflation Reduction Act of 2022.

The IRA’s most public-facing part is its intricate array of consumer subsidies and manufacturing incentives to hasten replacement of America’s two hundred and eighty million petrol-burning cars and trucks with electric vehicles. The Carbon Tax Center came out swinging for this initiative, notwithstanding its tacit endorsement of EV giantism and cold-shoulder of small, urban-appropriate electrics such as bicycles, scooters and neighborhood electric vehicles.

With his Willow go-ahead, Biden has enshrouded the IRA’s proud optics behind a dark curtain. Why direct tens of billions of taxpayer dollars to ramp up electric vehicles, possibly turbocharging U.S. deficits and inflation, if EV’s aren’t going to bring down the curtain on U.S. oil consumption?

Our view is that the “climate bomb” isn’t any one oil project or even all of them, it’s the SUVs, pickups and oversized roads that make the oil business so profitable. Photo credits: L, Kendra Brock / @kendrarayee via Pinterest. R, Riley Rogerson accompanying her Jan. 10, 2023 Anchorage Daily News story, “Protesters rally at White House calling administration to block Willow oil project in Alaska.”

Yes, the combustion-to-electricity transition can’t happen overnight. But Willow makes the transition look depressingly distant. Indeed, by pumping up the supply of the fossil fuels the IRA professes to replace, Biden is casting shade on the underlying paradigm to electrify not only vehicles but “everything,” including heating, cooking and industry.

By our calculations, the drop in oil consumption from the IRA’s EV incentives will outweigh the oil supplied from Willow 6-fold. That finding highlights either how big a deal the IRA is or the relatively smallness of the oil venture. But the public is unlikely to see it that way. Rather than viewing Biden’s legislation as transformative, they’ll regard it as banal — helpful, but incomplete without a big assist from business-as-usual fossil fuels.

The “climate bomb” fallacy

CTC has long looked askance at climate campaigns targeting “fossil fuel infrastructure.” We view oil and other fossil supply as the tail, with the carbon dog being the demand that creates both the impetus and the financing to pull fossil fuels from the ground, process them and deliver them to vehicles, engines and furnaces. Stop this well or that pipeline, we contend, and another will be developed to supply the fuels that customers demand.

Yes, this view is oversimplified, but not by much. It is true that each new supply increment pushes down prices somewhat, which then pumps up demand; or, equivalently, bottling up particular supply projects raises industry costs, hence prices, which depresses demand. But these processes are largely indirect and not nearly “one-for-one.” The larger truth, we believe, is that demand finds a way to create supply.

Stop Willow, in other words, and the Permian Basin or the Persian Gulf or emerging oil frontiers like Uganda will serve up replacement supply.

In our telling, then, the only way to stop carbon combustion and climate chaos is to destroy demand. That points straight to carbon taxing, since it directly depresses consumer demand for energy, period, while also engendering conversion of energy supply to low- or zero-carbon sources, particularly in the more fungible electricity sector. Carbon taxes also “play well” with other policy instruments, reinforcing efficiency and regulatory standards.

Accordingly, the true “carbon bomb” isn’t Biden’s Willow signoff nearly as much as America’s 280 million combustion vehicles along with jetliners, helicopters, jet skis and so forth and — to go deeper — the development patterns and acculturation that valorize them. For its part, Willow won’t actually “bomb” Earth’s climate since without it, the same amount of extraction will be done elsewhere (if a tad less fuel-intensively in non-Arctic, non-wild environs).

Alaska’s wild ecosystems and heritage, including Indigenous livelihoods, will arguably be bigger losers than climate, then. Another loser will be our nation’s streets and roads and those who use them, since each opening of the petroleum spigot enables and normalizes the ongoing shift to ultra-large vehicles — both combustion and electric. As urban researcher-scholar David Zipper has shown, the supersizing of the U.S. vehicle fleet is the #1 reason that U.S. road deaths, especially but not exclusively of people riding bicycles and walking, have shot up in recent years even as virtually all other developed nations enjoy steady declines in per-capita traffic fatalities.

IRA vs. Willow: No Contest

The depressing irony about Biden’s approval of the Willow project is that the oil supply it will unlock, an estimated 180,000 barrels a day of crude, according to AP, isn’t particularly large, in oil terms. Notwithstanding the “massive” tag applied in much of the media, ConocoPhillips’ projected output amounts to only 1 percent of 2021 U.S. consumption of 19.8 million barrels of petroleum products per day.

What’s more, Willow’s increment to U.S. supplies will only be one-sixth as much as the need for petroleum that Biden’s Inflation Reduction Act will obviate by accelerating the uptake of electric passenger vehicles vis-a-vis the baseline pace, i.e., more gradually rising EV sales and use without the incentives in the IRA.

This finding is shown graphically at right. To derive it, we relied on projections in a January, 2023 white paper, Analyzing the Impact of the Inflation Reduction Act on Electric Vehicle Uptake in the United States, prepared jointly by two respected think tanks, International Council on Clean Transportation and Energy Innovation.

