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.
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.
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).
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.
In 2016, Greenland’s then minister responsible for economic development, Vittus Qujaukitsoq, welcomed the appointment of Rex Tillerson, the former CEO of Exxon Mobil, as US secretary of state. Despite representing the centre-Left party Siumut (Forward) and being surrounded by some of the most visible consequences of the warming world, Qujaukitsoq and his colleagues saw the growing potential for mining and drilling brought by the melting glaciers on the world’s biggest island as an opportunity to bring in the cash which would allow the long-desired independence from Denmark.
They aren’t alone. While the melting of Arctic ice is causing the world’s oceans to overflow and disrupting its weather systems, it has also unleashed a whole new geopolitical race. Earlier this year, the US Geological Survey estimated that the region’s rocks contain 13% of the world’s undiscovered oil, and 30% of undiscovered gas – carbon sinks which have been greedily eyed up by states and oil companies alike. And many of these reserves lie in the seas west of Greenland – where there are an estimated 17.5 billion undiscovered barrels of oil, enough to supply the whole planet for six months, at current usage rates.
And because the Arctic is the fastest warming part of the planet, the ice shielding these prehistoric deposits from prying drills is thinning, and disappearing, at an alarming rate.
But if some see this as an opportunity, others understand the absurdity of using climate change as a means to extract more fossil fuels and further change the climate. And this, alongside broader questions about mining, have shaped politics in the country this year.
In the spring, the governing Siumut party split, and its liberal coalition partners, the Democrats, resigned from the government, triggering a snap election in May.
The winner was the eco-socialist party Inuit Ataqatigiit. And in June, the new government banned all future oil and gas exploration from Greenland’s territory.
“The price of oil extraction is too high. This is based upon economic calculations, but considerations of the impact on climate and the environment also play a central role in the decision,” the government stated in July.
It’s not just oil and gas drilling that are contentious. When Donald Trump notoriously inquired about purchasing the island in 2019, he’d just had a briefing on its deposits of a number of minerals, many of which are likely to play a crucial role in the geopolitics of the coming decades. Among these are large quantities of uranium, and what are thought to be the world’s second biggest reserves of rare earth minerals – demand for which has soared in recent years because of their use in batteries for electric cars, computer chips and other tools of the high tech, low carbon economy.
Seen that way, Trump’s statement was probably less a random outburst and more a crude expression of the reality of Greenland’s role in the future of global geopolitics.
Biden, as ever, works in more subtle ways. In February, in discussion with tech giants like Alphabet (Google) and Facebook, he signed an executive order instigating a review of the supply chain of rare earth metals due to a global shortage and China’s dominance of the market. It seems implausible that the review won’t have produced significant discussion in US intelligence circles about the world’s largest deposits outside China, just a few hundred miles from Maine.
In March, the Polar Research and Policy Initiative expressed concerns about “the security implications of China’s near monopoly of rare earths and other minerals for the UK and its North American, European and Pacific allies”, especially given their significance to “strategically important sectors such as defence and security, green energy and technology”. The think tank called on the ‘five eyes’ intelligence alliance between the US, UK, Australia, New Zealand and Canada to team up with Greenland as part of a strategic resources partnership.
Greenland, says the website Mining Technology, “could be vital for tipping the scales in a trade war between global superpowers”.
In the midst of this global gallop for Greenland, with the world’s major powers, billionaire investors and intelligence agencies getting in on the act, the country has had some coverage in the global media of late.
What is often left out of the conversation, however, is the fascinating domestic dynamics among this Arctic island’s 57,000 people. Greenlanders’ struggle for sovereignty in the context of global capitalism, extractivism and climate collapse is an inspiring example of 21st-century indigenous resistance.
A young socialist indigenous climate leader
“There are two issues that have been important in this election campaign: people’s living conditions is one. And then there is our health and the environment,” Inuit Ataqatigiit leader Múte Bourup Egede told the Greenlandic public broadcaster KNR following his election victory in April.
Egede, 34, is the youngest prime minister Greenland’s had since it achieved a degree of home rule in the 1970s, and has led the democratic socialist and pro-independence party since 2018.
In the recent election, the party, known as IA, centred its campaign on its opposition to an international mining project by Greenland Minerals, an Australian-based and Chinese-owned company that is seeking to extract uranium and neodymium from the Kvanefjeld mine in the south of the country. Neodymium is a crucial component of a broad range of technologies, from some kinds of wind turbine to electric cars, because it can be used to make small, lightweight, but powerful and permanent magnets, while uranium is used for both nuclear power and nuclear weapons.
