Arctic News: air taxis

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Tuesday, April 5, 2022

Shortcomings of IPCC AR6 WGIII - Mitigation of Climate Change

In the video below, U.N. Secretary-General António Guterres comments on the launch of the IPCC AR6 WGIII SPM Mitigation report.

[ U.N. Secretary-General António Guterres ]

The report has severe shortcomings, including:

The IPCC makes it look as if the temperature rise could be restricted to 1.5°C above pre-industrial and insists there was a carbon budget left, to be divided by using monetary analysis.

This narrative results in a failure to highlight in the SPM some key drivers of change (such as heat pumps in buildings and air taxis in transport) and in inappropriately referring to such key drivers of change as 'options', while failing to mention the best policies to achieve the necessary changes, i.e. through local feebates.

The agenda behind this narrative becomes further evident in phrases such as “CCS could allow fossil fuels to be used longer, reducing stranded assets” and “oil and gas assets are projected to be more at risk of being stranded toward mid-century”.

Instead of “assets” at “risk” of getting “stranded”, these are liabilities that burden the world with a rising cost of clean-up and compensation claims. The IPCC gives CCS further undeserved importance by mentioning it no less than 32 times in the SPM, while a key driver of change such as heat pumps is mentioned only once, and not under buildings but industrial policy.

The image below, from the report's SPM, shows “options” by sector with the length of each bar indicating their potential for emissions reduction by 2030, while the color inside the bar gives a cost estimate.

[ from IPCC AR6 WGIII SPM, click images to enlarge ]

These are not genuinely options, since the dire situation leaves little choice and instead makes it imperative to act most urgently, comprehensively and effectively on climate change, in line with the Paris Agreement.

The Paris Agreement does instruct the IPCC to describe the best pathways to achieve this and the IPCC has until now refused to do so. As Arctic-news blog has pointed out for more than a decade, mitigation is most effectively achieved by offering people a range of options, preferably through local feebates, which will also make such policies more popular, as a 2019 analysis (above) concludes.

[ from earlier post ]

Options are more appropriately realized in the form of feebates that can offer a range of options, with the more polluting options attracting fees and with the revenues used to fund rebates on the cleaner options.

An example of a wider set of local feebates is depicted in the above analysis of EV policy. A more diverse set of feebates could include not only fees on fuel and fuel-powered vehicles, but also on facilities that sell or process fuel, vehicle registration, parking, toll roads, etc. It's important to act comprehensively, along several lines of action, e.g. to redesign cities and plan for air taxis.

Given the urgency to act, such lines of action are all best implemented as soon as possible, yet at the same time many lines of action are best kept separate, as illustrated by the above image.

The image on the right illustrates the difference between using a Gobal Warming Potential (GWP) for methane of 171 over a few years, vs the IPCC's use of a GWP of 28 over 100 years.

Fees on sales of livestock products can raise revenue for pyrolysis of biowaste, with the resulting biochar added to the soil. That would also support the transition toward a vegan-organic diet more strongly, in line with the conclusion of an earlier IPCC report that a vegan diet ranks highest regarding mitigation (image right, from an earlier post).

The Climate Plan prefers local feebates. Where needed, fees can be set high enough to effectively ban specific alternatives.

Furthermore, instead of using money, local councils could add extra fees to rates for land where soil carbon falls, while using all revenue for rebates on rates for land where soil carbon rises.

That way, biochar effectively becomes a tool to lower rates, while it will also help improve the soil's fertility, its ability to retain water and to support more vegetation. That way, real assets are built, as illustrated by the image on the right, from the 2014 post Biochar Builds Real Assets.

Catastrophic Methane Rise

The IPCC narrative hinges on radical cuts in methane emissions from 2020, as illustrated by the image on the right.

Instead, methane rose by 15.27 ppb in 2020 and by 16.99 ppb in 2021, the two highest growth levels since the NOAA record began in 1984.

The combination image below shows the catastrophic rise of methane. The image in the left panel shows a trend based on January 2008-December 2021 monthly mean methane data.

When extending this trend, current methane concentration would be 1920 ppb. Note that methane in December 2021 was 18.6 ppb higher than in December 2020, and it now is April 2022.

The situation is even worse than depicted in above image, as NOAA's data are for marine surface measurements. Methane tends to rise in the atmosphere and accumulate at higher altitudes. As illustrated by the image below, mean methane level is growing fastest at the higher altitude associated with 293 mb.

