“Arthropods, a group that includes insects, spiders, and crustaceans, make up roughly half of all animals on Earth, by biomass. There are, for example, an estimated 20 quadrillion ants. And because insects are superabundant and everywhere — in streams and lakes, deserts and mountaintops — they are essential parts to every ecosystem.
Scientists estimate that about 90 percent of flowering plants are pollinated by animals, most of which are insects. More than a third of our food crops depend on pollinators, including almonds, chocolate, and coffee.
Insects also make up a huge part of the diet of many animals. Nearly all terrestrial birds in North America feed their young invertebrates. “If you like birds, you should thank an insect,” Black said.
Many fish eat insects, too, including salmon, he said. “They would not make it to the ocean without feeding on insects,” Black said. “This goes all the way up the food chain. Think of grizzly bears. They eat salmon, which rely on insects. And their other main food source is berries, which are insect-pollinated. So bears almost exclusively eat a diet that comes from insects.”
Also worth mentioning: Insects, like dung beetles, clean up animal feces that might otherwise smother the ground and fill the air with a foul stench.”
“I like to think of the circular economy as a jacked-up “reduce, reuse, recycle” system. The hope is to keep materials in use for as long as possible with minimal waste, and to do so on a much wider scale.
Right now, there are two main reasons why a lot of what we recycle doesn’t ever actually get made into new things: It’s either prohibitively expensive to do, or we just don’t know how to recycle that material yet (like most plastics). A circular economy also would aim to prevent waste from happening in the first place by designing products made to be recycled.”
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“The most obvious approach to see — but the most difficult for governments to implement — is to pass regulations that ensure compliance for labor and the environment. Every company that produces would have to adhere to some kind of law that outlines how the waste and the extraction of new materials should be handled. Governments would also have to invest in infrastructure to make it possible to meet those tougher rules, whether that’s scaling up recycling facilities or providing subsidies for innovators to solve a complex recycling problem.
One public policy idea that’s gaining traction is extended producer responsibility (EPR), which shifts the end-of-life management of products away from consumers and governments back to the corporations that sell those products.
Right now, you and I likely pay taxes to our municipal and state governments to handle trash and recycling. EPR laws would require companies to front money for the products they sell into a responsible entity — like a nonprofit organization or government agency — that helps pay for recycling infrastructure, collection, sorting, processing, and sale of recovered materials. (EPR can also look like voluntary take-back programs, where consumers can return their used stuff to the company to recycle into other things.)”
“Producing plastics from fossil fuels emits a lot of carbon dioxide into the atmosphere, which contributes to warming the planet. An April study by researchers at the U.S. Department of Energy’s Lawrence Berkeley National Laboratory estimates that in 2019 “global production of primary plastics generated about 2.24 gigatonnes of carbon dioxide equivalent,” which represents 5.3 percent of total global greenhouse gas emissions. So switching to plastic alternatives would help slow man-made global warming, right?
Not so fast, says a new study in Environmental Science & Technology, which finds that “replacing plastics with alternatives is worse for greenhouse gas emissions in most cases.” The European researchers report that in “15 of the 16 applications a plastic product incurs fewer greenhouse gas emissions than their alternatives.”
The researchers considered emissions from production, transportation, use, and end-of-life disposal, including landfilling, incineration, recycling, and reuse. Calculating the product life cycles, plastic products release 10 percent to 90 percent fewer emissions than do plausible alternatives—often because it takes less energy to make and transport them.
Take the perennial plastic vs. paper conundrum about grocery bags. In the U.S., more than 500 cities and 12 states have banned plastic grocery bags. However, the researchers find that plastic grocery bags emit 80 percent fewer greenhouse gases than paper bags. Producing paper bags emits three times the greenhouse gases of plastic ones, and transportation emissions are higher because paper bags weigh six times more than plastic bags. Additionally, paper bags emit globe-warming methane as they rot in landfills.
Alternatives to plastic bottles are aluminum cans and glass bottles. Even though aluminum cans are often recycled, the researchers find that over their life cycle, they emit twice as many greenhouse gases as plastic bottles. Glass bottles emit three times more.”
“According to Exxon’s own disclosures and an analysis conducted by IEEFA in 2022, only around 3 percent of the carbon captured there (roughly 6 million tonnes) has been permanently sequestered underground. Of the rest of the 240 million tonnes of carbon emitted over the facility’s first 35 years in operation, half has been sold to various oilfield operators for enhanced oil recovery, or EOR — a process by which oil companies inject carbon underground to get more oil out — and approximately 120 million tonnes has been vented into the atmosphere.”
