Thursday, July 30, 2009

The Meat of the Problem

Washington Post
July 29, 2009

By Ezra Klein
Wednesday, July 29, 2009

The debate over climate change has reached a rarefied level of policy abstraction in recent months. Carbon tax or cap-and-trade? Upstream or downstream? Should we auction permits? Head-scratching is, at this point, permitted. But at base, these policies aim to do a simple thing, in a simple way: persuade us to undertake fewer activities that are bad for the atmosphere by making those activities more expensive. Driving an SUV would become pricier. So would heating a giant house with coal and buying electricity from an inefficient power plant. But there's one activity that's not on the list and should be: eating a hamburger.

If it's any consolation, I didn't like writing that sentence any more than you liked reading it. But the evidence is strong. It's not simply that meat is a contributor to global warming; it's that it is a huge contributor. Larger, by a significant margin, than the global transportation sector.

According to a 2006 United Nations report, livestock accounts for 18 percent of worldwide greenhouse gas emissions. Some of meat's contribution to climate change is intuitive. It's more energy efficient to grow grain and feed it to people than it is to grow grain and turn it into feed that we give to calves until they become adults that we then slaughter to feed to people. Some of the contribution is gross. "Manure lagoons," for instance, is the oddly evocative name for the acres of animal excrement that sit in the sun steaming nitrous oxide into the atmosphere. And some of it would make Bart Simpson chuckle. Cow gas -- interestingly, it's mainly burps, not farts -- is a real player.

But the result isn't funny at all: Two researchers at the University of Chicago estimated that switching to a vegan diet would have a bigger impact than trading in your gas guzzler for a Prius (PDF). A study out of Carnegie Mellon University found that the average American would do less for the planet by switching to a totally local diet than by going vegetarian one day a week. That prompted Rajendra Pachauri, the head of the United Nations Intergovernmental Panel on Climate Change, to recommend that people give up meat one day a week to take pressure off the atmosphere. The response was quick and vicious. "How convenient for him," was the inexplicable reply from a columnist at the Pittsburgh Tribune Review. "He's a vegetarian."

The visceral reaction against anyone questioning our God-given right to bathe in bacon has been enough to scare many in the environmental movement away from this issue. The National Resources Defense Council has a long page of suggestions for how you, too, can "fight global warming." As you'd expect, "Drive Less" is in bold letters. There's also an endorsement for "high-mileage cars such as hybrids and plug-in hybrids." They advise that you weatherize your home, upgrade to more efficient appliances and even buy carbon offsets. The word "meat" is nowhere to be found.

That's not an oversight. Telling people to give up burgers doesn't poll well. Ben Adler, an urban policy writer, explored that in a December 2008 article for the American Prospect. He called environmental groups and asked them for their policy on meat consumption. "The Sierra Club isn't opposed to eating meat," was the clipped reply from a Sierra Club spokesman. "So that's sort of the long and short of it." And without pressure to address the costs of meat, politicians predictably are whiffing on the issue. The Waxman-Markey cap-and-trade bill, for instance, does nothing to address the emissions from livestock.

The pity of it is that compared with cars or appliances or heating your house, eating pasta on a night when you'd otherwise have made fajitas is easy. It doesn't require a long commute on the bus or the disposable income to trade up to a Prius. It doesn't mean you have to scrounge for change to buy a carbon offset. In fact, it saves money. It's healthful. And it can be done immediately. A Montanan who drives 40 miles to work might not have the option to take public transportation. But he or she can probably pull off a veggie stew. A cash-strapped family might not be able buy a new dishwasher. But it might be able to replace meatballs with mac-and-cheese. That is the whole point behind the cheery PB&J Campaign, which reminds that "you can fight global warming by having a PB&J for lunch." Given that PB&J is delicious, it's not the world's most onerous commitment.

It's also worth saying that this is not a call for asceticism. It's not a value judgment on anyone's choices. Going vegetarian might not be as effective as going vegan, but it's better than eating meat, and eating meat less is better than eating meat more. It would be a whole lot better for the planet if everyone eliminated one meat meal a week than if a small core of die-hards developed perfectly virtuous diets.

I've not had the willpower to eliminate bacon from my life entirely, and so I eliminated it from breakfast and lunch, and when that grew easier, pulled back further to allow myself five meat-based meals a month. And believe me, I enjoy the hell out of those five meals. But if we're going to take global warming seriously, if we're going to make crude oil more expensive and tank-size cars less practical, there's no reason to ignore the impact of what we put on our plates.

Ezra Klein can be reached at kleine@washpost.com or through his blog at http://www.washingtonpost.com/ezraklein.