Anyway, have another look at the combination image further above. The right panel shows that, if the trend continues, a concentration of 3840 ppb (i.e. double the current concentration) could be crossed in 2029, which would translate into a carbon dioxide equivalent (CO₂e) of 768 parts per million (ppm) at a one-year global warming potential (GWP) for methane of 200.

The image on the right shows a trend that, if continued, will cross a carbon dioxide level of 450 ppm by 2029.

Add this 450 ppm for CO₂ to 768 ppm CO₂e for methane and the joint CO₂e could be 1218 ppm in 2029, i.e. it would have crossed the point at which the clouds feedback starts to kick in (at 1200 ppm CO₂e).

The clouds feedback could thus raise the global temperature by 8°C by 2029, but when also adding the temperature impact of greenhouse gases and further drivers, the clouds tipping point could be crossed much earlier, say by 2026, while a temperature rise of 10°C could happen even before the clouds tipping point gets reached. Drivers could include nitrous oxide (N₂O, see image right), seafloor methane, water vapor, loss of Arctic sea ice and the falling away of the aerosol masking effect, as discussed at the Extinction page.

The situation is dire and calls for comprehensive and effective action, as described in the Climate Plan.

Links

• Secretary-General Warns of Climate Emergency, Calling Intergovernmental Panel’s Report ‘a File of Shame’, While Saying Leaders ‘Are Lying’, Fuelling Flames
https://www.un.org/press/en/2022/sgsm21228.doc.htm

• Mitigation of Climate Change Report 2022: "Litany of broken climate promises" - UN Chief
https://www.youtube.com/watch?v=P8rlLaT8v4Q

• IPCC Climate Change 2022 - Mitigation of Climate Change - Summary for Policymakers
https://report.ipcc.ch/ar6wg3/pdf/IPCC_AR6_WGIII_SummaryForPolicymakers.pdf

• IPCC special report Climate Change and Land
https://www.ipcc.ch/report/srccl

• IPCC Report Climate Change and Land (review)

https://arctic-news.blogspot.com/2019/08/ipcc-report-climate-change-and-land.html

• Which policy can help EVs most?

https://arctic-news.blogspot.com/2019/10/which-policy-can-help-evs-most.html

• Confirm Methane's Importance

https://arctic-news.blogspot.com/2021/03/confirm-methanes-importance.html

• Biochar Builds Real Assets

https://biochareconomy.blogspot.com/2014/08/biochar-builds-real-assets.html

• The Importance of Methane

https://arctic-news.blogspot.com/p/the-importance-of-methane-in-climate.html

• NOAA - Globally averaged marine surface monthly mean methane data
https://gml.noaa.gov/webdata/ccgg/trends/ch4/ch4_mm_gl.txt

• NOAA - Globally averaged marine surface annual mean methane data

https://gml.noaa.gov/webdata/ccgg/trends/ch4/ch4_annmean_gl.txt

• NOAA - MetOp satellite methane data - Infrared Atmospheric Sounding Interferometer (IASI)

https://www.ospo.noaa.gov/Products/atmosphere/soundings/iasi

• NOAA - Mauna Loa CO2 weekly mean and historical comparisons

https://gml.noaa.gov/webdata/ccgg/trends/co2/co2_weekly_mlo.txt

• Clouds feedback

https://arctic-news.blogspot.com/p/clouds-feedback.html

• Extinction

https://arctic-news.blogspot.com/p/extinction.html

• Climate Plan
https://arctic-news.blogspot.com/p/climateplan.html

Monday, October 21, 2019

Which policy can help EVs most?

In many countries, it has been proven hard to implement policies that help electric vehicle (EVs). In France, fuel taxes have triggered huge protests. In Ecuador, huge protests followed a steep rise in fuel prices, as a result of a decision to end gasoline and diesel subsidies.

An analysis conducted by Arctic-news compares eight policies on two criteria, i.e. how effective they are from a policy perspective and how popular the policies will likely be. As the image below shows, many policies are little or no better at helping EVs than continuing with business as usual (BAU).

