You’re out of free articles.
Log in
To continue reading, log in to your account.
Create a Free Account
To unlock more free articles, please create a free account.
Sign In or Create an Account.
By continuing, you agree to the Terms of Service and acknowledge our Privacy Policy
Welcome to Heatmap
Thank you for registering with Heatmap. Climate change is one of the greatest challenges of our lives, a force reshaping our economy, our politics, and our culture. We hope to be your trusted, friendly, and insightful guide to that transformation. Please enjoy your free articles. You can check your profile here .
subscribe to get Unlimited access
Offer for a Heatmap News Unlimited Access subscription; please note that your subscription will renew automatically unless you cancel prior to renewal. Cancellation takes effect at the end of your current billing period. We will let you know in advance of any price changes. Taxes may apply. Offer terms are subject to change.
Subscribe to get unlimited Access
Hey, you are out of free articles but you are only a few clicks away from full access. Subscribe below and take advantage of our introductory offer.
subscribe to get Unlimited access
Offer for a Heatmap News Unlimited Access subscription; please note that your subscription will renew automatically unless you cancel prior to renewal. Cancellation takes effect at the end of your current billing period. We will let you know in advance of any price changes. Taxes may apply. Offer terms are subject to change.
Create Your Account
Please Enter Your Password
Forgot your password?
Please enter the email address you use for your account so we can send you a link to reset your password:
Now back at the University of Pennsylvania, she talks to Heatmap about community engagement, gaps in the decarbonization market, and goats.
In November of 2020, Jennifer Wilcox had just moved to Philadelphia and was preparing to start a new chapter in her career as a tenured “Presidential Distinguished Professor” at the University of Pennsylvania. Then she got the call: Wilcox was asked to join the incoming Biden administration as the principal deputy assistant secretary for the Office of Fossil Energy, a division of the Department of Energy.
Wilcox had never even heard of the Office of Fossil Energy and was somewhat uneasy about the title. A chemical engineer by training, Wilcox had dedicated her work to climate solutions. She was widely known for having written the first textbook on carbon capture, published in 2012, and for her trailblazing research into removing carbon dioxide from the atmosphere. With Penn’s blessing, she decided to take the job. And in the just over three years she was in office, she may have altered the course of U.S. climate action forever.
First, Wilcox led a total transformation of the department to align it with the Biden administration’s climate goals. She started by arranging 15-minute meetings with each of the nearly 150 employees who worked with her at the D.C. office to understand their perspectives on their work, whether they were happy, and their fears and challenges. She admits she can be intense.
“I took all that information, and I sat on it with many weekends and a blank piece of paper and a pencil and drew crazy diagrams,” she told me, trying to funnel everyone’s feedback into a new vision for the department.
Previously, the Office of Fossil Energy’s primary function was to support research into oil, gas, and coal extraction and use. Wilcox flipped the mission on its head, reorganizing the department into one that would support research, development, and deployment of solutions that reduced dependency on those resources and minimized their environmental impacts. By July, she had codified that mission in a new name — the Office of Fossil Energy and Carbon Management.
Wilcox maxed out her leave this spring. I caught up with her about a week after she left the DOE, as she was picking up where she left off — preparing for her first semester as a professor of chemical engineering and energy policy at Penn. She’s also starting a new side gig as chief scientist at Isometric, a carbon credit certification company that’s trying to improve trust in carbon removal measurement and verification through rigorous standards and transparency.
I asked her to reflect on her time at the Department of Energy, the changes she oversaw, and what she’s looking to do next. Our conversation has been edited for length and clarity.
When was your last day at DOE? Did you leave because you had an obligation to come back to Penn?
My last day was Friday, May 31, so just a week or so ago. Typically, when you’re in an academic tenured position, you can have a maximum of a two-year leave. Within the first year of my appointment at DOE, the Bipartisan Infrastructure Law went through, and then in the second year, the IRA went through — the Inflation Reduction Act. And I was like, this is big stuff. It felt like just a defining moment — in my career, but also in terms of climate legislation. And I thought, how could I possibly leave now? So I went back to Penn and I wrote, I thought, a pretty thoughtful letter of the impact that I could have if I could stay just a year and a half longer. And they said yes.
Could you share the story of how you were asked to go work for the department in the first place?
