Tag: Carbon

‘Trying to Have It Both Ways’: Investigation Reveals BP and Shell Still Back Anti-Climate Lobby Groups, Despite Pledges

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The Unearthed and HuffPost report reveals the companies failed to disclose membership in at least eight Big Oil lobbies in their transparency reports. 

Oil Refinery
Image by Thomas H. from Pixabay

By Brett Wilkins, staff writer, Common Dreams (CC BY-ND 3.0).

Fossil fuel giants Royal Dutch Shell and BP remain active members of numerous Big Oil lobby groups fighting against climate legislation and regulation—without disclosing this in their transparency reports—an Unearthed and HuffPost investigation revealed Monday. 

According to the report, Shell and BP—the world’s second- and fourth-largest oil companies by revenue last year—are members of at least eight industry trade organizations lobbying against climate measures in the United States and Australia.

Both companies support the “astroturf” group Alliance of Western Energy Consumers, which boasted that it had “defeated carbon pricing bills” in Oregon, and the Texas Oil & Gas Association, which is fighting regulation of the super-heating greenhouse gas methane in the nation’s largest oil-producing state. 

Shell and BP also both back the Business Council of Australia and the Australian Petroleum Production and Exploration Association, both of which are working to undercut the country’s compliance with the Paris climate agreement. Shell also remains a member of the Queensland Resources Council, which is backing construction of the world’s largest coal mine in the northeastern state. 

[Shell and BP are] trying to have it both ways, being socially responsible without changing their actual positions.”

—Robert Brulle, climate denial researcher and professor at Brown University’s Institute at Brown for Environment and Society.

The companies, which are quoted in the report, say they are trying to reform the lobby groups from the inside, and that they would review their membership in the future.

“If we reach an impasse, we will be transparent in publicly stating our differences,” BP said. “And on major issues, if our views and those of an association cannot be reconciled then we will be prepared to leave.” 

Earlier this year, both Shell and BP announced in almost identical language their “ambition” to be net-zero emissions businesses by 2050. In recent years they have also very publicly quit numerous industry trade groups that fund denial of anthropogenic climate change or that fight legislation or regulation of greenhouse gas emissions, while pledging to be more transparent about their associations with lobby groups.

While some observers have praised Shell and BP for finally taking some meaningful action to combat climate change caused by carbon emissions—which Shell’s own scientists warned about nearly 40 years ago—many climate activists say the companies’ efforts are misleading, and aren’t nearly enough to avert the worst effects of catastrophic global heating.

Last week, a report from Oil Change International stated that none of the plans or pledges from eight leading oil companies including Shell and BP even come close to aligning with the 2015 Paris agreement’s goal of limiting global warming this century to 1.5 degrees Celsius.

Kelly Trout, a senior research analyst at OCI, likened oil companies to “an arsonist pledging to light a few less fires.” 

Robert Brulle, a climate denial researcher and professor at Brown University’s Institute at Brown for Environment and Society, accused Shell and BP of “trying to have it both ways.” 

“This is a standard business practice,” Brulle told HuffPost and Unearthed—which is Greenpeace U.K.’s investigative journalism platform. “They’re trying to have it both ways, being socially responsible without changing their actual positions.”  

Opinion: Now Is the Perfect Moment to Decarbonize Global Trade

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Photo by Andy Li on Unsplash
Photo by Andy Li on Unsplash

September 10, 2020 by Paul Hockenos

International freight transport — whether by air, land, or sea — still relies overwhelmingly on fossil fuels, accounting for 30 percent of transportation-related carbon dioxide emissions and more than 7 percent of all global emissions. Experts agree that freight, and international trade more broadly, must be decarbonized if we expect to hit the Paris Agreement’s climate goals. With the world’s freight carriers deeply shaken and supply chains upturned by the Covid-19 pandemic, now is exactly the right time to begin reshaping it.

Until recently, global trade has been largely ignored in the discourse about the transition to a low-carbon economy. One reason is that it is a cross-border business, and thus largely falls outside of the emissions reduction plans of individual nations. As a result, it has escaped much of the scrutiny that other industries have faced over their carbon footprints.

In the midst of the coronavirus crisis, with so many planes grounded, ports restricted, and borders sealed, the world has a rare opportunity to make sweeping changes in the freight sector. It should jump on the chance.

Many of the world’s largest freight transporters are flailing during the pandemic and will be reliant on government money to survive. Major European airlines are cutting massive bailout deals with their governments right now. (Over one fifth of aviation’s carbon footprint stems from freight transport.) Cargo shipping and road freight are also at crossroads. As a result, governments have leverage to prod these industries to go greener and contribute their fair share to hitting international climate targets.