“Tightening fuel economy standards may aim to reduce fuel use,” says Sam Carana, editor of Arctic-news, “but the Jevons paradox shows that this may lead to people buying more powerful cars, drive longer distances, etc. Moreover, it does little to help EVs, in fact, it may make it cheaper for people to keep driving fossil fuel-powered cars.

Sam Carana adds: “Subsidies for EVs aren't popular with pedestrians and cyclists, or with people who use public transport to go to work. These are often the poorest people and they feel that money that is spent on subsidies for EVs comes at the expense of social services for the poor. Subsidies are unlikely to gain popular support. Similarly, when subsidies for EVs take the form of tax deductions given to EV buyers, this mainly benefits those who can afford to buy EVs. Additionally, this reduces overall tax revenue, leaving less money for social services.”

“Taxes aren't much better, they may make driving a polluting car more expensive, but as long as people keep driving polluting cars, it won't help EVs and it won't help much with the climate crisis either. Higher taxes on fuel and cars haven't made EVs much more common in Europe than they are in the U.S., where such taxes are lower. The worst form of tax is 'Cap & Trade', as it enables people to keep driving polluting cars by paying for emission cuts elsewhere. Even if those cuts are indeed made elsewhere, they aren't made locally. Tax and Dividend seeks to get popular support by promising people part of the revenue, but this means the money isn't used to fight pollution and it may even be counterproductive, by helping people to keep driving fossil fuel-powered cars. Simple carbon taxes therefore seem more effective, while they may also be more popular with the poor, since more of the revenues can be spent on social services.”

Sam Carana: “Local feebates are the best way to go. It makes sense to add fees to the price of fuel, and - in order to most effectively facilitate the necessary transition to EVs - the revenues are best used to support EVs locally, which also helps such polices gain popular support locally.”

The analysis also looks at a wider set of local feebates, such as fees on sales of fossil fuel-powered cars, with the revenues used to fund rebates on local sales of EVs. Fees on facilities that sell or process fuel could also raise revenues that could be used to fund rebates on, say, EV chargers. Furthermore, differentiation in fees on car registration, on car parking and on toll roads could all help make EVs more attractive.

In conclusion, a wide set of local feebates can most effectively facilitate the necessary changes and can best gain local support. The climate crisis urgently needs comprehensive and effective action, as described in the Climate Plan, which recommends implementation of local feebates to facilitate the necessary changes.

An associated issue is the Urban Heat Island effect, as illustrated by the image on the right. Buildings, roads and cars can significantly increase temperatures and pollution including ozone at surface level.

One way to reduce temperatures, pollution and road congestion is by using electric vertical take-off and landing (VTOL) air taxis.

Lilium plans to start offering air taxi services from 2025. While using about the same amount of electricity as an EV traveling over roads, the Lilium Jet travels as fast as 300 km/h and has a radius of 300 km.”

Sam Carana adds: “In practice, most trips are less than 10 km. A fleet of 10,000 Lilium Jets could cater for all trips otherwise made by cars in an area where one million people live.”

In theory, this could remove virtually all cars from a city, resulting in less need for roads, bridges, tunnels, parking spaces, garages, driveways, airports, etc. These air taxis can use the roofs of large buildings for landing and take off, or dedicated areas in parks or custom-built places along the shore (see image below).

This also means there will be less need for resources, infrastructure and space to manufacture, sell and service vehicles. As a result, urban centers could use the spaces gained for more trees, parks, footpaths and bike-ways, while becoming more compact, enabling people to live closer together and closer to workplaces, shops, restaurants, educational and medical facilities, etc. As cities become more compact, the average trip within a city will become shorter in distance and take up less time.

Lilium Flight Footage from Lilium on Vimeo.

Local councils should be keen to help make this happen, for a number of reasons. A fleet of air taxis can help combat road congestion, global heating, including the Urban Heat Island effect, and pollution by cars. At first glance, creating places for 10,000 air taxis to land and take off may look like a big job, but many businesses will be keen to accommodate air taxis. Moreover, it is very attractive when considering that 10,000 air taxis can replace the need for up to a million vehicles, as well as the need to build and maintain the associated roads, bridges, tunnels, parking spaces, garages, etc. It can also double the amount of land available for parks, houses and other buildings. Lilium plans to start offering commercial services from 2025, so it's time to start planning now and create places for air taxis to land and take off where they will be needed.

The video below, 'The Urban Green', was posted by WWF International on March 17, 2016.