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“When CO2 is actually sequestered underground, there’s no guarantee it stays there. “CO2 has a way of moving through the air, of leaking through pipelines, and because we have no cradle-to-grave tracking, we have no way of actually knowing how much is leaking, how much is really being collected, how much is hitting the wellhead, and how much is really staying underground,” Raffensperger said.
That’s not just concerning from a climate perspective, but from a public health perspective as well. Raffensperger notes that the pipelines built to transport condensed carbon from oil fields to storage facilities, or to other oil fields for EOR, are surrounded by “kill zones.”
“These are not your grandmother’s pipelines,” Raffensperger said. “They could be lethal. We talk about the kill zone or a fatality zone around a CO2 pipeline. We don’t talk about that with oil and gas pipelines. These are uniquely dangerous and underregulated.”
Following a 2020 CO2 leak and explosion in Satartia, Mississippi, that abruptly stopped cars on roadways, caused widespread dizziness and nausea, and sent several residents to the hospital, the federal Pipeline and Hazardous Materials Safety Administration began looking into rules for CO2 pipelines. They were set to finalize that rule this summer, pending review by the Office of Management and Budget and the Office of Information and Regulatory Affairs, but that deadline has been extended to fall 2024. The lack of finalized safety regulations has not stopped the permitting of CO2 pipelines, though. The Summit pipeline, a massive project that would carry carbon across five states, just got the go-ahead in June for the first step of its construction process in Iowa: seizing land through eminent domain to make way for the pipeline.”
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“Fatih Birol, executive director of the International Energy Agency, has called the industry’s plan to offset its emissions with carbon capture “fantasy.”
But the US government is all in on that fantasy now.
“[The carbon capture tax credit] 45Q is not based on net climate benefit or net CO2 reductions, it’s based on gross CO2 capture,” Blackburn, the environmental lawyer, said. “Why would you think making carbon a commodity would reduce CO2 emissions? It’s like the opposite of carbon tax, we’re actually paying them to produce more of it.””
“”Manufacturing a paper bag takes about four times as much energy as it takes to produce a plastic bag, plus the chemicals and fertilizers…create additional harm to the environment,” explains National Geographic. “(F)or a paper bag to neutralize its environmental impact compared to plastic, it would have to be used anywhere from three to 43 times.” Given that paper bags aren’t very durable, “it is unlikely that a person would get enough use out of any one bag to even out the environmental impact.””
“In the next few decades, a lot of coral will die — that’s pretty much a given. And to be clear, this reality is absolutely devastating. Regardless of whether snorkeling is your thing, reefs are essential to human well-being: Coral reefs dampen waves that hit the shore, support commercial fisheries, and drive coastal tourism around the world. They’re also home to an incredible diversity of life that inspires wonder.”
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“But even as many corals die, reefs won’t exactly disappear. The 3D formation of a typical reef is made of hard corals that produce a skeleton-like structure. When the polyps die, they leave their skeletons behind. Animals that eat live coral, such as butterfly fish and certain marine snails, will likely vanish; plenty of other fish and crabs will stick around because they can hide among those skeletons. Algae will dominate on ailing reefs, as will “weedy” kinds of coral, like sea fans, that don’t typically build the reef’s structure.
Simply put, dead reefs aren’t so much lifeless as they are home to a new community of less sensitive (and often more common) species.”
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“On the timescale of decades, even much of the reef rubble will fade away, as there will be no (or few) live corals to build new skeletons and plenty of forces to erode the ones that remain. Remarkably, about 30 percent of the carbon dioxide that we pump into the atmosphere is absorbed by the oceans. When all that CO2 reacts with water, it makes the ocean more acidic, hastening the erosion of coral skeletons and other biological structures made of calcium carbonate.”
“What lies behind this shift? Some Americans prefer bigger cars, especially when gas prices are low, for their ample storage space, ability to see over other vehicles on the road, and perceived safety benefits (more on that later). But shifting consumer demands tell only part of the story.
For half a century, a litany of federal policies has favored large SUVs and trucks, pushing automakers and American buyers toward larger models. Instead of counteracting car bloat through regulation, policymakers have subtly encouraged it. That has been a boon for car companies, but a disaster for everyone else.”
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“After the 1970s OPEC oil embargo triggered a spike in gas prices, the federal government adopted an array of policies intended to reduce energy demand.
One of Congress’s most consequential moves was creating the Corporate Average Fuel Economy (CAFE) standards, which require that the average fuel economy (miles per gallon, or MPG) of a carmaker’s vehicles remain below a set threshold.
