Restoring native vegetation could cut air pollution and costs
Newswise — Adding plants and trees to the landscapes near factories and other pollution sources could reduce air pollution by an average of 27 percent, new research suggests.
The study shows that plants – not technologies – may also be cheaper options for cleaning the air near a number of industrial sites, roadways, power plants, commercial boilers and oil and gas drilling sites.
In fact, researchers found that in 75 percent of the counties analyzed, it was cheaper to use plants to mitigate air pollution than it was to add technological interventions – things like smokestack scrubbers – to the sources of pollution.
“The fact is that traditionally, especially as engineers, we don’t think about nature; we just focus on putting technology into everything,” said Bhavik Bakshi, lead author of the study and professor of chemical and biomolecular engineering at The Ohio State University.
“And so, one key finding is that we need to start looking at nature and learning from it and respecting it. There are win-win opportunities if we do – opportunities that are potentially cheaper and better environmentally.”
The study, published today in the journal Environmental Science & Technology, found that nature-based solutions to air pollution might, in many cases, be better than technology at combating air pollution.
The analysis found that for one specific sector – industrial boilers – technology is cheaper at cleaning the air than ecosystem upgrades. And for the manufacturing industry – a broad sector – both ecosystems and technology could offer cost savings, depending on the type of factory.
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Sweeping national plastics legislation could be inching closer to reality after two lawmakers debuted a draft bill this month. The effort would codify into federal law both extended producer responsibility (EPR) and a national “bottle bill” in the form of a 10-cent container deposit system. Certain lightweight products, including carryout plastic bags, disposable foodware made from expanded polystyrene, cotton buds, and straws would be banned from sale and distribution as of January 2022, with some exceptions for people with disabilities.
Revenue generated from a fee on non-reusable carryout plastic bags would also go toward recycling infrastructure and litter clean-up projects. In one potentially controversial measure, the bill calls for a moratorium on new plastics facilities, giving environmental agencies leeway to consider impacts on air, water and climate in assessing those sites. The bill would also update Environmental Protection Agency (EPA) regulations to reduce plastic contamination in waterways.
The draft comes amid a push by beverage industry giants to capture more PET bottles through a new $100 million initiative, which has been presented as an alternative to federal legislation. But the proposed bill could gain momentum, especially given growing concerns about plastic pollution and increasing pressure to act. Jan Dell, an independent engineer with the Last Beach Cleanup, told Waste Dive the draft provisions “are cost-effective and proven approaches for reducing plastic pollution.”
Dive Insight:
Authored by Sen. Tom Udall of New Mexico and Rep. Alan Lowenthal of California, the bill is seen as the first of this magnitude in many years, with major implications for the waste and recycling industry. Big players like the National Waste and Recycling Association (NWRA) criticized the initial outline of the legislation when it was released in August, arguing that it would increase contamination and put too much pressure on MRF infrastructure.
Under the draft bill, plastics producers would be required to take responsibility for collecting and recycling materials. They would be encouraged to implement cleanup programs with EPA approval, in addition to covering the costs of waste management. This EPR plan would come coupled with a number of other measures, including a nationwide container deposit requirement, regardless of material. The 10 states that already have bottle bills would be allowed to continue their programs if they meet federal requirements.
Heidi Sanborn, executive director for the National Stewardship Action Council, told Waste Dive that the bill is a “game changer” with positive implications for public health and the environment.
“This is truly the circular economy, when the producer is held responsible for what they’re putting on the market,” Sanborn said.
Dell offered similar sentiments, emphasizing the national container deposit component in particular, which she said would create “a clean stream of PET bottles” that the beverage industry has repeatedly said it wants to use again.
But it is unclear whether the legislation will see any support from major industry players who have historically sought to undermine bottle bills and regulatory efforts.