“We must listen to the voters who are worried. We say no to uranium mining,” Egede told the KNR. His party also promised to ban all explorations of radioactive deposits, and, while it does not oppose the mining of rare earth minerals in principle, it insists it must be better regulated.
Egede and the IA won 37% of the vote, ending the tenure of Siumut, the party which had been in power for most of the time since 1979. Siumut was supportive of the Kvanefjeld mining project, assisting Greenland Minerals to gain preliminary approval and ending a previous zero tolerance policy for uranium mining.
There is now a bill being debated in the Greenland parliament to ban the uranium mining project and all mining that contains radioactive by-products.
According to Mark Nuttall, an anthropologist at the University of Alberta and the head of the Climate and Society research programme at the Greenland Climate Research Centre: “This [election] has sent shivers down the spine of many mining executives as to what kind of future mining would take place in Greenland.”
Under the direction of Egede, the IA-led government has also taken several significant steps in recent months to curb fossil fuel production.
Last week in Glasgow, Egede announced that Greenland will be joining the Paris Agreement. In 2016, under the leadership of Siumut, Greenland had invoked a territorial exemption to the climate agreement when Denmark joined.
Greenland, which is technically a self-governing territory of Denmark, claimed at the time that the country was dependent on its oil, gas and natural mineral reserves for its economy.
“The Arctic region is one of the areas on our planet where the effects of global warming are felt the most, and we believe that we must take responsibility collectively. That means that we, too, must contribute our share,” Egede said last week.
Egede’s government also pledged to develop its renewable energy capability, especially hydropower: “Greenland has hydropower resources that exceed our country’s needs. These large hydropower resources can be utilised in collaboration with national and international investors who need large amounts of cheap and renewable energy.”
The Northwest Passage
The rush for the rare earth minerals vital to so many low carbon technologies isn’t the only way that climate change is moving the country from the periphery of global geopolitics to its core. When the huge container ship the Ever Given blocked the Suez Canal in March, the world was reminded how much of its trade passes through its two major transcontinental waterways – Suez and Panama.
As much of the Arctic Ocean becomes ice-free for greater parts of the year, new potential trade routes open up, most significantly, the Northwest Passage across the top of North America, and the Northern Sea Route, above Eurasia.
The vast majority of Greenland’s settlements – including the capital, Nuuk – lie on the west coast of the country, along the Labrador Sea and Baffin Bay. When travelling from Asia or western North America to Europe or the east coast of North America through the Northwest Passage, this is the final stretch, positioning Nuuk as a potential hub on a future major shipping route.
The struggle for sovereignty
Nearly 90% of the population of Greenland are indigenous Inuit people, who have inhabited the island for thousands of years. Although they’ve been colonised for the last thousand years by Nordic powers, they have maintained their own language and culture.
Norsemen first settled on the island in the tenth century, and in 1261 Greenland formally became part of Norway. In 1814 Greenland became a Danish territory – and in 1953 the island became fully integrated into the Danish state. (During World War II, when Denmark was conquered by the Nazis, Greenland was de facto under US control.)
“The official Danish view was that Greenland was actually a dependency; it wasn’t a colony in the sense of its colonies in the West Indies and other places,” Nuttall explained. This, he said, was “because of this historic view that Greenland had long been part of this Nordic Commonwealth from the Norse settlements of the tenth century onwards”.
But the Inuit people don’t always see it that way. During the Black Lives Matter global movement in 2020, younger Greenlanders, including the 21-year-old hip hop artist Josef Tarrak-Petrussen, called for the removal of Danish colonial statues in Nuuk.
Denmark finally granted home rule in 1979. And in 2008 Greenland voted in favour of the Self-Government Act, which transferred more power to the island’s government – and effectively marked the beginning of state formation.
This self rule act recognises Greenland as a nation with the right to independence if it chooses it. Currently Greenland has nearly full sovereignty, with the exception of the areas of foreign policy and defence. The Arctic island currently receives an annual grant of around $585m from Denmark.
In recent years, questions around sovereignty have in many ways defined the political and environmental policies of the island. Many of the political parties support independence.
