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What’s a big multinational like Microsoft to do when it wants to build with clean concrete?
Imagine you’re a corporate sustainability exec and your company is planning to build a new data center. You’ve managed to convince the higher-ups to pay extra to use low-carbon building materials, lest the project blow up your brand’s emissions goals. But when you meet with the general contractor hired for the job, they don’t actually know of any low-carbon concrete purveyors in the area. Concrete is a hyper-local industry by necessity — you can’t hold the stuff for more than 90 minutes or so before it hardens and becomes unusable.
So here you are, one of the few people with the power and budget to pay a premium for zero-emissions concrete — a product that must become the standard if we are to stop climate change — and you can’t even get your hands on it.
This is, more or less, the situation Microsoft has found itself in. Last year, the company’s indirect emissions rose 31%, primarily due to the construction of new data centers. Cement, the main ingredient in concrete, is one of the most carbon-intensive materials on the planet, responsible for 6% of global emissions, according to Rhodium Group’s estimate. Low-carbon cement exists and is starting to be manufactured at a small scale, but first movers with deep pockets like Microsoft can’t necessarily access it.
To solve this and help clean cement startups access a bigger pool of buyers, Microsoft is leading the development of a new market for low-carbon cement — what climate finance experts call a “book and claim” market.
The tech giant has signed a memorandum of understanding with Sublime Systems, a Massachusetts-based cement startup, saying that it will buy “environmental attribute certificates” from Sublime’s first commercial cement plants. Microsoft will “book” the environmental attributes — the greenness, for lack of a better word — of Sublime’s cement, and “claim” those attributes in its own emissions accounting.
Let’s get a collective groan out of the way. Yes, once again, the business community is proposing a sort of carbon credit system as the best way — possibly the only way — to scale climate solutions. These certificates, however, have at least one notable difference from the beleaguered carbon offsets you’ve likely heard so much about: They are tied to a physical product. Microsoft won’t be buying one ton of CO2 avoided or removed from the atmosphere and then subtracting that from its overall emissions ledger. It will be buying the rights to say that it used one ton of cement with a carbon intensity of zero (or whatever the carbon intensity of Sublime’s product ends up being). Instead of neutralizing its cement-related emissions by paying someone to plant trees, it’s doing so by enabling Sublime to sell its clean cement to local buyers at a competitive price.
“It tremendously simplifies our logistics,” Leah Ellis, the CEO and founder of Sublime Systems told me, by solving the unavoidable problem that at this early point in the company’s development, it would be impossible to deliver its cement to all the early adopters willing to pay extra for it. “We end up doing death by 1,000 pilots if we have to pilot here, there, everywhere. Being able to use the cement locally and have the carbon attribute be counted against Microsoft's Scope 3 emissions is a really innovative way to unstick this whole problem.”
That’s key. Scope 3 is a category of emissions that encompasses all the carbon that is related to a business but not directly produced by it. When Microsoft builds a data center, it has no direct control over the process used to make the cement that goes into the building. In theory, it does have the ability to say, “We want to use clean stuff, not dirty stuff.” But in reality, companies are struggling to effect change within their supply chains.
“The thing to understand right out the gate is that basically no major consumer-facing company that uses things like steel or aluminum or cement knows where their stuff actually comes from,” Stephen Lezak, a researcher focused on carbon markets at the University of California, Berkeley, as well as at Oxford University, told me. He thinks that’s going to change, and hopes that in 15 years we all look back on this fact in horror. But in the meantime, “the urgency of the climate crisis requires using high integrity tools that aren't ideal, but still preserve fundamental integrity from a carbon accounting perspective,” he said.
Microsoft, for its part, told me it sees this transaction as a near-term solution and “prioritizes buying and installing physical product first” i.e., before buying certificates, “where technical, geographical, and supply chain considerations align.”
Sublime is currently building its first commercial plant in Holyoke, Massachusetts, which will use its unique zero-emissions process to produce 30,000 tons of cement per year. The Department of Energy awarded the company an $87 million grant to fund the project earlier this year. Holcim and CRH, two of the largest building materials companies in the world, have also invested in Sublime and agreed to purchase a large portion of the volume produced by the first plant.