Support for Policies to Curb Warming Slips as Economy Takes Toll

Public Policy Institute of California
July 29, 2009



Most Residents Still Favor Action on Climate Change but Partisan Split Widens


SAN FRANCISCO, California, July 29, 2009—Solid majorities of Californians favor state policies to curb global warming, according to a survey released today by the Public Policy Institute of California (PPIC) with support from The William and Flora Hewlett Foundation. But in a year that has seen both a worsening recession and state budget crisis, residents' support for urgent action on climate change has slipped and a partisan divide on the issue has widened.

Most residents (66%) support the 2006 California law (AB 32) that requires greenhouse gas emissions to be reduced to 1990 levels by 2020. Support has declined 7 points from July 2008 (73%) and 12 points from 2007 (78%). The decline is sharpest among Republicans (57% 2008, 43% today).

While most see global warming as a threat (47% very serious, 28% somewhat serious) to the economy and quality of life in the state, the percentage of residents who categorize the threat as very serious has declined over the past two years (54% 2007, 52% 2008, 47% today.) Residents are divided over whether the state government should take action to reduce emissions right away (48%) or wait until the economy and state budget situation improve (46%). In July 2008, when the plan to implement AB 32 was being discussed, a majority (57%) said the government should adopt it right away rather than wait (36%).

"Californians clearly support policies to improve the environment," says Mark Baldassare, president and CEO of PPIC. "But in the current economic climate their support has dropped a notch."

Baldassare also notes the partisan rancor over climate change in Congress—where the House of Representatives has passed the first federal global warming bill—that may affect attitudes in the state.

"On environmental issues where we saw more consensus in California, we're now seeing more partisanship, and that may reflect the national debate."

The survey finds partisan divisions on a number of questions related to climate change:

  • Effects of global warming: Californians are nearly as likely today (61%) as they were last year (64%) to say the effects of global warming are already occurring, and they are more likely to say so than adults nationwide (53%), according to a March Gallup poll. Across parties today, solid majorities of Democrats (76%) and independents (61%) agree, compared to just 36 percent of Republicans. And one in three Republicans (34%) say global warming will never happen, an increase of 10 points since last year (24%).
  • Belief that government should regulate emissions: While 76 percent of residents and majorities across party lines think the government should regulate greenhouse gas emissions from power plants, cars, and factories, Democrats (86%), and independents (79%) are far more likely to think so than Republicans (54%).
  • A cap and trade system: While a plurality of Californians (49% support, 40% oppose) support a cap and trade program to curb emissions, there is a sharp partisan split over the idea of buying and selling emissions permits: 57 percent of Democrats favor it and 55 percent of Republicans oppose it. Independents are divided (47% support, 44% oppose).
  • Carbon tax: Californians are more in favor (56% support, 35% oppose) of taxing companies for their emissions but are sharply divided along party lines on this issue as well, with 73 percent of Democrats in favor and 60 percent of Republicans opposed.

However, Californians across party lines favor the requirement that automakers reduce emissions from new cars (90% Democrats, 81% independents, 55% Republicans). They also support proposals that utilities be required to increase use of renewable energy sources (91% Democrats, 85% independents, 71% Republicans), buildings be required to be more energy efficient (86% Democrats, 77% independents, 63% Republicans), industrial and commercial facilities be required to reduce emissions (91% Democrats, 81% independents, 63% Republicans), and local governments change land use and transportation planning so that people can drive less (87% Democrats, 79% independents, 62% Republicans).

EXPAND OFFSHORE DRILLING? 51 PERCENT SAY YES

For only the second time since PPIC began asking the question in 2003, more Californians support expanding oil drilling off the coast than oppose it (51% favor, 43% oppose), the same as last year (51% favor, 45% oppose).

On the question of building more nuclear power plants, Californians are divided (46% favor, 48% oppose), as they were last year (44% favor, 50% oppose).

There is considerably more support for addressing the country's energy needs and reducing dependence on foreign oil in other ways. An overwhelming majority (82% favor, 16% oppose) say automakers should be required to improve fuel efficiency, and support is nearly as high (79% favor, 18% oppose) for increasing federal funding to develop wind, solar, and hydrogen energy technology.

SATISFACTION WITH AIR QUALITY INCREASES

Californians' views about air quality have seen a significant shift. Twenty-three percent describe regional air pollution as a big problem, an 11-point drop since last year (34%) and the smallest percentage since PPIC began asking the question in June 2000. Today, residents in the Central Valley (36%), Los Angeles (30%) and Inland Empire (27%) are more likely to characterize air pollution as a big problem. This is a drop of 17 points in Los Angeles and 15 points in the Central Valley from last year. Among racial/ethnic groups, the percentage of Latinos who say air pollution is a big problem is down 15 points (30% today, 45% 2008).

About one in four Californians (24%) are very satisfied with the air quality in their region today, a 7-point increase from last year and a new high since PPIC first asked the question in 2006.

