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Geopolitics, the heightened importance of climate change, and the sheer size of the conference have transformed the event into something that it was never meant to be.
It didn’t attract a lot of attention, but for a few months, it looked like the United Nations climate process might break down.
There, process is substance: One of the most important acts every year is the selection of the next country to run the Conference of the Parties to the United Nations Framework Convention on Climate Change, or COP. This distinction normally rotates among the UN’s five regional country groups; next year, a country in the “Eastern Europe” group is due to host. All the members of a group must unanimously agree on which country will get to host.
This is a highly contingent way to decide who gets to host a climate conference. Really, the entire schema of UN regional groups represents a hangover of Cold War geopolitics that is now indefinitely unchangeable. (The “Western Europe” group is essentially the early members of NATO; it includes such notably non-western-European countries as Turkey, the United States, and — hilariously — Australia.)
The “Eastern Europe” group, meanwhile, amounts to more or less the former members of the Warsaw Pact. For obvious reasons, these countries cannot agree on a consensus choice in 2023. Russia, the group’s largest member, was not amenable to holding the COP in any eastern Europe NATO member state, such as Poland, Latvia, or Finland. The eastern European NATO members — as well as Ukraine, which is also in the UN regional group — were similarly opposed to holding the COP in Russia.
That meant that attention focused on the group’s countries in the Caucasus, at the edge of central Asia: Georgia, Azerbaijan, and Armenia. Yet difficulties presented themselves here too. Azerbaijan successfully seized an Armenian exclave earlier this year, evicting up to 120,000 Armenians as part of a campaign described as ethnic cleansing. Armenia blocked any Azeri bid to host the COP.
For the first time in the UN Framework Convention on Climate Change’s history, no country would have been able to lead COP the following year. Geopolitics had seemingly broken the consensus mechanism that makes the climate conference work.
This amounted to more than just a deficiency in party planning. It would have forced Bonn, Germany — the home of the UNFCC’s permanent headquarters — to host COP29, a kind of “break in case of emergency” default option. And it would have allowed the United Arab Emirates, a petrostate that has reportedly used the COP to make oil deals, to retain the conference presidency for at least another year.
That didn’t happen. Late last week, Armenia lifted its block of Azerbaijan’s bid, and the two countries mutually released prisoners in a gesture of good will. (Their rapprochement happened suspiciously close to President Vladimir Putin’s visit to the U.A.E.) Next year’s COP will seemingly happen in Baku, the Azeri capital.
But just because the COP process didn’t break doesn’t mean that it’s not being stretched. All is not well with the COP. During this year’s conference, a picture emerged of a COP being tested by a more rivalrous, conflict-prone world. Geopolitics, the heightened importance of climate change, and the sheer size of the conference have transformed the event into something that it was never meant to be.
This year, more than 100,000 people attended the COP. It was held at Dubai’s opulent Expo City, the Disney World-style convention campus initially built for the 2020 World Expo, the modern successor to World’s Fairs. Hundreds of nonprofit groups and companies, as well as more than 190 countries, ran public pavilions that advertised their climate accomplishments and views on decarbonization. Negotiators divided into different blocs: China and the United States, oil-producing states and small island nations, the West and the rest.
It wasn’t always like this. When the first COP was held in Berlin in 1995, the world was in a very different era, Lee Beck, the senior director for Europe and the Middle East at the Clean Air Task Force, told me. It was “the peak of multilateralism, followed by relative geopolitical stability and peace,” she said. The United States and the broader West set the agenda for global events.
“In the last two years — others would say the writing was on the wall as early as 2014 — geopolitical fragmentation really is visible,” she said. “You’re really pushing the limits of multilateralism at this one. One of the cracks is we’re unable to agree where the COP even will be.”
But geopolitics are not the only force stretching COP to the limit. Another is the sheer size of the event itself.
There used to be “big COPs” and “small COPs”: COP21, the 2015 meeting where the Paris Agreement was finalized, was a “big COP,” but the following year’s conference in Marrakech, Morocco, was a fairly minor one. Even COP21 was less than half the size of this year’s COP. And in one possible read, this year should have been a smaller COP — the biggest to-dos were formally launching the Loss and Damage fund and writing the Global Stocktake report, a kind of report card on the world’s climate progress (or lack thereof).
