![Electric Vehicles: Back to the Future? [Part 1/2]](https://dgrnewsservice.org/wp-content/uploads/sites/18/2021/11/Illustration_001_eddark.jpg)
by DGR News Service | Nov 20, 2021 | Biodiversity & Habitat Destruction, Climate Change, Mining & Drilling, The Problem: Civilization
By Frédéric Moreau
In memory of Stuart Scott
Each year while winter is coming, my compatriots, whom have already been told to turn off the tap when brushing their teeth, receive a letter from their electricity supplier urging them to turn down the heat and turn off unnecessary lights in case of a cold snap in order to prevent an overload of the grid and a possible blackout. At the same time the French government, appropriately taking on the role of advertiser for the national car manufacturers in which it holds shares¹, is promoting electric cars more and more actively. Even though electric vehicles (EV) have existed since the end of the 19th century (the very first EV prototype dates back to 1834).
They also plan to ban the sale of internal combustion engine cars as early as 2035, in accordance with European directives. Electric cars will, of course, have to be recharged, especially if you want to be able to turn on a very energy-consuming heater during cold spells.
The electric car, much-vaunted to be the solution to the limitation of CO2 emissions responsible for climate change, usually feeds debate and controversie focusing mainly on its autonomy. It depends on the on-board batteries and their recharging capacity, as well as the origin of the lithium in the batteries and the origin of their manufacture. But curiosity led me to be interested in all of the other aspects largely forgotten, very likely on purpose. Because the major problem, as we will see, is not so much the nature of the energy as it is the vehicle itself.
The technological changes that this change of energy implies are mainly motivated by a drop in conventional oil production which peaked in 2008 according to the IEA². Not by a recent awareness and sensitization to the protection of the environment that would suddenly make decision-makers righteous, altruistic and selfless. A drop that has so far been compensated for by oil from tar sands and hydraulic fracturing (shale oil). Indeed, the greenhouse effect has been known since 1820³, the role of CO2 in its amplification since 1856⁴ and the emission of this gas into the atmosphere by the combustion of petroleum-based fuels since the beginning of the automobile. As is the case with most of the pollutions of the environment, against which the populations have in fact never stopped fighting⁵, the public’s wishes are not often followed by the public authorities. The invention of the catalytic converter dates from 1898, but we had to wait for almost a century before seeing it adopted and generalized.
There are more than one billion private cars in the world (1.41 billion exactly when we include commercial vehicles and corporate SUV⁶), compared to 400 million in 1980. They are replaced after an average of 15 years. As far as electric cars are concerned, batteries still account for 30% of their cost. Battery lifespan, in terms of alteration of their charging capacity, which must not fall below a certain threshold, is on average 10 years⁷. However, this longevity can be severely compromised by intermittent use of the vehicle, systematic use of fast charging, heating, air conditioning and the driving style of the driver. It is therefore likely that at the end of this period owners might choose to replace the entire vehicle, which is at this stage highly depreciated, rather than just the batteries at the end of their life. This could cut the current replacement cycle by a third, much to the delight of manufacturers.
Of course, they are already promising much cheaper batteries with a life expectancy of 20 years or even more, fitted to vehicles designed to travel a million kilometers (actually just like some old models of thermal cars). In other words, the end of obsolescence, whether planned or not. But should we really take the word of these manufacturers, who are often the same ones who did not hesitate to falsify the real emissions of their vehicles as revealed by the dieselgate scandal⁸? One has the right to be seriously skeptical. In any case, the emergence of India and China (28 million new cars sold in 2016 in the Middle Kingdom) is contributing to a steady increase in the number of cars on the road. In Beijing alone, there were 1,500 new registrations per day in 2009. And now with the introduction of quotas the wait for a car registration can be up to eight years.
For the moment, while billions of potential drivers are still waiting impatiently, it is a question of building more than one billion private cars every fifteen years, each weighing between 800 kilos and 2.5 tons. The European average being around 1.4 tons or 2 tons in the United States. This means that at the beginning of the supply chain, about 15 tons of raw materials are needed for each car⁹. Though it is certainly much more if we include the ores needed to extract rare earths. In 2050, at the current rate of increase, we should see more than twice as many cars. These would then be replaced perhaps every ten years, compared with fifteen today. The raw materials must first be extracted before being transformed. Excavators, dumpers (mining trucks weighing more than 600 tons when loaded for the CAT 797F) and other construction equipment, which also had to be built first, run on diesel or even heavy oil (bunker) fuel. Then the ores have to be crushed and purified, using at least 200 m³ of water per ton in the case of rare earths¹⁰. An electric car contains between 9 and 11 kilos of rare earths, depending on the metal and its processing. Between 8 and 1,200 tons of raw ore must be extracted and refined to finally obtain a single kilo¹¹. The various ores, spread around the world by the vagaries of geology, must also be transported to other processing sites. First by trucks running on diesel, then by bulk carriers (cargo ships) running on bunker fuel, step up from coal, which 100% of commercial maritime transport uses, then also include heavy port infrastructures.
A car is an assembly of tens of thousands of parts, including a body and many other metal parts. It is therefore not possible, after the necessary mining, to bypass the steel industry. Steel production requires twice as much coal because part of it is first transformed into coke in furnaces heated from 1,000°C to 1,250°C for 12 to 36 hours, for the ton of iron ore required. The coke is then mixed with a flux (chalk) in blast furnaces heated from 1800 to 2000°C¹². Since car makers use sophisticated alloys it is often not possible to recover the initial qualities and properties after remelting. Nor to separate the constituent elements, except sometimes at the cost of an energy expenditure so prohibitive as to make the operation totally unjustified. For this reason the alloyed steels (a good dozen different alloys) that make up a car are most often recycled into concrete reinforcing bars¹³, rather than into new bodies as we would like to believe, in a virtuous recycling, that would also be energy expenditure free.
To use an analogy, it is not possible to “de-cook” a cake to recover the ingredients (eggs, flour, sugar, butter, milk, etc.) in their original state. Around 1950, “the energy consumption of motorized mobility consumed […] more than half of the world’s oil production and a quarter of that of coal¹⁴”. As for aluminum, if it is much more expensive than steel, it is mainly because it is also much more energy-intensive. The manufacturing process from bauxite, in addition to being infinitely more polluting, requires three times more energy than steel¹⁵. It is therefore a major emitter of CO2. Glass is also energy-intensive, melting at between 1,400°C and 1,600°C and a car contains about 40 kg of it¹⁶.