Sure, it’s pretty funny. Something that many people don’t know is we have a small farm — we had 22 acres in Massachusetts, and goats and a pig and chickens and oh my goodness. Penn was like, “We’ll move your goats, too,” and so we moved everybody. And here I am at the kitchen table amidst boxes, and the goats are outside, and I’m on my laptop, and I get this email from the Biden-Harris transition team. I was like, ain’t nobody got time for that. That’s spam. Delete! And then a couple days go by and I get another one, and I was like, come on. Is this real? And I forwarded it to my husband. He’s an ER doctor, and he’s like, “Honey, that’s real. You have to respond!” And so I sent my CV.
One of the first things you did was rename the department. How did that happen?
When I came in, it was really early days of, okay, net zero by 2050, and there was a question of, what does that mean for our office? Should this office exist in a net zero world?I knew that I was being recruited to think about reshaping, rethinking the portfolio.
We only had two R&D offices at the time. One was called Oil and Gas — we renamed that Office of Resource Sustainability. The other was literally the Office of Coal. What I decided to do was take that program and move it over. That whole office is all about, if you’re choosing to extract energy resources from the Earth, how do you do it in a way that’s minimal impact?
Now, what’s left is how you manage the pollution of how we use fossil fuels — that’s the carbon dioxide. And so we built out a whole new division on carbon removal. We teased out a whole program on hydrogen, and then we also separated out carbon conversion into its own division, and then carbon transport and storage. And so rather than one program focused on carbon, we had five, which is pretty cool. I mean, the amount that I was empowered and supported — and by the way, we got it all through without a single pushback, in nine months. So that was huge.
How would you characterize how the field changed from the time that you entered the office until now? Have research questions changed? Have policy priorities changed?
I think things are starting to change. One of the things from these last few years of having the resources that have started to become mobilized, it’s helping us to recognize where the gaps really are. When you have money to be able to put out for certain topic areas, you get to see who’s going to apply, and who applies gives you an indication of where the technology is at and how much of it’s ready.
For instance, if you look at the $3.5 billion for direct air capture hubs, we had to write the funding opportunity announcement to meet industry where they’re at. There’s only a couple of companies that are really even at a stage where they can start to think about demonstration on the tens of thousands of tons of removal, let alone a million tons per year.
Some of the gaps that we saw were, in direct air capture, making sure that there’s enough companies that are supported to be able to get us to the scale that we need to. And then for the other approaches to carbon removal, making sure that if we want these projects to be durable, in terms of carbon removed on a time scale that impacts climate, we need to figure out how to quantify the net carbon that’s removed.
And then one significant gap that we saw that we are trying to fill with this funding: When we think about corporations and net zero pledges, a lot of times the carbon removal purchasing is associated with Scope 3 emissions that companies don’t have the ability to control. These are supply chains. It could be paper, it could be fuel, food, glass, cement, steel. And so looking at that whole sector, it’s about 10 different industrial sectors that we need to figure out how to decarbonize. If we can think about decarbonizing these supply chains, it’ll take some of the pressure off of the carbon removals to counterbalance those.
The last piece that I feel like gets forgotten is, in the infrastructure law, we had $2.5 billion for building out geologic storage. That’s an issue because you can do the carbon capture, but the big question is, where are you going to put it? And can you get it from point A to point B? We have a whole program called CarbonSAFE that essentially shepherds the industry through the process, starting with characterization all the way to a class six permit from EPA. Building that capacity out means that’s one less thing that industry has to worry about as they’re looking at carbon capture.
During your time there, the department was interfacing with hundreds of researchers and startup founders who were all trying to get new projects or companies off the ground. I’m curious, what are some of the most common misunderstandings you saw from applicants?
There’s a couple of things, but one that stands out — and maybe this is because I have a background in academia — there’s a lot of technologies out there that are actually pretty far along, especially in point source capture [technologies that capture carbon from the smokestacks of industrial facilities before it enters the atmosphere]. Yet, at universities, they’re still trying to develop the next solvent or solid sorbent. It’s like, we can stop doing that.
Where the R&D comes in is actually getting data over a long period of time. How does the material behave? How can we recycle it and reuse it over and over again? How can we design it in a way that reduces NOx, SOx pollution, particulate matter, making the air cleaner? But it’s not about how do we just develop a new technology, because there’s a lot out there.