Pressed by auto lobbyists, Congress made a fateful decision when it established CAFE. Instead of setting a single fuel economy standard that applies to all cars, CAFE has two of them: one for passenger cars, such as sedans and station wagons, and a separate, more lenient standard for “light trucks,” including pickups and SUVs. In 1982, for instance, the CAFE standard for passenger cars was 24 mpg and only 17.5 mpg for light trucks.
That dual structure didn’t initially seem like a big deal, because in the 1970s SUVs and trucks together accounted for less than a quarter of new cars sold. But as gas prices fell in the 1980s, the “light truck loophole” encouraged automakers to shift away from sedans and churn out more pickups and SUVs (which were also more profitable).”
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“In the early 2000s, the federal government made these distortions even worse.
During the George W. Bush administration, CAFE was revised to further loosen rules for the biggest cars by tying a car model’s efficiency standard to its physical footprint (which is basically the shadow cast by the vehicle when the sun is directly above it). President Obama then incorporated similar footprint rules into new greenhouse gas emissions standards that are overseen by the Environmental Protection Agency (EPA).
Dan Becker, who led the Sierra Club’s global warming program from 1989 to 2007, told me that he and others warned federal lawmakers that adopting footprint-based standards was a mistake. “People like me were saying, ‘give carmakers another loophole and they’ll use it,’” he said. “But we lost.”
Those concerns proved justified. The average vehicle footprint expanded 6 percent between 2008 and 2023, a “historic high,” according to an EPA report, which also found that some carmakers, such as General Motors, actually had lower average fuel economy and higher average carbon emissions in 2022 than in 2017. To its credit, the EPA recently announced revisions to its vehicle GHG rules that would narrow (but not close) the gaps between standards for large and small cars.”
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“In the early 1960s, Europe raised the ire of American officials by slapping a 50 percent tariff on chicken exported from the United States. In retaliation, the US enacted a 25 percent tax on pickup trucks imported from abroad. The dispute is long forgotten, but the “Chicken Tax” lives on.
Although the tariff was initially aimed at Germany’s immense auto industry (Volkswagen in particular), it also applies to pickups imported from newer automaking powers such as Japan and South Korea, where carmakers are often adept at building vehicles much smaller than those available to Americans.”
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“In 1984, Congress stopped allowing small business owners to take a tax deduction for the purchase price of cars used for work. But the bill included a giant loophole: To protect those who need a heavy-duty vehicle (think farmers or construction workers), Congress made an exception, known as Section 179, for cars that weigh over 6,000 pounds when fully loaded with passengers and cargo. Today such behemoths are eligible for a tax deduction of up to $30,500, while business owners who opt for a smaller car can claim nothing at all.”
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“Every time a car owner fills her gas tank, a portion of the bill goes into the federal Highway Trust Fund, a central source of funding for roads and mass transit. That tax rate is set at $0.184 per gallon, a level that has been frozen since 1993, when Bill Clinton was less than a year into his presidency. Congressional proposals to increase the gas tax to close a yawning highway budget gap, or at least tie it to inflation, have gone nowhere.
Over the last 31 years, consumer prices have risen 113 percent, making the real value of the gas tax less than half what it was in 1993. That decline has reduced the cost of powering a huge SUV or truck with abysmal gas mileage”
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“Car safety rules are laid out in the encyclopedic Federal Motor Vehicle Safety Standards (FMVSS), which touches on everything from power windows to seat belts. But the FMVSS revolves around protecting a vehicle’s occupants; nothing within its 562 pages limits a car’s physical design to protect someone who might come into contact with it in a collision. That omission invites an arms race of vehicle size — precisely what the US is experiencing.”
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“consider who benefits from oversized vehicles. American carmakers like Ford and GM (which are headquartered in Michigan, a crucial swing state) rely on juicy margins from big SUVs and pickups, which are more expensive and profitable than smaller models. They enjoy protection from foreign competition through tariffs like the Chicken Tax, as well as favorable policies like CAFE’s light-truck loophole.
The regulatory status quo suits domestic automakers just fine — and they act as a roadblock to even modest attempts to change it.”
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“As American sales of big SUVs and trucks have surged, their owners are likely to resist policy moves they see as penalizing them. Many are likely to be unaware of the federal loopholes and policy oversights that have distorted their vehicle choices.”
“The periodic swings between El Niño and La Niña, collectively known as the El Niño Southern Oscillation (ENSO), is a natural phenomenon cycling every three to seven years. Over the past year, the El Niño also synced with other natural patterns like the warm phase of the Atlantic Ocean’s temperature cycle, driving thermometers up further. But humanity’s relentless injection of heat-trapping gases into the atmosphere is pushing these changes to greater extremes.”