When are we going to get serious about climate change?

Oct 8, JDN 24578035

Those two storms weren’t simply natural phenomena. We had a hand in creating them.

The EPA doesn’t want to talk about the connection, and we don’t have enough statistical power to really be certain, but there is by now an overwhelming scientific consensus that global climate change will increase hurricane intensity. The only real question left is whether it is already doing so.

The good news is that global carbon emissions are no longer rising. They have been essentially static for the last few years. The bad news is that this is almost certainly too little, too late.

The US is not on track to hit our 2025 emission target; we will probably exceed it by at least 20%.

But the real problem is that the targets themselves are much too high. Most countries have pledged to drop emissions only about 8-10% below their 1990s levels.

Even with the progress we have made, we are on track to exceed the global carbon budget needed to keep warming below 2 C by the year 2040. We have been reducing emission intensity by about 0.8% per year—we need to be reducing it by at least 3% per year and preferably faster. Highly-developed nations should be switching to nuclear energy as quickly as possible; an equitable global emission target requires us to reduce our emissions by 80% by 2050.

At the current rate of improvement, we will overshoot the 2 C warming target and very likely the 3C target as well.

Why aren’t we doing better? There is of course the Tragedy of the Commons to consider: Each individual country acting in its own self-interest will continue to pollute more, as this is the cheapest and easiest way to maintain industrial development. But then if all countries do so, the result is a disaster for us all.
But this explanation is too simple. We have managed to achieve some international cooperation on this issue. The Kyoto protocol has worked; emissions among Kyoto member nations have been reduced by more than 20% below 1990 levels, far more than originally promised. The EU in particular has taken a leadership role in reducing emissions, and has a serious shot at hitting their target of 40% reduction by 2030.

That is a truly astonishing scale of cooperation; the EU has a population of over 500 million people and spans 28 nations. It would seem like doing that should get us halfway to cooperating across all nations and all the world’s people.

But there is a vital difference between the EU and the world as a whole: The tribal paradigm. Europeans certainly have their differences: The UK and France still don’t really get along, everyone’s bitter with Germany about that whole Hitler business, and as the acronym PIIGS emphasizes, the peripheral countries have never quite felt as European as the core Schengen members. But despite all this, there has been a basic sense of trans-national (meta-national?) unity among Europeans for a long time.
For one thing, today Europeans see each other as the same race. That wasn’t always the case. In Medieval times, ethnic categories were as fine as “Cornish” and “Liverpudlian”. (To be fair, there do still exist a handful of Cornish nationalists.) Starting around the 18th cenutry, Europeans began to unite under the heading of “White people”, a classification that took on particular significance during the trans-Atlantic slave trade. But even in the 19th century, “Irish” and “Sicilian” were seen as racial categories. It wasn’t until the 20th century that Europeans really began to think of themselves as one “kind of people”, and not coincidentally it was at the end of the 20th century that the European Union finally took hold.

There is another region that has had a similar sense of unification: Latin America. Again, there are conflicts: There are a lot of nasty stereotypes about Puerto Ricans among Cubans and vice-versa. But Latinos, by and large, think of each other as the same “kind of people”, distinct from both Europeans and the indigenous population of the Americas.

I don’t think it is coincidental that the lowest carbon emission intensity (carbon emissions / GDP PPP) in the world is in Latin America, followed closely by Europe.
And if you had to name right now the most ethnically divided region in the world, what would you say? The Middle East, of course. And sure enough, they have the worst carbon emission intensity. (Of course, oil is an obvious confounding variable here, likely contributing to both.)

Indeed, the countries with the lowest ethnic fractionalization ratings tend to be in Europe and Latin America, and the highest tend to be in the Middle East and Africa.

Even within the United States, political polarization seems to come with higher carbon emissions. When we think of Democrats and Republicans as different “kinds of people”, we become less willing to cooperate on finding climate policy solutions.

This is not a complete explanation, of course. China has a low fractionalization rating but a high carbon intensity, and extremely high overall carbon emissions due to their enormous population. Africa’s carbon intensity isn’t as high as you’d think just from their terrible fractionalization, especially if you exclude Nigeria which is a major oil producer.

But I think there is nonetheless a vital truth here: One of the central barriers to serious long-term solutions to climate change is the entrenchment of racial and national identity. Solving the Tragedy of the Commons requires cooperation, we will only cooperate with those we trust, and we will only trust those we consider to be the same “kind of people”.

You can even hear it in the rhetoric: If “we” (Americans) give up our carbon emissions, then “they” (China) will take advantage of us. No one seems to worry about Alabama exploiting California—certainly no Republican would—despite the fact that in real economic terms they basically do. But people in Alabama are Americans; in other words, they count as actual people. People in China don’t count. If anything, people in California are supposed to be considered less American than people in Alabama, despite the fact that vastly more Americans live in California than Alabama. This mirrors the same pattern where we urban residents are somehow “less authentic” even though we outnumber the rural by four to one.
I don’t know how to mend this tribal division; I very much wish I did. But I do know that simply ignoring it isn’t going to work. We can talk all we want about carbon taxes and cap-and-trade, but as long as most of the world’s people are divided into racial, ethnic, and national identities that they consider to be in zero-sum conflict with one another, we are never going to achieve the level of cooperation necessary for a real permanent solution to climate change.