It seems like one of the hardest things the department was trying to do under your leadership was to strengthen its work on community engagement and community benefits — hard because many advocates for fenceline communities are so skeptical of the solutions you were working on. How did you navigate that tension?
Well, one thing is, I know what I don’t know, and I’m usually pretty willing to say what I’m good at and what I’m not good at. In the early days, I knew that this was going to be a challenge for our office and so I recruited a social scientist: Holly Jean Buck, she’s a professor at the University of Buffalo. We brought Holly in to help us develop some of the language around … it started off with community benefits, but some of our investments don’t always lead to benefits, so let’s be honest, right? And so what we wanted to think about is, what are the societal considerations and impacts of our investments? We ended up recruiting a few others, and now we have a team that’s focused on domestic engagement, and also communications and outreach.
What do you think it could mean for some of what you’ve accomplished and other things you’ve set in motion if Biden is not reelected?
I feel pretty good about what we’ve put in place, that it’s sustainable. The other thing about what I saw is that industry is really leaning in on doing these things. The low-carbon supply chains — a lot of glassmakers, cement facilities — are very interested in improving energy efficiency, are interested in carbon capture or using hydrogen as a heat source. And so what we have done is really looking at making sure they’re economic. All of these efforts that we’ve put in place are extremely bipartisan, and they’re essentially just supporting industry in a way such that they’re achievable because they’re economic.
Let’s talk a little bit about what’s next. Why did you want to work with Isometric? What are you going to be doing there?
When I was at DOE, from the beginning, we were looking at, you know, there’s a lot of the carbon removal portfolio where we don’t have the rigor in place to be able to determine the durability of the removals, the additionality of them, the time scale on which the carbon is actually removed, quantifying net removed. And so we started a commercialization effort, leveraging our national labs to help us to develop the framework. Isometric is working toward establishing rigorous frameworks, and I’m hoping to leverage the efforts ongoing at DOE — and with transparency, so that others may follow, which could lead to more durable removals and greater impact at the end of the day.
What about on the academic side of your career. Where do you plan to focus your research?
Some of the work that we were doing, or the team has been continuing to do while I’m at DOE, is mineralization, looking at different waste feedstocks that have alkalinity [a property that’s useful for carbon removal], like magnesium and calcium. One of the things that we’re going to focus a little bit more on is asking the question of, what else is there? You know, if there’s rare earth elements or critical minerals that could be used for clean energy technologies, EV motors, magnets for wind turbines. And so, I’m really excited about looking at these materials and seeing what value is there.
I’m also really excited about helping with the measurement and quantification of some of the more natural systems of removal, like forests. One of the new majors at Penn is artificial intelligence. I think there’s an opportunity right now to think about, how can we take data, whether it’s from drones or whether it’s from Lidar and airplanes or satellite data, bringing it together in an integrated way again, so that we have more robust databases that are also transparent.
There’s so many debates going on around carbon removal right now, and it feels like they often come down to philosophical differences. Are these debates important? Or do we just need to decide what we’re going to do and then reevaluate it later?
We’re not in a position anymore to think we can just decarbonize and not do greenhouse gas removals. We know we need to do both. And so I think that there are some kind of “no regrets” things that we can do — opportunities, as we’re scaling up both in the near term, to think about them in a coordinated way. In communities that don’t have solar today, imagine you have a direct air capture facility going in, and then they’re bringing clean energy that they’re using for direct air capture, but they’re bringing it for the first time ever to a community that wouldn’t otherwise have access.
But it really is regional. I think it’s regional in that there’s limited resources in any given region, whether it’s low-carbon energy, land, clean water, even geologic pore space. You have it in some states and not others. And so we really need to look at those resources and always prioritize decarbonizing, but recognize that it’s not necessarily one or the other.
Log in
To continue reading, log in to your account.
Create a Free Account
To unlock more free articles, please create a free account.
What he wants them to do is one thing. What they’ll actually do is far less certain.
Donald Trump believes that tariffs have almost magical power to bring prosperity; as he said last month, “To me, the world’s most beautiful word in the dictionary is tariffs. It’s my favorite word.” In case anyone doubted his sincerity, before Thanksgiving he announced his intention to impose 25% tariffs on everything coming from Canada and Mexico, and an additional 10% tariff on all Chinese goods.