Top: Coal mine children workers, Pennsylvania, USA, 1911. Photo: Lewis WICKES HINE, CORBIS
Middle left to right: Datong coal mine, China, 2015. Photo: Greg BAKER, AFP. Graphite miner, China.
Bottom: Benxi steelmaking factory, China.
A car also uses metals for paints (pigments) and varnishes. Which again means mining upstream and chemical industry downstream. Plastics and composites, for which 375 liters of oil are required to manufacture the 250kg incorporated on average in each car, are difficult if not impossible to recycle. Just like wind turbine blades, another production of petrochemicals, which are sometimes simply buried in some countries when they are dismantled¹⁷. Some plastics can only be recycled once, such as PET bottles turned into lawn chairs or sweaters, which are then turned into… nothing¹⁸. Oil is also used for tires. Each of which, including the spare, requires 27 liters for a typical city car, over 100 liters for a truck tire.
Copper is needed for wiring and windings, as an electric car consumes four times as much copper as a combustion engine car. Copper extraction is not only polluting, especially since it is often combined with other toxic metals such as cadmium, lead, arsenic and so on, it is also particularly destructive. It is in terms of mountain top removal mining, for instance, as well as being extremely demanding in terms of water. Chile’s Chuquicamata open-pit mine provided 27.5% of the world’s copper production and consumed 516 million m³ of water for this purpose in 2018¹⁹. Water that had to be pumped, and above all transported, in situ in an incessant traffic of tanker trucks, while the aquifer beneath the Atacama desert is being depleted. The local populations are often deprived of water, which is monopolized by the mining industry (or, in some places, by Coca-Cola). They discharge it, contaminated by the chemicals used during refining operations, to poisoned tailings or to evaporate in settling ponds²⁰. The inhumane conditions of extraction and refining, as in the case of graphite in China²¹, where depletion now causes it to be imported from Mozambique, or of cobalt and coltan in Congo, have been regularly denounced by organizations such as UNICEF and Amnesty International²².
Dumper and Chuquicamata open-pit copper mine, Chile – Photo: Cristóbal Olivares/Bloomberg
And, of course, lithium is used for the batteries of electric cars, up to 70% of which is concentrated in the Andean highlands (Bolivia, Chile and Argentina), and in Australia and China. The latter produces 90% of the rare earths, thus causing a strategic dependence which limits the possibility of claims concerning human rights. China is now eyeing up the rare earths in Afghanistan, a country not particularly renowned for its rainfall, which favors refining them without impacting the population. China probably doesn’t mind negotiating with the Taliban, who are taking over after the departure of American troops. The issue of battery recycling has already been addressed many times. Not only is it still much cheaper to manufacture new ones, with the price of lithium currently representing less than 1% of the final price of the battery²³, but recycling them can be a new source of pollution, as well as being a major energy consumer²⁴.
This is a broad outline of what is behind the construction of cars. Each of which generates 12-20 tons of CO2 according to various studies, regardless of the energy — oil, electricity, cow dung or even plain water — with which they are supposed to be built. They are dependent on huge mining and oil extraction industries, including oil sands and fracking as well as the steel and chemical industries, countless related secondary industries (i.e. equipment manufacturers) and many unlisted externalities (insurers, bankers, etc.). This requires a continuous international flow of materials via land and sea transport, even air freight for certain semi-finished products, plus all the infrastructures and equipment that this implies and their production. All this is closely interwoven and interdependent, so that they finally take the final form that we know in the factories of car manufacturers, some of whom do not hesitate to relocate this final phase in order to increase their profit margin. It should be remembered here that all these industries are above all “profit-making companies”. We can see this legal and administrative defining of their raison d’être and their motivation. We too often forget that even if they sometimes express ideas that seem to meet the environmental concerns of a part of the general public, the environment is a “promising niche”, into which many startups are also rushing. They only do so if they are in one way or another furthering their economic interests.
Once they leave the factories all these cars, which are supposed to be “clean” electric models, must have roads to drive on. There is no shortage of them in France, a country with one of the densest road networks in the world, with more than one million kilometers of roads covering 1.2% of the country²⁵. This makes it possible to understand why this fragmentation of the territory, a natural habitat for animal species other than our own, is a major contributor to the dramatic drop in biodiversity, which is so much to be deplored.
Top: Construction of a several lanes highway bridge.
Bottom left: Los Angeles, USA. Bottom right: Huangjuewan interchange, China.
At the global level, there are 36 million kilometers of roads and nearly 700,000 additional kilometers built every year ²⁶. Roads on which 100 million tons of bitumen (a petroleum product) are spread²⁷, as well as part of the 4.1 billion tons of cement produced annually²⁸. This contributes up to 8% of the carbon dioxide emitted, at a rate of one ton of this gas per ton of cement produced in the world on average²⁹, even if some people in France pride themselves on making “clean” cement³⁰, which is mixed with sand in order to make concrete. Michèle Constantini, from the magazine Le Point, reminds us in an article dated September 16, 2019, that 40-50 billion tons of marine and river sand (i.e. a cube of about 3 km on a side for an average density of 1.6 tons/m3) are extracted each year³¹.
This material is becoming increasingly scarce, as land-based sand eroded by winds is unsuitable for this purpose. A far from negligible part of these billions of tons of concrete, a destructive material if ever there was one³², is used not only for the construction of roads and freeways, but also for all other related infrastructures: bridges, tunnels, interchanges, freeway service areas, parking lots, garages, technical control centers, service stations and car washes, and all those more or less directly linked to motorized mobility. In France, this means that the surface area covered by the road network as a whole soars to 3%, or 16,500 km². The current pace of development, all uses combined, is equivalent to the surface area of one and a half departments per decade. While metropolitan France is already artificialized at between 5.6% and 9.3% depending on the methodologies used (the European CORINE Land Cover (CLC), or the French Teruti-Lucas 2014)³³, i.e. between 30,800 km² and 51,150 km², respectively, the latter figure which can be represented on this map of France by a square with a side of 226 km. Producing a sterilized soil surface making it very difficult to return it later to other uses. Land from which the wild fauna is of course irremediably driven out and the flora destroyed.
In terms of micro-particle pollution, the electric car also does much less well than the internal combustion engine car because, as we have seen, it is much heavier. This puts even more strain on the brake pads and increases tire wear. Here again, the supporters of the electric car will invoke the undeniable efficiency of its engine brake. Whereas city driving, the preferred domain of the electric car in view of its limited autonomy which makes it shun the main roads for long distances, hardly favors the necessary anticipation of its use. An engine brake could be widely used for thermal vehicles, especially diesel, but this is obviously not the case except for some rare drivers.