However, this financial dependence on Denmark makes the prospect of full independence quite difficult: the grant accounts for nearly 20% of the island’s income, while fishing makes up around 90% of its exports.
In order to gain full autonomy from Denmark, Greenland needs to develop a self-sufficient economy. However, this likely requires the development of lucrative extractive industries which will deepen the island’s dependence on (foreign) international capital.
“If we go back ten years, mining was seen as the major way to [become politically independent], and there was great excitement,” said Nuttall.
However in recent years this attitude towards mining has changed considerably due to a host of factors including a downturn in global commodity markets, a greater emphasis on renewable energy and attention given to the climate crisis.
“Mining is going to be one pillar of an economic development strategy that will include other things such as the development of tourism, expansion of the fishing industry… and expanding renewables,” Nuttall explained.
The current government is now focusing on investments in the island’s enormous hydropower potential, which has the potential to grow as glaciers melt and which will allow a reduction in petrol imports, one of the country’s main expenses. Kalistat Lund, the minister for agriculture, self-sufficiency, energy and environment, stated that the government is “working to attract new investments for the large hydropower potential that we cannot exploit ourselves”.
The island is also currently expanding its airports and promoting tourism. Currently the only flights available to Greenland are from Reykjavik or Copenhagen.
Greenland often appears in discussions about climate change – usually in the context of films of starving polar bears, adorable Arctic foxes and rutting muskox; or melting glaciers diverting the Gulf Stream and raising global sea levels, flooding cities across the planet. Ice cores from Greenland, like those of Antarctica, help us understand historic variations in the composition of our atmosphere and in our climate, and have been vital for scientists’ understanding of the science of climate change.
These things are all true, and each Arctic species being pushed to extinction by the warming of the world is a tragedy. But what’s also true is that Greenland is home to tens of thousands of people, with their own history and culture, politics and organisations; a people who, after a thousand years of colonisation, are starting to assert both their independence from Denmark and their sovereignty in the face of the global market. And, who, along with other indigenous communities around the world, are starting to lead a fightback against the industrial, extractive capitalism that’s killing the planet.
Fall foliage season is a calendar highlight in states from Maine south to Georgia and west to the Rocky Mountains. It’s especially important in the Northeast, where fall colors attract an estimated US$8 billion in tourism revenues to New England every year.
As a forestry scientist, I’m often asked how climate change is affecting fall foliage displays. What’s clearest so far is that color changes are occurring later in the season. And the persistence of very warm, wet weather in 2021 is reducing color displays in the Northeast and mid-Atlantic. But climate change isn’t the only factor at work, and in some areas, human decisions about forest management are the biggest influences.
Longer growing seasons
Climate change is clearly making the Northeast warmer and wetter. Since 1980, average temperatures in the Northeast have increased by 0.66 degrees Fahrenheit (0.37 Celsius), and average annual precipitation has increased by 3.4 inches (8.6 centimeters) – about 8%. This increase in precipitation fuels tree growth and tends to offset stress on the trees from rising temperatures. In the West, which is becoming both warmer and drier, climate change is having greater physiological effects on trees.
My research in tree physiology and dendrochronology – dating and interpreting past events based on trees’ growth rings – shows that in general, trees in the eastern U.S. have fared quite well in a changing climate. That’s not surprising given the subtle variations in climate across much of the eastern U.S. Temperature often limits trees’ growth in cool and cold regions, so the trees usually benefit from slight warming.
In addition, carbon dioxide – the dominant greenhouse gas warming Earth’s climate – is also the molecule that fuels photosynthesis in plants. As carbon dioxide concentrations in the atmosphere increase, plants carry out more photosynthesis and grow more.
More carbon dioxide is not automatically good for the planet – an idea often referred to as “global greening.” There are natural limits to how much photosynthesis plants can carry out. Plants need water and nutrients to grow, and supplies of these inputs are limited. And as carbon dioxide concentrations rise, plants’ ability to use it decreases – an effect known as carbon dioxide saturation.
For now, however, climate change has extended the growing season for trees in the Northeast by about 10-14 days. In my tree ring research, we routinely see trees putting on much more diameter growth now than in the past.
This effect is particularly evident in young trees, but we see it in old trees as well. That’s remarkable because old trees’ growth should be slowing down, not speeding up. Scientists in western states have even noted this acceleration in bristlecone pines that are over 4,000 years old – the oldest trees in the world.