Ellis hopes the deal with Microsoft will help attract additional investment and get the company through its “awkward teenage years.” Sublime needs to show investors that “people want this material, people will pay that green premium so that we can drive up the volume so that that premium goes away,” she said.
As with carbon offsets, there are still ways to game the system. Microsoft recently co-authored a report with the clean energy think tank RMI describing what a larger book and claim market for clean cement might look like and what questions need to be answered to ensure the market is credible. Until clean cement is just as cheap or cheaper than conventional cement, it’s pretty clear this kind of market will help reduce emissions. But should the environmental attributes be tied to cement, or to concrete? How should the carbon intensity be calculated? How will emissions be tracked and traced from the producer to the contractor to the building itself?
Perhaps the most critical question is how to avoid double-counting. If Microsoft is buying the right to say it used clean cement, what can the company that bought the actual cement say? Will it be able to brag that its building is green?
When I posed this question to Ellis, and Ben Skinner, a manager at RMI and one of the authors of the report, each gave me a version of the same answer: Yes and no.
Ellis launched into a passionate monologue about the concrete companies and contractors and structural engineers who should be celebrated for taking the risk of using a new material. “This problem of cement emissions is so intractable,” she said. “We need to make cement more visible. We need to talk about this more. We need more people to care. And so that physical embodiment, having it stamped ‘Sublime cement,’ and having a plaque that shows the public, hey, these are the emissions reduced by this thing you see here, you want to celebrate that physical embodiment.” At the end of all this, she added, “And by no means am I saying that you should double count.”
The suggestion is that it should be possible to separate carbon accounting and green marketing. If Microsoft has booked the green attributes of a delivery of cement, the contractors or building owners who used the physical stuff should not be able to claim they used clean cement on their emissions balance sheets, Skinner said. (What number they should use is a tricky question that will have to be solved.) But perhaps they still deserve some kind of recognition.
What kind of recognition, Lezak told me, is a gray area. “There's a really difficult part of this whole conversation, where you start anchored in material science and climate science and everything is really rigorous,” he said. “And at some point, the train sort of moves on to the political economy track, and it's really tough because you look for the same sort of black and white answers to these questions and they just don't show up.”
The details of the Microsoft deal and who can claim what are still being negotiated. At the same time, RMI and a new nonprofit called the Center for Green Market Activation have started work to stand up a larger book and claim market for cement. Their goal is to develop standards for how these certificates should be created, traded, and used so that companies that do not have the expertise or budget or resources that Microsoft has can access them. “We do think that it's possible to create a really high integrity system,” Skinner, told me.
Whether you like this idea or hate it, get ready to hear a lot more about it. The Center for Green Market Activation, which launched in June, is working to develop book and claim markets across a range of carbon intensive industries, including aviation, trucking, maritime shipping, and chemicals. There is one clear alternative to these paper-trading schemes — regulations that require companies to use more green materials over time. But proponents don’t see that happening anytime soon.
Lezak, though initially skeptical of these markets, has grown to support the idea. “There are people out there arguing that if you want to claim the emissions reduction in green steel, you need to make sure that the green steel actually shows up on your factory floor,” he said. “That's a beautiful idea, but you're talking about potentially pulling out the rug from billions of dollars of high integrity carbon finance.”
Editor’s note: This article has been updated to reflect the correct portion of the output from Sublime’s first plant Holcim and CRH have agreed to purchase.
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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.
How Hurricane Helene is still putting the Southeast at risk.
Less than two months after Hurricane Helene cut a historically devastating course up into the southeastern U.S. from Florida’s Big Bend, drenching a wide swath of states with 20 trillion gallons of rainfall in just five days, experts are warning of another potential threat. The National Interagency Fire Center’s forecast of fire-risk conditions for the coming months has the footprint of Helene highlighted in red, with the heightened concern stretching into the new year.
While the flip from intense precipitation to wildfire warnings might seem strange, experts say it speaks to the weather whiplash we’re now seeing regularly. “What we expect from climate change is this layering of weather extremes creating really dangerous situations,” Robert Scheller, a professor of forestry and environmental resources at North Carolina State University, explained to me.