A recent study published in March 2020 by Emissions Analytics³⁴ shows that micro-particle pollution is up to a thousand times worse than the one caused by exhaust gases, which is now much better controlled. This wear and tear, combined with the wear and tear of the road surface itself, generates 850,000 tons of micro-particles, many of which end up in the oceans³⁵. This quantity will rise to 1.3 million tons by 2030 if traffic continues to increase³⁶. The false good idea of the hybrid car, which is supposed to ensure the transition from thermal to electric power by combining the two engines, is making vehicles even heavier. A weight reaching two tons or more in Europe, and the craze for SUVs will further aggravate the problem.
When we talk about motorized mobility, we need to talk about the energy that makes it possible, on which everyone focuses almost exclusively. A comparison between the two sources of energy, fossil fuels and electricity, is necessary. French electricity production was 537 TWh in 2018³⁷. And it can be compared to the amount that would be needed to run all the vehicles on the road in 2050. By then, the last combustion engine car sold at the end of 2034 will have exhaled its last CO2-laden breath. Once we convert the amount of road fuels consumed annually, a little over 50 billion liters in 2018, into their electrical energy equivalent (each liter of fuel is able to produce 10 kWh), we realize that road fuels have about the same energy potential as that provided by our current electrical production. It is higher than national consumption, with the 12% surplus being exported to neighboring countries. This means a priori that it would be necessary to double this production (in reality to increase it “only” by 50%) to substitute electricity for oil in the entire road fleet… while claiming to reduce by 50% the electricity provided by nuclear power plants³⁸.
Obviously, proponents of the electric car, at this stage still supposed to be clean if they have not paid attention while reading the above, will be indignant by recalling, with good reason, that its theoretical efficiency, i.e. the part of consumed energy actually transformed into mechanical energy driving the wheels, is much higher than that of a car with a combustion engine: 70% (once we have subtracted, from the 90% generally claimed, the losses, far from negligible, caused by charging the batteries and upstream all along the network between the power station that produces the electricity and the recharging station) against 40%. But this is forgetting a little too quickly that the energy required that the mass of a car loaded with batteries, which weigh 300-800 kg depending on the model, is at equal performance and comfort, a good third higher than that of a thermal car.
Let’s go back to our calculator with the firm intention of not violating with impunity the laws of physics which state that the more massive an object is and the faster we want it to move, the more energy we will have to provide to reach this objective. Let’s apply the kinetic energy formula³⁹ to compare a 1200 kg vehicle with a combustion engine and a 1600 kg electric vehicle, both moving at 80km/h. Once the respective efficiencies of the two engines are applied to the results previously obtained by this formula, we see that the final gain in terms of initial energy would be only about 24%, since some of it is dissipated to move the extra weight. Since cars have become increasingly overweight over the decades⁴⁰ (+47% in 40 years for European cars), we can also apply this calculation by comparing the kinetic energy of a Citroën 2CV weighing 480 kg travelling at 80km/h with a Renault ZOE electric car weighing 1,500 kg travelling on the freeway at 130km/h.
The judgment is without appeal since in terms of raw energy, and before any other consideration (such as the respective efficiency of the two engines, inertia, aerodynamics, friction reduction, etc.) and polemics that would aim at drowning the fish to cling to one’s conviction even if it violates the physical laws (in other words, a cognitive dissonance), the kinetic energy of the ZOE is eight times higher than the 2CV! This tends first of all to confirm that the Deuche (nickname for 2CV standing for deux-chevaux, two fiscal horse-power), as much for its construction, its maintenance, its longevity as for its consumption, was probably, as some people claim, the most “ecological” car in history⁴¹.
But above all more ecological as far as energy saving is concerned, all the while failing to promote walking, cycling, public transport, and above all, sobriety in one’s travels. And losing this deplorable habit of sometimes driving up to several hundred kilometers just to go for a stroll or to kill time, therefore promoting antigrowth (an abominable obscenity for our politicians, and most of the classical economists they listen to so religiously). So it would be necessary to go back to making the lightest possible models and to limit their maximum speed. Because even if the formula for calculating kinetic energy is a crude physical constant, that obviously cannot be used as it is to calculate the real consumption of a vehicle. For the initial energy needed to reach the desired velocity, it nevertheless serves as a reliable marker to establish a comparison. To confirm to those for whom it did not seem so obvious until now that the heavier you are, the faster you go the more energy you consume, whatever the nature of that energy is. The pilots of the Rafale, the French fighter aircraft which consumes up to 8,000 liters of kerosene per hour at full power, know this very well.
Having made this brief comparison, we must now look a little more closely at the source of the electricity, because it is an energy perceived as clean. Almost dematerialized, because it simply comes out of the wall (the initial magic of “the electric fairy” has been somewhat eroded over time). Its generation is not necessarily so clean, far from it. In my country, which can thus boast of limiting its carbon footprint, 71% of electricity is generated by nuclear power plants. When it comes to the worldwide average, 64-70% of electricity is generated by fossil fuels – 38 -42% by coal-fired power plants⁴² (nearly half of which are in China that turns a new one on each week). Apart from Donald Trump, few people would dare to assert, with the aplomb that he is known for, that coal is clean. 22-25% is generated by gas-fired power plants and 3-5% by oil-fired plants. Moreover, electricity generation is responsible for 41% (14.94 GT) of CO2 emissions⁴³ from fossil fuel burning, ahead of transport. And our leaders are often inclined to forget that when it comes to air pollution and greenhouse gases, what goes out the door, or the curtain of the voting booth, has the unfortunate tendency to systematically come back in through the window. We can therefore conclude that the French who drive electric cars are in fact driving a “nuke car” for two-thirds of their consumption. And across the world, drivers of electric cars are actually driving two-thirds of their cars on fossil fuels, while often unaware of this.
[Part II will be published tomorrow]
1 The French Government is the primary shareholder for Renault, with 15%, and a major one for PSA (Citroën and other car makers), with 6.2%.
2 https://en.wikipedia.org/wiki/Peak_oil
3 First described by the French physicist Joseph Fourier.
4 https://www.climate.gov/news-features/features/happy-200th-birthday-eunice-foote-hidden-climate-science-pioneer
5 Jean-Baptiste Fressoz, L’Apocalypse joyeuse. Une histoire du risque technologique, Seuil, 2012 & François Jarrige et Thomas Le Roux, La contamination du monde Seuil, 2017 (The Contamination of the Earth: A History of Pollutions in the Industrial Age, The MIT Press).