Yet, 42 percent of residents say they or an immediate family member suffers from asthma or respiratory problems, similar to last year and 5 points higher than in July 2003 (37%). Central Valley residents (51%) are the most likely to say this, followed by those in the Inland Empire (44%), Orange/San Diego Counties (42%), Los Angeles (40%), and the San Francisco Bay Area (40%). Among blacks, 61 percent say they or a household member has one of these health conditions, compared to less than half of Latinos (46%), Asians (41%), or whites (40%). Californians are divided on whether they think air pollution is a more serious health threat in lower-income areas than other areas in their region (48% yes, 46% no).

Residents are still supportive of toughening air pollution standards in four areas:

  • Diesel engine vehicles, such as truck and buses (76% yes, 21% no)
  • Commercial and industrial activities (75% yes, 21% no)
  • New passenger vehicles, such as cars, trucks, and SUVs (71% yes, 26% no)
  • Agriculture and farm activities (56% yes, 36% no)

Efficiency Drive Could Cut Energy Use 23% by 2020, Study Finds

New York TImes
July 30, 2009


Published: July 29, 2009

The biggest opportunity to improve the nation's energy situation is a major investment program to make homes and businesses more efficient, according to a study released Wednesday by the consulting firm McKinsey. An investment of $520 billion in improvements like sealing ducts and replacing inefficient appliances could produce $1.2 trillion in savings on energy bills through 2020, the study found.

Benjamin Sklar for The New York Times

A worker insulating a home being built in Austin, Tex. Homes account for about 35 percent of the potential efficiency gains identified in the McKinsey report.

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A blog about energy, the environment and the bottom line.

The report said such a program, if carried out over the next decade, could cut the country's projected energy use in 2020 by about 23 percent, a savings that would be "greater than the total of energy consumption of Canada," Ken Ostrowski, a senior partner in McKinsey's Atlanta office, said at a forum in Washington on Wednesday. It would also more than offset the growth in energy use that would be expected otherwise.

"The scale is vast if we can put together the means to pursue it," Mr. Ostrowski said.

Homes account for about 35 percent of the potential efficiency gains, according to McKinsey, while the industrial sector accounts for 40 percent and the commercial sector 25 percent. The report included only efficiency improvements whose long-term savings would outweigh the initial costs. It did not consider the potential environmental benefits of cutting energy use.

The report acknowledged substantial barriers to achieving the savings, foremost among them the initial costs. The $52 billion annual investment envisioned by McKinsey is four or five times more than the nation currently spends on energy efficiency, and would have to be maintained over a decade. The economic stimulus package passed in February barely makes a dent; by McKinsey's estimate, it contains $10 billion to $15 billion in spending on energy efficiency.

Some home or business owners may not have the money to finance efficiency improvements, even if they would pay off in the long run. Other barriers include inertia (a homeowner may simply not feel like replacing an old air-conditioner); and poorly aligned incentives (a landlord who does not pay the electric bill has no economic reason to replace the old air-conditioner).

The potential gains are also spread across millions of homes and businesses, so getting widespread participation would be a challenge.

"No question, the potential is there theoretically," said David G. Victor, an energy expert at the University of California, San Diego, noting that he had not yet seen the report's details. "It's really, really difficult to achieve that full potential in the real world."

To achieve $1 trillion in savings, Mr. Victor added, would require "a lot of people and a lot of complex organizations to change their behavior."

The McKinsey report's recommendations include providing education and better information about the potential savings from energy efficiency, tighter building codes, stricter efficiency requirements for appliances and greater financial incentives for making efficiency improvements.

The Obama administration has been pursuing many of these avenues — for example, some energy-efficiency funding in the stimulus bill requires states to promise to strengthen their building codes. President Obama has also made stricter appliance standards a priority.

Jon Creyts, a McKinsey partner in Chicago, said that energy efficiency presented the "most compelling" way to combat climate change, as well as to achieve energy security and affordability. It is not, however, a panacea, he said.

"Energy efficiency is an important and compelling low-cost option," Mr. Creyts said, "but there are reasons that we need to innovate and continue to develop clean sources of energy."

Peter Lehner, executive director of the Natural Resources Defense Council, said even greater savings were possible. The McKinsey report made conservative assumptions, he noted, and it did not account for savings from changes in behavior — people turning out lights in empty rooms or turning down the thermostat in winter, for example.

Nor did the $1.2 trillion figure take account of a possible cost for greenhouse gas emissions, which could be capped under climate legislation pending in Congress, and could bring about increases in energy efficiency.

"Even if we don't get a climate bill this year, it's extremely conservative to think there will not be a price on carbon in the next decade," Mr. Lehner said.

The study was partly financed by McKinsey, and by a group of co-sponsors that included the Southern Company, a utility holding company, as well as the United States Green Building Council and the Department of Energy.

A separate study released on Tuesday by the National Research Council cited potential energy savings of 15 percent by 2020 and 30 percent by 2030 if more efficient technologies were adopted. Unlike McKinsey, the research council included transportation, acknowledging that it would be a difficult sector to transform quickly.