The calculation was straightforward. Table 3 of the report shows the ICCT/EI projections of future U.S. electric vehicle shares — not of sales but of registered vehicles in use — under baseline assumptions (no IRA) and four scenarios reflecting different extents of consumer uptake of EV’s. We used the “deltas” (differences) from the base case during the seven years of greatest policy impact, 2026-2032 — they average 19 percent — to compute the gasoline that would be burned nationwide if there were no IRA and the IRA-boosted electric vehicle-miles were instead driven in combustion vehicles.

We assumed 200 million passenger cars averaging 25 mpg and each traveling 12,000 miles per year in 2026, with the number of vehicles rising by 2 million a year and fuel economy inching upward by 0.5 mpg per year, but with no change in per-vehicle miles driven. The amounts of avoided gasoline are easily calculated.

Several simplifying assumptions were involved:

  1. We assumed no offsetting petroleum consumed in generating electricity, due to oil’s minuscule share (less than one percent) of national electricity generation.
  2. Though ICCT/EI’s deltas don’t apply to states that adhere to California’s more-aggressive zero-emission vehicle rules, we extrapolated them to the entire country.
  3. We ignored the IRA’s accelerating effect on electric truck sales and use — almost certainly understating the legislation’s petroleum savings more than our overstatement in bullet #2.
  4. We implicitly treated crude oil supply with gasoline demand, a minor simplification that we suspect doesn’t tilt our comparison much one way or the other.

Tongue-tied on the campaign trail?

From R. Crumb’s, “Despair” Comics, 1969.

We don’t mean to be cruel, but until this week we pictured President Biden campaigning for re-election and touting the Inflation Reduction Act’s manifold achievements: Without a single Republican vote, we passed a law freeing us from manipulated, volatile oil prices and corporate despoiling of our climate and our Earth. And the law is creating millions of good-paying jobs for Americans, especially in areas ravaged and ruined by fossil-fuel development.

That’s still true. But with Willow, the purity of the message is gone, taking much of the power with it.

We allow the fossil fuel industry, economists, politicians, celebrities, random people on the internet, the youths that are leading the climate movement — everyone has a stake and a right to comment on these climate policies except, it seems, those of us who have subject-matter expertise in the area. That seems like an odd policy and I take issue with it.”

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Earth scientist Rose Z. Abramoff, interviewed on “Democracy Now” about being fired from her research job at the federal Oak Ridge National Laboratory for her public-facing climate protests, Jan 19, 2023 (quote begins at 54-minute mark).

 

 

U.S. auto fuel-economy is flatlining. Here’s why that’s not news.

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It should have been big news: A report this month from the U.S. Environmental Protection Agency admitted that the fuel economy of new light-duty vehicles sold in the U.S. last year was no better than the year before. The mix of cars, SUV’s and pickups sold in 2021 averaged the same crummy 25.4 miles per gallon as in 2020.

Screenshot from ACEEE Dec. 12 press release. Link is in text.

Flatlining new-vehicle mpg is bad news. It portends more climate damage, worsened pollution and strained household budgets, along with geopolitical turmoil, fattened oil company earnings and brawnier petro-states. It’s also a betrayal of long-standing promises by Democratic presidents, EPA administrators and environmental groups that, together, they would make auto companies achieve ever higher mileages, like 54.5 mpg in 2025, as the Obama administration pledged a decade ago. (See White House 2012 press release, below.)

What happened?

Don’t just blame the Trump administration’s four-year mpg slow-walk and roll-back. The American Council for an Energy-Efficient Economy was forthright in its Dec. 12 press release: EPA Finds No Progress in Vehicle Efficiency as Automakers Sell More Big Models (emphasis added).

“The [auto] manufacturers are canceling out all the efficiency progress as they sell more large vehicles,” said ACEEE senior transportation researcher, Avi Mersky. “And it’s completely allowed under the federal rules.”

CBS News usefully chimed in:

The EPA said in a statement that all vehicle types are at record low carbon dioxide emissions, but “the market shift away from cars and toward sport utility vehicles and pickups has offset some of the fleetwide benefits.” (emphasis added)

In the 2021 model year, cars and station wagons, the most efficient vehicles, fell to 26% of U.S. new vehicle production, well below the 50% market share as recently as 2013, the EPA said. SUVs were a record 45% of new vehicle sales for the 2021 model year, while pickup trucks hit 16%.

2012 press release copied from National Archives. Poignantly, it promised that the nearly doubled auto efficiency would bring consumer savings as large as $1 per gallon cheaper gasoline.

Let that sink in: in just eight years, the U.S. market share of new sedans and station wagons fell practically in half, to 26 percent from 50 percent. (And no, CBS, that shift didn’t just offset some of the mpg benefits, it offset all of them, though credit the network for covering the story at all.)

