Climate 411

‘Feeding 9 billion’ requires facing up to climate change

This post was co-authored by Kritee, Senior Scientist, International Climate; Richie Ahuja, Regional Director, Asia; and Tal Lee Anderman, Tom Graff Fellow – India Low-Carbon Rural Development

National Geographic’s May cover story, “Feeding 9 billion,” offers valuable insights into how to feed a growing global population while reducing agriculture’s environmental impacts. But it omits some key connections with a critical issue: climate change.

Drought in the U.S. causes withering of corn. (Photo credit: Ben Fertig, IAN, UMCES)

As the Food and Agriculture Organization recently documented in great detail, climate change is likely to fundamentally alter the structure of food systems around the globe. With about 43% of the world’s population employed in agriculture, it’s vital that farmers have the knowledge and tools they need both to adapt to climate change and to help mitigate it.

Author Jonathan Foley, who directs the University of Minnesota’s Institute on the Environment, lays out several steps for “Feeding 9 billion.” Though he starts by acknowledging that agriculture emits “more greenhouse gases than all our cars, trucks, trains, and airplanes combined,” he doesn’t explicitly mention how his plan relates to a changing climate.

The first of his steps – halting conversion of additional forests and grasslands to agriculture – is crucial to stopping climate change, given the vast quantities of greenhouse gases released in these conversions. As the latest Intergovernmental Panel on Climate Change (IPCC) report on mitigation noted, protecting forests and increasing carbon content of the soils can decrease global emissions by as much as 13 gigatons CO2eq/year by 2030 – more than a quarter of current annual global emissions.

Foley also highlights the need to reduce meat consumption, because only a very limited portion of calories consumed by animals yield edible food for humans, and to reduce food waste. According to the IPCC, these consumer-level steps have the potential to decease agricultural emissions by 60% below the current trajectory. While Foley didn’t acknowledge these mitigation potentials, we agree that these are important steps to feeding the world’s population and protecting our environment.

But it’s his steps calling for improving productivity – both by growing more food on existing farms, and by using fertilizer, water and energy more efficiently – where the interactions with climate are more complex and need special attention.

Climate adaptation and resilience in agriculture

Foley rightly points out that to feed the world’s future population, more food needs to grow on existing farms. However, he doesn’t note that some of the effects of climate change – droughts, floods and heat waves in many parts of the world – are already reducing crop yields, and these effects and their consequences are expected to worsen.

The IPCC’s recently published 5th Assessment Report on adaptation concludes that:

  • Climate change is already negatively affecting yields of crops and abundance of fish, and shifting the regions where crops grow and fish live
  • Future changes in climate will increase competitiveness of weeds, making it difficult and more expensive to control them
  • By 2050, changes in temperature and precipitation alone will raise global food prices by as much as 84% above food prices projected without these two climatic factors
  • Major grains like wheat, corn, and rice could see as much as a 40% decrease in yield from a 20C increase in local temperatures. That’s because of the changing rainfall frequency and intensity, unpredictability and irregularity of growing seasons, and higher ozone levels that often accompany high CO­2 levels

To deal with these consequences and ensure food security and livelihoods, adaptation to climate change is essential. Indeed, adopting carefully chosen adaptation and resilience measures could improve crop yields as much as 15-20%. The IPCC recommendations include:

  • Altering planting/harvesting dates to match the shifting growing seasons
  • Using seed varieties that might be more tolerant of changing climatic patterns
  • Better managing water and fertilizer use

A farmer training session, led by EDF’s partner NGO in India (Photo credit: Accion Fraterna)

Achieving high yields requires enabling farmers all over the world to adapt, build and restore the resilience of agricultural ecosystems in the face of continued climate change. Given that many farmers in developed countries have already reached what are currently maximum possible yields, it’s particularly urgent to work with farmers in the developing world.A vast majority of these farmers in developing countries own small-scale farms (less than two acres in size) and have limited resources, and as a result are on the frontline of experiencing the unfolding impacts of climate change. These farmers are already growing the majority of the world’s food – more than 90% of the world’s rice, over 65% of its wheat and 55% of its corn. Notably, as opposed to our recommendations for farmers in the developed countries, some of them might need to increase their fertilizer use to achieve better yields as opposed to decreasing it. Feeding a world of 9 billion thus requires facing the disproportionate effect that climate change has on the 2 billion people who depend on small-scale farms for their livelihood.

Barriers to climate adaptation & mitigation in agriculture

The latest IPCC report also noted that the “nature” of the agriculture sector means:

“There are many barriers to implementation of available mitigation options, including accessibility to … financing, … institutional, ecological, technological development, diffusion and transfer barriers.”

We couldn’t agree more.

Many farmers, especially small scale land-owners in developing parts of the world, lack access to reliable scientific information and technology. In some cases, relevant information has not even been generated.