But small COPs don’t seem to happen any more. Since the pandemic ended and COP26 took place in Glasgow, Scotland, COPs have swollen in size, creating the age of the new “mega-COP.” More than 100,000 people attended the conference this year, making it by far the biggest COP ever. It was more than twice the size of last year’s confab in Sharm al-Sheikh, Egypt, which was previously the biggest COP ever. Most of those attendees had nothing to do with the negotiations ostensibly at the center of the conference — they were investors, technologists, scholars, scientists, or experts — and instead made up a de facto global trade show on climate solutions.
COP is now so big and climate is now so important that even the lack of news about the conference can generate news. When President Joe Biden declined to attend this year’s conference, The New York Times push-alerted it.
But there are possibilities that could improve the situation. One of them might be that COP simply becomes so unmanageable that it has to scale back. Few cities have the spare capacity to house an extra 100,000 visitors for 12 days. New York City, for instance, only has about 123,000 hotel rooms total. If COP were to keep growing, the problem would only get harder. When 150,000 people descended on San Francisco for Salesforce’s annual conference in 2015, the company docked a cruise ship in the bay to provide an extra thousand rooms.
There are solutions, Beck said. She noted this was the first year that every continent had held its own Climate Week: a smaller event focusing on more region-specific decarbonization challenges. This COP has also seen the emergence of country coalitions that rally around different issues or approaches. The set of countries that backed a pledge to triple renewable capacity, for instance, is different from the smaller coalition that wanted to triple nuclear capacity. These smaller, more sector-specific coalitions may have more ability to actually decarbonize and address climate change, she said.
For all these challenges, perhaps the biggest miracle is that the UNFCC process works at all, Eve Tamme, a former climate negotiator for the European Commission, told me.
“The UNFCCC process is based on consensus between almost 200 countries. Judging based on the complexity of the issue at hand and the divergence of views among the countries, it seems impossible that such a process could deliver anything at all,” she said. Even when you follow the negotiations closely, it may seem like there’s barely any movement at all, she said.
“But then again, we got the Kyoto Protocol,” she said. “And we got the Paris Agreement. So while it may look broken in the short term, somehow this dysfunctional process can still deliver.”
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What if, instead of maintaining old pipelines, gas utilities paid for homes to electrify?
California just hit a critical climate milestone: On September 1, Pacific Gas and Electric, the biggest utility in the state, raised natural gas rates by close to $6 due to shrinking gas demand.
I didn’t say it was a milestone worth celebrating. But experts have long warned that gas rates would go up as customers started to use less of the fossil fuel. PG&E is now forecasting enough of a drop in demand, whether because homeowners are making efficiency improvements or switching to electric appliances, that it needs to charge everyone a bit more to keep up with the cost of maintaining its pipelines.
Shortly after the rate increase went into effect, however, Governor Gavin Newsom signed a bill aimed at addressing this exact problem. The new law gives PG&E and other utilities permission to use money they would have spent to replace aging, leaky pipelines to pay for the electrification of the homes served by those pipes — as long as electrifying the homes is cheaper. Instead of investing millions of ratepayer dollars into the gas system, utilities can start to decommission parts of it, shrinking gas use and fixed costs in tandem.
PG&E actually already has the freedom to do this, and has even completed a fair number of projects. But the utility has had limited success, mainly because of an anti-discrimination law that gives building owners the right to stick with natural gas. It only takes one gas stalwart to thwart a whole neighborhood’s prospects for free electric appliances, since in order to keep delivering gas to that one household, the utility has to invest in the entire section of pipeline serving the area. A 2023 report showed that while PG&E had completed more than 100 projects, it hadn’t been able to convince clusters of customers larger than five at a time to convert.
The new law doesn’t fundamentally change the anti-discrimination rule, known as a utility’s “duty to serve,” but it does relieve PG&E and others of this duty if at least two-thirds of the homeowners served by a given section of pipeline consent to getting off gas. For now, the legislation limits utilities to executing 30 such projects. But for those 30, as long as two-thirds consent, the utility can now tell the holdouts that it is retiring the pipeline, and that they have no choice but to get on the electric bandwagon.