Scheuller said North Carolina had been experiencing drought conditions early in the year, followed by intense rain leading up to Helene’s landfall. Then it went dry again — according to the U.S. Drought Monitor, much of the state was back to some level of drought condition as of mid-November. The NIFC forecast report says the same is true for much of the region, including Florida, despite its having been hit by Hurricane Milton soon after Helene.
That dryness is a particular concern due to the amount of debris left in Helene’s wake — another major risk factor for fire. The storm’s winds, which reached more than 100 miles per hour in some areas, wreaked havoc on millions of acres of forested land. In North Carolina alone, the state’s Forest Service estimates over 820,000 acres of timberland were damaged.
“When you have a catastrophic storm like [Helene], all of the stuff that was standing upright — your trees — they might be snapped off or blown over,” fire ecologist David Godwin told me. “All of a sudden, that material is now on the forest floor, and so you have a really tremendous rearrangement of the fuels and the vegetation within ecosystems that can change the dynamics of how fire behaves in those sites.”
Godwin is the director of the Southern Fire Exchange for the University of Florida, a program that connects wildland firefighters, prescribed burners, and natural resources managers across the Southeast with fire science and tools. He says the Southeast sees frequent, unplanned fires, but that active ecosystem management helps keep the fires that do spark from becoming conflagrations. But an increase like this in fallen or dead vegetation — what Godwin refers to as fire “fuel” — can take this risk to the next level, particularly as it dries out.
Godwin offered an example from another storm, 2018’s Hurricane Michael, which rapidly intensified before making landfall in Northern Florida and continuing inland, similar to Hurricane Helene. In its aftermath, there was a 10-fold increase in the amount of fuel on the ground, with 72 million tons of timber damaged in Florida. Three years later, the Bertha Swamp Road Fire filled the storm’s Florida footprint with flames, which consumed more than 30,000 acres filled with dried out forest fuel. One Florida official called the wildfire the “ghost” of Michael, nodding to the overlap of the impacted areas and speaking to the environmental threat the storm posed even years later.
Not only does this fuel increase the risk of fire, it changes the character of the fires that do ignite, Godwin said. Given ample ground fuel, flame lengths can grow longer, allowing them to burn higher into the canopy. That’s why people setting prescribed fires will take steps like raking leaf piles, which helps keep the fire intensity low.
These fires can also produce more smoke, Godwin said, which can mix with the mountainous fog in the region to deadly effect. According to the NIFC, mountainous areas incurred the most damage from Helene, not only due to downed vegetation, but also because of “washed out roads and trails” and “slope destabilization” from the winds and rain. If there is a fire in these areas, all these factors will also make it more challenging for firefighters to address it, the report adds.
In addition to the natural debris fire experts worry about, Helene caused extensive damage to the built environment, wrecking homes, businesses, and other infrastructure. Try imagining four-and-a-half football fields stacked 10 feet tall with debris — that’s what officials have removed so far just in Asheville, North Carolina. In Florida’s Treasure Island, there were piles 50 feet high of assorted scrap materials. Officials have warned that some common household items, such as the lithium-ion batteries used in e-bikes and electric vehicles, can be particularly flammable after exposure to floodwaters. They are also advising against burning debris as a means of managing it due to all the compounding risks.
Larry Pierson, deputy chief of the Swannanoa Fire Department in North Carolina, told Blueridge Public Radio that his department’s work has “grown exponentially since the storm.” While cooler, wetter winter weather could offer some relief, Scheuller said the area will likely see heightened fire behavior for years after the storm, particularly if the swings between particularly wet and particularly dry periods continue.
Part of the challenge moving forward, then, is to find ways to mitigate risk on this now-hazardous terrain. For homeowners, that might mean exercising caution when dealing with debris and considering wildfire risk as part of rebuilding plans, particularly in more wooded areas. On a larger forest management scale, this means prioritizing safe debris collection and finding ways to continue the practice of prescribed burns, which are utilized more in the Southeast than in any other U.S. region. Without focused mitigation efforts, Godwin told me the area’s overall fire outlook would be much different.
“We would have a really big wildfire issue,” he said, “perhaps even bigger than what we might see in parts of the West.”