Wednesday, July 29, 2009

Report: U.S. energy use fell in 2008

Business First
July 28, 2009

Business First of Louisville - by Steven E.F. Brown Special to Business First

Americans used less energy overall in 2008, and more of that energy came from renewable sources, according to a report from the Lawrence Livermore National Laboratory.

The United States used 99.2 quadrillion BTUs, or "quads" of energy in 2008, down from 101.5 quads in 2007, according to the report.

Use of energy in the transport and industrial sectors of the economy fell slightly, while residential and business usage climbed slightly.

Usage of "green" or renewable sources grew, with the largest chunk of that coming from hydroelectric generation. Hydroelectric sources made up 34 percent of renewable energy generated in the United States last year. Even so, hydroelectric sources provided just 2.4 quads of U.S. energy in 2008.

Wood was the second most-used renewable source in the country last year, followed by biofuels, wind, waste, geothermal and finally, solar generation, according to the Department of Energy.

Though photovoltaic solar power is a popular field right now, with lots of attention and innovation, as well as new businesses experimenting with the technology, solar power is a tiny fraction of overall U.S. power generation. Of the 99.2 quads of energy used in 2008, just 0.091 — less than 1/10 of 1 percent — came from solar sources. That's an increase, though from 0.081 quads of solar energy in 2007.

Coal provided 23.9 quads in 2008, up from 23.5 in 2007.

Nuclear power provided 8.5 quads in both 2008 and 2007. The number of nuclear generators in the country, which the DOE refers to as "units," has remained steady at 104 for the last decade. Though nuclear power stations are widely used in European countries like France, and new plants are being built there, none have been opened in the United States for years.

Since the first U.S. nuclear power plant started working in Shippingport, Pa., in 1957, a total of 132 nuclear "units" have been granted permission to generate power in the country. But 28 of them have since been permanently shut down. The country had 112 nuclear units, the most it's ever had, in 1990.

A.J. Simon, an energy analyst at Livermore Lab, said some of the changes in U.S. energy use and generation can be linked to the economic downturn, but also to energy policy. He said downtime and maintenance at nuclear power stations has decreased over time, so the same 104 plants have been able to supply more electricity.

Wind power has also grown, Simon said, because of large investments in wind turbine technology and better use of the already existing wind generators.

Tuesday, July 21, 2009

Loan plan rewards homeowners for green upgrades

San Francisco Examiner
July 21, 2009

By: BRENT BEGIN 
Examiner Staff Writer
July 21, 2009

Greener: Solar panels would be part of a loan program that could make The City even more environmentally friendly. (Getty Images)

SAN FRANCISCO — Solar panels, low-flush toilets and other Earth-friendly upgrades could be a lot easier to purchase with a new initiative that would turn 
The City into a green loan zone.

Mayor Gavin Newsom and Supervisor Eric Mar will introduce legislation this week that would allow homeowners to receive loans to make environmental improvements to their properties and then pay back the money through extra property taxes.

The idea mimics a similar Berkeley program in which homeowners can install electric and thermal solar systems and make energy-efficiency improvements to their buildings, then pay for the cost through 20 years with an annual tax. 

The special tax is voluntary and allowed by state law. In Berkeley, a homeowner who buys a $12,000 solar panel pays approximately $900 per year, or $75 per month.

Both residential and commercial buildings are eligible for the loans, and the San Francisco model would apply not only to energy-saving equipment such as solar panels, but also for water-saving fixtures.

San Francisco already has some of the strictest environmental building codes in the nation. Legislation passed in 2008 requires most new commercial buildings to be certified by Leadership in Energy and Environmental Design standards created by the U.S. Green Building Council.

Newsom has already pledged to tighten those rules to apply to existing buildings. This latest green idea may provide a way to finance improvements that could soon become mandatory.

"It will be the biggest revolving fund that we know of out there," Newsom said. "To Berkeley's credit, it's really well-conceived and thought out."

The loan is attached to the property rather than the individual, leading to some concern that an owner will spruce up the property and then flip it, leaving renters in the lurch.

Mar said he's working on a provision that would prevent quick sales, and he's talking with community members to make sure everyone is on board.

"We think a green loan program would do a lot to meet our climate change goals," Mar said. "There are over 300,000 buildings in The City, and we need to focus on them to reduce greenhouse gases."

The first pot of money is expected to come from a private source. The City is working with Renewable Funding LLC to start the program.

The Board of Supervisors must approve the legislation.

bbegin@sfexaminer.com

American Chemistry Council gives $500,000 to stop bag fee

Seattle Times
July 21, 2009

The American Chemistry Council's latest contribution of $500,000 to the campaign against Seattle's proposed 20-cent fee on disposable shopping bags is one of the city's largest ballot-measure donations in recent history.