The temperatures and the oceans rise. United we must stand, or divided we shall fall.

What will we do without air travel?

August 6, JDN 2457972

Air travel is incredibly carbon-intensive. Just one round-trip trans-Atlantic flight produces about 1 ton of carbon emissions per passenger. To keep global warming below 2 K, personal carbon emissions will need to be reduced to less than 1.5 tons per person per year by 2050. This means that simply flying from New York to London and back twice in a year would be enough to exceed the total carbon emissions each person can afford if we are to prevent catastrophic global climate change.

Currently about 12% of US transportation-based carbon emissions are attributable to aircraft; that may not sound like a lot, but consider this. Of the almost 5 trillion passenger-miles traveled by Americans each year, only 600 billion are by air, while 60,000 are by public transit. That leaves 4.4 trillion passenger-miles traveled by car. About 60% of US transportation emissions are due to cars, while 88% of US transportation is by car. About 12% of US transportation emissions are due to airplanes, while 12% of US passenger-miles are traveled by airplane. This means that cars produce about 2/3 as much carbon per passenger-mile, even though we tend to fill up airplanes to the brim and most Americans drive alone most of the time.

Moreover, we know how to reduce emissions from cars. We can use hybrid vehicles, we can carpool more, or best of all we can switch to entirely electric vehicles charged off a grid that is driven by solar and nuclear power. It is theoretically possible to make personal emissions from car travel zero. (Though making car manufacturing truly carbon-neutral may not be feasible; electric cars actually produce somewhat more carbon in their production, though not enough to actually make them worse than conventional cars.)

We have basically no idea how to reduce emissions from air travel. Jet engines are already about as efficient as we know how to make them. There are some tweaks to taxi and takeoff procedure that would help a little bit (chiefly, towing the aircraft to the runway instead of taking them there on their own power; also, taking off from longer runways that require lower throttle to achieve takeoff speed). But there’s basically nothing we can do to reduce the carbon emissions of a cruising airliner at altitude. Even very optimistic estimates involving new high-tech alloys, wing-morphing technology, and dramatically improved turbofan engines only promise to reduce emissions by about 30%.

This is something that affects me quite directly; air travel is a major source of my personal carbon footprint, but also the best way I have to visit family back home.
Using the EPA’s handy carbon footprint calculator, I estimate that everything else I do in my entire life produces about 10 tons of carbon emissions per year. (This is actually pretty good, given the US average of 22 tons per person per year. It helps that I’m vegetarian, I drive a fuel-efficient car, and I live in Southern California.)

Using the ICAO’s even more handy carbon footprint calculator for air travel, I estimate that I produce about 0.2 tons for every round-trip economy-class transcontinental flight from California to Michigan. But that doesn’t account for the fact that higher-altitude emissions are more dangerous. If you adjust for this, the net effect is as if I had produced a full half-ton of carbon for each round-trip flight. Therefore, just four round-trip flights per year increases my total carbon footprint by 20%—and again, by itself exceeds what my carbon emissions need to be reduced to by the year 2050.

With this in mind, most ecologists agree that air travel as we know it is simply not sustainable.

The question then becomes: What do we do without it?

One option would be to simply take all the travel we currently do in airplanes, and stop it. For me this would mean no more trips from California to Michigan, except perhaps occasional long road trips for moving and staying for long periods.

This is unappealing, though it is also not as harmful as you might imagine; most of the world’s population has never flown in an airplane. Our estimates of exactly what proportion of people have flown are very poor, but our best guesses are that about 6% of the world’s population flies in any given year, and about 40% has ever flown in their entire life. Statistically, most of my readers are middle-class Americans, and we’re accustomed to flying; about 80% of Americans have flown on an airplane at least once, and about 1/3 of Americans fly at least once a year. But we’re weird (indeed, WEIRD, White, Educated, Industrialized, Rich, and Democratic); most people in the world fly on airplanes rarely, if ever.

Moreover, air travel has only been widely available to the general population, even in the US, for about the last 60 years. Passenger-miles on airplanes in the US have increased by a factor of 20 since just 1960, while car passenger-miles have only tripled and population has only doubled. Most of the human race through most of history has only dreamed of air travel, and managed to survive just fine without it.

It certainly would not mean needing to stop all long-distance travel, though long-distance travel would be substantially curtailed. It would no longer be possible to travel across the country for a one-week stay; you’d have to plan for four or five days of travel in each direction. Traveling from the US to Europe takes about a week by sea, each way. That means planning your trip much further in advance, and taking off a lot more time from work to do it.