The Hill did well, with EPA report: Vehicle fuel efficiency flat in 2021. Otherwise, there wasn’t much coverage. Sure, Christmas was coming, and there were year-end stories to report. Still, it’s striking that such a big failure in a sector that now produces nearly a quarter of U.S. carbon emissions merited so little attention. (See our CO2 pie chart, further below.)

The silence of the greens

Robustly rising automotive fuel economy was, for decades, a cornerstone of mainstream environmental advocacy. So-called CAFE standards (the acronym denotes Corporate Average Fuel Economy) would, before long, turn most of America’s 200 million passenger vehicles into fuel-sippers, relieving pressure to drill in the Alaska National Wildlife Refuge and other sacrosanct natural areas, enabling some oil refineries to close, and cutting air and carbon emissions. Just make sure EPA kept ratcheting up the mpg standards, and all would be well.

Things turned out differently, of course. Not only did U.S. miles driven resume rising after a relative caesura from the mid-aughts to the mid-teens, but the fleet mpg average barely budged, due to “the market shift away from cars and toward SUV’s and pickups” noted by CBS News. Compounding the shift, long-standing CAFE loopholes grant bigger vehicles looser mileage targets.

Autos now (2021) account for 24% of U.S. CO2. Note that other transportation emissions (trucks, planes) are recorded separately.

Most of the big U.S. green groups just watched the shift unfold, essentially throwing in the towel. Either they didn’t grasp its extent or they viewed it as unstoppable. Maybe they felt constrained by their members’ and donors’ preference for the roomier and supposedly outdoors-friendly sport utilities. Who knows? But they basically gave up on improving actual vehicle fuel-economy, and the impact has been stark.

Even as the U.S. electricity sector has seen a substantial decline in carbon emissions, an estimated 36 percent drop from 2005 to 2021, the drop for automobiles has been only one-seventh as much — a measly 5 percent. The vastly improved mpg performance that was going to swamp growth in driving simply didn’t materialize.

What did eventuate from the big bulk-up of U.S. passenger vehicles has been a far greater menace to pedestrians, cyclists and users of smaller vehicles. Due to their greater mass and taller profile, those super-sized sport ute’s and pickups are tougher to maneuver and control, are harder to see around, are often driven with a greater sense of entitlement, and cause more damage when they hit someone.

Automotive researcher-journalist David Zipper tied things up recently for Bloomberg News, in a post trenchantly titled, “US Traffic Safety Is Getting Worse, While Other Countries Improve,”:

Uniquely, the US has seen larger SUVs and pickup trucks dominate its domestic car market. While the profitability of this trend has delighted automakers, the weight and height of these vehicles places other road users in greater danger. Research has linked the ascent of SUVs to the surge in US pedestrian deaths.

Possible futures for U.S. passenger vehicles

In his Bloomberg post, Zipper also noted that in other countries, “higher gasoline taxes (as well as weight-based fees adopted by countries like France) have slowed adoption” of large vehicles. (Doubtless there’s also a reinforcing cultural factor, or “path dependence,” that frowns on supersized vehicles and demurs from designing infrastructure around them, which discourages their use and thus helps keep the higher taxes on bigger vehicles politically defensible.)

Higher gasoline taxes are a form of carbon tax, of course. Indeed, resistance to increasing taxes on gasoline has always been a central sticking point to enacting carbon taxes — ironically so, given that those who cry the loudest tend to be big-car owners whose choice of vehicle effectively has them taxing themselves by locking them into purchasing more gallons.

Nevertheless, another locus of opposition to taxing gasoline to reduce its use has been — surprise! — the same green groups that habitually put all their chips on CAFE standards and other regulatory mechanisms. Sometimes these groups have even badmouthed the idea that gasoline use is somewhat price-elastic, mistaking short-term inflexibility for long-term (a confusion I pointed to in my 2015 post, What an Energy-Efficiency Hero Gets Wrong about Carbon Taxes — scroll down to “Argument #3”).

The supposed impossibility of reducing the use of gasoline by raising its price has been part and parcel of Big Green’s attachment to mpg standards — despite the fact that mileage reg’s do nothing to reduce driving and its vast negative consequences: not just traffic congestion but also poor health (sedentary living, car crashes, noise) and general unaffordability (car loan costs, upkeep expenses, costlier housing due to cars’ consuming urban and suburban land).

This does not bode well for enacting weight or weight-distance charges on the increasingly electric fleet of U.S. passenger vehicles. Yet weight-based fees might be our best bet for reining in the size and weight of EV’s and, thus, serving four vital societal objectives: (i) ensuring that shortages of lithium or other minerals critical to electric-vehicle batteries don’t hold back electrification of transportation; (ii) curbing the amount of electricity that must be generated to drive the EV fleet; (iii) easing the stresses that larger vehicles impose on urban and suburban form; and (iv) reducing traffic carnage, especially to pedestrians, cyclists and users of small vehicles.