Seattle Times staff reporter

The American Chemistry Council has provided $500,000 to help fight Seattle's plan to charge consumers 20 cents for disposable shopping bags.

Adam Parmer, spokesman for the campaign to turn back the Seattle ordinance, said the money given over the weekend will pay for radio ads and direct-mail efforts against Referendum 1, which goes before voters Aug. 18.

It's the single largest contribution to a local ballot-measure in recent history, according to Seattle Ethics and Elections Commission staff.

The money comes from the Progressive Bag Affiliates of the Virginia-based American Chemistry Council, the prime backers of the Coalition to Stop the Bag Tax, which last year gave the campaign about $239,000.

The campaign began placing anti-bag-fee ads on the Internet over the weekend, Parmer said, and radio ads should start airing this week.

Mayor Greg Nickels proposed and the City Council approved the bag fee to encourage the use of reusable bags and reduce waste. The ordinance was put on hold when opponents gathered enough signatures to put the measure to a public vote.

If voters approve the ordinance, Seattle would become the first U.S. city to target plastic and paper.

Backers of the ordinance said their opponent's cash boost does not alter their plans.

"It's what we were anticipating from the outset," said Rob Gala of the Seattle Green Bag Campaign, which has so far raised about $65,000. "We see that this vote is essentially about one of the world's largest polluters telling a city what it can and cannot do in terms of waste reduction."

The $500,000 deposit is the largest to a Seattle ballot measure in at least a decade. It exceeds two donations of $400,000-plus in 2006 to Seattle Citizens for Free Speech from strip-club operators who fought successfully to repeal the city's strip-club ordinance.

Still, the anti-bag-fee campaign's total of nearly $750,000 falls short of the Free Speech campaign's total for 2006 of $861,000, as well as the anti-monorail Yes on I-83 campaign's total for 2004 of $892,000.

Marc Ramirez: 206-464-8102 or mramirez@seattletimes.com

Monday, July 20, 2009

San Francisco on cutting edge of the carbon credit culture

Vancouver Sun
July 17, 2009

City's credit fund proves it is a serious market player

 
 
 

San Francisco has always been an innovator on the political, cultural and environmental fronts. It's now pioneering the way in cashing in on a new industry being created around the idea of keeping carbon dioxide and other greenhouses gases out of the air.

Call it the carbon revolution.

Whether you are a believer, an agnostic or complete skeptic when it comes to global warming, there's one inescapable fact. Trading carbon is now a multi-billion-dollar business.

And cash-strapped cities, which generate much of society's greenhouse gases such as carbon dioxide, can turn carbon into a lucrative revenue stream. It hinges on leaders realizing many of their city's projects actually create environmental benefits that, in a world where reducing carbon footprints is becoming a prerequisite, can be sold off as carbon credits.

The man who is leading this idea is San Francisco Mayor -- and quite possibly California's next governor -- Gavin Newsom. Being mayor of green-minded San Francisco means that you are always thinking about your carbon footprint. Newsom drives an electric car, the Tesla Roadster in his case, and when he flies he dutifully buys carbon credits.

But when Newsom bought those carbon credits -- essentially buying a share in faraway projects reducing greenhouse gases to balance out his jet-fuel emissions -- San Francisco's mayor had a question. Why couldn't he buy those same carbon credits locally?

That gave birth to San Francisco's carbon fund, which will become active in the next few months.

The idea is to create carbon credits at home, generating green jobs and money for the local economy. The profits from the carbon fund would then be used to stimulate additional carbon-neutral projects that would reduce green-house gas emissions, generating further carbon credits that could be traded.

It sounds like hocus pocus at first. But in the carbon-trading market, which is now about $100 billion a year and growing fast, it's becoming clear that cities can be serious players.

San Francisco is blazing the trail.

For example, it might decide it will plant more trees in the city to suck up carbon emissions from cars. For every tonne of carbon taken out of the air, a carbon credit or offset would be created, valued at, say, $25 apiece. If the city were to plant enough trees to sequester 100,000 tonnes of carbon, San Francisco's carbon fund would have created $2.5 million in carbon credits.

Or it might work like this. If San Francisco is successful in introducing the electric car into the region, it could claim carbon credits because it is replacing fossil-fueled vehicles with near zero-emission technology.

Since the average driver emits about five tonnes of CO2 a year, that would translate into five carbon credits, worth about $125. So replace 100,000 fossil-fuel cars with e-cars and you would theoretically create $12.5 million in value to add to San Francisco's carbon fund.

You might even get carbon credits by retrofitting older buildings. Replace energy-inefficient heat plants with greener technology and a city would earn carbon credits for reducing its carbon footprint. Carried out on a city-wide basis, that could add up to hundreds of thousands of carbon credits, too.

The challenge, of course, is convincing buyers that municipal carbon credits are of real, lasting value. A city's carbon credits have got to be of the same standard as the carbon credits now being traded on the world's regulated carbon markets.

