The coronavirus lowered greenhouse gas emissions, but at year’s end global CO₂ concentrations are still at record levels.
Cheering the clear skies of the COVID-19 epoch is a little like celebrating the return of wildlife to Chernobyl’s exclusion zone.
Many independent contractors can’t afford to upgrade their trucks to meet low-emissions standards. Will making them company employees change that?
A warehouse project is planned for a Los Angeles area that is among the very worst in the state for the threats that toxic cleanups and hazardous wastes pose.
A warehouse project is planned for a Los Angeles area that is among the very worst in the state for the threats that toxic cleanups and hazardous wastes pose.
Justine Calma’s Grist article documents the Sisyphean struggle of working-class activists to fight the power of polluting industries.
Rep. Alexandria Ocasio-Cortez’s resolution spotlights stealth connections between free trade deals, offshoring and carbon emissions.
“Those who would shackle us to the pessimistic view of inaction doom us to sacrifice,” says Washington’s governor. “They doom us to sacrificing our clean air and to sacrificing the ability to walk in a forest that’s not charred down.”
Co-published by Newsweek
There’s something hinky about the governor’s climate leadership, an inconsistency that environmentalists warn will threaten his legacy.
Co-published by The American Prospect
The Trump administration wants to argue that California has no special right to regulate greenhouse gas emissions from cars and trucks. But their case, experts say, is weak.
Figures compiled from campaign contribution records show that fossil fuel industries donate almost exclusively to Republican candidates. “They’ve gone out of their way to help oil and gas and coal,” says one environmentalist.
Both ozone and particulate pollution are attributed to oil and gas production, agribusiness, mega-dairies, power generation, heavy equipment and truck traffic – many of the Central Valley’s major businesses.
Activists have sent a loud and clear message to the California Public Utilities Commission: L.A. and the state should make electric transportation in the city and at the Los Angeles and Long Beach ports a priority.
The Southern California Association of Governments’ “100 Hours” initiative is intended to solve L.A.’s traffic woes, and is named for the average number of hours Los Angeles drivers spend in traffic jams every year.
Some environmental activists worry that proposals floated by Governor Jerry Brown and legislative leaders to extend cap-and-trade, the state’s primary tool in its climate fight, will bar local air districts from regulating carbon dioxide emissions at state-regulated facilities.
Co-published by Fast Company
Is California’s strict zero-emissions strategy, which forces car makers to market exhaust-free hydrogen-fueled and battery-powered vehicles, really the most consumer friendly, egalitarian way to go?
Dean Kuipers on why Sacramento punted on Cap-and-Trade.
(The following talk was given last night by Robert Gottlieb at Pasadena’s ArtCenter College of Design.)
This is an interesting venue for my talk. If, historically, the school has been engaged in making the automobile a more attractive object for consumers and industry alike, then my talk seeks to do the opposite. Can we envision eliminating or at least reducing the automobile’s role in Los Angeles? And, if so, what would that mean for the ArtCenter College of Design and its long history with the automobile?
Let me start with a recent New York Times Sunday Business article on the design firm Ideo with its slogans of “slow becomes fast” “auotomobility” and “autonomous driving.” The headline for the piece was “Helping Ford Go Beyond the Car,” although it could have also been headlined “How to save the car while also capturing its alternatives.” Is this the route for the ArtCenter College of Design?
» Read more about: Imagining a Los Angeles With Fewer Cars »
Four years ago, Robin Kutchai lost her husband to cancer. “We got the diagnosis that his body was full of tumors two weeks before he died,” she said, perched at the bar of the Woodland Hills Hilton, where she’s temporarily holed up. They had been married 10 weeks after they’d met, 35 years ago. Telling the story, her large, neatly made-up eyes welled with tears.
After her husband’s death, Kutchai sold their Simi Valley house and bought a townhouse in Porter Ranch, where she found a sense of belonging to help her through her grief. “It was always such a wonderful area,” she said. “It was a place where I felt safe being alone.”
The AQMD insisted it lacked the authority to order the draining of the Aliso Canyon well.
That all changed dramatically this past autumn, when the air in the far northwestern San Fernando Valley community became saturated with the rotten-egg smell associated with natural gas — a consequence of a chemical added to the odorless gas to make it detectable.
» Read more about: Porter Ranch: Nosebleeds and Dead Hummingbirds »
The rural Southwest feels vast and empty. Driving from Los Angeles to New Mexico, my wife Susan and I saw sweeping landscapes of alluvial fans and sheer cliffs, and mesas that stretched as far as we could see. Just the idea that people carved out a way of life on these lands left us in awe of our ancestors and, before them — centuries before them, millennia even — the first people who lived here.
People still live on this arid earthscape. They populate the small towns along the railroad tracks. They dwell in pueblos at the tops of mesas. They survive tucked into corners of cliff sides and in the bottomlands of rivers. Driving through such rugged beauty made us aware of the power of nature and the relative powerlessness of human beings in that kind of environment.
“Wild” no longer exists, even in the vast expanses of the Southwest. » Read more about: A Cease-Fire With Nature? »