With the Inflation Reduction Act of 2022, which we at Carbon Tax Center strongly supported from the git-go (our extensive, ongoing write-up of the IRA is here), the Biden Administration has put in place an array of mutually reinforcing, intelligently crafted subsidies and incentives to electrify U.S. passenger travel. Climate and transportation advocates alike should now work to craft and enact incentives to steer vehicle electrification toward smaller, lighter, less-dangerous and city-friendlier forms of individual and family transportation. The choice between carbon taxes or weight-based charges or hybrids of the two is less important than getting strong incentives in place widely and soon.

Why This Week’s Other Breakthrough May Pay Off Faster Than Fusion

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While the world is abuzz with the news that a fusion laboratory in California recently generated more energy than the reaction consumed, a different breakthrough in Europe may portend bigger, faster progress on carbon emissions and climate: European national governments and the European Parliament have reached an agreement to tax imported goods and materials based on the carbon dioxide emitted in making them.

The levies will initially apply to imports of iron and steel, cement, aluminium, fertilizers, hydrogen and electricity, according to Euractiv, the Brussels-based pan-European news site specializing in EU matters, which also reported that the mechanism “will mirror the EU’s own domestic carbon price.”

That price — the price of emissions allowances traded on the European Union’s Emissions Trading System (ETS) — on Dec. 1 was 85 euros per metric ton, equivalent to around $91 per metric ton, or nearly $83 per short (U.S.) ton, a far higher price than the starting levies embodied in most U.S. carbon tax proposals. If “mirrors” means “duplicates,” imports from non-carbon-taxing countries may soon face steep charges indeed.

English translation: For the climate, as Europeans, we are constantly taking action. The European Union today adopted a carbon border tax. Our requirement to reduce greenhouse gas emissions will thus apply to the products we import. We are going forward!

With the agreement, which caps more than a year of negotiations, the European Union is poised to “insert climate-change regulation for the first time into the rules of global trade,” the Wall Street Journal noted. Pascal Canfin, chair of the European Parliament’s Environment Committee, was even more emphatic, telling the New York Times that “We are putting carbon and climate at the heart of trade.”

The Journal added that “The plan, known as the carbon border adjustment mechanism, would be the world’s first tax on the carbon content of imported goods.”

CBAM could become a breakthrough

What could make the EU agreement a climate breakthrough is the tantalizing possibility that carbon border adjustment mechanisms (CBAMs) may compel the United States, China and other major emitters to finally enact national carbon taxes or equivalent carbon-pricing mechanisms.

The initial step in this scenario, which the Journal says “the EU is expected to adopt in the coming weeks as part of a sweeping package of legislation [to] step up the bloc’s efforts to limit global warming,” is to tax imports of key industrial commodities like steel, aluminum and cement to the extent that the carbon intensity of their manufacture exceeds EU averages. Exporters then have two ways to avert the trade tax. They can cut down on the carbon emitted to produce their product. Or the country in which they produced it can tax carbon emissions to the same level as the EU’s carbon price.

The climate wins either way. The first way directly cuts emissions in the industrial sectors covered by the tax. The second cuts emissions indirectly, but far more broadly, via the carbon tax’s economy-wide incentives that steer all energy supply and demand away from fossil fuels by making the market prices for coal, oil and gas reflect at least some of their climate damage.

The announcement from Europe follows by less than a week the Biden administration’s transmission to the EU of a proposal suggesting “creation of an international consortium that would promote trade in metals produced with less carbon emissions, while imposing tariffs on steel and aluminum from China and elsewhere,” according to the New York Times.

While the Biden proposal is merely a “concept paper” and is being kept under wraps, the Office of the United States Trade Representative, which drafted it, has at least given it a name — the Global Arrangement on Sustainable Steel and Aluminum. The Times story called it “the first concrete look at a new type of trade arrangement that the Biden administration views as a cornerstone of its approach to trade policy … one [that] would wield the power of American and European markets to try to bolster domestic industries in a way that also mitigated climate change.”

The trade concept paper appears to embody the principles underlying the Clean Competition Act (S. 4355) introduced in June by U.S. Senator Sheldon Whitehouse (D-RI), perhaps Congress’s most indefatigable climate hawk, to tax both domestic and foreign manufacturers of steel, aluminum, cement and other industrial commodities to the extent that the carbon intensity of their manufacture exceeds U.S. averages.

(A July post here by CTC contributor Mike Aucott, A Novel Way to Price Industrial Carbon Emissions?,” has terrific details on how CBAMs would look from a U.S. perspective, and includes a link to a comprehensive  report by the Climate Leadership Council on the relative carbon advantage of U.S. industry compared to Russia, China and the authoritarian petro-states. In a similar vein is a September report from Resources for the Future that compiles carbon emission intensities of both domestic and foreign producers for 39 industrial sectors.)

As for nuclear fusion …

National Ignition Facility, seen from above. Its huge scale is indicated by three helmeted workers near foreground. Photo courtesy of Lawrence Livermore National Laboratory, National Ignition Facility & Photon Science.