An Indian peanut farm where EDF is monitoring yield and greenhouse gas emissions. (Photo credit: Richie Ahuja)

For example, small-scale rice farmers in Asia lack access to information enabling them to determine what amounts of water, organic and synthetic fertilizer will optimize yields while also minimizing release of the greenhouse gases methane (which is 84 times more potent than carbon dioxide in the first 20 years after it is released), and nitrous oxide (which is nearly 300 times more potent than carbon dioxide). EDF is working with the Fair Climate Network in India and with Can Tho University and other partners in Vietnam to help generate that information and facilitate its use by farmers.

More generally, agricultural institutions at all levels – international, regional, national and local – need to work closely with farmers to learn and promote evidence-based, locally appropriate agricultural adaptation and mitigation technologies and practices. Farmer access to finance can further help improve the adoption rate of these technologies. Larger investments in farming infrastructure and science from government and private sector also need to be channeled to promote food security through low-carbon farming.

Our food system cannot achieve high yields without building and restoring the resilience of agricultural ecosystems, and the system won’t be sustainable if agriculture doesn’t do its part to mitigate climate change.

To feed 9 billion people, we must overcome barriers to reducing climate change’s effects on agriculture, and agriculture’s effect on climate.

This post first appeared on EDF Talks Global Climate blog

Posted in International, Plants & Animals, Policy, Science / Read 2 Responses

Personal Car Sharing: Save the Environment without Moving a Muscle

Personal car sharing, a better way to get to the mountains without buying a new car. Photo courtesy of Flickr user Arthaey.

Across the country, car sharing has taken off. Programs like Zipcar, PhillyCarShare, Car2Go in Austin, Texas, City CarShare in San Francisco, as well as big name rental companies like Hertz and Enterprise, are helping people get around without owning a car. For many people who don’t want the hassle of car ownership—insurance, trips to the DMV, high gas prices, and parking—this is an easy option for the times they need a car to get to the beach or reach a far flung place not accessible via transit or bike.

By sharing rather than owning, car share participants cut their average vehicle use, which means a cut in gasoline consumption, greenhouse gas emissions and smog-forming pollution. A UC Berkeley study done for San Francisco’s City CarShare, found that 30% of City CarShare households sold one or more of their cars after joining the program and automobile travel among members dropped 47%. The study concluded that City CarShare members save 720 gallons of gas or 20,000 pounds of carbon dioxide emissions on a daily basis.

A new state bill, AB 1871, will be coming up for a vote on the Assembly floor next week. Introduced by California Assemblyman Dave Jones (D-Sacramento), AB 1871 would take car sharing one step further by removing some important barriers to car sharing. This has great potential for a range of arrangements that would ultimately lead to a reduction of vehicles in a given neighborhood.

Suppose, for instance, you’d  like to buy an SUV because you anticipate going skiing, or maybe you might want to buy a light-duty truck because every year you need it to haul your grandma’s jams to the farmer’s market. If you knew you could easily share a neighbor’s SUV or truck located just a block or two from your home, you might not feel compelled to buy the gas guzzler, and instead, opt for a smaller car for daily use.

In exchange for sharing his or her vehicle, under AB 1871, your neighbor with the truck would be reimbursed for the costs of operation by the car sharing company. This would help defray some of the truck’s fixed expenses, such as parking costs, though AB 1871 caps the reimbursement so the vehicle doesn’t become a commercial enterprise for the owner.

While this makes sense on paper, what happens when someone scratches the handle or gets into a more serious accident while driving your car? The basic gist of AB 1871 is this insurance piece, which is a tricky one. Currently, if an individual opts to put his or her own car into a car sharing program, a typical insurance company would consider the vehicle to be a commercial vehicle and would invalidate the individual’s personal insurance.

AB 1871 addresses this by clearly demarcating  liability. When a person’s personal vehicle is in the car sharing program, the program assumes all liabilities, and when it is in the owner’s possession, it goes back to being a personal vehicle covered by the owner’s own insurance.  This clear demarcation is helped through technology that records when the car is and isn’t under the car sharing program’s control.

These insurance fixes widen the scope of existing car sharing companies without putting more cars on the road. Carsharing programs are tough to get started in lower density areas as demand just isn’t high enough, and the capital costs of purchasing new fleets often isn’t worth it. With personal car sharing, these programs can begin to move out of urban areas, expanding transportation choices for more people.

The personal vehicle sharing company behind this legislation, Spride, is a Silicon Valley company started up by venture capitalist Sunil Paul. If AB 1871 is enacted, Spride aims to link up with San Francisco’s CityCarshare to run a pilot program, using the web and social networking to pair people with cars, with pricing based on make and model.

Car share aficionados in other states—especially Massachusetts where RelayRides is working– are watching what happens with the California legislation. Personal car sharing presents an innovative transportation choice that is financially smart, reduces greenhouse gases, and improves air quality. People want a variety of mobility options, and personal car sharing is a really creative way to solve these needs.