Fall colors emerge when the growing season ends and trees stop photosynthesizing. The trees stop producing chlorophyll, the green pigment in their leaves, which absorbs energy from sunlight. This allows carotenoid (orange) and xanthophyll (yellow) pigments in the leaves to emerge. The leaves also produce a third pigment, anthocyanin, which creates red colors. A longer growing season may mean that fall colors emerge later – and it can also make those colors duller.
A changing mix of trees
Climate isn’t the only thing that affects fall colors. The types of tree species in a forest are an even bigger factor, and forest composition in the eastern U.S. has changed dramatically over the past century.
Notably, eastern forests today have more species such as red maple, black birch, tulip poplar and blackgum than they did in the early 20th century. These trees are shade-tolerant and typically grow in conditions that are neither extremely wet nor extremely dry. They also produce intense red and yellow displays in the fall.
This shift began in the 1930s, when federal agencies adopted policies that called for suppressing all wildfires quickly rather than letting some burn. At that time, much of the eastern U.S. was dominated by fire-adapted oak, pine and hickory. Without fires recurring once or twice a decade, these species fail to regenerate and ultimately decline, allowing more shade-tolerant, fire-sensitive trees like red maple to invade.
There is evidence that some tree species in the eastern U.S. are migrating to the north and west because of warming, increasing precipitation and fire suppression. This trend could affect fall colors as regions gain or lose particular species. In particular, studies indicate that the range of sugar maples – one of the best color-producing trees – is shifting northward into Canada.
Intensive logging and forest clearance across the eastern U.S. through the mid-1800s altered forests’ mix of tree species.
Forests under pressure
So far it’s clear that warming has caused a delay in peak colors for much of the East, ranging from a few days in Pennsylvania to as much as two weeks in New England. It’s not yet known whether this delay is making fall colors less intense or shorter-lasting.
But I’ve observed over the past 35 years that when very warm and wet weather extends into mid- and late October, leaves typically go from green to either dull colors or directly to brown, particularly if there is a sudden frost. This year there are few intense red leaves, which suggests that warmth has interfered with anthocyanin production. Some classic red producers, such as red maple and scarlet oak, are producing yellow leaves.
Other factors could also stress eastern forests. Climate scientists project that global warming will make tropical storms and hurricanes more intense and destructive, with higher rainfall rates. These storms could knock down trees, blow leaves off those left standing and reduce fall coloration.
Maple leaves infected with a fungal pathogen that can lead to premature leaf loss.UMass Amherst, CC BY-ND
Forests shade the earth and absorb carbon dioxide. I am proud to see an increasing number of foresters getting involved in ecological forestry, an approach that focuses on ecosystem services that forests provide, such as storing carbon, filtering water and sheltering wildlife.
Foresters can help to slow climate change by revegetating open land, increasing forests’ biodiversity and using highly adaptable tree species that are long-lived, produce many seeds and migrate over time. Shaping eastern forests to thrive in a changing climate can help preserve their benefits – including fall color displays – well into the future.
The deep-sea may be vast and unexplored, but it is incredibly important. It encompasses 75% of the ocean’s volume and is the largest and least explored of Earth’s biomes. Some scientists believe that the deep sea and its water column may be the largest carbon sink on Earth. Plus, new species are still being found there, and sometimes, entirely new ecosystems are discovered.
A UN body called the International Seabed Authority (ISA) is responsible for governing and protecting the deep seabed on behalf of humankind as a whole. In practice, the ISA Secretariat routinely prioritizes the interests of pro-mining governments and companies over the protection of our fragile ecosystems.
The Republic of Nauru turned the deep-sea mining world on its head this summer when it invoked Article 15, colloquially known as the Trigger, starting a 2-year countdown on the finalization of mining regulations for polymetallic nodules in areas beyond national jurisdiction.
Deep-sea mining has been given the go-ahead to commence in two years, after the tiny Pacific island nation of Nauru notified the UN body governing the nascent industry of plans to start mining.
The stakeholder consultation process is to provide the stakeholder community — citizens of the Republic of Nauru, scientists, government and non-governmental officials, industry representatives, and other interested members of the public — with the opportunity to discuss, review, comment, and guide revisions to the Nauru Ocean Resources Incorporated (NORI) Collector Test Environmental Impact Statement (EIS) received by the ISA. Stakeholder consultation is recommended by the ISA’s Legal and Technical Commission.