We’re thrilled that on Dec. 5, the National Ignition Facility in Livermore, CA achieved an historic first in efforts to harness nuclear fusion, when their laser-driven fusion device, in a brief (100 trillionths of a second) burst, achieved “positive net energy” by generating a flow of neutrons carrying 3 megajoules of energy, exceeding by almost 50 percent the 2.05 megajoules the lasers consumed in the process, as New York Times science correspondent Kenneth Chang reported yesterday.

That’s terrific news for science and, maybe someday, human prosperity and global sustainability. It’s been a long time coming.

We’ve been reading, and dreaming, about the wonders of fusion power — seemingly low and short-lived radioactivity, impossibility of runaway reactions or meltdowns, abundant resource base (deuterium and tritium in seawater), and of course carbon-free — since the 1960s.

But for almost as long, we’ve been mindful of the dauntingly high hurdles that nuclear fusion must clear to ever operate on a commercial, global scale. As climate activist and author Bill McKibben usefully pointed out this week, “producing [the Livermore Lab] reaction required one of the largest lasers in the world.” Not only that, “the reaction creates neutrons that can destroy the very equipment required to produce it” through chronic embrittlement.

Amplifying those concerns, Arthur Turrell, deputy director for research and economics at the U.K.’s Office for National Statistics (ONS) Data Science Campus, and author of The Star Builders: Nuclear Fusion and the Race to Power the Planet, reminded listeners on the Brian Lehrer Show yesterday that for the Livermore Lab breakthrough to lead to the advent of commercial, global-scale electricity, it must be miniaturized and also made modular and scalable.

Perhaps this can happen someday, with enough time, money and commitment. But the march to that point will be measured not in years but in many — multiple — decades.

Consider that a quarter-century elapsed from the first sustained fission chain reaction at the University of Chicago, in 1942, to New Year’s Day 1968, when the first non-prototype nuclear power plants in the United States, Connecticut Yankee and San Onofre 1 (around 500 megawatts each), achieved commercial operation. And harnessing nuclear fission was a far simpler task than achieving breakeven with nuclear fusion, judging by the multiple order-of-magnitude scale differences between Enrico Fermi’s fission team — which operated in a confined space beneath the college football stadium! — and the enormous National Ignition Facility shown in the photograph.

Clearly, it would be folly to ease up on the multiple, synergistic programs to move the U.S. and the rest of the world off of fossil fuels, including implementing the Inflation Reduction Act of 2022 and progressing with carbon pricing. As Stephen Sondheim’s mythical, murderous barber Sweeney Todd pronounced, in a somewhat different context: The work waits!

“Our action brought them back to earth.”

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The Intercept today published Christopher Ketcham’s and my essay, The Shutdown of “Luxury Emissions” Should Be at the Center of Climate Revolt. I’ve cross-posted it here to allow comments by Carbon Tax Center subscribers and readers. Let us know what you think.

    — C.K., December 13, 2022

Climate disorder won’t be remedied through an orderly march of green energy. The world must also rein in consumption.

By Christopher Ketcham & Charles Komanoff ▪ Photos and captions are copied from The Intercept.

SEVEN HUNDRED SELF-DESCRIBED “climate rebels” breached the chain-link fence surrounding Amsterdam’s Schiphol Airport, the world’s third-busiest hub for international passenger traffic, on November 5. With bolt cutters they opened holes in the fence and poured in, some of them on bicycles, and raced across the tarmac. Others laid ladders against the 9-foot-high fence and topped it on foot.

They had to move quickly before military police, tasked with securing the airport, saw what was happening. The rebels targeted 13 private jets parked or preparing for takeoff, at least two belonging to NetJets, the Berkshire Hathaway subsidiary that bills itself as the world’s largest jet company and sells fractional ownership shares in private business jets.

They swarmed each of the jets in groups of 20 or 30 or more and sat down before the looming machines, there to stay for the next six-and-a-half hours, unmoving, until at last police waded in and started hauling the rebels to jail. Some of the 413 arrests were violent. “There was fear and rage, for the state of the world and for my own future,” said one of those arrested.

Another 800 people gathered for a march and sit-in at the airport’s main plaza, and at least 30 activists blocked the road that serves as the supply route to Schiphol. Every single private jet at Schiphol ended up grounded that day, not merely the 13 that were surrounded.

“The superrich have got used to polluting as they please with a total disregard for people and planet, and private jets are the pinnacle of these luxury emissions that we simply cannot afford,” Jonathan Leggett, one of the activists, told us. “Our action brought them back to earth. We wanted to show the extremeness and injustice related to this manner of transport.”

In other words: a perfectly tailored climate action. Not a highway sit-down ensnaring hapless motorists and keeping cars running, and emitting, longer. Not sit-ins at banks that broker investments in fossil fuels but don’t directly cause their combustion. And certainly not spattering soup on museum art, with its unsettling aura of sullying humanity’s heritage in order to save it.

