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Bye bye, community compost program budget. Hello, delays in curbside organic waste collection.
For the past 30 years, New York City has funded community-based programs that spread the gospel of compost. What started as a few education and outreach sites at the city’s botanical gardens has grown into a vast network of more than 200 neighborhood food scrap drop-off locations where devoted New Yorkers enthusiastically deliver bags of rotting waste each week. Today, the programs employ 115 people and divert more than 8.3 million pounds of organic waste from landfills each year.
Now, with the stroke of Mayor Eric Adams’s pen, they will likely have to shut down.
Adams eliminated all funding for community composting, totalling $15 million over the next four years, in a round of budget cuts announced last week that are meant to offset the rising cost of aid to migrant asylum seekers. This comes in spite of the fact that the city’s publicly run — and much more expensive — curbside composting program is still not fully functional more than a decade in.
“It feels very dire right now,” Christine Datz-Romero, the co-founder and executive director of one of the oldest community compost groups, the Lower East Side Ecology Center, told me.
Adams’s office did not respond to a request for comment.
Few services have escaped the strain caused by the flood of asylum-seekers fleeing poverty, violence, authoritarian governments, and climate change. In September, Adams asked all city agencies to prepare to cut their annual budgets by at least 5% to address a projected $7 billion fiscal shortfall. The plan released last week shows the Department of Education losing about $1 billion over the next two years, which threatens the city’s free preschool program and will eliminate hundreds of non-classroom positions. Cuts to library budgets will force many locations to reduce their hours.
Community composting organizations knew budget cuts were coming. They were already bracing for a decline in funding because of the city’s plans to scale up the Department of Sanitation’s curbside organic waste collection program, which picks up food scraps right at people’s doorsteps, similar to recycling.
“We built all the support for it,” Justin Green, the executive director of Big Reuse, told me. “Now that the city is rolling out curbside, to be cut without warning is pretty galling.” Even that rollout is no longer assured — a planned expansion to Staten Island and the Bronx will now be delayed until next October. Originally budgeted for around $24 million a year, the curbside program saw its budget slashed by $4.8 million between now and 2025.
Curbside composting has been a holy grail for New York mayors since Michael Bloomberg, but has long remained mired in the bureaucratic swamps. Former Mayor Bill DeBlasio managed to get a voluntary program off the ground in 2013, but it was criticized for poor management and only serving wealthier neighborhoods, and participation was notoriously low. In 2020, the service fell victim to the pandemic.
On the campaign trail in 2021, Adams vowed to bring curbside collection back as a way to cut emissions and solve the city’s rat problem, and in February announced plans to relaunch voluntary curbside pickup in every borough. (For now it’s available in Brooklyn and Queens, plus parts of Manhattan and the Bronx.) The city council then went a step further, passing an ambitious zero-waste package in June that will make food waste separation mandatory as curbside collection grows.
Organic waste is the city’s third largest source of greenhouse gas emissions after buildings and transportation, producing about 20% of New York’s total climate pollution. Composting doesn’t fully eliminate food waste emissions, but it has the potential to reduce them by up to 84%, according to a recent study.
It’s unclear how much real composting the curbside program will do. Currently, most of the organics picked up by the sanitation department go to wastewater treatment facilities in New Jersey and Brooklyn, where the scraps are mixed with sewage and put through an anaerobic digester. The process breaks down the solid material and separates out methane gas, which is then injected into gas pipelines and carried into people’s homes. Or at least, that’s the idea — a few weeks ago, Gothamist reported that the system was undergoing maintenance and the gas was being burned off on site.
Datz-Romero hopes the city will eventually invest in real utility-scale composting facilities. It’s a chicken and egg problem — the wastewater treatment facility is already there and has capacity to manage the waste, and the city can’t justify spending millions on its own site until there’s robust public participation in food waste separation.
“What do you create first, the infrastructure or the need for infrastructure?” Datz-Romero said. During the DeBlasio administration, the city was shipping organic waste to private processing facilities. It did build one large composting facility on Staten Island, but that has limited capacity.