NORI (a wholly owned subsidiary of The Metals Company of Canada) Stakeholder Consultation Process concludes on Friday November 19, 2021
This is a call to action for people to SUBMIT comments on the Environmental Impact Statement for a Deep Sea Mining Test Collection. Exploratory mining is the first step towards exploitation of the deep sea. Until Nov 19th, we have the opportunity to submit comments on the Collector Test EIS, to show that there is widespread opposition to deep seabed mining. Please feel free to copy and paste the included comments into the entry fields within the NORI Collector Test consultation web page.
There are two categories: 1.General Comments 2. Specific Comments . So, for example, you can simply copy the ‘General Comments’, and paste them directly into the General Comments field.
1. Scroll down to the form under the heading “Participate in the Stakeholder Consultation Process & Submit Written Comments”.
2. In the “specific comments” boxes, include the page number and section that correspond to the responses.
3. Copy and paste the responses below as a guideline or use them as a template to write your own comments.
General Comments
In light of the already-substantial research around deep sea disturbances due to mechanical strain, the proposed NORI-D collector test to be conducted within the Clarion-Clipperton Zone (CCZ), under the management of The Metals Company (TMC), should not be allowed to go any further.
The most notable, and comprehensive research to date being DISCOL (DIS-turbance and re-COL-onization experiment in a manganese nodule area of the deep South Pacific) conducted in 1989 by Hjalmar Thiel and his team of researchers. In 2015, 26 years later, scientists returned to the DISCOL site located within the Peru Basin, and discovered that little to no life had returned to baseline levels — including characteristic animals such as sponges, soft corals, and sea anemones, amongst many others. In the words of Thiel himself, “The disturbance is much stronger and lasting much longer than we ever would have thought.” Over a quarter of a century later, and still next to no life has returned to the area where the tests were conducted. It is clear that there is no feasible process which could in any way mitigate the kinds of disturbances created by the tests TMC wants to perform.
The Prototype Collector Vehicle (PCV) that will be used during NORI-D will, at the very least, totally disturb the top 1-10 cm of sediment on the sea floor in order to extract the polymetallic nodules. This incredibly invasive process will rip apart benthic communities that have taken thousands of years to develop. Possibly even more destructive are the two sediment plumes that will result both from the PCV’s articulation (rolling, tracking, turning, sucking, and depositing fine sediment and crushed nodules) and the return pipe from the Surface Support Vehicle (SSV) where the unwanted fine sediment, warmed seawater, and crushed nodules will be returned to a depth of 1200 meters. This agitated combination of silt and heavy metals will blanket, and coat countless organisms, preventing them from breathing, and eating. It will also block bioluminescent light that some use to attract prey and find mates. This is an unacceptable level of loss and disturbance, and the International Seabed Authority (ISA) must act unanimously to halt all such tests.
The ISA has the historic opportunity to fulfill its mandate of “ensuring the effective protection of the marine environment from harmful effects that may arise from deep-sea-related activities.” Without question, the NORI-D collector test will be harmful, and more importantly catastrophic to the living communities of megafaunal, macrofaunal, meiofaunal, and microbial organisms that live in the NORI-D test area, and beyond. The campaign will not yield any further insight — the destructive, and long-lasting disturbances of polymetallic nodule collecting are unavoidable within the domain of seabed mining.
Indeed, even within the context of ALARP, or the mitigation of harms to ‘as-low-as-reasonably-possible,’ it would be hard to imagine a more devastating activity than seabed mining within the incredibly complex, and fragile ecosystem of the benthic-abyssal plains within the CCZ, and globally over any portion of the seabed.
Please act quickly to halt this test, and any subsequent proposals for such activities which will cause irreparable harm to the seabed and its living communities.
For the Specific Comments Section go to this link in Cryptpad:
The Volta Grande region of the Amazon is a lush, fertile zone supplied by the Xingu River, whose biodiverse lagoons and islands have earned its designation as a priority conservation area by Brazil’s Ministry of the Environment.
But a recent decision by the Federal Regional Court in the state of Pará, Brazil, allows the continuing diversion of water from the Xingu River to the Belo Monte hydroelectric dam complex – rather than to local indigenous fishing communities. This is a disaster for the ecosystems and people of the Volta Grande.
