The United Nations is betting that satellites could help the world catch up on emissions reductions. The organization has unveiled a Methane Alert and Response System (MARS) that, as the name implies, will warn countries and companies of "major" methane emission releases. The technology will use satellite map data to identify sources, notify the relevant bodies and help track progress on lowering this output.
The initial MARS platform will focus on "very large" energy sector sources. It'll gradually expand to include less powerful sources, more frequent alerts and data from animals, coal, rice and waste. Partners in the program, such as the International Energy Agency and UN's Climate and Clean Air Coalition, will provide help and advice. The information also won't remain a secret, as the UN will make both data and analyses public between 45 to 75 days after it's detected.
The system will get its early funding from the US government, European Commission, Bezos Earth Fund and the Global Methane Hub. Both Bezos' fund and GMH are backing related efforts, such as studies on spotting and counteracting agricultural methane emissions.
This is the first publicly available system of its kind, the UN claims. It will theoretically lead to faster, more targeted methane emissions reduction than you see today. That could be crucial in the years ahead. The UN warned at the COP27 conference that Earth was nowhere near limiting global warming to the 1.5 degrees Celsius from the Paris Agreement. As human-released methane is both a major contributor to climate change (about 25 percent, the UN says) and quick to leave the atmosphere, an effective use of MARS could help get environmental strategy back on track.
As you might imagine, though, MARS will only work if governments and businesses cooperate. There's not much point to alerts if emissions contributors ignore them. An oil company might be reluctant to spend the money need to fix its flaring, for instance. The UN can point out a problem using this system, but it can't require action.
In 2020, France was the only EU nation not to meet its obligations for the development of renewable energy, as it still relies primarily on nuclear power. Now, the French Senate has approved a bill that should increase that markedly, requiring parking lots with a minimum of 80 spaces to be covered by solar panels, according to Public Senat.
Parking lots with between 80-400 spaces will have five years starting in July 2023 to be in compliance. Any larger lots will have less time, only three years from the same date. In all cases, at least half the area of the parking lot must be covered with solar panels. The government says the plan, aimed primarily at parking lots off freeways and major routes, could generate up to 11 gigawatts — the equivalent of 10 nuclear reactors.
There are some notable exceptions. When outdoor parking lots have"technical, safety, architectural, heritage and environmental constraints," they may be exempt. Lots shaded by trees over at least half their area may also escape the requirement, as will parking lots for trucks. Finally, when the installation of panels "cannot be met under economically acceptable conditions" (something that could cover a wide range of scenarios), they can also be excluded.
On top of the solar parking lots, the government is looking at building large solar farms on vacant land next to highways, railroad tracks and agricultural areas. National railway operator SNCF also plans to install over a million square meters of solar panels by 2030, in an effort to reduce energy purchases by a quarter.
It's not clear how parking lot operators will pay for these installations, or how much financial aid the government will provide. Still, it looks like a good use of parking lots, as it will provide shade for cars and change what is usually an eyesore into a... more environmentally friendly eyesore.
Parking lots covered with solar panels are not yet that common, with one of the largest examples being the Belgium Zoo parking lot pictured above. Its 7,000 parking spaces are 70 percent covered by 62,000 overhead solar panels that generate 20 megawatts of peak power — much more than is required for the zoo.
Early this year, President Emmanuel Macron set an objective to increase of solar energy production tenfold to over 100GW and builds 50 offshore wind farms to add a further 40GW. France currently generates 25 percent of its electricity with renewables, less than its European neighbors. It has also seen delays on repairs to nuclear power plants, causing state electricity company EDF to reduce predicted output — exacerbating energy supply issues caused by the war in Ukraine.
Microplastics are a bane that harms wildlife, but you may be staring at the solution to this problem in your breakfast. Princeton researchers have used egg whites to create a lightweight, porous aerogel that can remove microplastics and salt from seawater. When you freeze-dry and superheat the whites (up to 1,652F) in an oxygen-free space, their pure protein system produces a mix of carbon fiber strands and graphene sheets that can remove 99 percent of tiny plastics from water, and 98 percent of the salt. Even fried and whipped eggs work just as well.