This is just the beginning. If the trade war he launched in his first term was haphazard and accomplished very little except costing Americans money, in his second term he plans to go much further. And the effects of these on clean energy and climate change will be anything but straightforward.
The theory behind tariffs is that by raising the price of an imported good, they give a stronger footing in the market; eventually, the domestic producer may no longer need the tariff to be competitive. Imposing a tariff means we’ve decided that a particular industry is important enough that it needs this kind of support — or as some might call it, protection — even if it means higher prices for a while.
The problem with across-the-board tariffs of the kind Trump proposes is that they create higher prices even for goods that are not being produced domestically and probably never will be. If tariffs raise the price of a six-pack of tube socks at Target from $9.99 to $14.99, it won’t mean we’ll start making tube socks in America again. It just means you’ll pay more. The same is often true for domestic industries that use foreign parts in their manufacturing: If no one is producing those parts domestically, their costs will unavoidably rise.
The U.S. imported over $3 trillion worth of goods in 2023, and $426 billion from China alone, so Trump’s proposed tariffs would represent hundreds of billions of dollars of increased costs. That’s before we account for the inevitable retaliatory tariffs, which is what we saw in Trump’s first term: He imposed tariffs on China, which responded by choking off its imports of American agricultural goods. In the end, the revenue collected from Trump’s tariffs went almost entirely to bailing out farmers whose export income disappeared.
The past almost-four years under Joe Biden have seen a series of back-and-forth moves in which new tariffs were announced, other tariffs were increased, exemptions were removed and reinstated. For instance, this May Biden increased the tariff on Chinese electric vehicles to over 100% while adding tariffs on certain EV batteries. But some of the provisions didn’t take effect right away, and only certain products were affected, so the net economic impact was minimal. And there’s been nothing like an across-the-board tariff.
It’s reasonable to criticize Biden’s tariff policies related to climate. But his administration was trying to navigate a dilemma, serving two goals at once: reducing emissions and promoting the development of domestic clean energy technology. Those goals are not always in alignment, at least in the short run, which we can see in the conflict within the solar industry. Companies that sell and install solar equipment benefit from cheap Chinese imports and therefore oppose tariffs, while domestic manufacturers want the tariffs to continue so they can be more competitive. The administration has attempted to accommodate both interests with a combination of subsidies to manufacturers and tariffs on certain kinds of imports — with exemptions peppered here and there. It’s been a difficult balancing act.
Then there are electric vehicles. The world’s largest EV manufacturer is Chinese company BYD, but if you haven’t seen any of their cars on the road, it’s because existing tariffs make it virtually impossible to import Chinese EVs to the United States. That will continue to be the case under Trump, and it would have been the case if Kamala Harris had been elected.
On one hand, it’s important for America to have the strongest possible green industries to insulate us from future supply shocks and create as many jobs-of-the-future as possible. On the other hand, that isn’t necessarily the fastest route to emissions reductions. In a world where we’ve eliminated all tariffs on EVs, the U.S. market would be flooded with inexpensive, high-quality Chinese EVs. That would dramatically accelerate adoption, which would be good for the climate.
But that would also deal a crushing blow to the American car industry, which is why neither party will allow it. What may happen, though, is that Chinese car companies may build factories in Mexico, or even here in the U.S., just as many European and Japanese companies have, so that their cars wouldn’t be subject to tariffs. That will take time.
Of course, whatever happens will depend on Trump following through with his tariff promise. We’ve seen before how he declares victory even when he only does part of what he promised, which could happen here. Once he begins implementing his tariffs, his administration will be immediately besieged by a thousand industries demanding exemptions, carve-outs, and delays in the tariffs that affect them. Many will have powerful advocates — members of Congress, big donors, and large groups of constituents — behind them. It’s easy to imagine how “across-the-board” tariffs could, in practice, turn into Swiss cheese.
There’s no way to know yet which parts of the energy transition will be in the cheese, and which parts will be in the holes. The manufacturers can say that helping them will stick it to China; the installers may not get as friendly an audience with Trump and his team. And the EV tariffs certainly aren’t going anywhere.
There’s a great deal of uncertainty, but one thing is clear: This is a fight that will continue for the entirety of Trump’s term, and beyond.
Give the people what they want — big, family-friendly EVs.
The star of this year’s Los Angeles Auto Show was the Hyundai Ioniq 9, a rounded-off colossus of an EV that puts Hyundai’s signature EV styling on a three-row SUV cavernous enough to carry seven.