6 https://hedgescompany.com/blog/2021/06/how-many-cars-are-there-in-the-world/
7 https://www.transportenvironment.org/sites/te/files/publications/2021_05_05_Electric_vehicle_price_parity_and_adoption_in_Europe_Final.pdf
8 https://corporateeurope.org/en/dieselgate-its-tremors-and-role-car-industry-lobbying
9 https://notre-environnement.gouv.fr/IMG/pdf/focus_ressources_naturelles_version_complete.pdf (page 167)
10 Guillaume Pitron, La guerre des métaux rares. La face cachée de la transition énergétique et numérique, Les liens qui libèrent, 2018, p. 44.
11 Ibid.
12 Laurent Castaignède, Airvore ou la face obscure des transports, Écosociétés, 2018, p. 39.
13 Philippe Bihouix et Benoît de Guillebon, Quel futur pour les métaux ? Raréfaction des métaux : un nouveau défi pour la société, EDP Sciences, 2010, p. 47.
14 Laurent Castaignède, op. cit., p. 75.
15 Ibid., p. 194.
16 https://www.statista.com/statistics/882616/us-canadian-built-light-vehicles-average-glass-weight/
17 https://www.latimes.com/business/story/2020-02-06/wind-turbine-blades
18 But here we have to salute as it deserves the courageous political decision to have banned cotton buds and stirring sticks.
19 https://www.fineprint.global/wp-content/uploads/2020/01/fineprint_brief_no_9.pdf & https://www.equaltimes.org/the-pressure-on-water-an?lang=fr#.YPzxq_k6_IU
20 https://chinawaterrisk.org/wp-content/uploads/2016/08/China-Water-Risk-Report-Rare-Earths-Shades-Of-Grey-2016-Eng.pdf
21 https://www.washingtonpost.com/graphics/business/batteries/graphite-mining-pollution-in-china/
22 https://www.amnesty.org/en/documents/afr62/3183/2016/en/
23 https://web.archive.org/web/20211221082924/https://www.ademe.fr/sites/default/files/assets/documents/90511_acv-comparative-ve-vt-rapport.pdf (page 238)
24 https://www.nature.com/articles/s41586-019-1682-5 & https://www.sciencedirect.com/science/article/abs/pii/S0304389420303605
25 https://www.statistiques.developpement-durable.gouv.fr/sites/default/files/2018-10/de114.pdf
26 www.planetoscope.com-mobilité-1838-construction-de-routes-dans-le-monde.html
27 En 2013. https://web.archive.org/web/20230120162448/https://www.routesdefrance.com/wp-content/uploads/USIRF_BITUME_Sept2013.pdf
28 https://www.iea.org/reports/cement
29 https://psci.princeton.edu/tips/2020/11/3/cement-and-concrete-the-environmental-impact
30 https://www.lemoniteur.fr/article/quelle-realite-se-cache-derriere-les-betons-dits-bas-carbone.2123604 & https://elioth.com/le-vrai-du-faux-beton-bas-carbone/
31 https://www.seetao.com/details/70499.html
32 https://www.theguardian.com/cities/2019/feb/25/concrete-the-most-destructive-material-on-earth
33 Summary of the joined scientific assessment, INRA – IFFSTAR, December 2017.
34 https://www.emissionsanalytics.com
35 https://www.nature.com/articles/s41467-020-17201-9
36 http://www.oecd.org/newsroom/measures-needed-to-curb-particulate-matter-emitted-by-wear-of-car-parts-and-road-surfaces.htm
37 https://www.rte-france.com/actualites/bilan-electrique-francais-2019-une-consommation-en-baisse-depuis-10-ans-une-production
38 The Energy Transition Law, voted in 2015, has programmed this reduction by 2035.
39 Ek = ½.m.v², Ek is the energy in joules (1 watt = 3600 joules), m the mass in pounds, and v the velocity in feet per second.
40 https://thecorrespondent.com/310/your-car-has-a-weight-problem-and-we-need-to-regulate-it/41009665950-d1c675d3 & https://www.transportenvironment.org/sites/te/files/publications/2018_04_CO2_emissions_cars_The_facts_report_final_0_0.pdf (page 32)
41 https://car-use.org/la-2cv-citroen-de-loutil-utile-au-loisir-ecologique/
by DGR News Service | Nov 15, 2021 | Education, Lobbying, Strategy & Analysis
By Max Wilbert
– Section 11318: Exempts oil and gas pipelines on most federal lands from environmental analysis.
– Sections 40301-40333 (“Fuels and Technology Infrastructure Investments”): These sections propose nearly $15 billion in taxpayer subsidies for dirty energy, including oil, coal, gas, and woody biomass via investments in largely theoretical and unproven carbon capture and storage technologies, including an additional $3 billion to begin construction of a massive network of new CO2 pipelines (Sec. 41004), while also dishonestly defining “clean hydrogen” to include hydrogen derived from climate-polluting carbon-fuel sources such as biomass and fossil fuels (Sec. 40311). The approach outlined here is riddled with uncertainty and harmful impacts while perpetuating our reliance on fossil fuels, which is why it has been denounced as a false climate solution by the scientific community. An additional $6 billion in subsidies is proposed for nuclear energy ( Sec. 41002).
– Section 40801: Authorizes USFS to upgrade and “store” National Forest System roads for future commercial timber production, rather than decommission them.
– Section 40803 (“Wildfire Risk Reduction”): Mandates the logging of 10 million acres of federal forestlands over the next 6 years, and an additional 20 million acres of federal forestlands following the initial 10 million acres of logging. The way these provisions are worded could and likely would be interpreted by courts as intending a complete elimination of all federal environmental laws (including NEPA, ESA, NFMA, and others) to facilitate this logging mandate. Section 40803 also dedicates over $1.6 billion in new taxpayer subsidies for logging, including post-fire clearcutting, on federal lands.
– Section 40804 (“Ecosystem Restoration”) : Authorizes $400 million in subsidies for wood processing facilities, such as sawmills, biomass power plants and wood pellet manufacturing; $400 million for increased logging on public and private forests; $50 million for a program to rent equipment to the timber industry to allow them to log otherwise inaccessible areas, and grants to build sawmill infrastructure and other wood-processing facilities.
– Section 40806: Eliminates environmental analysis under NEPA for an unlimited number of logging projects on federal lands, up to 1,000 feet wide and 3,000 acres in size each, under the guise of “fuelbreaks”.
– Section 40807: Weakens current environmental laws to create a broad exemption which eliminates the public’s right to file administrative objections against planned logging projects on federal lands.