Low participation is one reason community composters say they still have a crucial outreach role to play, even as curbside pickup expands. They are in communities every day talking to people about food waste, teaching them about composting, and bringing tangible benefits like soil restoration to their parks and street trees.
“People can actually engage with that, and they can also understand on a whole other level why separating food scraps out is so important,” said Datz-Romero. “Even if composting is mandatory tomorrow, people are not going to wake up and say, ‘Oh yeah, that’s what I always wanted to do — separate my banana peels.’”
Green and Datz-Romero said they will have to lay off the staff that run their food scrap pick-up sites and outreach and education programs. Though they do get some funding from foundations, Green said that without the support of the city, those other sources could dry up.
The coalition of community composting groups started a petition urging the mayor and city council to reverse the decision. At time of publishing, it had more than 20,000 signatures.
Community composting might not be making a significant dent in carbon emissions, Green told me. But it has helped people feel empowered to do something about climate change.
“People are hungry for things that they can do together as a community. This is one step that they could do to be like, ‘Okay, I’m taking my compost to the farmers market, and I can volunteer to apply the compost to street trees in my neighborhood.’ I think that was valuable. When people are feeling so much hopelessness around climate, it gives them something active to do.”
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It was a curious alliance from the start. On the one hand, Donald Trump, who made antipathy toward electric vehicles a core part of his meandering rants. On the other hand, Elon Musk, the man behind the world’s largest EV company, who nonetheless put all his weight, his millions of dollars, and the power of his social network behind the Trump campaign.
With Musk standing by his side on Election Day, Trump has once again secured the presidency. His reascendance sent shock waves through the automotive world, where companies that had been lurching toward electrification with varying levels of enthusiasm were left to wonder what happens now — and what benefits Tesla may reap from having hitched itself to the winning horse.
Certainly the federal government’s stated target of 50% of U.S. new car sales being electric by 2030 is toast, and many of the actions it took in pursuit of that goal are endangered. Although Trump has softened his rhetoric against EVs since becoming buddies with Musk, it’s hard to imagine a Trump administration with any kind of ambitious electrification goal.
During his first go-round as president, Trump attacked the state of California’s ability to set its own ambitious climate-focused rules for cars. No surprise there: Because of the size of the California car market, its regulations helped to drag the entire industry toward lower-emitting vehicles and, almost inevitably, EVs. If Trump changes course and doesn’t do the same thing this time, it’ll be because his new friend at Tesla supports those rules.
The biggest question hanging over electric vehicles, however, is the fate of the Biden administration’s signature achievements in climate and EV policy, particularly the Inflation Reduction Act’s $7,500 federal consumer tax credit for electric vehicles. A Trump administration looks poised to tear down whatever it can of its predecessor’s policy. Some analysts predict it’s unlikely the entire IRA will disappear, but concede Trump would try to kill off the incentives for electric vehicles however he can.
There’s no sugar-coating it: Without the federal incentives, the state of EVs looks somewhat bleak. Knocking $7,500 off the starting price is essential to negate the cost of manufacturing expensive lithium-ion batteries and making EVs cost-competitive with ordinary combustion cars. Consider a crucial model like the new Chevy Equinox EV: Counting the federal incentive, the most basic $35,000 model could come in under the starting price of a gasoline crossover like the Toyota RAV4. Without that benefit, buyers who want to go electric will have to pay a premium to do so — the thing that’s been holding back mass electrification all along.
Musk, during his honeymoon with Trump, boasted that Tesla doesn’t need the tax credits, as if daring the president-elect to kill off the incentives. On the one hand, this is obviously false. Visit Tesla’s website and you’ll see the simplest Model 3 listed for $29,990, but this is a mirage. Take away the $7,500 in incentives and $5,000 in claimed savings versus buying gasoline, and the car actually starts at about $43,000, much further out of reach for non-wealthy buyers.