This might, at first, sound like a Sisyphean task. Global trade is the source of millions of jobs and diverse, inexpensive goods for consumers around the world. But there is growing recognition of freight’s centrality in the climate crisis, and there have already been tentative moves to decarbonize it — by requiring sustainable biofuel blending and better energy efficiency, as well as by shifting emissions-heavy road freight to railroads and ships. For example, in 2018 the International Maritime Organization, the U.N. agency responsible for establishing environmental standards for the shipping industry, for the first time pledged to reduce greenhouse gas emissions from international shipping to half of 2008 levels by 2050. The EU’s $1.7 billion Connecting Europe Facility will, among many other projects, bolster the continent’s rail networks and facilitate the adoption of greener fuels for all modes of transportation in the E.U., including freight carriers.

There are several ways the trade sector can continue building on this foundation.

First, governments should attach environmental conditions to any pandemic-related bailouts and loans. “The case for reconsidering the current incentive structure of transport-related policies has never been stronger,” says Olaf Merk of the International Transport Forum at the Organization for Economic Cooperation and Development.

Austria and France are already doing this with their national airlines. In Austria, government-secured loans and grants totaling more than $500 million to Austrian Airlines come with stipulations that the airline limit short-haul flights and cut its carbon emissions to 50 percent of 2018 levels by 2030. Likewise, the French government has insisted that Air France, which will collect $8.3 billion in government aid and loans, slash emissions from domestic flights by 50 percent by 2024 and buy more fuel-efficient planes. In stark contrast, Germany required nothing of the sort from Lufthansa — which owns Austrian Airlines — in exchange for its $9.9 billion rescue package.

Strings should also be attached to rescue money and loans to cargo shippers, should more require them. International shipping carries close to 80 percent of global trade and accounts for 2.5 percent of global greenhouse gas emissions. French shipping company CMA CGM has already had to take a $1.1 billion loan, backed largely by the French government but with no conditions attached. Any future loans or bailouts should hinge on the condition that shipping companies reduce the carbon intensity of their transport by at least 40 percent by 2030 compared to 2018— a hard-nosed target that goes beyond the shipping sector’s current, non-binding pledge to reduce emissions to 50 percent of 2008 levels over the same time span. Though ambitious, the target is feasible: Ever more alternative fuels and electric and hybrid engine designs are emerging to replace the dirty maritime fuels used by most heavy-duty shippers.

“Shipping, most of which is freight, has largely escaped serious decarbonization measures until now,” says Carlos Calvo Ambel of the Brussels-based watchdog group Transport & Environment. “It has to set tough, binding targets.”

A second step that governments can take is to cut back global trade in favor of more regional production. Here, too, there is movement in Europe. French President Emmanuel Macron and German Chancellor Angela Merkel recently underscored the importance of diversifying supply chains to reduce dependence on foreign production and reinforce Europe’s “economic and industrial resilience and sovereignty.” As Björn Finke, E.U. correspondent for the German daily Süddeutsche Zeitung, wrote in May, the realization that so much of Europe’s medical supplies and technology come from China has prompted politicians to rethink the continent’s trade policy: “less globalization, less division of labor between countries, more at home.”

Another policy measure that could impact imports is a recently proposed E.U. carbon border adjustment levy, which beginning by 2023 would apply a charge on goods imported into the E.U. based on the emissions emitted during their production. The tax could force trade partners to enforce emissions reduction measures not just on traded goods but on freight carriers too.

Of course, another means to decarbonize global trade would be to impose a hefty carbon tax on all international freight, as well as on aviation fuels, which currently go completely untaxed in the E.U. The E.U. is planning to apply carbon pricing to the shipping industry and reduce free carbon emission allowances currently allotted to airlines under Europe’s current policy.

These measures, though, must be implemented in a way that produces real change. Experts anticipate that trade by freight will triple by 2050, which would seriously undermine the goals of the Paris Agreement at present emissions levels. With talk of “Green Deals” in the air in Europe and the U.S., now is the time to set the freight sector on the road to comprehensive decarbonization.

Paul Hockenos is a Berlin-based journalist and author of several books on European politics.

This article was originally published on Undark. Read the original article.

Why the World’s Peatlands are Key to Stopping Climate Change

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Montane Peatland, Polblue Swamp, Barrington Tops National Park by Doug Beckers (CC BY-SA 2.0).
Montane Peatland, Polblue Swamp, Barrington Tops National Park by Doug Beckers (CC BY-SA 2.0).

By Gustaf Hugelius, Senior Lecturer, Physical Geography, Stockholm University, World Economic Forum published in collaboration with The Conversation (Public License).

  • Peatlands count for just a few percent of the world’s land, but crucially store almost one-quarter of soil carbon.
  • They play a vital role in regulating the climate, but they’re under threat.
  • A new study from Stockholm University has shown that rising temperatures will mean peatlands will soon start emitting more carbon than they store.
  • Researchers found that by limiting global warming, the worst could be avoided.

Peatlands cover just a few percent of the global land area but they store almost one-quarter of all soil carbon and so play a crucial role in regulating the climate. My colleagues and I have just produced the most accurate map yet of the world’s peatlands – their depth, and how much greenhouse gas they have stored. We found that global warming will soon mean that these peatlands start emitting more carbon than they store.