– Sections 70301-70303: Promotes post-fire clearcutting and carbon removal, under the scientifically discredited notion that forests do not regenerate after fires, and promotes conversion of native forests to industrial tree plantations.
– Section 80402: Proposes a system of sweeping tax credits (financial implications unspecified, but potentially in the billions of dollars) for dirty energy, including coal, oil, gas, garbage incineration, and woody biomass under the false-solution catch-all of carbon capture and storage.
https://www.congress.gov/bill/117th-congress/house-bill/3684?r=3&s=1
by DGR News Service | Nov 2, 2021 | Climate Change, Education, Human Supremacy, Indirect Action, The Problem: Civilization, The Solution: Resistance
This is an excerpt from the book Bright Green Lies, P. 20 ff
By Derrick Jensen, Lierre Keith and Max Wilbert
What this adds up to should be clear enough, yet many people who should know better choose not to see it. This is business-as- usual: the expansive, colonizing, progressive human narrative, shorn only of the carbon. It is the latest phase of our careless, self-absorbed, ambition-addled destruction of the wild, the unpolluted, and the nonhuman. It is the mass destruction of the world’s remaining wild places in order to feed the human economy. And without any sense of irony, people are calling this “environmentalism.”1 —PAUL KINGSNORTH
Once upon a time, environmentalism was about saving wild beings and wild places from destruction. “The beauty of the living world I was trying to save has always been uppermost in my mind,” Rachel Carson wrote to a friend as she finished the manuscript that would become Silent Spring. “That, and anger at the senseless, brutish things that were being done.”2 She wrote with unapologetic reverence of “the oak and maple and birch” in autumn, the foxes in the morning mist, the cool streams and the shady ponds, and, of course, the birds: “In the mornings, which had once throbbed with the dawn chorus of robins, catbirds, doves, jays, and wrens, and scores of other bird voices, there was now no sound; only silence lay over the fields and woods and marshes.”3 Her editor noted that Silent Spring required a “sense of almost religious dedication” as well as “extraordinary courage.”4 Carson knew the chemical industry would come after her, and come it did, in attacks as “bitter and unscrupulous as anything of the sort since the publication of Charles Darwin’s Origin of Species a century before.”5 Seriously ill with the cancer that would kill her, Carson fought back in defense of the living world, testifying with calm fortitude before President John F. Kennedy’s Science Advisory Committee and the U.S. Senate. She did these things because she had to. “There would be no peace for me,” she wrote to a friend, “if I kept silent.”6
Carson’s work inspired the grassroots environmental movement; the creation of the Environmental Protection Agency (EPA); and the passage of the Clean Air Act, the Clean Water Act, and the Endangered Species Act. Silent Spring was more than a critique of pesticides—it was a clarion call against “the basic irresponsibility of an industrialized, technological society toward the natural world.”7 Today’s environmental movement stands upon the shoulders of giants, but something has gone terribly wrong with it. Carson didn’t save the birds from DDT so that her legatees could blithely offer them up to wind turbines. We are writing this book because we want our environmental movement back.
Mainstream environmentalists now overwhelmingly prioritize saving industrial civilization over saving life on the planet. The how and the why of this institutional capture is the subject for another book, but the capture is near total. For example, Lester Brown, founder of the Worldwatch Institute and Earth Policy Institute—someone who has been labeled as “one of the world’s most influential thinkers” and “the guru of the environmental movement”8—routinely makes comments like, “We talk about saving the planet.… But the planet’s going to be around for a while. The question is, can we save civilization? That’s what’s at stake now, and I don’t think we’ve yet realized it.” Brown wrote this in an article entitled “The Race to Save Civilization.”9
The world is being killed because of civilization, yet what Brown says is at stake, and what he’s racing to save, is precisely the social structure causing the harm: civilization. Not saving salmon. Not monarch butterflies. Not oceans. Not the planet. Saving civilization. Brown is not alone. Peter Kareiva, chief scientist for The Nature Conservancy, more or less constantly pushes the line that “Instead of pursuing the protection of biodiversity for biodiversity’s sake, a new conservation should seek to enhance those natural systems that benefit the widest number of [human] people…. Conservation will measure its achievement in large part by its relevance to [human] people.”10 Bill McKibben, who works tirelessly and selflessly to raise awareness about global warming, and who has been called “probably America’s most important environmentalist,” constantly stresses his work is about saving civilization, with articles like “Civilization’s Last Chance,”11 or with quotes like, “We’re losing the fight, badly and quickly—losing it because, most of all, we remain in denial about the peril that human civilization is in.”12
We’ll bet you that polar bears, walruses, and glaciers would have preferred that sentence ended a different way.
In 2014 the Environmental Laureates’ Declaration on Climate Change was signed by “160 leading environmentalists from 44 countries” who were “calling on the world’s foundations and philanthropies to take a stand against global warming.” Why did they take this stand? Because global warming “threatens to cause the very fabric of civilization to crash.” The declaration con- cludes: “We, 160 winners of the world’s environmental prizes, call on foundations and philanthropists everywhere to deploy their endowments urgently in the effort to save civilization.”13
Coral reefs, emperor penguins, and Joshua trees probably wish that sentence would have ended differently. The entire declaration, signed by “160 winners of the world’s environmental prizes,” never once mentions harm to the natural world. In fact, it never mentions the natural world at all.
Are leatherback turtles, American pikas, and flying foxes “abstract ecological issues,” or are they our kin, each imbued with their own “wild and precious life”?14 Wes Stephenson, yet another climate activist, has this to say: “I’m not an environmentalist. Most of the people in the climate movement that I know are not environmentalists. They are young people who didn’t necessarily come up through the environmental movement, so they don’t think of themselves as environmentalists. They think of themselves as climate activists and as human rights activists. The terms ‘environment’ and ‘environmentalism’ carry baggage historically and culturally. It has been more about protecting the natural world, protecting other species, and conservation of wild places than it has been about the welfare of human beings. I come at from the opposite direction. It’s first and foremost about human beings.”15
Note that Stephenson calls “protecting the natural world, protecting other species, and conservation of wild places” baggage. Naomi Klein states explicitly in the film This Changes Everything: “I’ve been to more climate rallies than I can count, but the polar bears? They still don’t do it for me. I wish them well, but if there’s one thing I’ve learned, it’s that stopping climate change isn’t really about them, it’s about us.”
And finally, Kumi Naidoo, former head of Greenpeace International, says: “The struggle has never been about saving the planet. The planet does not need saving.”16 When Naidoo said that, in December 2015, it was 50 degrees Fahrenheit at the North Pole, much warmer than normal, far above freezing in the middle of winter.