What Musk really means is that his company doesn’t need the incentives nearly as bad as other automakers do. Ford is hemorrhaging billions of dollars as it struggles to make EVs profitably. GM’s big plan to go entirely electric depended heavily on federal support. As InsideEVsnotes, the likely outcome of a Trump offensive against EVs is that the legacy car brands, faced with an unpredictable electrification roadmap as America oscillates between presidents, scale back their plans and lean back into the easy profitably of big, gas-guzzling SUVs and trucks. Such an about-face could hand Tesla the kind of EV market dominance it enjoyed four or five years ago when it sold around 75% of all electric vehicles in America.
That’s tough news for the climate-conscious Americans who want an electric vehicle built by someone not named Elon Musk. Hundreds of thousands of people, myself included, bought a Tesla during the past five or six years because it was the most practical EV for their lifestyle, only to see the company’s figurehead shift his public persona from goofy troll to Trump acolyte. It’s not uncommon now, as Democrats distance themselves from Tesla, to see Model 3s adorned with bumper stickers like the “Anti-Elon Tesla Club,” as one on a car I followed last month proclaimed. Musk’s newest vehicle, the Cybertruck, is a rolling embodiment of the man’s brand, a vehicle purpose-built to repel anyone not part of his cult of personality.
In a world where this version of Tesla retakes control of the electric car market, it becomes harder to ditch gasoline without indirectly supporting Donald Trump, by either buying a Tesla or topping off at its Superchargers. Blue voters will have some options outside of Tesla — the industry has come too far to simply evaporate because of one election. But it’s also easy to see dispirited progressives throwing up their hands and buying another carbon-spewing Subaru.
Republicans are taking over some of the most powerful institutions for crafting climate policy on Earth.
When Republicans flipped the Senate, they took the keys to three critical energy and climate-focused committees.
These are among the most powerful institutions for crafting climate policy on Earth. The Senate plays the role of gatekeeper for important legislation, as it requires a supermajority to overcome the filibuster. Hence, it’s both where many promising climate bills from the House go to die, as well as where key administrators such as the heads of the Department of Energy and the Environmental Protection Agency are vetted and confirmed.
We’ll have to wait a bit for the Senate’s new committee chairs to be officially confirmed. But Jeff Navin, co-founder at the climate change-focused government affairs firm Boundary Stone Partners, told me that since selections are usually based on seniority, in many cases it’s already clear which Republicans are poised to lead under Trump and which Democrats will assume second-in-command (known as the ranking member). Here’s what we know so far.
This committee has been famously led by Joe Manchin, the former Democrat, now Independent senator from West Virginia, who will retire at the end of this legislative session. Energy and Natural Resources has a history of bipartisan collaboration and was integral in developing many of the key provisions in the Inflation Reduction Act — and could thus play a key role in dismantling them. Overall, the committee oversees the DOE, the Department of the Interior, the U.S. Forest Service, and the Federal Energy Regulatory Commission, so it’s no small deal that its next chairman will likely be Mike Lee, the ultra-conservative Republican from Utah. That’s assuming that the committee's current ranking member, John Barrasso of Wyoming, wins his bid for Republican Senate whip, which seems very likely.
Lee opposes federal ownership of public lands, setting himself up to butt heads with Martin Heinrich, the Democrat from New Mexico and likely the committee’s next ranking member. Lee has also said that solving climate change is simply a matter of having more babies, as “problems of human imagination are not solved by more laws, they’re solved by more humans.” As Navin told me, “We've had this kind of safe space where so-called quiet climate policy could get done in the margins. And it’s not clear that that's going to continue to exist with the new leadership.”
This committee is currently chaired by Democrat Tom Carper of Delaware, who is retiring after this term. Poised to take over is the Republican’s current ranking member, Shelley Moore Capito of West Virginia. She’s been a strong advocate for continued reliance on coal and natural gas power plants, while also carving out areas of bipartisan consensus on issues such as nuclear energy, carbon capture, and infrastructure projects during her tenure on the committee. The job of the Environment and Public Works committee is in the name: It oversees the EPA, writes key pieces of environmental legislation such as the Clean Air Act and Clean Water Act, and supervises public infrastructure projects such as highways, bridges, and dams.
