One month after the terror attacks that traumatized Paris, the city has produced a climate agreement that is being hailed as a massive expression of hope. On Monday the U.K. Guardian dubbed the Paris Agreement, “the world’s greatest diplomatic success.” Distant observers may be tempted to discount such effusive language as hyperbole, yet there are reasons to be optimistic that last weekend’s climate deal finally sets the world on course towards decisive mutual action against global climate change. The birthing process clearly sets Paris apart from earlier efforts at global climate action, such as the Kyoto Protocol crafted in 1997. Only last-minute intervention by then U.S. Vice President Al Gore clinched a deal at Kyoto, and its impact faded as major polluters declined to ratify the treaty or dropped out. High-level diplomacy to secure a Paris deal, in contrast, began building in earnest last year with a bilateral climate agreement between U.S. President Barack Obama and China’s Xi Jinping—representing the largest climate polluters. Global buy-in grew over the following 12 months as one nation after another anted in with their own emissions reduction plans.
Context is everything in understanding the U.S.-China climate deal struck in Beijing by U.S. President Barack Obama and Chinese President Xi Jinping last week. The deal’s ambitions may fall short of what climate scientists called for in the latest entreaty from the Intergovernmental Panel on Climate Change, but its realpolitik is important.
Obama and Xi’s accord sets a new target for reductions in U.S. greenhouse gas emissions: 26-28 percent below 2005 levels by 2025. And for the first time sets a deadline for China’s rising GHGs to peak: 2030. This is potentially strong medicine for cooperation, when seen in the context of recent disappointments for global climate policy. Continue reading “Obama and Xi Breathe New Qi into Global Climate Talks”
European leaders wrapped up a two-day climate summit in Brussels last week with a deal to cut the European Union’s total greenhouse gas emissions to 40 percent below 1990 levels. This would continue a downward trend – the EU is already on track to meet a 20 percent reduction from 1990 levels by 2020 – but the agreement is weak relative to Europe’s prior ambitions to confront climate change.
Investors in green tech pushed aggressively for the deal, seeking a longterm signal that the European market will continue to reward advances in energy efficiency and low-carbon energy production. The deal is also a shot in the arm for the Paris global climate talks, scheduled for December 2015, which will seek to achieve the decisive binding global targets for greenhouse gas reductions that failed to emerge from the 2009 Cophenhagen climate talks.
What the deal lacks is specificity and ambition regarding the mechanisms by which European countries are to achieve the carbon reduction. “Key aspects of the deal that will form a bargaining position for global climate talks in Paris next year were left vague or voluntary,” reported The Guardian. Continue reading “EU Climate Summit Commits to 2030 Carbon Cuts”
Paris threw open nearly one thousand one-way streets to two-way traffic this week — that is, for travelers willing to pedal. Whereas other cities such as Boulder and London have created a handful of designated counterflow bike lanes, the new rules taking effect in Paris this week allow bicyclists to cycle upstream against automobile traffic within all of the city’s 30 kilometer-per-hour zones.
Generally speaking these 30-kph zones comprise knots of narrow streets serving primarily neighborhood traffic. But Paris city hall expects a big impact for cyclists. According to Paris planners the move will expand route options for cyclists and may also (seemingly against all odds) improve safety. The mayor’s office notes that on some streets cyclists heading upstream will be further from parked cars, minimizing their risk of ‘winning a door prize’ from innattentive automobile users stepping out onto the roadway. Continue reading “Paris Puts the Bicyclette First”
Plugs are definitely vogue at this week’s Mondial de l’Automobile in Paris. So where does the hybrid vehicle fit into the picture? It may not, according to Renault. The French carmaker says that electric vehicles, not hybrids, are needed to deliver the emissions reductions that governments and customers demand.
Renault says that it is engineering a pair of battery-powered electric vehicles (EVs), to be produced starting in 2011. As I report for MIT Technology Review today, Renault claims these EVs will be cheaper to build, cost markedly less to power, and produce far less carbon dioxide. Today they unveiled a partnership with utility géant Electricité de France to “establish electric cars as a viable and
attractive transport solution for consumers.”
And Renault is not the only major automaker planning to produce commuter-oriented EVs. Mitsubishi Motors and Daimler both announced plans in Paris last week to accelerate commercialization of small EVs — Mitsubishi with its i-MiEV minicar and Daimler with a battery version of its popular Smart Fortwo. Volkswagen’s promo materials in Paris confirmed it would join the EV club, producing a tiny commuter EV called the Up! in 2010 with a top speed of 130 kilometers/hour and roughly 100 kms of range.
Ok you say. EV’s are à la mode. But what of the hybrid option? The question is partly semantic. Hybrid technology is everywhere if you count the mild hybrids, which employ a small but potent electric battery to save gas by rebooting the combustion engine on a green light instead of idling through the red; some can also recuperate energy during breaking by recharging their battery. This technology is going mainstream: Renault competitor PSA Peugeot Citroën said it alone will install 1 million stop-start systems by 2011. VW spokesperson Martin Hube said his company viewed stop-start as just an evolution of internal combustion drive. “You can call it a mild hybrid but it’s just a smart technique,” says Hube. “That’s nothing new.”
No automaker questions whether full hybrids like the Prius or GM’s plug-in Chevy Volt that can drive on either electricity or gasoline are something new. But while several showed full hybrid concept cars in Paris, fewer talked up plans to build one. Perhaps they’ve made the same calculation as Renault: it’s not worth the trouble to cram high-energy motors, batteries and an engine into a vehicle when one can go straight to the full EV instead.