As you might imagine, a readily available organic material like this has its benefits. It's cheap to make, and needs only gravity to work. It won't consume energy or excess water. Activated carbon is cheap, but it's not nearly as effective as the egg white gel. And while eggs from the grocery store prompted the breakthrough, you can use other proteins that won't cut into the population's food supply.
The aerogel isn't ready for widespread use just yet. Scientists need to refine the manufacturing process before mass production is possible. If that happens, though, the implications are clear. It would be comparatively easy to remove microplastics and otherwise purify water while minimizing the environmental impact. While the salt removal may create problems in oceans, it may be very helpful for desalinization in areas where fresh drinking water is difficult to find.
There are other purposes, for that matter. The gel might also be useful for energy storage and insulation, so don't be surprised if you one day find egg-like proteins in your walls.
For the last several years, Google has been using artificial intelligence to develop a system that can predict floods. It has also been working on wildfire tracking tools. Ahead of the COP27 climate conference taking place next week, the company announced that it is expanding those tools.
First, Google says it will offer flood forecasts for river basins in another 18 countries. Those are Brazil, Colombia, Sri Lanka, Burkina Faso, Cameroon, Chad, Democratic Republic of Congo, Ivory Coast, Ghana, Guinea, Malawi, Nigeria, Sierra Leone, Angola, South Sudan, Namibia, Liberia and South Africa. The company previously offered flood warnings to users in India and Bangaldesh with alerts on Android devices and phones that have the Google Search app installed.
Google is also making a tool called Flood Hub available worldwide. Flood Hub displays flood forecasts on a map and shows when and where they might occur with color-coded pins. The company hopes the tool will help people who are directly at risk from the impacts of flooding, and that it will assist organizations and governments in mobilizing their responses.
"This expansion in geographic coverage is possible thanks to our recent breakthroughs in AI-based flood forecasting models, and we’re committed to expanding to more countries," Yossi Matias, Google vice president of engineering and crisis response lead, wrote in a blog post. Matias noted that catastrophic flood damage affects more than 250 million people every year. Global warming is likely to result in more flooding, which makes detection systems such as the one Google is working on critical.
Using weather forecast data, the company is able to offer flood warnings up to a week in advance, senior staff engineering manager Sella Nevo told The Verge. The AI model previously used water level gauge data, which limited the advance warning window to around 48 hours.
As for wildfires, Matias wrote that Google detects "wildfire boundaries using new AI models based on satellite imagery and [shows] their real-time location in Search and Maps." The company said last year that it would make its wildfire tracking tool available worldwide. It's now using machine learning to improve wildfire detection and monitoring. Initially, the improved tracking tools are available in the US, Mexico, Canada and some areas of Australia. The company also uses data from the National Oceanic and Atmospheric Administration and NASA satellites for wildfire tracking.
Matias also touched on some of the other work Google and parent company Alphabet are doing to mitigate climate change, such as an AI-powered system to make traffic lights more efficient and reduce pollution from idling cars. Meanwhile, Mineral, a project housed under Alphabet's X moonshot division, is attempting to make the global food system more sustainable and productive.
European lawmakers have gotten the EU's 27 member states to agree to a plan that effectively bans the sale of gas-powered cars and vans by 2035. They've come to an agreement to approve the Commission's revised reduction targets for passenger cars' and light vehicles' carbon dioxide emissions. The Commission's proposal, which European lawmakers had voted in favor of back in June, aims to reduce the emissions produced by new vehicles in those categories by 100 percent in 13 years' time. That wouldn't be achievable without stopping the sale of gas-powered vehicles and selling zero-emission models only.
European Parliament's lead negotiator Jan Huitema said:
"[P]urchasing and driving zero-emission cars will become cheaper for consumers. I am pleased that today we reached an agreement with the Council on an ambitious revision of the targets for 2030 and supported a 100% target for 2035. This is crucial to reach climate neutrality by 2050 and make clean driving more affordable."
Under the deal, new cars from 2030 must also comply with a 55 percent cut on carbon dioxide emissions compared to 2021 levels. Vans must comply with a 50 percent cut. In addition, the agreement states that existing EU funding should be spent on transitioning to zero-emission vehicles and related technologies going forward. The Commission also vows to publish a report every two years detailing the region's progress towards zero-emission road mobility starting in 2025.