No, the Schiphol action went for climate change’s jugular: self-indulgent carbon-spewing. It did so balletically, in the democratic and fuel-efficient motion of humans racing on foot or whirling about on bicycles. And ecologically: In the words of one participant, “We made sure that any planes could still land, because the last thing we wanted was for them to be unnecessarily flying for any longer than they already were.”

It was an action that bared the gluttony and entitlement of fossil fuel usage. “Keep it in the ground” protesters confine their blockades to energy supply infrastructure and studiously ignore the demand half of the equation. This has been a shortcoming of the climate movement for too long, as it passes up one opportunity after another to rouse millions against the class that, even more than the corporations of Big Carbon, perpetuates the climate crisis: the world’s wealthy.

Limits of Green Energy

Climate disorder won’t be remedied through an orderly march of green energy. Replacing fossil fuels with a planetary buildout of wind turbines and solar panels, while simultaneously making and plugging in a billion new electric furnaces and vehicles, looks straightforward in a spreadsheet. In truth, though, ramping up green energy alone won’t cut fossil fuel use quickly enough to meet the Paris warming limit of 1.5 degrees Celsius. Supplanting the world’s combustion-based energy infrastructure with an all-electric model will be too lumbering, too roundabout, and too full of its own drawbacks to fully bend the emissions curve in the brief time left.

The world must also rein in consumption. For reasons both symbolic and practical, the climate movement must strike not just at pipelines and mines, but also at obscene wealth.

The justification is unarguable. Large personal fortunes feed carbon consumption and make a mockery of programs to curb it. As well, the surplus wealth of the superrich is probably the lone source of capital that can finance the worldwide uptake of greener energy and also pay for adaptation where it’s most critical.

At the nexus of consumption and wealth sits luxury carbon. Which is why the Schiphol action was so strategic.

Consider that the world’s richest 10 percent account for 50 percent of fossil fuel burning and carbon emissions. Consider that climate reparations, for which the Global South won acknowledgment but little more at last month’s COP27 climate talks, can’t be funded at scale by tweaking wealthy countries’ hidebound taxation-as-usual. Consider that carbon emissions pricing, an indispensable policy tool for shrinking fossil fuel demand, can’t be made politically palatable in the U.S. — even with worthy “dividend” schemes — so long as middle- and working-class families must witness the superrich lording and polluting at will.

Prodigal Aviation

As the Schiphol rebels surely know, luxury carbon, like all manufactured desire, is a contagion, oozing inexorably from the sanctums of the few to become desires of the many. Few Americans, and even fewer Europeans, flew in airplanes in 1950. These days, half of U.S. residents fly each year, averaging half a dozen flights each, according to the industry’s annual “Air Travelers in America” reports. As commercial aviation grew safer and more affordable, feeding the increase, business and pleasure travel became normalized.

Today, “general” aviation — private jets, business jets, air tourism — is undergoing a similar liftoff as well-heeled flyers seek refuge, and a status boost, from the indignities of commercial service. And nowhere is private jetting’s carbon waste as blatant as it is in Europe, with its extensive rail network. Per passenger, private air travel is five to 14 times more carbon-polluting than commercial flights, and 50 times more than high-speed rail, according to the European NGO Transport & Environment.

In the Netherlands, 8 percent of the population takes 40 percent of flights. Worldwide, the difference is even more stark: One percent of the population is responsible for 50 percent of pollution due to aviation, making air travel a textbook example of how pollution by the rich leads to consequences and injustices for those who have not caused the climate crisis.

Naysayers will note that the tactic of occupying and disrupting airports has been tried before, as in the case of the Plane Stupid campaign of the 2000s and 2010s. Radicals in the climate movement such as Andreas Malm, who advocates property destruction of fossil infrastructure, point out that Plane Stupid was ineffective in bending the arc of emissions.

“What the Schiphol people needed to do is destroy the airplanes on the tarmac and then destroy the airplane manufacturers,” said an ecosaboteur named Stephen McRae, an acquaintance of one of the authors, who recently completed a six-year prison sentence for industrial sabotage. Although he no longer participates in such criminal acts of destruction, he has a point. The planes grounded on November 5 are already back in the air. That doesn’t diminish the value of what the Schiphol rebels did, however. Actions that disrupt carbon comfort without violence or hardship are morale-building, the material from which more actions and eventually mass movements are made.

Ripple Effect

A few days after the Schiphol revolt, climate activists under the banner of Scientists Rebellion disrupted operations at private airports in four U.S. states and a dozen other countries, according to a New York Times roundup.

While the Times attributed the rising militancy of scientists to “the increasing clarity of the science,” it was more likely propelled by the impulses that motivated protesters in the Netherlands: rage at a future “thrown away for the profits of a few,” in the words of one Schiphol rebel, and the palpable need “to stand there and know we actually were grounding private jets and … actively stopping this manner of pollution,” per another.