Posted in Cars and Pollution / Comments are closed

Mapping the Transit Funding Crisis

Transit cuts from coast to coast.

Today Transportation for America (T4) released an updated map of widespread transit cuts, layoffs, fare increases and service cuts across the U.S.

At Way2Go, we’ve written frequently about this transit funding crisis, as it is harming our mobility at a time when getting to work cleanly, reliably and inexpensively is very important. We’ve focused on how these cuts have affected communities throughout the country—rural, suburban, urban neighborhoods—and who it affects–students, less affluent citizens, and seniors.

And Americans do not want to see these cuts. T4’s most recent poll numbers, which we blogged about a few weeks ago, show that Americans want improved and better public transportation, and those polled would be willing to almost double current federal spending for public transportation, which is now at 18 cents to every dollar, to 37 cents to every dollar.

T4’s map is extensive, but needs your input. With public transportation ridership at record highs from coast to coast, these funding cuts are felt by many. Check out T4’s map to see if your town or city has been properly accounted for, so that T4 can articulate the true extent of this funding crisis.

Posted in Cars and Pollution / Comments are closed

Transit Funding Disaster: A Hard Look at What Happens When Money Is Tight

Chicago Transit Authority has laid off 1,067 workers and has drastically cut service. Photo courtesy of Flickr user: TheeErin

 

Over the last several months, we’ve written occasionally about the need to solve the impending transit funding crisis. For longer than that, we’ve worked around the country, but especially in California and New York, to find new and innovative ways to advance transit service. Lately, we’ve also implored Congress to provide emergency funding to keep drivers employed as legislators have considered jobs bills. 

So far, our efforts as well as the work of our allies, to keep drivers driving, mechanics working, the transit system available—and ultimately keep some of the worst tailpipe emissions in check—have been frustratingly unsuccessful.   

New York, Chicago, San Francisco, Washington, D.C., and countless other metropolitan regions are facing a transit disaster. Grappling with huge budget deficits as a result of public funding cuts, transit agencies are slashing service, laying off workers, and raising fares.  

  • In New York City, the Metropolitan Transportation Agency, which operates the city’s buses and subways, as well as suburban rail lines, bridges and tunnels, is facing an $800 million deficit as a result of cuts in state aid and low payroll tax revenues. They expect to layoff 1,130 employees (out of their 70,000 person staff), including 500 station agents. The MTA has ended free fares for students and has reduced salaries by 10%.
  • In Chicago, the Chicago Transit Authority has laid off 1,067 employees in order to balance a $300 million deficit.
  • In San Francisco, the city expects to see a second fare increase in 4 months in order to balance a $12.1 million deficit, with additional service cuts. SFMTA plans to lay off 230 employees, 175 of which are bus and Muni metro drivers. 
  • In Washington, D.C., where trains are bursting during rush hour, WMATA plans to lay off 60 employees and eliminate another 90 positions that are not filled. They also expect service cuts and fare increases to fill their $40 million budget gap.
  • Just this weekend, in Sacramento, CA, the local newspaper reported that the regional transit agency is planning to put 300 workers on notice that they’ll likely be laid off as the agency grapples with a two-year $25 million deficit. Service after 8pm and on weekends could be cut as well. This deficit has been made worse as a result of state policymakers’ decision last year to shift the state fuel tax, designated for transit operations, to other important state services, which have been jeopardized by the overall state budget crisis.

And here’s an example of how these cuts add up, changing people’s commuting choices. Quoted from the San Francisco Chronicle, San Francisco resident MPR Howard, who has lived in San Francisco and ridden Muni for 28 years, will now be back behind the wheel:  

I will not be renewing my Muni disabled pass…. I will be putting my 45-year-old car (a 1965 Dodge Dart) back on the road. She may not be pretty or environmentally clean, but at least she gets me from point A to point B in a reasonable amount of time. I’ve given up on Muni. 

Confirmed U.S. Public Transportation Industry Layoffs, 2009-2010

CityTransit SystemLayoffs
Alameda, CACentral Contra Costra38
Lodi, CAGrapeline (MV)10
Orange County, CAOCTA93
Roseville, CARoseville Transit (MV)5
Riverside, CARiverside Transit26
San Jose, CASCVTA70
San Mateo, CASam Trans45
Washington, DCWMATA40
Chicago, ILCTA1,067
Boston, MAMBTA75
Detroit, MIDDOT113
St. Cloud, MN* New Flyer Bus Plant320
St. Louis, MOMetro**550
Charlotte, NCCATS50
Manchester, NHMTA4
Hornell, NY*Alstom Rail Car Plant500
Binghamton, NY*Westcode (supplier of heating and cooling systems for New York City subway cars)45
Cincinnati, OHSORTA137
Memphis, TNMATA20
Austin, TXStartran21
TOTALS203,219