The European Parliament and Council will still have to approve the agreement before it becomes official, and changes could be introduced before then. According to Reuters, the EU intends to draft a proposal on how to sell cars running on carbon dioxide-neutral fuels after 2035. That said, automakers have been preparing for the shift to zero-emission vehicles for a while now, as governments around the world adopt laws to combat climate change. The list of carmakers pledging to go fully electric over the coming years continue to grow: Ford, for instance, announced last year that its consumer vehicles will be fully electric by 2030, while GM aims to eliminate emissions from all its new "light-duty vehicles" by 2035.
The United Nations has issued another stark warning that, under current policies, the planet is falling far short of the Paris Agreement goal of keeping the rise in global temperatures below 1.5 degrees Celsius. That's the threshold scientists say we have to remain under in order to mitigate extreme, life-threatening weather events, such as heatwaves, droughts and tropical storms. Under current policies, the UN suggests we're nowhere close to meeting that climate change target and that there's "no credible pathway to 1.5C in place."
The UN laid out the dire state of affairs in a report it released just a week before the start of the COP27 climate conference in Egypt. It said that pledges made by national policy makers since COP26, which was held in Glasgow last year, "make a negligible difference to predicted 2030 emissions" and that progress over the last 12 months has been "highly inadequate." In fact, the report suggests that current active policies will lead to a 2.8C rise in global temperatures by the end of the 21st century and that implementing pledges that have been made will only limit the rise to between 2.4C and 2.6C. Even that would require perfect implementation of plans, with wealthier countries helping poorer ones to enact them.
"In the best case scenario, full implementation of conditional NDCs [nationally determined contributions], plus additional net zero commitments, point to a 1.8C rise," Inger Andersen, executive director of the United Nations Environment Programme, said. "However, this scenario is currently not credible."
The 13th edition of the Emissions Gap Report argues that major societal and infrastructure changes are required. It lays out the necessary actions for sectors including electricity supply, industry, transport and buildings, along with the food and financial systems. The report notes that, in order to get on course to meet the 1.5C goal, we'd need to reduce greenhouse gas emissions by a further 45 percent by 2030, compared with projections based on current policies. To limit the rise in temperatures to under 2C, an extra 30 percent reduction in emissions is required.
"Is it a tall order to transform our systems in just eight years? Yes. Can we reduce greenhouse gas emissions by so much in that timeframe? Perhaps not. But we must try," Andersen wrote. "Every fraction of a degree matters: to vulnerable communities, to species and ecosystems, and to every one of us."
General Motors is on track to secure 100 percent of the electricity it needs to power all of its US facilities with renewable energy by 2025. On Wednesday, the automaker announced it recently finalized the sourcing agreements it needs to make that feat a reality. The announcement puts GM on track to meet the most recent renewable energy target it set for itself late last year. Previously, the company had planned to power all of its US facilities with renewables by 2030. GM claims its accelerated transition will allow it to avoid producing an estimated 1 million metric tons of carbon emissions between 2025 and 2030.
As of today, GM’s energy portfolio includes sourcing agreements with 16 renewable energy plants across 10 states. The company is also working on increasing the efficiency of its factories and offices, as well as building out its on-site power generation capabilities.
“Securing the renewable energy we need to achieve our goal demonstrates tangible progress in reducing our emissions in all aspects of our business, ultimately moving us closer to our vision of a future with zero emissions,” said Kristen Siemen, GM’s chief sustainability officer.
While GM is on track toward an impressive feat, it’s worth taking a moment to contextualize what today’s announcement means in the bigger picture. Firstly, the company operates offices and factories outside of the US. Today’s announcement doesn’t cover those facilities. Secondly, even when you factor in all of GM’s buildings, they’re only a small part of the company’s total carbon footprint.
According to its most recent sustainability report, Scope 1 and 2 emissions account for only two percent of GM’s total emissions. For those who aren’t familiar with the Greenhouse Gas Protocol, it’s an accounting system many companies use to source and track their emissions. The Scope 1 category includes all pollution produced directly by an organization. Scope 2, meanwhile, encompasses indirect emissions created from the electricity, heating and cooling it buys. The majority of GM’s emissions, a whopping 98 percent, aren’t produced by its facilities. Instead, they come from the company’s supply chain and the consumers using its cars.