Damaged trees as a result of dam construction. Xingu Vivo, Author provided
The ruling, which reversed a temporary order for river diversion to be suspended, means that 80% of Xingu River flow will continue to be diverted away from the communities of Volta Grande. This impedes the main transport route for many indigenous people who live along the river and reduces fish diversity, compromising food security and livelihoods.
The decision also alters the river’s flood and ebb cycles. In addition to their importance for species’ reproduction and agriculture, these cycles guide local social, cultural and economic activity.
Flooding and deforestation in the region has been linked to the Belo Monte complex.Verena Glass, Author provided
According to the Federal Public Ministry, which is appealing the decision, this marks the seventh time the superior court has overturned previous legal decisions in favour of the construction and energy corporation Norte Energia, which owns Belo Monte.
Our team carried out research on the dam complex’s impacts in 2017 with the Brazilian Society for the Advancement of Science. We found persistent violations of the rights of traditional communities linked to Belo Monte, especially regarding their forced displacement from areas destined to form the dam’s reservoir.
In response, a spokesperson for Norte Energia said that the company has always operated in compliance with the environmental licensing for Belo Monte, and that all actions undertaken by Norte Energia were evaluated and approved by the environmental licensing agency IBAMA.
Belo Monte
Belo Monte is a hydroelectric complex formed by two dams. The first dam ensures sufficient water flow through the second one for electricity generation.
Marketed as supplying “clean energy”, the complex meets the industrial demands of the southern and north-eastern regions of Brazil. However, this appears to only refer to reductions in emissions, which themselves have been countered by evidence of increased greenhouse gas emissions from dams.
In response to these claims, the Norte Energia spokesperson said that hydroelectric power plants are expected to emit greenhouse gases. These emissions have been considered in Belo Monte’s Environmental Impact Assessment and are being compensated through initiatives including restoring local native vegetation and investments in conservation.
The Belo Monte complex under construction. Anfri/Pixabay
What’s more, the complex only generates 40% (4,571 megawatts) of its 11,233 megawatt capacity due to the large seasonal changes in flow rate of the Xingu River. A 2009 analysis predicted that the variability of the river’s flow – that reaches up up to 23 million litres per second under natural conditions – would result in unreliable energy generation and conflict over water use.
Although IBAMA judged in 2019 that efforts to mitigate the dam’s impact were insufficient to prevent marked ecological disruption, it permitted continuing diversion of water in February 2021.
As a result, the annual river cycles that sustained communities for generations have been destroyed along more than 120km of the Volta Grande.
A fisherman we interviewed warned, “These children of ours … won’t have the privileges that we had, and can learn nothing, I guarantee that. There’s nowhere for them now.”
The transformation of the region has resulted in the flooding of areas above the dam and droughts to areas below, as well as significantly decreased fish populations and destruction of fish nurseries.
Adult individuals of the armoured cat-fish (Loricariidae) endemic to Xingu River show sunken eyes, lesions on the lips and fins, wounds on the skin and loss of teeth. André Oliveira Sawakuchi, Author provided
A survey carried out by a team from the Federal University of Para in two areas shortly after the river’s flow was reduced also found the first signs of disappearance of organisms like “sarobal”: a type of vegetation that grows on rocks in the Xingu river bed, fundamental for the reproduction of many fish species.
A fisherwoman explained that sarobal “are resistant plants that when the river is flooded, they are submerged, but they do not die … sarobal has a lot of fruit and fish consume the fruit … I think almost every fish depends on it.”
Research found that these plants can withstand direct solar radiation, extremely high temperatures and cycles of severe drought, making their dwindling presence even more alarming.
The exploitation of this stretch of the Xingu River has been exacerbated by a second threat to the Amazonian ecosystem. The planned construction of Brazil’s largest open-pit gold mine within the Belo Monte dam area by Canadian company Belo Sun has been criticised for providing environmental impact assessments that allegedly ignore serious environmental contamination and violations of indigenous rights.
Now, groups campaigning against this project say they are subject to violent threats, although it has not been established who is behind this. A local resident explained to researchers: “Here we feel intimidated. The guys are really well armed, while we work just with our machete and our hoe.”
These claims appear to illustrate the stark power inequities in this region of Pará – the region with the highest number of attacks on indigenous leaders in Brazil in recent years – as well as the broader social consequences of energy creation schemes.
At the time of publication, Belo Sun had not responded to a request for comment on points raised in this article.
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