* = Transit Manufacturer

** = Rescinded after passage of 10% provision in supplemental appropriations bill

 

Projected Upcoming Layoffs

CityTransit SystemUpcoming Layoffs
Fresno, CAFAX?
Orange County, CAOCTA127
Sacramento, CART240
San Francisco, CABART19
San Francisco, CAMuni230
Colorado Springs, COSprings Transit“Dozens”
Atlanta, GAMARTA1,500
Jonesboro, GAC-TranSystem to shut down Spring 2010
Norcross, GAGwinett County Transit (Veolia)22 (December 2009)
Des Moines, IARTA24
Louisville, KYTARCMore than 50
Baton Rouge, LACATS12
New York, NYNY MTA1,130
Cleveland, OHRTA219
Tulsa, OKTulsa Transit15
Lynwood, WACommunity Transit10%
TOTALS17Over 3,600

 Prepared by the Amalgamated Transit Union (ATU) Legislative Department. Updated March 1, 2010.  For more information, contact Jeff Rosenberg at jeffr@atu.org, courtesty of Scott Bogren at the Community Transportation Association of America (bogren@ctaa.org).   

  

Posted in News / Comments are closed

The Jobs Bill: Transit Operations Funding Will Save Green Jobs

Yesterday, President Obama became the latest among a growing number of D.C. policy leaders to promise a jobs bill that includes transportation funding. While the day-to-day details of when a bill will emerge, how it will be funded, and what it will include are all still developing, a jobs bill seems more certain than ever.

This brings us to one place where we think jobs funding should be targeted: transit operations. A jobs bill that directs a one-time slug of cash to fund transit drivers and mechanics could save some important jobs.

Service cuts affect riders and drivers.

Service cuts affect riders and transit operators.

These are jobs that ultimately help protect air quality and reduce greenhouse gases by providing people real choices in transportation.

Transit agencies across the U.S. are hurting. This past Saturday,dozens of San Francisco Muni riders were stranded at the station. In response to a $129 million budget deficit for fiscal year 2009-2010, the San Francisco Municipal Transportation Agency (SFMTA) cut more than half of Muni’s bus routes and one rail line. And while San Francisco has been hit the worst of any American city in terms of fare increases, and is second behind Atlanta’s MARTA in terms of projected deficit as a percentage of operating budget, transit cuts and lay offs are widespread and not confined to urban areas.

These transit service cuts and fare increases also impact transit employees. Transit operators and maintenance crews have lost their jobs. AC Transit, which serves California’s Alameda and Contra Costa Counties, has cut almost 190 bus driver and maintenance positions. In Colorado Springs, CO., state and local budget cuts have eliminated an entire bus service–and more jobs.

Over the years, the federal government has helped pay for buses and rail, but not the drivers and mechanics to keep those services operating. That funding responsibility is left to states and local governments. With the economic crisis, state and local budget cuts have hit transit operations hard. Federal help for operations in a jobs bill is sorely needed.

Transit operating jobs are exactly the kinds of jobs that a stimulus ought to fund—good jobs that provide hardworking men and women with a living wage while providing a needed public service.  In San Francisco, Muni bus drivers earn between $36,000 and $58,000 per year, depending on seniority, and these drivers and their families rely on this income. A federal jobs bill that includes transit operations funding would immediately put drivers and maintenance staff back to work.

It’s not just driver jobs that are at stake. Transit is critical for riders who use it to get to work. The number of employed workers who need it is growing as gas prices and general cost of living increases. Since 1995, public transportation trends have done nothing but increase. In 2008, Americans took 10.7 billion public transportation trips, the highest number since 1956. In the same year, as transit ridership increased nationally by 4 percent, vehicle miles traveled actually reduced by 3.6 percent.

A jobs bill with Federal funding for transit operations would help staunch the bleeding away of good transit jobs. It would buy time while states, counties and cities figure out other ways to close their budget gaps and develop sustainable funding for transit drivers and mechanics. It would keep the buses and trains rolling at a time when America needs them the most.

Posted in News / Comments are closed

FreedomWorks' Bogus 10

FreedomWorks, a conservative inside-the-Beltway grassroots organization run by former House Majority Leader Dick Army (R-TX), recently released its Top 10 Reasons to Oppose Cap and Trade.

Their unsound arguments are standard fare for the climate skeptic cognoscenti. They rely on studies from hyper-conservative organizations with a history of catering to industry, while omitting more widely accepted studies, such as those from the Environmental Protection Agency and the Massachusetts Institute of Technology.

It’s also clear from their list that they don’t have a specific problem with a proposal to cap global warming pollution, but rather with climate action in general—suggesting that they believe nothing should be done to address this crisis.

We respond to each of their arguments after the jump.

Read More »

Posted in News / Comments are closed