“If a supermajority wants it, it can move forward,” Matt Vespa, a senior attorney from Earthjustice who worked on the legislation, told me. “Which I think is probably a good place to start from. You want to have a place where there’s significant buy-in.”
This strategy, sometimes called “zonal decarbonization” or “targeted electrification,” is one that many climate groups are advocating for as a way to achieve an orderly and equitable transition off of natural gas. The approach most states have taken so far — providing subsidies that gently prod consumers into going electric — results in a random pattern of adoption that can benefit some homeowners while harming others. It also does nothing to deter gas utilities from investing hundreds of millions of dollars in maintaining, replacing, or building new pipelines each year — investments that are set up to be recouped from ratepayers over the course of decades.
California isn’t the first place in the world to experiment with targeted electrification. The Swiss city of Zurich began systematically shutting down sections of its gas system in 2021, giving affected users about a decade of warning and offering partial compensation for the cost of new equipment. In Massachusetts, the utility Eversource is piloting a unique neighborhood-scale electrification project. The company hooked up 32 residential buildings and a few commercial businesses in the city of Framingham to a new underground network of pipes that carry water rather than natural gas, which in turn connect to geothermal heat pumps that use the water to heat or cool the air inside. There are more than a dozen such “thermal energy network” pilot projects in various stages in Massachusetts, New York, Colorado, Washington, Vermont, Maryland, and Minnesota.
But the new California program is unique in its scale and approach. For one thing, it applies to all gas utilities in the state. Beginning next summer, they will each need to submit maps to the utility commission that identify potential pipeline replacement projects; then, in 2026, regulators will use those maps to designate priority areas, giving precedence to low-income communities and households that lack heating or cooling. By July of that year, the commission must establish the rules of the pilot program, including a methodology for utilities to determine when electrification is more cost-effective than pipeline replacement, and rules for how utilities can pay for the projects and recover costs.
PG&E supported the bill and worked closely with its authors on the language. The utility declined an interview, but emailed me a statement saying the legislation “enables cost-effective, targeted electrification projects which will help avoid more expensive gas pipeline replacements, reducing gas system operating costs, and support the state’s and PG&E’s decarbonization goals.”
Utilities will still be spending ratepayer money on the electrification projects, but far less than they would have spent on pipeline infrastructure. For the remaining gas customers, it’s still possible rates will go up, though by less than they would have otherwise. Mike Henchen, a principal in the carbon-free buildings program at RMI, told me these pilot projects alone are not going to pull so many customers away from the gas system that it will put upward pressure on rates. The law caps the program at no more than 1% of a utility’s customers.
Vespa, the Earthjustice attorney, told me he originally worked on a more ambitious version of the bill that would have required utilities to avoid any new investments in the gas system when electrification was a cheaper alternative. But it was pared back and made voluntary in order to get it through the legislature. “The hope is that we'll get projects off the ground, we’ll get proof-of-concept,” he said. “I think there was a need to demonstrate some successful stories and then hopefully expand from there.”
While these pilots make sense, economically, for a dual gas and electric company like PG&E, one big question is whether the state’s gas-only utilities like Southern California Gas will take the initiative. (SoCalGas did not respond to my inquiry prior to publication, but the company did support the legislation.)
Looking ahead, even if lawmakers do expand the program to authorize every cost-effective project, this model can’t transition the entire state away from gas. These projects are more likely to pencil out in places with lower housing density, where a given section of pipeline is serving only a handful of homes. A fact sheet about the bill published by its lead sponsor, state senator David Min, says that “zero emissions alternatives” to pipeline replacement are only technically feasible and cost effective for about 5% of PG&E’s territory. “Gas customers won't be able to pay for the decommissioning of the whole gas system, or even 50% of it,” said Henchen.
In the meantime, however, there’s lots of low-hanging fruit to pluck. Targeted electrification of just 3% to 4% of gas customers across the state could reduce gas utility spending by $15 billion to $26 billion through 2045, according to an analysis by Energy and Environmental Economics.
“It’s a modest step,” said Vespa of the new law. “But I do think it’s meaningful to start moving forward and developing the frameworks for this.”
Revoy is already hitching its power packs to semis in one of America’s busiest shipping corridors.