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Solar-powered EV charging station (Inhabitat photo)
Editor’s Note: The head of a research team at Pennsylvania State University knows that Americans are not likely to move fully to electric vehicles until the cars can be fully charged quickly. Really quickly. Like in the time it takes to pull into a Turnpike rest stop, eat lunch and get back on the road. The head engineer, Chao-Yang Wang, explains it all in the story below. Oh yes, his title? William E. Diefenderfer Chair of mechanical engineering, professor of chemical engineering and professor of materials science and engineering, and director of the Electrochemical Engine Center at Penn State. Sir, your car is ready. — FB
By the Editorial Team at pvbuzz:
Electric vehicle owners may soon be able to pull into a fueling station, plug their car in, go to the restroom, get a cup of coffee and in 10 minutes, drive out with a fully charged battery, according to a team of engineers.
bmwblog photo
“We demonstrated that we can charge an electric vehicle in ten minutes for a 200 to 300-mile range,” said Chao-Yang Wang, William E. Diefenderfer Chair of mechanical engineering, professor of chemical engineering and professor of materials science and engineering, and director of the Electrochemical Engine Center at Penn State. “And we can do this maintaining 2,500 charging cycles or the equivalent of half a million miles of travel.”
Lithium-ion batteries degrade when rapidly charged at ambient temperatures under 50 degrees Fahrenheit because, rather than the lithium ions smoothly being inserted into the carbon anodes, the lithium deposits in spikes on the anode surface. This lithium plating reduces cell capacity, but also can cause electrical spikes and unsafe battery conditions.
Batteries heated above the lithium plating threshold, whether by external or internal heating, will not exhibit lithium plating.
In a battery, ions flow from the cathode to the anode, resulting in a positive energy charge for the unit (IMAGE: CHAO-YANG WANG LAB, PENN STATE).
The researchers had previously developed their battery to charge at 50 degrees F in 15 minutes. Charging at higher temperatures would be more efficient, but long periods of high heat also degrade the batteries.
“Fast charging is the key to enabling the widespread introduction of electric vehicles,” said Wang.
Wang and his team realized that if the batteries could heat up to 140 degrees F for only 10 minutes and then rapidly cool to ambient temperatures, lithium spikes would not form and heat degradation of the battery would also not occur. They report their results in today’s (Oct 30) issue of Joule.
“Taking this battery to the extreme of 60 degrees Celsius (140 degrees F) is forbidden in the battery arena,” said Wang. “It is too high and considered a danger to the materials and would shorten battery life drastically.”
The rapid cooling of the battery would be accomplished using the cooling system designed into the car, explained Wang. The large difference from 140 degrees to about 75 degrees F will also help increase the speed of cooling.
“The 10-minute trend is for the future and is essential for adoption of electric vehicles because it solves the range anxiety problem,” said Wang.
Adding to the reduction of range anxiety — fear of running out of power with no way or time to recharge — will be, according to Reuters, the establishment of 2,800 charging stations across the U.S., funded by the more than $2 billion penalty paid by Volkswagen after admitting to diesel emissions cheating. These charging stations will be in 500 locations.
The self-heating battery uses a thin nickel foil with one end attached to the negative terminal and the other extending outside the cell to create a third terminal. A temperature sensor attached to a switch causes electrons to flow through the nickel foil to complete the circuit. This rapidly heats up the nickel foil through resistance heating and warms the inside of the battery.
Also working on this project from Penn State are Xiao-Guang Yang, assistant research professor; Teng Liu, graduate student; Yue Gao, post-doctoral scholar; Shanhai Ge, assistant researcher professor; Yongjun Leng, assistant research professor; and Donghai Wang, professor, all in the Department of Mechanical Engineering.
The U.S. Department of Energy supported this work.
The underwriters of municipal bonds are disclosing more about cities’ exposure to higher temperatures and rising seas.
Homes damaged by Hurricane Maria are seen in an aerial photograph taken over El Negro, Yabucoa, Puerto Rico, on Sept. 17, 2018. PHOTOGRAPHER: XAVIER GARCIA/BLOOMBERG
Danielle Moran reports for Bloomberg November 5, 2019, 5:00 AM EST
Investment banks have begun quietly sounding alarm bells about climate change. Their worries are showing up in the documents that accompany municipal bonds they underwrite.