To be fair, GM is working on reducing those emissions. In the summer of 2021, the company announced it would invest a total of $35 billion through 2025 toward electric and autonomous vehicle development. That said, the transition is something that will take time. By 2030, GM plans for EVs to account for 40 to 50 percent of the cars its sells in the US.
Put horror movies and games aside for a few minutes to listen to something truly unsettling this Halloween season. The European Space Agency has released audio of what our planet's magnetic field sounds like. While it protects us from cosmic radiation and charged particles from solar winds, it turns out that the magnetic field has an unnerving rumble.
You can't exactly point a microphone at the sky and hear the magnetic field (nor can we see it). Scientists from the Technical University of Denmark converted data collected by the ESA's three Swarm satellites into sound, representing both the magnetic field and a solar storm.
The ethereal audio reminds me of wooden wind chimes rattling as a mass of land shifts, perhaps during an earthquake. It brings to mind the cracking sounds of a moving glacier as well. You might get something different out of the five-minute clip.
“The team used data from ESA’s Swarm satellites, as well as other sources, and used these magnetic signals to manipulate and control a sonic representation of the core field. The project has certainly been a rewarding exercise in bringing art and science together," the university's Klaus Nielsen, a musician and supporter of the project, said. “The rumbling of Earth’s magnetic field is accompanied by a representation of a geomagnetic storm that resulted from a solar flare on November 3rd, 2011, and indeed it sounds pretty scary."
If you happen to visit Solbjerg Square in Copenhagen this week, you may be able to immerse yourself in the magnetic field's low rumble. More than 30 loudspeakers are pointed at the ground there. They'll broadcast the audio three times daily until October 30th. “We have set it up so that each speaker represents a different location on Earth and demonstrates how our magnetic field has fluctuated over the last 100,000 years," Nielsen said.
This isn't the first time researchers have turned data from otherwise silent forces into sound. Last year, NASA released an audio representation of magnetic field activity around Jupiter's moon Ganymede. More recently, we got to hear a terrifying depiction of what a black hole sounds like.
General Motors has been in business for more than a century, but in its 112 years, the company has never faced such challenges as it does in today's rapidly electrifying and automating industry. The assembly line jobs from Detroit's heyday have been replaced by legions of automated industrial arms, almost as quickly as the era of internal combustion engines has been supplanted by EVs. Since 2014, it's been Mary Barra's job as CEO of GM to help guide America's largest automaker into the 21st century.
In Charging Ahead: GM, Mary Barra, and the Reinvention of an American Icon, author and Bloomberg automotive journalist, David Welch, recounts Barra's Herculean efforts to reinvent a company that has been around since horses still pulled buggies, reimagine the brand's most iconic models and bring EVs to the masses — all while being a woman in the highest echelons of a male dominated industry. In the excerpt below, Welch examines some of GM's earliest electric initiatives, like the popular but short-lived EV1 or the loss leader Bolt, without which we likely wouldn't have many of Ultium-based vehicle offerings.
Battery-powered cars had captured the imagination of wealthy, tech-minded drivers. Tesla was the first to tap into that, becoming a hot brand in the process. Its cars began stealing customers away from the likes of Mercedes-Benz and BMW. But in 2017, when Barra was weighing up her own plug-in play, EVs were still only about 1 percent of car sales. They were still too expensive for most consumers and even at fat prices, they lost money. EVs sold by Tesla, GM, and Nissan could take hours to charge and only Tesla models could go more than 300 miles on a charge.
GM had been working on electric batteries and developing vehicles that would run on them. In no way was Barra flat-footed. But spending billions on cars with an uncertain group of buyers was seen as speculative and risky. Internally at major car companies, there were still voices saying that EVs were a costly science project. They assumed Tesla would run out of cash one day and carmakers could carry on as they always had.
Internally, GM was weighing uncertain demand for EV sales against the risk that Tesla and Germany’s Volkswagen group and even Ford would capture the buyers who made the switch. That threatened to completely reset customer loyalties and shake up the industry. Tesla already sold most of the electric vehicles on the market. Elon Musk threatened to upend the auto industry the way Apple’s iPhone did to ’90s mobile phone kingpins Nokia, Motorola, Ericsson, and Siemens. GM’s future hinged not only on Barra’s courage to make a move, but also on her being wise enough to get the timing right.