I was reminded of two years ago, when Hyundai stole the L.A. show with a different EV: The reveal of Ioniq 6, its “streamliner” aerodynamic sedan that looked like nothing else on the market. By comparison, Ioniq 9 is a little more banal. It’s a crucial vehicle that will occupy the large end of Hyundai's excellent and growing lineup of electric cars, and one that may sell in impressive numbers to large families that want to go electric. Even with all the sleek touches, though, it’s not quite interesting. But it is big, and at this moment in electric vehicles, big is what’s in.
The L.A. show is one the major events on the yearly circuit of car shows, where the car companies traditionally reveal new models for the media and show off their whole lineups of vehicles for the public. Given that California is the EV capital of America, carmakers like to talk up their electric models here.
Hyundai’s brand partner, Kia, debuted a GT performance version of its EV9, adding more horsepower and flashy racing touches to a giant family SUV. Jeep reminded everyone of its upcoming forays into full-size and premium electric SUVs in the form of the Recon and the Wagoneer S. VW trumpeted the ID.Buzz, the long-promised electrified take on the classic VW Microbus that has finally gone on sale in America. The VW is the quirkiest of the lot, but it’s a design we’ve known about since 2017, when the concept version was revealed.
Boring isn’t the worst thing in the world. It can be a sign of a maturing industry. At auto shows of old, long before this current EV revolution, car companies would bring exotic, sci-fi concept cars to dial up the intrigue compared to the bread-and-butter, conservatively styled vehicles that actually made them gobs of money. During the early EV years, electrics were the shiny thing to show off at the car show. Now, something of the old dynamic has come to the electric sector.
Acura and Chrysler brought wild concepts to Los Angeles that were meant to signify the direction of their EVs to come. But most of the EVs in production looked far more familiar. Beyond the new hulking models from Hyundai and Kia, much of what’s on offer includes long-standing models, but in EV (Chevy Equinox and Blazer) or plug-in hybrid (Jeep Grand Cherokee and Wrangler) configurations. One of the most “interesting” EVs on the show floor was the Cybertruck, which sat quietly in a barely-staffed display of Tesla vehicles. (Elon Musk reveals his projects at separate Tesla events, a strategy more carmakers have begun to steal as a way to avoid sharing the spotlight at a car show.)
The other reason boring isn’t bad: It’s what the people want. The majority of drivers don’t buy an exotic, fun vehicle. They buy a handsome, spacious car they can afford. That last part, of course, is where the problem kicks in.
We don’t yet know the price of the Ioniq 9, but it’s likely to be in the neighborhood of Kia’s three-row electric, the EV9, which starts in the mid-$50,000s and can rise steeply from there. Stellantis’ forthcoming push into the EV market will start with not only pricey premium Jeep SUVs, but also some fun, though relatively expensive, vehicles like the heralded Ramcharger extended-range EV truck and the Dodge Charger Daytona, an attempt to apply machismo-oozing, alpha-male muscle-car marketing to an electric vehicle.
You can see the rationale. It costs a lot to build a battery big enough to power a big EV, so they’re going to be priced higher. Helpfully for the car brands, Americans have proven they will pay a premium for size and power. That’s not to say we’re entering an era of nothing but bloated EV battleships. Models such as the overpowered electric Dodge Charger and Kia EV9 GT will reveal the appetite for performance EVs. Smaller models like the revived Chevy Bolt and Kia’s EV3, already on sale overseas, are coming to America, tax credit or not.
The question for the legacy car companies is where to go from here. It takes years to bring a vehicle from idea to production, so the models on offer today were conceived in a time when big federal support for EVs was in place to buoy the industry through its transition. Now, though, the automakers have some clear uncertainty about what to say.
Chevy, having revealed new electrics like the Equinox EV elsewhere, did not hold a media conference at the L.A. show. Ford, which is having a hellacious time losing money on its EVs, used its time to talk up combustion vehicles including a new version of the palatial Expedition, one of the oversized gas-guzzlers that defined the first SUV craze of the 1990s.
If it’s true that the death of federal subsidies will send EV sales into a slump, we may see messaging from Detroit and elsewhere that feels decidedly retro, with very profitable combustion front-and-center and the all-electric future suddenly less of a talking point. Whatever happens at the federal level, EVs aren’t going away. But as they become a core part of the car business, they are going to get less exciting.