San Francisco's mayor knows that large-scale carbon deals aren't going to happen overnight. So Newsom is phasing in his carbon strategy.

In its early stages, the San Francisco carbon fund won't even trade carbon offsets. Instead, it will put a surcharge on city employees' air travel -- essentially a carbon tax of about 13.5 per cent -- and add the funds to its carbon fund. It's also opening up kiosks at San Francisco airport, to let passengers buy carbon credits as they check in.

That money will then be used to start up more carbon-neutral projects. The plan is to eventually create made-in-San Francisco carbon credits that will be fully audited and tradeable on the world's carbon markets.

Will it work? It's hard to say. But any big-city mayor ought to be thinking hard about a carbon strategy like this.

The bottom line is this: U.S. President Barack Obama has embraced carbon trading. So have many U.S. states. British Columbia has joined California and other U.S. states in anticipation of a continental carbon-trading system. Canada's federal government has indicated it will follow, too. Utilities and energy companies are already searching out and buying carbon credits to offset their greenhouse gas emissions, which are now considered pollution.

The carbon world isn't coming, folks. It's already here.

mcernetig@vancouversun.com

San Francisco looks to dump on Yuba County

Marysville Appeal Democrat
July 17, 2009

Proposal would bring 5 million tons of waste to Ostrom landfill

Yuba County could eventually be getting the trash San Francisco can't do anything else with, depending on a decision expected later this year by that county's Board of Supervisors.

Recology, a San Francisco-based company formerly known as NorCalWaste, is bidding for a contract that would include taking about 5 million tons of San Francisco trash to the landfill on Ostrom Road east of Wheatland, beginning in 2015.

If Recology gets the contract, it would mean an additional $1.75 million for Yuba County coffers in host fees, and new jobs at the landfill to handle the additional waste.

But it would also mean the county would get thousands of tons of trash San Francisco can't or won't recycle or compost.

At full weight, as much as 400,000 tons of waste would be delivered annually over 12 to 13 years.

Adam Alberti, a spokesman for Recology, said Yuba County residents shouldn't see it as being a literal dumping ground for the worst of the worst refuse from San Francisco.

"You can expect as the years go on for there to be less and less materials sent to the landfill," Alberti said, describing how San Francisco leaders hope to eliminate landfill waste from their city completely by 2020. "The goal is to get there, but the reality is that it's not there yet." Recology's local subsidiary, Yuba-Sutter Disposal Inc., operates the Ostrom Road landfill and has the franchise to pick up garbage in Yuba and Sutter counties. The landfill site covers 261 acres, of which 225 acres are permitted as a Class II Landfill. It opened in 1995.

Recology is competing with the existing contract holder, Waste Management, for a contract set to expire in 2014.

Both companies have submitted bids to the city and went through interviews this week with a panel that will make the final recommendation by the end of August on which company supervisors should select.

David Assmann, deputy director of San Francisco's Department of the Environment, said that will be followed by supervisor hearings, and a formal awarding of the contract either late this year or in early 2010.

San Francisco has already significantly reduced how much trash it sends to landfills in recent years, down to 467,000 tons last year from 690,000 tons in 2001, Assmann said.

What's left, and what Yuba County would get if Recology gets the contract, is mostly items made of composite materials harder to recycle, and some plastics, Assmann said.

But a significant percentage of the city's landfill trash is material that could be recycled or composted but hasn't been to date, he added.

Waste Management's proposal calls for the trash to be taken by truck to a landfill in the Altamont hills in eastern Alameda County. Alberti said his company would send the trash to Yuba County by rail, giving Recology's bid more sway on the side of being less polluting.

"The Altamont landfill is considerably closer, but it's only accessible by long-haul trucking that clogs up the freeway and dirties the air," Alberti said. He acknowledged that rail out of San Francisco only goes south, so it's not clear how the city's trash would eventually make its way by train to Yuba County.

Assmann, with San Francisco, said city staff are finishing a study to consider the clean-air impacts from both proposals.

Yuba County Supervisor John Nicoletti said Ostrom Road's landfill was permitted to handle more trash than it currently takes in, so San Francisco garbage wouldn't be too big of a problem.

"It'll definitely have an impact on the life cycle of the landfill," he said. "If it was permitted and planned to go 60 years, it might go down to 40 years if this goes through."

Keith Martin, administrator for the regional waste management authority that represents the agencies dumping trash at Ostrom Road now, noted the landfill's operators wouldn't have agreed provisionally to accept garbage from San Francisco if the excess capacity wasn't available.

"Yuba County some years ago permitted an expansion of the landfill to bring additional waste and therefore money in the tonnage fee," he said.

The landfill has an expected closure date of 2066 with a total design capacity of more than 41 million cubic yards, according to its Web site.