Navin told me that many believe the new Democratic ranking member will be Sheldon Whitehouse of Rhode Island, although to do so, he would have to step down from his perch at the Senate Budget Committee, where he is currently chair. A tireless advocate of the climate cause, Whitehouse has worked on the Environment and Public Works committee for over 15 years, and lately seems to have had a relatively productive working relationship with Capito.
This subcommittee falls under the broader Senate Appropriations Committee and is responsible for allocating funding for the DOE, various water development projects, and various other agencies such as the Nuclear Regulatory Commission.
California’s Dianne Feinstein used to chair this subcommittee until her death last year, when Democrat Patty Murray of Washington took over. Navin told me that the subcommittee’s next leader will depend on how the game of “musical chairs” in the larger Appropriations Committee shakes out. Depending on their subcommittee preferences, the chair could end up being John Kennedy of Louisiana, outgoing Senate Minority Leader Mitch McConnell of Kentucky, or Lisa Murkowski of Alaska. It’s likewise hard to say who the top Democrat will be.
Inside a wild race sparked by a solar farm in Knox County, Ohio.
The most important climate election you’ve never heard of? Your local county commissioner.
County commissioners are usually the most powerful governing individuals in a county government. As officials closer to community-level planning than, say a sitting senator, commissioners wind up on the frontlines of grassroots opposition to renewables. And increasingly, property owners that may be personally impacted by solar or wind farms in their backyards are gunning for county commissioner positions on explicitly anti-development platforms.
Take the case of newly-elected Ohio county commissioner – and Christian social media lifestyle influencer – Drenda Keesee.
In March, Keesee beat fellow Republican Thom Collier in a primary to become a GOP nominee for a commissioner seat in Knox County, Ohio. Knox, a ruby red area with very few Democratic voters, is one of the hottest battlegrounds in the war over solar energy on prime farmland and one of the riskiest counties in the country for developers, according to Heatmap Pro’s database. But Collier had expressed openness to allowing new solar to be built on a case-by-case basis, while Keesee ran on a platform focused almost exclusively on blocking solar development. Collier ultimately placed third in the primary, behind Keesee and another anti-solar candidate placing second.
Fighting solar is a personal issue for Keesee (pronounced keh-see, like “messy”). She has aggressively fought Frasier Solar – a 120 megawatt solar project in the country proposed by Open Road Renewables – getting involved in organizing against the project and regularly attending state regulator hearings. Filings she submitted to the Ohio Power Siting Board state she owns a property at least somewhat adjacent to the proposed solar farm. Based on the sheer volume of those filings this is clearly her passion project – alongside preaching and comparing gay people to Hitler.
Yesterday I spoke to Collier who told me the Frasier Solar project motivated Keesee’s candidacy. He remembered first encountering her at a community meeting – “she verbally accosted me” – and that she “decided she’d run against me because [the solar farm] was going to be next to her house.” In his view, he lost the race because excitement and money combined to produce high anti-solar turnout in a kind of local government primary that ordinarily has low campaign spending and is quite quiet. Some of that funding and activity has been well documented.
“She did it right: tons of ground troops, people from her church, people she’s close with went door-to-door, and they put out lots of propaganda. She got them stirred up that we were going to take all the farmland and turn it into solar,” he said.
Collier’s takeaway from the race was that local commissioner races are particularly vulnerable to the sorts of disinformation, campaign spending and political attacks we’re used to seeing more often in races for higher offices at the state and federal level.
“Unfortunately it has become this,” he bemoaned, “fueled by people who have little to no knowledge of what we do or how we do it. If you stir up enough stuff and you cry out loud enough and put up enough misinformation, people will start to believe it.”
Races like these are happening elsewhere in Ohio and in other states like Georgia, where opposition to a battery plant mobilized Republican primaries. As the climate world digests the federal election results and tries to work backwards from there, perhaps at least some attention will refocus on local campaigns like these.