1 Paul Kingsnorth, “Confessions of a recovering environmentalist,” Orion Magazine, December 23, 2011.
2 Rachel Carson, Silent Spring (Greenwich, CT: Fawcett Publishing, 1962), 9.
3 Ibid, 10.
4 Ibid, 8.
5 Ibid, 8.
6 Ibid, 8.
7 Ibid, 8.
8 “Biography of Lester Brown,” Earth Policy Institute.
9 Lester Brown, “The Race to Save Civilization,” Tikkun, September/October 2010, 25(5): 58.
10 Peter Kareiva, Michelle Marvier, and Robert Lalasz, “Conservation in the Anthropocene: Beyond Solitude and Fragility,” Breakthrough Journal, Winter 2012.
11 Bill McKibben, “Civilization’s Last Chance,” Los Angeles Times, May 11, 2008.
12 Bill McKibben, “Global Warming’s Terrifying New Math,” Rolling Stone, August 2, 2012.
13 “Environmental Laureates’ Declaration on Climate Change,” European Environment Foundation, September 15, 2014. It shouldn’t surprise us that the person behind this declaration is a solar energy entrepreneur. It probably also shouldn’t surprise us that he’s begging for money.
14 “Wild and precious life” is from Mary Oliver’s poem “The Summer Day.” House of Light (Boston, MA: Beacon Press, 1992).
15 Gabrielle Gurley, “From journalist to climate crusader: Wen Stephenson moves to the front lines of climate movement,” Commonwealth: Politics, Ideas & Civic Life in Massachusetts, November 10, 2015.
16 Emma Howard and John Vidal, “Kumi Naidoo: The Struggle Has Never Been About Saving the Planet,” The Guardian, December 30, 2015.
by DGR News Service | Oct 18, 2021 | Agriculture, Biodiversity & Habitat Destruction, Climate Change, Colonialism & Conquest, Culture of Resistance, Listening to the Land, The Problem: Civilization
This is an excerpt from the book Bright Green Lies, P. 1-7
By LIERRE KEITH
“Once our authoritarian technics consolidates its powers, with the aid of its new forms of mass control, its panoply of tranquilizers and sedatives and aphrodisiacs, could democracy in any form survive? That question is absurd: Life itself will not survive, except what is funneled through the mechanical collective.”1
LEWIS MUMFORD
There is so little time and even less hope here, in the midst of ruin, at the end of the world. Every biome is in shreds. The green flesh of forests has been stripped to grim sand. The word water has been drained of meaning; the Athabascan River is essentially a planned toxic spill now, oozing from the open wound of the Alberta tar sands. When birds fly over it, they drop dead from the poison. No one believes us when we say that, but it’s true. The Appalachian Mountains are being blown to bits, their dense life of deciduous forests, including their human communities, reduced to a disposal problem called “overburden,” a word that should be considered hate speech: Living creatures—mountain laurels, wood thrush fledglings, somebody’s grandchildren—are not objects to be tossed into gullies. If there is no poetry after Auschwitz, there is no grammar after mountaintop removal. As above, so below. Coral reefs are crumbling under the acid assault of carbon. And the world’s grasslands have been sliced to ribbons, literally, with steel blades fed by fossil fuel. The hunger of those blades would be endless but for the fact that the planet is a bounded sphere: There are no continents left to eat. Every year the average American farm uses the energy equivalent of three to four tons of TNT per acre. And oil burns so easily, once every possibility for self-sustaining cultures has been destroyed. Even the memory of nature is gone, metaphrastic now, something between prehistory and a fairy tale. All that’s left is carbon, accruing into a nightmare from which dawn will not save us. Climate change slipped into climate chaos, which has become a whispered climate holocaust. At least the humans whisper. And the animals? During the 2011 Texas drought, deer abandoned their fawns for lack of milk. That is not a grief that whispers. For living beings like Labrador ducks, Javan rhinos, and Xerces blue butterflies, there is the long silence of extinction.
We have a lot of numbers. They keep us sane, providing a kind of gallows’ comfort against the intransigent sadism of power: We know the world is being murdered, despite the mass denial. The numbers are real. The numbers don’t lie. The species shrink, their extinctions swell, and all their names are other words for kin: bison, wolves, black-footed ferrets. Before me (Lierre) is the text of a talk I’ve given. The original version contains this sentence: “Another 120 species went extinct today.” The 120 is crossed clean through, with 150 written above it. But the 150 is also struck out, with 180 written above. The 180 in its turn has given way to 200. I stare at this progression with a sick sort of awe. How does my small, neat handwriting hold this horror? The numbers keep stacking up, I’m out of space in the margin, and life is running out of time.
Twelve thousand years ago, the war against the earth began. In nine places,2 people started to destroy the world by taking up agriculture. Understand what agriculture is: In blunt terms, you take a piece of land, clear every living thing off it—ultimately, down to the bacteria—and then plant it for human use. Make no mistake: Agriculture is biotic cleansing. That’s not agriculture on a bad day, or agriculture done poorly. That’s what agriculture actually is: the extirpation of living communities for a monocrop for and of humans. There were perhaps five million humans living on earth on the day this started—from this day to the ending of the world, indeed—and there are now well over seven billion. The end is written into the beginning. As earth and space sciences scholar David R. Montgomery points out, agricultural societies “last 800 to 2,000 years … until the soil gives out.”3 Fossil fuel has been a vast accelerant to both the extirpation and the monocrop—the human population has quadrupled under the swell of surplus created by the Green Revolution—but it can only be temporary. Finite quantities have a nasty habit of running out. The name for this diminishment is drawdown, and agriculture is in essence a slow bleed-out of soil, species, biomes, and ultimately the process of life itself. Vertebrate evolution has come to a halt for lack of habitat, with habitat taken by force and kept by force: Iowa alone uses the energy equivalent of 4,000 Nagasaki bombs every year. Agriculture is the original scorched-earth policy, which is why both author and permaculturist Toby Hemenway and environmental writer Richard Manning have written the same sentence: “Sustainable agriculture is an oxymoron.” To quote Manning at length: “No biologist, or anyone else for that matter, could design a system of regulations that would make agriculture sustainable. Sustainable agriculture is an oxymoron. It mostly relies on an unnatural system of annual grasses grown in a mono- culture, a system that nature does not sustain or even recognize as a natural system. We sustain it with plows, petrochemicals, fences, and subsidies, because there is no other way to sustain it.”4
Agriculture is what creates the human pattern called civilization. Civilization is not the same as culture—all humans create culture, which can be defined as the customs, beliefs, arts, cuisine, social organization, and ways of knowing and relating to each other, the land, and the divine within a specific group of people. Civilization is a specific way of life: people living in cities, with cities defined as people living in numbers large enough to require the importation of resources. What that means is that they need more than the land can give. Food, water, and energy have to come from somewhere else. From that point forward, it doesn’t matter what lovely, peaceful values people hold in their hearts. The society is dependent on imperialism and genocide because no one willingly gives up their land, their water, their trees. But since the city has used up its own, it has to go out and get those from somewhere else. That’s the last 10,000 years in a few sentences. Over and over and over, the pattern is the same. There’s a bloated power center surrounded by conquered colonies, from which the center extracts what it wants, until eventually it collapses. The conjoined horrors of militarism and slavery begin with agriculture.