When state and local governments issue debt, federal securities laws hold their bankers accountable for making sure that states and cities adequately disclose the risks bond buyers will be taking on. These might include any lawsuits a town is facing, or how the sales taxes used to pay back bondholders could fluctuate in a recession. Now many of these documents include language about climate change, hurricane risks, and rising seas. “Every bank should be asking their clients about this risk,” says Christopher Hamel, a senior fellow at Municipal Market Analytics and former head of municipal finance at RBC Capital Markets.
Bloomberg News analyzed more than a dozen due diligence questionnaires prepared by banks or legal counsels and sent to governments in coastal Florida, and over 40 official statements for prospective bond investors. About half of the questionnaires and the majority of the statements included language on storm-related risks or climate change. The questions about climate risk sometimes come from the banks or their lawyers, and sometimes from disclosure counsels who are hired by cities to prepare for a bond deal.
Rescue and aid volunteers look for people who survived Hurricane Irma in Big Pine Key, Fla., on Sept. 15, 2017.PHOTOGRAPHER: CHIP SOMODEVILLA/GETTY IMAGES
During the preparations for Jacksonville’s sale of $197 million in bonds in August, a disclosure counsel asked if the city had long term plans to implement projects that increased resilience against storm-related risks. Questions like that are new, says Randall Barnes, the treasurer of Jacksonville, Florida’s largest city. “We had been asked about impacts of hurricanes before, but not specifically on what we are doing for the future,” he says.
Scientists predict that global warming and rising seas could lead to more intense storms such as Hurricane Maria, which devastated Puerto Rico in 2017. Tidal flooding—already happening in such cities as Miami Beach, Fla.—could force residents to move farther inland. BlackRock Inc. says that within a decade, more than 15% of debt in the S&P National Municipal Bond Index will come from regions that could suffer average annualized losses from climate change of as much as 0.5% to 1% of their gross domestic product.
The questions asked by the banks or legal counsels in the documents Bloomberg reviewed varied in specificity. For example, before JPMorgan brought $162 million in bonds to market for Miami Beach, one of its counsels asked the officials to answer three questions that directly address climate change and its impacts on the city’s financial health. The Florida Keys Aqueduct Authority was asked by Citigroup to explain the impacts of Hurricane Irma on the utility system. Michael Carlson, JPMorgan’s head of public finance infrastructure, says that the climate discussion is “very much a part of our due diligence,” and he’s seen an “exponential increase” in disclosures in recent months.
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Editor’s Note: Nieman Labs reports on a major daily newspaper’s attempt to stay alive. The Salt Lake Tribune has received a green light from the IRS to become a non-profit. It’s the first in the nation to try this approach. We join many others in rooting for its success. You can help get them started with a contribution. – FB
It’s a big step for Salt Lake City — but also a major opening for other newspapers who might find nonprofit status a more appealing alternative than selling or closing down.
It was a “happy surprise,” Fraser Nelson said when The Salt Lake Tribune received a letter from the IRS on Friday giving the 148-year-old news outlet nonprofit 501(c)(3) status — no questions asked.
A final verdict on whether the Tribune could become the first legacy newspaper in the U.S. to go fully nonprofit wasn’t expected until early 2020, Nelson (vice president of business innovation) and Jennifer Napier-Pearce (editor-in-chief) told me. It had received approval for the parallel Utah Journalism Foundation a few months ago — also with no questions, but that was a more straightforward request. This approval opens the doors for many more commercial legacy newspapers to seek tax-deductible status and philanthropic funding — a potential lifeline for local news outlets whose owners agree to give up control.
“We argued that our business will not change and we will continue to support the community that we serve and left it open to interpretation,” Napier-Pearce said. “We figured if they do go ahead with it, our circumstance is not going to match the circumstance of local newspapers around the country. We wanted maximum flexibility so other people could tinker with this recipe for their particular needs. Our argument is we’re already doing the work of a nonprofit. We should qualify for that tax status.”
“Without a lot of feedback from the IRS, we’re grateful that we have a pretty blank slate,” Nelson said. “We want to make sure we’re making a decision that makes sense for us as an institution, make sure they are in the context of the larger national — what this means for other papers and for journalism generally.”
