By Nini Gu & Magdalen Sullivan
By Nini Gu
Data recently collected by EDF’s MethaneAIR project in 2023 reveals a striking difference in the emissions profiles between the two major Colorado basins: the Denver-Julesburg (D-J) in the east, and the Piceance in the west. The D-J Basin exhibited a 1.7% methane loss rate from the total natural gas produced; by contrast, the loss rate for the Piceance Basin hit 7%, a high figure among all surveyed basins.
By Nini Gu
Developing more accurate emissions inventories with real-world measurement data of oil and gas climate pollution is key to verifying our progress toward addressing climate change.
Earlier this month, the Colorado Air Pollution Control Division achieved a major breakthrough to do just that when it finalized its Greenhouse Gas Intensity Verification Protocol, marking the first time a government agency has created a comprehensive framework for measurement, reporting and verification of methane emissions at oil and gas production sites.
Texas’ primary oil and gas regulator, the Texas Railroad Commission, took the unfortunate — though not surprising — step last month of requesting legal action against EPA’s recently finalized commonsense methane rules. This is unfortunate because, once implemented, these rules will protect public health, limit climate change and energy waste. It is not surprising because the RRC (Texas’ oddly named oil and gas regulatory agency) has shown little interest in trying to rein in Texas’ massive problem with oil and gas methane pollution. Texas emits more oil and gas methane pollution than any other state. Despite repeated calls for more oversight from the state agency, the RRC continues to regularly approve permits to flare natural gas, a leading cause of methane pollution.
This blog was co-authored by José Acosta-Córdova, Senior Transportation Policy Analyst at LVEJO
Transportation is a big issue in Illinois, accounting for almost one-third of the state’s greenhouse gas emissions — the sector responsible for the most GHG emissions in the state. Medium- and heavy-duty vehicles, such as delivery vans, transit buses and large tractor-trailers are a disproportionate contributor of greenhouse gas emissions, but also other emissions like nitrogen oxide and particulate matter that directly harm the health of Illinoisans. Despite making up less than 10% of on-road vehicles, these trucks and buses are responsible for 67% of NOx and 59% of PM.
Advocates in the state have long been calling for Gov. Pritzker to move forward on key policies to advance zero-emission trucks and buses. Chief among them is the Advanced Clean Trucks regulation, which requires manufacturers to sell an increasing percentage of zero-emission trucks and school buses.
As hundreds of fleet professionals from across the U.S. gather in Austin, TX this week for the American Trucking Association’s annual Management Conference and Exhibition, some may be arriving with a feeling of uncertainty about the pace of transition to zero-emission trucks.
While fleet managers have more tools at their disposal than ever before, the ambition of their efforts has grown significantly, too. Thus, it can feel as challenging as ever to make progress on reducing pollution from trucks at a pace that meets the urgent health and climate imperative we all face.
Fleets know they need to drive toward a zero-emission future. Yet, there is no one-size-fits-all pace, and there are as many paths as there are fleets. But long-term, performance-based medium and heavy-duty emission standards can help.