Current conditions: Parts of southwest France that were freezing last week are now experiencing record high temperatures • Forecasters are monitoring a storm system that could become Australia’s first named tropical cyclone of this season • The Colorado Rockies could get several feet of snow today and tomorrow.
This year’s Atlantic hurricane season caused an estimated $500 billion in damage and economic losses, according to AccuWeather. “For perspective, this would equate to nearly 2% of the nation’s gross domestic product,” said AccuWeather Chief Meteorologist Jon Porter. The figure accounts for long-term economic impacts including job losses, medical costs, drops in tourism, and recovery expenses. “The combination of extremely warm water temperatures, a shift toward a La Niña pattern and favorable conditions for development created the perfect storm for what AccuWeather experts called ‘a supercharged hurricane season,’” said AccuWeather lead hurricane expert Alex DaSilva. “This was an exceptionally powerful and destructive year for hurricanes in America, despite an unusual and historic lull during the climatological peak of the season.”
AccuWeather
This year’s hurricane season produced 18 named storms and 11 hurricanes. Five hurricanes made landfall, two of which were major storms. According to NOAA, an “average” season produces 14 named storms, seven hurricanes, and three major hurricanes. The season comes to an end on November 30.
California Gov. Gavin Newsom announced yesterday that if President-elect Donald Trump scraps the $7,500 EV tax credit, California will consider reviving its Clean Vehicle Rebate Program. The CVRP ran from 2010 to 2023 and helped fund nearly 600,000 EV purchases by offering rebates that started at $5,000 and increased to $7,500. But the program as it is now would exclude Tesla’s vehicles, because it is aimed at encouraging market competition, and Tesla already has a large share of the California market. Tesla CEO Elon Musk, who has cozied up to Trump, called California’s potential exclusion of Tesla “insane,” though he has said he’s okay with Trump nixing the federal subsidies. Newsom would need to go through the State Legislature to revive the program.
President-elect Donald Trump said yesterday he would impose steep new tariffs on all goods imported from China, Canada, and Mexico on day one of his presidency in a bid to stop “drugs” and “illegal aliens” from entering the United States. Specifically, Trump threatened Canada and Mexico each with a 25% tariff, and China with a 10% hike on existing levies. Such moves against three key U.S. trade partners would have major ramifications across many sectors, including the auto industry. Many car companies import vehicles and parts from plants in Mexico. The Canadian government responded with a statement reminding everyone that “Canada is essential to U.S. domestic energy supply, and last year 60% of U.S. crude oil imports originated in Canada.” Tariffs would be paid by U.S. companies buying the imported goods, and those costs would likely trickle down to consumers.
Amazon workers across the world plan to begin striking and protesting on Black Friday “to demand justice, fairness, and accountability” from the online retail giant. The protests are organized by the UNI Global Union’s Make Amazon Pay Campaign, which calls for better working conditions for employees and a commitment to “real environmental sustainability.” Workers in more than 20 countries including the U.S. are expected to join the protests, which will continue through Cyber Monday. Amazon’s carbon emissions last year totalled 68.8 million metric tons. That’s about 3% below 2022 levels, but more than 30% above 2019 levels.
Researchers from MIT have developed an AI tool called the “Earth Intelligence Engine” that can simulate realistic satellite images to show people what an area would look like if flooded by extreme weather. “Visualizing the potential impacts of a hurricane on people’s homes before it hits can help residents prepare and decide whether to evacuate,” wrote Jennifer Chu at MIT News. The team found that AI alone tended to “hallucinate,” generating images of flooding in areas that aren’t actually susceptible to a deluge. But when combined with a science-backed flood model, the tool became more accurate. “One of the biggest challenges is encouraging people to evacuate when they are at risk,” said MIT’s Björn Lütjens, who led the research. “Maybe this could be another visualization to help increase that readiness.” The tool is still in development and is available online. Here is an image it generated of flooding in Texas:
Maxar Open Data Program via Gupta et al., CVPR Workshop Proceedings. Lütjens et al., IEEE TGRS
A new installation at the Centre Pompidou in Paris lets visitors listen to the sounds of endangered and extinct animals – along with the voice of the artist behind the piece, the one and only Björk.