(They asked me to share the donate link, which will probably become very familiar to Tribune readers once the paper figures out some infrastructure questions. The Tribune also received funding from the Google News Initiative to work on these items last month.)
The Tribune announced the news this morning, just five months after it submitted its application to the IRS. (I reached out to the IRS for comment and will update if I hear back.) In June, we unpacked the various hoops the application would have to jump through with Nelson and media law expert Jeff Hermes, such as:
“Are you using commercial revenue streams such as advertising or subscription fees without attempting fundraising?”
The Tribune had offered up advertising as unrelated business taxable income to the IRS, meaning that it would be outside the purview of their tax deductibility, but the IRS didn’t issue any instruction on how to treat it. Subscriptions may become tax-deductible, but Fraser said they’ll have to figure out if that status would vary between digital and print subscriptions (since a print edition involves more business operations, like printing and distribution). So for now, TBD.
But the nonprofit newspaper will be able to attract a new mix of revenue streams, reliant on philanthropic giving, smaller donations from readers and supporters, and the endowment of the separate Utah Journalism Foundation. (Nelson said earlier this year that they were aiming to raise $60 million for that. Today she said she couldn’t share anything about the amount raised thus far. UJF grants will also go to other Utah news organizations besides the Tribune.)
Reminder: “Nonprofit” doesn’t mean “no business plan.” Nonprofit journalism, in general, has seen a remarkable boom over the past ten years, but the outlets still need to invest in their business and fundraising operations to sustain the editorial operations.
“We’ll be forthcoming about where that is but one thing that’s really important is to stress again that the purpose of this foundation is to help sustain The Salt Lake Tribune in perpetuity but also to make sure that we’re doing as good a job as we can with promoting and supporting independent journalism in the state,” Nelson said.
Cars are packed on 16th Avenue East in the Capitol Hill neighborhood in Seattle. It may not seem like it when you’re looking for a parking space, but… (Greg Gilbert / The Seattle Times) More
When it comes to car ownership, Seattle has finally turned a corner.
Census data released last month shows the city’s car-ownership rate has dropped dramatically in the past several years. In the new estimates, about 81% of Seattle households owned at least one vehicle in 2018 — that’s the lowest rate since the 1980s.
And that number is down by 3 percentage points just since 2010, which is a tremendous change in less than 10 years. In fact, among the 50 most-populous U.S. cities, Seattle’s drop in its car-ownership rate is the biggest, and by a wide margin.
We now rank 11th among the 50 largest cities for the percentage of car-free households. Since 2010, we’ve leapfrogged Miami, Milwaukee, Atlanta, Minneapolis and Oakland, California.
What makes Seattle’s nation-leading drop in car ownership even more remarkable is that only 11 of the 50 largest cities saw any decline at all. And in most of our “peer” cities — those with similar demographics — the rate of car ownership has actually bumped up since the start of the decade: Portland, San Francisco, Denver, Boston, Austin, and Minneapolis. (The exception is Washington, D.C., which saw a decline of less than one percentage point).
One reason, surely, is that we’ve invested more than any other region in transit, and as a result, we’ve led the nation in ridership growth. Significant improvements in transit, including the light-rail line that opened in 2009, have made it a lot easier to get by without owning a car.
Another factor: Seattle has experienced tremendous population growth since 2010, and due to strict zoning laws, the vast majority of that growth has been concentrated in a handful of high-density areas that are walkable and transit-rich. That means a greater share of city residents live in neighborhoods where they have the option of forgoing car ownership and instead relying on transit, walking, biking and car-share services.
And so, the benefits of owning a car no longer outweigh the costs and the hassle for an increasing number of Seattleites. There are now nearly 64,000 households in Seattle that do not own a car, a 46% increase since 2010.
To be sure, that’s still just 19% of the city’s households — we’re a long way off from New York City, where 55% are car-free.
Younger and older people in Seattle are much less likely to own a car than folks in the middle. For households headed by someone under age 35, or by someone 65 and older, nearly one-quarter do not own a car. That number drops to 13% for households headed by someone 35 to 64.
There’s something else of interest in the new census data. It also shows that the total number of cars owned by Seattleites could finally be leveling off.
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