Agricultural societies end up militarized—and they always do—for three reasons. First, agriculture creates a surplus, and if it can be stored, it can be stolen, so, the surplus needs to be protected. The people who do that are called soldiers. Second, the drawdown inherent in this activity means that agriculturalists will always need more land, more soil, and more resources. They need an entire class of people whose job is war, whose job is taking land and resources by force—agriculture makes that possible as well as inevitable. Third, agriculture is backbreaking labor. For anyone to have leisure, they need slaves. By the year 1800, when the fossil fuel age began, three-quarters of the people on this planet were living in conditions of slavery, indenture, or serfdom.5 Force is the only way to get and keep that many people enslaved. We’ve largely forgotten this is because we’ve been using machines—which in turn use fossil fuel—to do that work for us instead of slaves. The symbiosis of technology and culture is what historian, sociologist, and philosopher of technology Lewis Mumford (1895-1990) called a technic. A social milieu creates specific technologies which in turn shape the culture. Mumford writes, “[A] new configuration of technical invention, scientific observation, and centralized political control … gave rise to the peculiar mode of life we may now identify, without eulogy, as civilization… The new authoritarian technology was not limited by village custom or human sentiment: its herculean feats of mechanical organization rested on ruthless physical coercion, forced labor and slavery, which brought into existence machines that were capable of exerting thousands of horsepower centuries before horses were harnessed or wheels invented. This centralized technics … created complex human machines composed of specialized, standardized, replaceable, interdependent parts—the work army, the military army, the bureaucracy. These work armies and military armies raised the ceiling of human achievement: the first in mass construction, the second in mass destruction, both on a scale hitherto inconceivable.”6
Technology is anything but neutral or passive in its effects: Ploughshares require armies of slaves to operate them and soldiers to protect them. The technic that is civilization has required weapons of conquest from the beginning. “Farming spread by genocide,” Richard Manning writes.7 The destruction of Cro-Magnon Europe—the culture that bequeathed us Lascaux, a collection of cave paintings in southwestern France—took farmer-soldiers from the Near East perhaps 300 years to accomplish. The only thing exchanged between the two cultures was violence. “All these artifacts are weapons,” writes archaeologist T. Douglas Price, with his colleagues, “and there is no reason to believe that they were exchanged in a nonviolent manner.”8
Weapons are tools that civilizations will make because civilization itself is a war. Its most basic material activity is a war against the living world, and as life is destroyed, the war must spread. The spread is not just geographic, though that is both inevitable and catastrophic, turning biotic communities into gutted colonies and sovereign people into slaves. Civilization penetrates the culture as well, because the weapons are not just a technology: no tool ever is. Technologies contain the transmutational force of a technic, creating a seamless suite of social institutions and corresponding ideologies. Those ideologies will either be authoritarian or democratic, hierarchical or egalitarian. Technics are never neutral. Or, as ecopsychology pioneer Chellis Glendinning writes with spare eloquence, “All technologies are political.”9
Sources:
- Lewis Mumford, “Authoritarian and Democratic Technics,” Technology and Culture 5, no. 1 (Winter, 1964).
- There exists some debate as to how many places developed agriculture and civilizations. The best current guess seems to be nine: the Fertile Crescent; the Indian sub- continent; the Yangtze and Yellow River basins; the New Guinea Highlands; Central Mexico; Northern South America; sub-Saharan Africa; and eastern North America.
- David R. Montgomery, Dirt: The Erosion of Civilizations (Berkeley, CA: University of California Press, 2007), 236.
- Richard Manning, Rewilding the West: Restoration in a Prairie Landscape (Berkeley: University of California Press, 2009), 185.
- Adam Hochschild, Bury the Chains: Prophets and Rebels in the Fight to Free an Empire’s Slaves (Boston: Mariner Books, 2006), 2.
- Mumford op cit (Winter, 1964), 3.
- Richard Manning, Against the Grain: How Agriculture Has Hijacked Civilization (New York: North Point Press, 2004), 45.
- T. Douglas Price, Anne Birgitte Gebauer, and Lawrence H. Keeley, “The Spread of Farming into Europe North of the Alps,” in Douglas T. Price and Anne Brigitte Gebauer, Last Hunters, First Farmers (Santa Fe: School of American Research Press, 1995).
- Chellis Glendinning, “Notes toward a Neo-Luddite Manifesto,” Utne Reader, March- April 1990, 50.
by DGR News Service | Jul 1, 2021 | Education, Lobbying, Mining & Drilling, Movement Building & Support
This article originally appeared in The Ecologist. Republished under Creative Commons 4.0.
Editor’s note: It’s very important to be clear about the destructiveness of mining and organize resistance against governments and cooperations. While this article is only very cautiously mentioning degrowth, scaling back, and recycling as “solutions”, we believe that societies have to reject and give up industrialism as a whole and immediately start ecological restoration everywhere at emergency speed and scale.
By Diego Francesco Marin
‘Green mining’ is an oxymoron that is gaining traction in the EU and pushes a risky narrative about an environmentally destructive sector.
Mining dominates, exploits and pollutes, suppressing other ways of living with the land. In low-income countries, it can be deadly. Activists, civil society and grassroots movements have been loud and clear about the dangers posed by the mining sector, yet few politicians seem to listen. In the European Union, the European Commission and mining operators are clearly aware of the issues. But unless your community has been targeted as the next mining project to supposedly meet the EU’s climate goals, you are probably not aware of how destructive mining can be.
As part of its Raw Materials Action Plan, the Commission is striving to create the conditions for more mining in Europe by convincing the public that mining can be “green.”
Foolish
Last month, the Portuguese presidency of the EU organised a European conference on so-called green mining in Lisbon. Only one civil society organisation, the EEB, was invited to what had all the appearances of an industry convention rather than a green policy forum.
