Green New Deal Part 2: How do we get to net-zero carbon emissions?

Apr 14 JDN 2458588

I said in my post last week that the Green New Deal has “easy parts”, “hard parts”, and “very hard parts”, and discussed one of the “easy parts”: increased investment in infrastructure. Next week I’ll talk about another “easy part”, guaranteeing education and healthcare.

Today is the most important “hard part”: Reducing our net carbon emissions to zero—or even less.

“Meeting 100 percent of the power demand in the United States through clean, renewable, and zero-emission energy sources.”

“Overhauling transportation systems in the United States to eliminate pollution and greenhouse gas emissions from the transportation sector as much as is technologically feasible, including through investment in – (i) zero-emission vehicle infrastructure and manufacturing; (ii) clean, affordable, and accessible public transportation; and (iii) high-speed rail.”

“Spurring massive growth in clean manufacturing in the United States and removing pollution and greenhouse gas emissions from manufacturing and industry as much as is technologically feasible.”

“Working collaboratively with farmers and ranchers in the United States to eliminate pollution and greenhouse gas emissions from the agricultural sector as much as is technologically feasible.”

There have been huge expansions in solar and wind power generation, which are now cheaper than coal, nuclear, and hydroelectric, on a par with natural gas, and only outcompeted by geothermal. As a result of this dramatic increase in renewable energy production, electric power is no longer the largest source of carbon emissions in the United States; it is now second to transportation.
Policy clearly matters here: While total US carbon emissions were trending downward during the Obama administration, they began trending back upward once Trump took office. Even under Obama, they were not trending down fast enough to realistically meet the Paris Agreement targets. Only 14 states are on track to meet those targets, and they are all hard-Blue states except for Virginia and North Carolina. Unsurprisingly, the most carbon-efficient states are New York and California; yet even our emissions (about 9 tonnes per person per year, about twice the world average) are still far too high.
Of course the US is not alone in failing to meet the targets; in the EU, only three countries (Sweden, France, and Germany) are on track to hit the Paris targets. How did they do it? Germany has managed to do it mainly by expanding wind power, but for most countries, the fastest route to zero-carbon electricity is clearly nuclear power.
Germany has been foolishly phasing out their nuclear capacity, but it’s still 11% of their generation; Sweden’s grid is 40% nuclear; and France has a whopping 72% of their grid on nuclear (no other country comes close). The US grid is about 20% nuclear, which isn’t bad; but if California for instance had not phased out half of our nuclear generation since 2001, we could have taken out 15,000 GWh/yr of natural gas generation instead. At least we did basically eliminate coal and oil power in California, so that’s good.
How much would it cost to convert the entire US electricity grid to renewables and nuclear by 2050? Estimates vary widely, but a good ballpark figure is about $20 trillion.
Let’s not kid ourselves: That is a lot. It’s almost an entire year of the whole US economy. It would be enough to establish a permanent fund to end world hunger almost ten times over. Inflation-adjusted, it’s five times the total amount spent by the US in the Second World War.
Completely re-doing our entire electricity generation system is a project on a scale we’ve really never attempted before. It would be very difficult and very expensive.
But is it feasible? Yes, it’s entirely feasible. Assuming our real GDP grows at a paltry 2% per year between now and 2050, the total economic output of the United States during that period will be almost $1 quadrillion. $20 trillion is only 2% of that. Since the top 1% get about 20% of the income, this means that we could raise enough revenue for this project by simply raising the tax rate on the top 1% by 10 percentage points—which would still make the top income tax rate substantially lower than what we had as recently as the 1970s.
Unfortunately, converting the electricity grid is only part of the story. We also need to make radical changes in our transportation system—switching from airplanes to high-speed rail, and converting cars either to electric cars or public transit systems. Trains are really the best bet, but rail systems have a high up-front cost to build.
Even state-of-the-art high-speed rail systems just can’t be a jet airliner for speed. The best high-speed rail systems can cruise at about 250 kph, while a cruising Boeing 737 can easily exceed 800 kph. We’re just going to have to get used to our long-distance trips taking longer. Even 250 kph is a lot better than the 100 kph you’d probably average driving (not counting stops), which is also about the speed that most current US trains get—far worse than what they have in Europe or even China.
Then we have to deal with the other sources of carbon emissions, like manufacturing and agriculture. It’s simply not realistic to expect that we will actually produce zero carbon emissions; instead our goal needs to be net zero, which means we’ll need some way of pulling carbon out of the air.
To some extent, this is easier than it sounds: Reforestation is a very easy, efficient way of pulling carbon out of the air. Unfortunately it is also very slow, and can only be done in appropriate climates. To really pull enough carbon out of the air fast enough, we’re going to need industrial carbon sequestration or some form of geoengineering—right now iron seeding looks like the most promising candidate, but it could only compensate for about 1/6 of current carbon emissions. Solar geoengineering could do more—but at a very high cost, since we’re talking about pumping poisonous chemicals into the air in order to block out sunlight.
The reason we need to do this is essentially that we have waited too long: Had we started the process of converting the whole grid to renewables in the 1970s like we should have, we wouldn’t need such desperate measures now. But we didn’t, so here we are.
Estimates of how much it will cost to do all this vary even more widely, to the point where I’m hesitant to even put a number on it. But it seems likely that in addition to the $20 trillion for the electric grid, it will probably be something like another $30 trillion to do everything else that is necessary. But the global damage from climate change is estimated to be as much as $3.3 trillion per yearso a total of over $100 trillion over 30 years. Spending $50 trillion to save $100 trillion doesn’t sound like such a bad deal, does it?

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.