Along with their clarity in targeting the true fountainhead of climate disorder — sybaritic carbon profligacy — what stands out most about the Schiphol action is its organizational breadth and cohesion. On top of the 700 occupying the tarmac and the 800 marching and sitting-in at the main plaza were those “working throughout the day, and in the days and weeks beforehand, in a range of supporting roles,” as one organizer reported, describing legal and media teams, an arrestee support team, and a team of caterers. “The diversity of roles worked to our advantage: There are as many ways to engage with activism as there are people, everyone has their own way of contributing.”

Social solidarity on this scale helped buffer the cruelty of airport police who in some cases “ripped people from their groups and held [them] in painful positions even though they were cooperating,” reported one first-time protester who joined the action as a medic. “What started as a nervous morning ended with a fulfilling and accomplishing situation,” he said. “We did this.”

Carbon Behemoth China

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A post last week by a U-C Berkeley Business School professor got me fretting over the staggering rise in China’s fossil fuel use over the past two decades and wondering what it will take to not just rein it in but reverse it.

Just since 2000, Prof. Lucas Davis wrote in Putting China’s Coal Consumption in Context, the amount of electricity China generates from coal, which of course is the most carbon-intensive of the three fossil fuels — went from one-half that of the United States to six times as much, as shown in his graph reproduced here at left. That’s a 12-fold reversal (!), which he parses into China’s nearly five-fold increase at the same time that U.S. coal-fired electricity production was falling more than two-fold.

Our remake of Prof. Davis’s graph from his post cited in text.

It was heartening that Davis, an energy and climate specialist at the business school’s Haas Energy Institute, said straight-up that “The biggest single factor explaining the divergent patterns is that China’s demand for electricity is soaring, while U.S. demand is practically flat.” Too many commentators simplistically credit cheap fracked gas for the sharp, sustained drop in U.S. coal-fired power generation, ignoring the flattening in electricity use that allowed gas-fired electricity to substitute for coal rather than simply add to it — a phenomenon we pointed out in 2016 and again in 2020, in our twin “The Good News” reports, which also quantified wind and solar power’s rising contributions.

That said, the subject here is China, whose electricity use has skyrocketed while its mix has stayed nearly locked in place. The surge in solar and wind electricity generation, though considerable, hasn’t kept coal-fired power generation from growing rapidly. China now accounts for more than half of the entire world’s production of coal-fired electricity, according to Prof. Davis. Moreover, as we show below, China’s year-to-year increases in kilowatt-hours made from fossil fuels have exceeded the same year’s combined increases in wind and solar electricity in all but 2 of those 20 years.

(Note, “coal” and “fossil fuels” are used interchangeably in this post, befitting coal’s dominance over the other fossil fuels in making electricity: in 2020 the respective kilowatt-hours percentages were 95.0% coal, 4.8% gas, 0.2% oil.)

Coal’s Unbroken Electricity Dominance

Following Davis’s lead, we charted China’s annual electricity production by fuel type from data compiled by the U.S. Energy Information Administration. To help the graph pop, we consolidated coal, oil and gas into a single fossil fuel supergroup. We also combined wind and solar, and dropped the small “biomass and waste” category.

The biggest takeaway is the unrelenting growth in fossil (coal) generation, despite the concurrent expansion of both hydro-electricity (concentrated in the first decade) and wind and solar (more pronounced in the second decade).

Indeed, coal/fossil accounted for 63 percent of the increase in China’s electricity generation over the entire 20-year period. Even in just the past five years, when wind and solar have enjoyed their greatest increases in absolute terms, 50 percent, or half, of China’s increased electricity generation has been via fossil fuels; solar and wind combined accounted for only a quarter, 25 percent.

To make these changes easier to see we created another graph showing year-to-year growth (or contraction) in the same four categories. Note the 2014-2015 period when fossil-fuel production of electricity barely grew, on account of both below-average growth in total electricity generation and above-average rises in hydroelectric and nuclear power output.

Those two years coincided with a flowering of climate optimism, with the U.S. and China reaching a bilateral agreement to curb emissions — ostensibly dissolving the “alliance of denial” by which both countries used each other’s inaction as a pretext to forego action on climate — and setting the stage for the 2015 Paris climate accord. Beginning in 2016, however, China’s fossil-fuel electricity generation (again, overwhelmingly coal-fired) recovered most of its prior increase pace. Year-to-year growth in fossil output has averaged 200 annual terawatt-hours since then.

When Will China’s Fossil Generation Start to Contract?

At some point, the rises in wind and solar, supplemented by increased nuclear power production, will almost certainly exceed growth in overall electricity demand. That will allow the gargantuan fossil-fuel generation sector to begin to contract, as it has done in the United States since 2007. (Comparing 2021 to 2007, the peak year, U.S. fossil fuel power generation is down more than 16 percent, whereas in China the same metric doubled.)