However, outside the venue, over a hundred activists from grassroots movements and citizens organisations protested the conference and the government-backed lithium mining projects in northern Portugal- despite COVID restrictions.
To gain thesocial license to operate, politicians and industry are challenging previous civil society backlashes against mining projects by equating mining with renewable technologies. Even raising concerns over the toxic fallout of continuous extractivism is deemed foolish.
When communities fight for their right to decide their futures, they are labelled as suffering from a case of nimbyism. Portuguese Secretary of State for Energy, João Galamba even went so far as mentioning that “those who are against mines are against life.”
This scramble to mine is about lucrative business and actually undermines the energy transition. New low-carbon infrastructure needs to be built to enable the move away from fossil fuels, which means money.
Lithium
>Lithium, for example, is one of the most sought-after metals for low-carbon technologies and Europe is almost 100 percent dependent on battery-grade lithium from third countries, especially Chile.
An often-cited figure is that, by 2030, under ‘business as usual’, Europe will need around 18 times more lithium and up to 60 times more by 2050. Therefore, to make the switch to renewable technologies and be competitive, Europe wants to scale up supply to avoid bottlenecks, right in its own backyard.
But this strategy comes with serious concerns. The mountainous Barroso region, for example, sits on Western Europe’s largest lithium deposits but is also located 400 metres from the Covas do Barroso community, in the municipality of Boticas.
Even the Boticas mayor, Fernando Queiroga has spoken openly against the project over pollution, water and environmental worries. He also fears the negative impact it would have on the region’s agricultural, gastronomy and rural tourism sectors.
According to Savannah Resources, the mining operator behind the Minas Do Barroso, the mine would generate €1.3 billion of revenue over its 15-to-20-year lifetime.
Overconsumption
In terms of helping the EU meet its demand, the project would only provide 5 to 6 percent of Europe’s projected lithium requirement in 2030.
A study conducted by the University of Minho for Savannah Resources found that the lithium output of this mine would be “insufficient to meet the demand for lithium derivatives for the production of batteries in Europe”.
This region is one of only seven in Europe to make the Food and Agriculture Organisation’s list of Globally Important Agricultural Heritage Systems. Communities here use “very few surpluses where]the level of consumption of the population is relatively low compared to other regions in the country” as the FAO’s website indicates.
In the age of overconsumption driving the ecological crisis, it is ironic that low-impact communities are targeted for green growth pursuits.
If the Mina do Barroso project is allowed to proceed, the region’s proud agricultural heritage would be undermined and would surely lose its international recognition.
Frenzy
With 30 million additional electric vehicles planned to hit Europe’s roads by 2030, it should come as no surprise that communities on the ground do not want their land to become the next sacrifice zone to feed the EV frenzy.
In Europe, there are three other proposed mining projects where environmental concerns have also been raised, including in Caceres, Spain.
The Iberian Peninsula is a major target for mining companies. In Spain, there are around 2,000 potential licenses for new mining projects. In the case of Portugal, 10 percent of the country’s territory is already under mining concessions.
In the northern Portuguese regions, the situation is troubling amid concerns that open-pit mines may even be allowed near protected areas, as in the case of Serra d’Arga. The Mina do Barroso project is now undergoing public consultation for the environmental impact assessment.
Despite government and industry rhetoric that public participation will be respected, and the needs of local communities will be met, local organisations and activists are not convinced. In January 2021, an NGO submitted an environmental information request to the Portuguese environment ministry, but no access was granted.
Denial
The same request was sent in March to Savannah Resources, but the company also refused.
Although the Commission for Access to Administrative Documents (CADA) issued a report stating that the environmental information that had been requested should be made immediately available, the Portuguese authorities decided to ignore the request.
Only some documents were made available during the public consultations and nearly three weeks after the consultations started.
The lack of access to information kept civil society and local communities in the dark and they lost around 3 precious months.
For the past month, they have had to scrutinise more than 6,000 documents. A formal complaint was submitted in the context of the Aarhus Convention, which protects the right of access to environmental information, over claims of deliberate denial of access to information.
Courts
The case is already before the Portuguese courts and the public prosecutor. The end of the public consultation period for the EIA was to end on June 2nd, the same day of the launch of the Yes to Life, No to Miningjoint position statement to the European Commission, but public pressure over irregularities forced the Portuguese authorities to extend the consultation period to July 16th.
target=”_blank” rel=”noopener”Green mining relates to the belief that we can decouple economic growth from environmental impacts, however, this mindset ignores a larger issue and will ultimately have irreversible consequences on the environment.
Perhaps instead of putting such emphasis on the supply of lithium or other raw materials, we can take a look at the demand. For example, by prioritising circularity over primary resource extraction, we can greatly reduce our need to mine more resources.
Political action to limit global warming is necessary and urgent. This means that we need to find the quickest paths to decarbonisation. But we must do it in less materially intensive ways. We can build cities that are less car-dependent, increase public transport, promote walking or enhance micro e-mobility.
Cycling, for example, is ten times more important than electric cars for reaching net-zero cities. Other solutions include urban mining initiatives that move us toward more circular societies. In an inspiring example from Antwerp, 70 creative makers gather the waste from the city and turn them into a wide variety of products: lamps from old boilers and chairs from paper and sawdust for a whole jazz club.
Solutions
The solutions exist, we just need the political will.
By making the most of the resources we have, European cities can greatly reduce the impact that they create for European rural communities and in low-income countries where most of the mining projects are slated to take place.
However, broader policy measures are also needed. For starters, the EU should agree on creating a headline target to cut its material footprint and continue to promote measures on targeting energy efficiency, recycling, material substitution, use of innovative materials, and the promotion of sustainable lifestyles.
Another way to do this is to look at the energy transition through an environmental justice lens. Granting communities, the right to say no to mining projects by taking inspiration from already enshrined protocols in international law as in the case of Free, Prior and Informed Consent for Indigenous Peoples, the brunt of the energy transition will not have to be put on low-impact communities around the world.
This can address the current imbalance of power between mining companies, governments and communities and the future EU horizontal due diligence law can offer such opportunity. Banning mining projects from taking place within or near protected areas is a necessary step forward.
Living
So can mining ever be green? Maybe that is not the right question. We should instead ask, how do we change the way our societies operate?
How can we create well-being economies? Or perhaps more ambitiously, how do we move away from the need to grow the economy?
Only then can we figure out how much we need to mine. After all, decent living does not have to, and must not, cost us the earth.
This Author– Diego Francesco Marin is a policy officer at the European Environmental Bureau.