Wheatland Mayor Enita Elphick, whose town is closest to the landfill, questions the idea.

"The rail comes right through Wheatland, and that becomes a safety issue," she said. "I'm very concerned about it."

Under Yuba County's host fee that charges $4.40 for every ton of trash brought to the Ostrom Road landfill, the county could garner millions of dollars a year. If San Francisco brought 400,000 tons of trash, for example, that would equal about $1.76 million for the county.

Nicoletti said that money would primarily be spent on addressing impacts from the increased trash deposits at the landfill. But Elphick said Wheatland isn't getting that fee, so she's less assuaged by that perspective.

"I think we need to remember that immediate revenues sometimes don't offset the long-term impacts from something like this," she said.

Alberti said Recology would also develop a compost facility at the landfill to process food scraps from San Francisco for use in local crops That and the need for added workers at the existing landfill would boost the overall workforce at the Ostrom Road site by 25 percent, he said.

Alberti would not disclose the dollar amount of Recology's bid for San Francisco garbage service. Assmann said the value of the contract would be based on the fees paid to local landfills and jurisdictions, and the cost of transporting the waste itself.

The landfill already accepts some trash from outside the area, including from Butte, Colusa and Nevada counties. According to a Web site for the landfill, it can handle about 3,000 tons of solid city waste per day.

Martin said because the landfill is operated separately, his members have no say in whether it accepts additional trash from elsewhere.

But if Recology gets a contract with San Francisco at less than what current member jurisdictions pay, he said, that would result in lower rates for other those jurisdictions, and possible savings for their customers.

Contact Appeal-Democrat reporter Ben van der Meer at 749-4709 or bvandermeer@appealdemocrat.com.

Thursday, July 16, 2009

White roofs to fight global warming

CNN Money
July 13, 2009

U.S. energy secretary Chu backs a novel idea: to whitewash roofs and highways. It could save lots of money and highlights an increasingly proactive agency.

By Steve Hargreaves, CNNMoney.com staff writer

white_roof.03.jpg
Making a roof a cooler shade of white.
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NEW YORK (CNNMoney.com) -- America should attack global warming by ... painting rooftops and road surfaces white.

Seriously. No kidding.

Among those promoting the idea is Energy Secretary Steven Chu, a big-thinking physicist who has a bully pulpit and influence over billions in research and stimulus funds.

Chu spoke about the idea at a London conference last month while Congress was busy hashing out a complex, 1,400-page bill to cut greenhouse gases.

Whitening the world's roofs and roads would have the same effect on global warming as removing all the world's cars for 11 years, he said.

"So I'd like to appeal to all people -- we should convert to white limousines," he said.

Chu was joking about the limousines, of course. But his proposal for addressing climate change is genuine.

It sounds kooky, but environmentalists say the idea is legit.

They say recent research shows it's even more beneficial than previously thought. Moreover the Energy Department, flush with $38 billion in stimulus money, is in a position to make it happen.

Chu's comments were based on recent research from Arthur Rosenfeld, a former colleague of Chu's at the Energy Department's Lawrence Berkeley National Laboratory. Chu's all cars for 11 years number is meant to be illustrative -- no one really expects all roofs and all roads will be painted white.

But for new projects and some retrofits, it does make sense.

A white roof has three benefits:

  • It keeps buildings cooler, reducing the amount of energy required for air conditioning.
  • It reduces the so-call "heat island" effect, the heating up of entire urban areas which then causes other buildings in the vicinity to heat up, whether they are in direct contact with the sun or not.
  • A white roof or road will actually reflect the sun's rays back into space, keeping the atmosphere cooler.

"This is a great idea," said Lane Burt, an energy policy analyst at the Natural Resources Defense Council. "We always knew it was good, and now we're just starting to realize it's even better than we previously thought."

The Associated General Contractors of America, while saying costs for white roofs vary greatly, recommends them as one energy-efficient upgrade.

The Energy Department said a white roof can knock 10% to 20% off a building's electric bill. To that end, it is encouraging anyone replacing or building a roof to take advantage of $2 billion in tax credits available under the stimulus plan.

A spokesman said the department is looking to use more of its stimulus money to promote "cool roofs," which don't have to be white and could include silver reflective paint or even rooftop gardens.

As for white roads, the spokesman said the department isn't actively promoting them, but said an effort may be made to educate communities on the benefits of using cement-colored asphalt.

The Energy Department's recent push into innovative conservation measures and renewable energy research is largely credited to its current head.

Chu, with a Nobel Prize to his name, is former head of Lawrence Berkeley National Laboratory and a strong advocate of renewable energy and conservation.

This is a marked contrast from previous energy secretaries, who often came from business or political backgrounds and had little experience in the energy industry itself, let alone the scientific community that many now hope will help the country move away from fossil fuels. President Reagan's first energy secretary tried hard to abolish his own department.