Caution was understandable. At the time, Tesla was by far the top seller of electric vehicles with 100,000 sold globally and losses of about $2 billion on sales of its Model S sedans and Model X SUVs. Those Teslas typically sold for more than $100,000 apiece, which is triple the price of the average gasburning family SUV. With Tesla’s $100,000 cars losing money the challenge for companies to make a buck selling EVs was daunting.
GM knew it all too well. In the 1990s, the company had sold the famous EV1, an aerodynamic two-seater priced at $34,000 that was leased to EV enthusiasts from 1996 to 1999. That was an expensive car back then. GM spent $1 billion developing it and would lose more money selling the vehicles, said [then-GM CEO G. Richard] Wagoner in an interview. I remember seeing a presentation for the car at the Detroit Auto Show in 1997. GM’s then vice chairman, Harry Pearce, talked about electric cars like the EV1 and also about hybrids that ran on gasoline engines and electric motors. For GM, it was a display of what the company’s engineers could do and a glimpse of the future, he told me. But it would be decades before it would be a real business.
The EV1 would bring GM serious credibility with environmentalists, but after leasing 1,100 of them, the company lost a lot of money. A few Hollywood actors like Ed Begley Jr. leased one and promoted it as often as he could. Francis Ford Coppola had one, and when GM ended the program and demanded that lessees return the cars, he refused to give it up and kept it. The company crushed all the cars that it had leased after retrieving them, which then made GM a pariah with the same environmentalists who loved the car.
The economics of electric cars weren’t very good twenty years later. Chevrolet started selling the Bolt in 2016 and lost a whopping $9,000 on every one of the $38,000 plug-in cars it sold. Before that, GM sold the Volt plug-in hybrid, which uses a gasoline engine and an electric motor in tandem to get forty-two miles per gallon. The Volt lost even more. Those nasty numbers would drive serious resistance to electric cars inside GM and at other major carmakers, too.
One big reason GM sold the Bolt was to meet government regulations. In California and a dozen coastal states that followed its lead, automakers had to sell electric vehicles or other super-efficient cars like hybrids to be able to sell their profitable gas guzzlers. Selling green vehicles earned ZEV credits. GM could also buy ZEV credits from Tesla, which many automakers did. But that just meant that they were helping fund Musk’s effort to eat their lunch.
In the EV race, Tesla already had the advantage of a tremendous amount of investor patience for Musk’s losses. Even though Tesla lost $2 billion that year, his company’s market capitalization ended 2017 with a total value of $52 billion. That was just $4 billion less than GM’s even though Barra brought in near record profits that year. In other words, the market would continue to fund Musk’s money-losing operation, but Barra had to fund her own vehicle development with profits from the very gas guzzlers she was seeking to replace.
That put GM and the mainstream car companies under pressure from three sides. Shareholders wanted profits from pickup trucks and sport utility vehicles. But in the car market, Tesla was stealing buyers, gaining a technological advantage in battery development, and building an Apple-like brand for making the cars of tomorrow. Meanwhile, governments were putting the squeeze on with new clean-air rules.
Whales face numerous threats from humans, not the least of which are ship collisions — the World Sustainability Organization estimates 18,000 to 25,000 animals die each year. There may be a technological way to minimize those deaths, however. Reutersreports Chile's government and the MERI Foundation have deployed the first smart buoy from the Blue Boat Initiative, an effort to both safeguard whales and track undersea ecosystems. The device, floating in the Gulf of Corcovado 684 miles away from Chile, alerts ships to nearby blue, humpback, right and sei whales to help avoid incidents.
The technology uses oceanographic sensors and AI-powered Listening to the Deep Ocean Environment (LIDO) software to determine a waterborne mammal's type and location. It also checks the ocean's health by monitoring oxygen levels, temperature and other criteria. That extra data could help study climate change and its impact on sea life.
The Blue Boat Initiative currently aims to install six or more buoys to protect whales across the gulf. In the long term, though, project members hope to blanket the whales' complete migratory route between Antarctica and the equator. This could reduce collisions across the creatures' entire habitat, not to mention better inform government decisions about conservation and the environment.
The technology may be as important for humans as for the whales. On top of their roles in delicately balanced ecosystems, whales both help capture CO2 and redistribute heat through ocean currents. The more these animals are allowed to flourish, the better the ocean is at limiting global warming and its harmful effects.