Peatlands form in areas where waterlogged conditions slow down the decomposition of plant material and peat accumulates. This accumulation of carbon-rich plant remains has been especially strong in northern tundra and taiga areas where they have helped cool the global climate for more than 10,000 years. Now, large areas of perennially frozen (permafrost) peatlands are thawing, causing them to rapidly release the freeze-locked carbon back into the atmosphere as carbon dioxide and methane.

Geoscientists have studied peatlands for a long time. They’ve looked at why some areas have peat but others don’t and they’ve looked at how peatlands work as natural archives through which we can reconstruct what the climate and vegetation was like in the past (or even what human life was life: many well-preserved ancient humans have been found in peat bogs).

Scientists have also long recognised that peatlands are important parts of the global carbon cycle and the climate. When plants grow they absorb CO₂ from the atmosphere and as this material accumulates in the peat, there is less carbon in the atmosphere and therefore the climate will cool in the long-term.

With all this knowledge about how important northern peatlands are, it is perhaps surprising to learn that, until recently, there was no comprehensive map of their depth and how much carbon they store. That is why I led an international group of researchers who put together such a map, which we can use to estimate how the peatlands will respond to global warming. Our work is now published in the journal PNAS.

Peatland data and properties north of 23°N latitude. (A) Estimated areal coverage (in percentage) of peatlands based on the national soil inventory maps and SoilGrids250m. (B) Estimated areal coverage (in percentage) of permafrost in mapped peatlands based on the national soil inventory maps and SoilGrids250m, including a maximum threshold for permafrost at MAAT +1 °C (use the same legend as in A). (C) Spatial distribution of peat core sites with peat depth data (n = 7,111) and peat organic C storage (n = 782) over a map of biome distributions (biomes adapted from ref. 32). Sites with peat N stock data (n = 105) are not shown in the map (see Dataset S6), but are predominantly located in boreal forest and tundra biomes. (D) Sites with peat organic C storage data, with the size of site symbols proportional to measured peat organic C storage, over a map of permafrost zonation (33). (E) Estimated total peatland C storage and (F) permafrost peatland C storage.
Peatland data and properties north of 23°N latitude. (A) Estimated areal coverage (in percentage) of peatlands based on the national soil inventory maps and SoilGrids250m. (B) Estimated areal coverage (in percentage) of permafrost in mapped peatlands based on the national soil inventory maps and SoilGrids250m, including a maximum threshold for permafrost at MAAT +1 °C (use the same legend as in A). (C) Spatial distribution of peat core sites with peat depth data (n = 7,111) and peat organic C storage (n = 782) over a map of biome distributions (biomes adapted from ref. 32). Sites with peat N stock data (n = 105) are not shown in the map (see Dataset S6), but are predominantly located in boreal forest and tundra biomes. (D) Sites with peat organic C storage data, with the size of site symbols proportional to measured peat organic C storage, over a map of permafrost zonation (33). (E) Estimated total peatland C storage and (F) permafrost peatland C storage. Source: Gustaf Hugelius, et al., PNAS (CC BY 4.0).

Peatlands are surprisingly difficult to map as their growth is connected to many different local factors, such as how water drains in the landscape. This meant we had to gather more than 7,000 field observations and use new statistical models based on machine learning to create the maps.

We found that peatlands cover approximately 3.7 million square kilometres. If it were a country, “Peatland” would be slightly larger than India. These peatlands also store approximately 415 gigatons (billion tons) of carbon – as much as is stored in all the world’s forests and trees together.

Almost half of this northern peatland carbon is presently in permafrost, ground that is frozen all year round. But, as the world warms and permafrost thaws, it causes peatlands to collapse and completely changes how they relate to greenhouse gases. Areas that once cooled the atmosphere by storing carbon would instead release more of both CO₂ and methane than they stored. We found that the thaw projected from future global warming will cause releases of greenhouse gas that overshadow and reverse the carbon dioxide sink of all northern peatlands for several hundred years. The exact timing of this switch is still highly uncertain, but it is likely to happen in the later half of this century.

There are regions of very extensive permafrost peatlands in Western Siberia and around Hudson Bay in Canada. These unique environments and ecosystems will be fundamentally changed as the permafrost thaws, and their characteristic mix of frozen peat mounds and small lakes will be replaced by extensive areas of wet fens.

Sampling peatland in Siberia. Gustaf Hugelius, Author provided.
Sampling peatland in Siberia. Gustaf Hugelius, Author provided.

These changes will cause more CO₂ and methane to be released into the atmosphere as the previously frozen peat becomes available for microbes that degrade it. The thaw will also lead to large losses of peat into rivers and streams, which will influence both the food chains and biochemistry of inland waters and the Arctic Ocean.

These new finding further reinforce how urgent it is to rapidly reduce our emissions, as the only way to stop permafrost thaw is to limit global warming. There are no geoengineering solutions that can be deployed in these vast and remote areas. Our results clearly show that more limited global warming of 1.5℃-2℃ would be much less damaging than our current trajectories of 3℃-4℃ degrees or above.