"We now have a secretary who wants to go pedal-to-the-metal on efficiency," said Burt. "That's a significant difference."

The department is pursuing several other projects, both by doing primarily research itself and awarding grants to companies working in the space.

They include computerized control systems to make buildings even more efficient; longer-lasting and cheaper batteries for electric cars; thinner and cheaper solar panels; biofuels that are not made from food crops, and technology to capture and bury carbon dioxide from coal plants.

With Push Toward Renewable Energy, California Sets Pace for Solar Power

New York Times
July 15, 2009
Noah Berger for The New York Times

Richard Halvorsen of Akeena Solar at a home in Saratoga, Calif. There are some 50,000 solar-panel installations in the state.

Published: July 15, 2009

SAN FRANCISCO — A decade ago, only 500 rooftops in California boasted solar panels that harvest the sun's energy. Today, there are nearly 50,000 solar-panel installations in the state, according to a report to be issued Thursday by the research and lobbying group Environment California.

As a result, California, the longtime national leader in solar energy, has a capacity of more than 500 megawatts of solar power at peak periods in the early afternoon — the same as a major power plant.

The solar capacity in California grew by a third from 2007 to 2008. It now represents about two-thirds of the national total, according to a different report that is being prepared by the Interstate Renewable Energy Council, a nonprofit group promoting expansion of solar energy.

As the Obama administration pushes for a national shift to more renewable energy sources, California's example is therefore being closely watched. Nationally, the states in which solar installations are spreading fastest are those that provide the most generous subsidies for them, industry experts agree.

Two long-term statewide programs in California provide rebates and other financial incentives to encourage rooftop solar panels, and individual municipalities like Berkeley are also beginning to offer financing for the solar arrays.

"The thing about California is that they have a consistent program that has 10 years of funding," said Larry Sherwood, a consultant to the interstate council.

(The California budget cuts that were being brokered Wednesday will not directly affect the subsidies because the subsidies are underwritten by utility ratepayers, not taxpayers.)

New Jersey is a distant second to California in installed solar capacity with 70 megawatts, followed by Colorado and Nevada, the council's report said.

The Clean Energy program in New Jersey offers qualifying residential and commercial customers rebates for energy generated by solar arrays.

"Typically, New Jersey incentives have been higher, but its program has had many fits and starts," Mr. Sherwood said.

Within California, solar technology has spread beyond highly environmentally conscious areas like San Francisco and Sacramento over the last decade to gain a hold throughout the state, Environment California's report indicates. As of the end of 2008, when the report's figures were compiled, San Diego had more than 19 megawatts in capacity from installations on 2,200 roofs, followed by San Jose with 15.4 megawatts from 1,330 roofs and Fresno with 14.5 megawatts from 1,028 roofs.

"The biggest thing here," said Bernadette Del Chiaro, the report's author, "is that from farms to firehouses, the face of solar power is changing. While California's biggest cities have led the way, the rest of the state and country are quickly picking up on it."

She added that the cities of the Central Valley, which is both heavily agricultural and baking hot in the summer, are natural places for the solar panels. High air-conditioning loads and high peak electricity rates tend to dovetail partly with the afternoon hours when solar panels are most effective, she noted, giving people an incentive to embrace the new technology.

Nationally, residential installations account for about a third of the energy supplied to the power grid by photovoltaic arrays on panels; the remainder come from installations on larger facilities, like government buildings, retail stores and military installations.

Each of the four top-ranked cities in California in terms of solar power capacity have more electricity available from these sources than all but six states.

Still, 10 states, led by Colorado and including Hawaii, Connecticut, Oregon, Arizona, North Carolina, Pennsylvania and Massachusetts more than doubled their rooftop solar capacity in 2008, Mr. Sherwood said.

While most installations are on rooftops, the number of larger-scale installations is increasing. Fresno's total output is augmented by a 2.4-megawatt facility at the Fresno Yosemite International airport, while the local Sierra Nevada brewery in Chico has a 1.9-megawatt solar array.

Outside the state, Nellis Air Force Base in Nevada has the largest photovoltaic generating plant, with 70,000 panels generating 14 megawatts of electricity, according to the federal Energy Information Administration.

But even with the increases of the last decade, solar power is a pipsqueak among energy sources; it represents about one-quarter of 1 percent of California's total energy capacity, according to the California Energy Commission. Nationally, according to the Energy Information Administration, it represents about 0.02 percent of total capacity, but those federal figures are incomplete: they reflect only centralized facilities, not distributed rooftop installations.

Cost is a major hurdle; installation of a rooftop system is likely to cost at least $20,000.

In other countries, according to the Renewable Energy Policy Network for the 21st Century, a research and advocacy group, government subsidies have led to rapid growth in solar power. The group's latest report shows Germany as the world leader in solar power, with 5,400 megawatts, or about 1 percent of the country's total generating capacity.