Battery swaps used to be the future. To solve the unsolvable problem of long recharging times for electric vehicles, some innovators at the dawn of this EV age imagined roadside stops where drivers would trade their depleted battery for a fully charged one in a matter of minutes, then be on their merry way.
That vision didn’t work out for passenger EVs — the industry chose DC fast charging instead. If the startup Revoy has its way, however, this kind of idea might be exactly the thing that helps the trucking industry surmount its huge hurdles to using electric power.
Revoy’s creation is, essentially, a bonus battery pack on wheels that turns an ordinary semi into an EV for as long as the battery lasts. The rolling module carries a 525 kilowatt-hour lithium iron phosphate battery pack attaches to the back of the truck; then, the trailer full of cargo attaches to the module. The pack offers a typical truck 250 miles of electric driving. Founder Ian Rust told me that’s just enough energy to reach the next Revoy station, where the trucker could swap their depleted module for a fresh one. And if the battery hits zero charge, that's no problem because the truck reverts to its diesel engine. It’s a little like a plug-in hybrid vehicle, if the PHEV towed its battery pack like an Airstream and could drop it off at will.
“If you run out of battery with us, there's basically no range anxiety,” Rust said. “And we do it intentionally on our routes, run it down to as close to zero as possible before we hit the next Revoy swapping station. That way you can get the maximum value of the battery without having to worry about range.”
To start, a trucker in a normal, everyday semi pulls up to a Revoy station and drops their trailer. A worker attaches a fully charged Revoy unit to the truck and trailer—all in five minutes or less, Revoy promises. Once in place, the unit interfaces seamlessly with the truck’s drivetrain and controls.
“It basically takes over as the cruise control on the vehicle,” he said. “So the driver gets it up to speed, takes their foot off the gas, and then we actually become the primary powertrain on the vehicle. You really only have to burn diesel for the little bit that is getting onto the highway and then getting off the highway, and you get really extreme MPGs with that.”
The Revoy model is going through its real-world paces as we speak. Rust’s startup has partnered with Ryder trucking, whose drivers are powering their semis with Revoy EVs at battery-swap stops along a stretch of Interstate 30 in Texas and Arkansas, a major highway for auto parts and other supplies coming from Mexico. Rust hopes the next Revoy corridor will go into Washington State, where the ample hydropower could help supply clean energy to all those swappable batteries. Happily, he said, Revoy can expand piecemeal like this because its approach negates the chicken-and-egg problem of needing a whole nation of EV chargers to make the vehicles themselves viable. Once a truck leaves a Revoy corridor, it’s just a diesel-powered truck again.
Early data from the Ryder pilot shows that the EV unit slashed how much diesel fuel a truck needs to make it down the designated corridor. “This is a way we can reduce a path to reduce the emissions of our fleet without having to buy anything — and without having to have to worry about how much utilization we're going to have to get,” Mike Plasencia, group director of New Product Strategy at Ryder, told me.
Trucking represents one of the biggest opportunities for cutting the carbon emissions of the transportation sector. It’s also one of the most challenging. Heatmap has covered the problem of oversized SUV and pickup truck EVs, which need larger, more expensive batteries to propel them. The trucking problem is that issue on steroids: A semi can tow up to 80,000 pounds down an American highway.
There are companies building true EV semi trucks despite this tall order — Tesla’s has been road-testing one while hauling Pepsi around, and trucking mainstays like Peterbilt are trying their hand as well. Although the EV model that works for everyday cars — a built-in battery that requires recharging after a couple hundred miles — can work for short-haul trucks that move freight around a city, it is a difficult fit for long-haul trucking where a driver must cover vast distances on a strict timetable. That’s exactly where Revoy is trying to break in.
"We are really focused on long haul,” he told me. “The reason for that is, it's the bigger market. One of the big misconceptions in trucking is that it's dominated by short haul. It's very much the opposite. And it's the bigger emission source, it's the bigger fuel user."
Rust has a background in robotics and devised the Revoy system as a potential solution to both the high cost of EV semis and to the huge chunks of time lost to fueling during long-distance driving. Another part of the pitch is that the Revoy unit is more than a battery. By employing the regenerative braking common in EVs, the Revoy provides a redundancy beyond air brakes for slowing a big semi—that way, if the air brakes fail, a trucker has a better option than the runaway truck lane. The setup also provides power and active steering to the Revoy’s axle, which Rust told me makes the big rig easier to maneuver.