That kind of turnaround does not appear imminent for China, however, as suggested by the right-hand part of the graph directly above, showing year-to-year changes. Annual rises in fossil electricity production continue to exceed annual rises in wind and solar. (The relative dip in fossil-electricity growth in 2020 was mostly an artifact of the pandemic-induced global economic slowdown.) Indeed, the 2021 BP Statistical Review of World Energy, published in June 2022, shows more than a 400 TWh jump in China’s coal-fired electricity generation, which would be the second largest year-to-year rise in the country’s history, topped only by the 2011 increase.

Moreover, reports of frightful heat waves and drought in much of China this summer almost certainly point to a slackening in hydroelectricity and a resulting upward bump in use of coal-fired power plants. At the same time, the push to electrify transportation, which is progressing much faster in China than in the United States, will spur increased use of electricity, making it harder to bend downward the curve of fossil-fuel burning to make electricity.

(Addendum from Nov 14: The new Global Carbon Budget 2022 report, prepared by an international group of some 100 climate specialists, projects that China’s carbon emissions from fossil fuel combustion will decrease by 0.9 percent in 2022 vs. 2021, as reported by the New York Times’ Brad Plumer in Carbon Dioxide Emissions Increased in 2022 as Crises Roiled Energy Markets. We’re tracking this and will update with new data.)

Other Energy Usage in China

Electricity isn’t the only form in which energy is used in China, or anywhere else, of course. Liquid fuels derived from petroleum power cars, trucks, planes and construction machinery. Natural gas and coal burned directly (rather than to make electricity) fuel industry, especially steel and cement making, and also heat homes and non-residential buildings.

But in China, no single energy application rivals the burning of coal to produce electricity. It accounts for around one-third of the country’s primary energy consumption — a figure we computed by multiplying coal’s 55 percent share of 2021 China primary energy (see donut chart) and electricity’s estimated 60 percent share of the country’s total coal consumption (per the U.S. Energy Information Administration’s extensive write-up of China’s energy sector, which we referenced earlier).

In the United States, the electricity sector has functioned as the proverbial low-hanging fruit for decarbonization, literally accounting for the entire estimated 2005 to 2021 decrease of 866 million metric tons in total CO2 emissions from fuel burning. The trend in China has been diametrically opposite, with the country’s 2005-2021 rise in CO2 emissions from the burning of fossil fuels to make electricity more than four times as great as the U.S. decrease.*

(* = Derived as follows: Per EIA data cited in text, China generated 1,866 TWh of electricity from burning coal in 2005, and 4,775 TWh in 2020. The increase of 420 TWh to 2021 (from BP data cited in text) brings the latter figure to 5,195 TWh, which represents a rise from 2005 of 3,329 TWh. We apply the U.S. average of 2.22 lb per kWh from burning coal and raise that by 10% to reflect presumed inefficiencies in China’s coal-fired power sector and also allow a margin to reflect the small but non-zero amount of natural gas-burning to make electricity. Converting to metrics, the calculation is 3,329 x 10^9 x*2.22*1.1 / 2205, yielding a 2005-2021 increase of 3,687 million tonnes of CO2.)

Addendum, Nov. 9

We didn’t see it till today, when it hit the print edition, but on Nov. 3 the NY Times ran a long, sobering piece, China Is Burning More Coal, a Growing Climate Challenge.

Timed to the start of COP27, the story noted that China’s greenhouse gas emissions grew in 2021 at their fastest pace in a decade, though that was partly an artifact of the slow increase in pandemic 2020. A more startling factoid was that China’s carbon emissions just from burning coal now exceed total energy-related U.S. emissions — a statistic we confirmed by looking up U.S. 2021 energy-related CO2 emissions in our carbon-tax model, 5,289 million metric tons, and computing China’s 2021 CO2 emissions from burning coal to make electricity; coincidentally, they were the same: 5,289 million metric tons.

Though the the story’s subhead said that “Beijing is looking for alternatives,” it presented little if any evidence. Particularly unsettling was the revelation that in contrast to the U.S., where peaking power for the hundred or so highest-demand hours each year comes from quick-start gas-fired generators, China services peak usage with old coal-fired generators that can’t rapidly ramp up and down, which leads to running those plants for thousands of hours a year. Only now is China supposedly retrofitting those plants for more flexible use and, more importantly, beginning to price peak power at premiums that could incentivize customers to install on-site solar to meet peak demand.

Though the Times story includes the obligatory nod to fast-growing wind and solar in China, our second chart, above, makes clear that their growth hasn’t been nearly fast enough to enable a cap on coal-fired power. As we noted, from 2015 through 2020 the growth in coal-fired electricity generation in China was twice that of wind and solar combined. The story’s overall picture is that the planet’s carbon behemoth is not yet intent on backing away from coal.

If you want to reduce the oil produced, you must reduce the oil consumed. It’s just that simple. If you don’t reduce consumption, and you reduce production in America, they’ll just get that oil from somewhere else.”

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Former 4-term California governor Jerry Brown, in Los Angeles Times climate reporter Sammy Roth’s Aug. 4 “Boiling Point” column, Jerry Brown was surprised — and thrilled — by Joe Manchin’s climate deal.