Fortunately, trade is actually not that all that dependent on aircraft. The vast majority of shipping is done by sea vessel already, as container ships are simply far more efficient. Shipping by container ship produces only about 2% as much carbon per ton-kilometer as shipping by aircraft. “Slow-steaming”, the use of more ships at lower speeds to conserve fuel, is already widespread, and carbon taxes would further incentivize it. So we need not fear giving up globalized trade simply because we gave up airplanes.

But we can do better than that. We don’t need to give up the chance to travel across the country in a weekend. The answer is high-speed rail.

A typical airliner cruises at about 500 miles per hour. Can trains match that? Not quite, but close. Spain already has an existing commercial high-speed rail line, the AVE, which goes from Madrid to Barcelona at a cruising speed of 190 miles per hour. This is far from the limits of the technology. The fastest train ever built is the L0 series, a Japanese maglev which can maintain a top speed of 375 miles per hour.

This means that if we put our minds to it, we could build a rail line crossing the United States, say from Los Angeles to New York via Chicago, averaging at least 300 miles per hour. That’s a distance of 2800 miles by road (rail should be comparable); so the whole trip should take about 9 and a half hours. This is slower than a flight (unless you have a long layover), but could still make it there and back in the same weekend.

How much would such a rail system cost? Official estimates of the cost of maglev line are about $100 million per mile. This could probably be brought down by technological development and economies of scale, but let’s go with it for now. This means that my proposed LA-NY line would cost $280 billion.

That’s not a small amount of money, to be sure. It’s about the annual cost of ending world hunger forever. It’s almost half the US military budget. It’s about one-third of Obama’s stimulus plan in 2009. It’s about one-fourth Trump’s proposed infrastructure plan (that will probably never happen).

In other words, it’s a large project, but well within the capacity of a nation as wealthy as the United States.

Add in another 500 miles to upgrade the (already-successful) Acela corridor line on the East Coast, and another 800 miles to make the proposed California High-Speed Rail from LA to SF a maglev line, and you’ve increased the cost to $410 billion.
$410 billion is about 2 years of revenue for all US airlines. These lines could replace a large proportion of all US air traffic. So if the maglev system simply charged as much as a plane ticket and carried the same number of passengers, it would pay for itself in a few years. Realistically it would probably be a bit cheaper and carry fewer people, so the true payoff period might be more like 10 years. That is a perfectly reasonable payoff period for a major infrastructure project.

Compare this to our existing rail network, which is pitiful. There are Amtrak lines from California to Chicago; one is the Texas Eagle of 2700 miles, comparable to my proposed LA-NY maglev; the other is the California Zephyr of 2400 miles. Each of them completes one trip in about two and a half daysso a week-long trip is unviable and a weekend trip is mathematically impossible. Over 60 hours on each train, instead of the proposed 9.5 for the same distance. The operating speed is only about 55 miles per hour when we now have technology that could do 300. The Acela Express is our fastest train line with a top speed of 150 miles per hour and average end-to-end speed of 72 miles per hour; and (not coincidentally I think) it is by far the most profitable train line in the United States.

And best of all, the entire rail system could be carbon-neutral. Making the train itself run without carbon emissions is simple; you just run it off nuclear power plants and solar farms. The emissions from the construction and manufacturing would have to be offset, but most of them would be one-time emissions, precisely the sort of thing that it does make sense to offset with reforestation. Realistically some emissions would continue during the processes of repair and maintenance, but these would be far, far less than what the airplanes were producing—indeed, not much more than the emissions from a comparable length of interstate highway.

Let me emphasize, this is all existing technology. Unlike those optimistic forecasts about advanced new aircraft alloys and morphing wings, I’m not talking about inventing anything new here. This is something other countries have already built (albeit on a much smaller scale). I’m using official cost estimates. Nothing about this plan should be infeasible.

Why are we not doing this? We’re choosing not to. Our government has decided to spend on other things instead. Most Americans are quite complacent about climate change, though at least most Americans do believe in it now.

What about transcontinental travel? There we may have no choice but to give up our weekend visits. Sea vessels simply can’t be built as fast as airplanes. Even experimental high-speed Navy ships can’t far exceed 50 knots, which is about 57 miles per hour—highway speed, not airplane speed. A typical container vessel slow-steams at about 12 knots—14 miles per hour.

But how many people travel across the ocean anyway? As I’ve already established, Americans fly more than almost anyone else in the world; but of the 900 million passengers carried in flights in, through, or out of the US, only 200 million were international Some 64% of Americans have never left the United States—never even to Canada or Mexico! Even if we cut off all overseas commercial flights completely, we are affecting a remarkably small proportion of the world’s population.

And of course I wouldn’t actually suggest banning air travel. We should be taxing air travel, in proportion to its effect on global warming; and those funds ought to get us pretty far in paying for the up-front cost of the maglev network.

What can you do as an individual? Ay, there’s the rub. Not much, unfortunately. You can of course support candidates and political campaigns for high-speed rail. You can take fewer flights yourself. But until this infrastructure is built, those of us who live far from our ancestral home will face the stark tradeoff between increasing our carbon footprint and never getting to see our families.