Plasencia agrees. “The feedback from the drivers has been positive,” he said. “You get feedback messages like, it felt like I was driving a car, or like I wasn't carrying anything.”
As it tries to expand to more trucking corridors across the nation, Revoy may face an uphill battle in trying to sell truckers and trucking companies on an entirely new way to think about electrifying their fleets. But Rust has one ace up his sleeve: With Revoy, they get to keep their trucks — no need to buy new ones.
On the DOE’s transmission projects, Cybertruck recalls, and Antarctic greening
Current conditions: Hurricane Kirk, now a Category 4 storm, could bring life-threatening surf and rip currents to the East Coast this weekend • The New Zealand city of Dunedin is flooded after its rainiest day in more than 100 years • Parts of the U.S. may be able to see the Northern Lights this weekend after the sun released its biggest solar flare since 2017.
The Energy Department yesterday announced $1.5 billion in investments toward four grid transmission projects. The selected projects will “enable nearly 1,000 miles of new transmission development and 7,100 MW of new capacity throughout Louisiana, Maine, Mississippi, New Mexico, Oklahoma, and Texas, while creating nearly 9,000 good-paying jobs,” the DOE said in a statement. One of the projects, called Southern Spirit, will involve installing a 320-mile high-voltage direct current line across Texas, Louisiana, and Mississippi that connects Texas’ ERCOT grid to the larger U.S. grid for the first time. This “will enhance reliability and prevent outages during extreme weather events,” the DOE said. “This is a REALLY. BIG. DEAL,” wrote Michelle Lewis at Electrek.
The DOE also released a study examining grid demands through 2050 and concluded that the U.S. will need to double or even triple transmission capacity by 2050 compared to 2020 to meet growing electricity demand.
Duke Energy, one of the country’s largest utilities, appears to be walking back its commitment to ditch coal by 2035. In a new plan released yesterday, Duke said it would not shut down the second-largest coal-fired power plant in the U.S., Gibson Station in Indiana, in 2035 as previously planned, but would instead run it through 2038. The company plans to retrofit the plant to run on natural gas as well as coal, with similar natural-gas conversions planned for other coal plants. The company also slashed projects for expanding renewables. According toBloomberg, a Duke spokeswoman cited increasing power demand for the changes. Electricity demand has seen a recent surge in part due to a boom in data centers. Ben Inskeep, program director at the Citizens Action Coalition of Indiana, a consumer and environmental advocacy group, noted that Duke’s modeling has Indiana customers paying 4% more each year through 2030 “as Duke continues to cling to its coal plants and wastes hundreds of millions on gasifying coal.”
The Edison Electric Institute issued its latest electric vehicle forecast, anticipating EV trends through 2035. Some key projections from the trade group’s report:
Tesla issued another recall for the Cybertruck yesterday, the fifth recall for the electric pickup since its launch at the end of last year. The new recall has to do with the rearview camera, which apparently is too slow to display an image to the driver when shifting into reverse. It applies to about 27,000 trucks (which is pretty much all of them), but an over-the-air software update to fix the problem has already been released. There were no reports of injuries or accidents from the defect.
A new study published in Nature found that vegetation is expanding across Antarctica’s northernmost region, known as the Antarctic Peninsula. As the planet warms, plants like mosses and lichen are growing on rocks where snow and ice used to be, resulting in “greening.” Examining satellite data, the researchers from the universities of Exeter and Hertfordshire, and the British Antarctic Survey, were shocked to discover that the peninsula has seen a tenfold increase in vegetation cover since 1986. And the rate of greening has accelerated by over 30% since 2016. This greening is “creating an area suitable for more advanced plant life or invasive species to get a foothold,” co-author Olly Bartlett, a University of Hertfordshire researcher, told Inside Climate News. “These rates of change we’re seeing made us think that perhaps we’ve captured the start of a more dramatic transformation.”
Moss on Ardley Island in the Antarctic. Dan Charman/Nature
Japan has a vast underground concrete tunnel system that was built to take on overflow from excess rain water and prevent Tokyo from flooding. It’s 50 meters underground, and nearly 4 miles long.
Carl Court/Getty Images