Friday, May 29, 2009

Climate Bailout

A new study by the Geneva-based Global Humanitarian Forum asserts that 1) effects of climate change kill 315,000 people annually, and that figure is expected to rise to 500,000 by 2030; and 2) climate change costs $125 billion annually, expected to increase to $340 billion by 2030. Climate change-related deaths are reportedly caused by starvation, disease, and weather disasters. Developing countries experience more than 90% of the social and economic burdens of climate change, yet the 50 poorest countries in the world emit fewer than 1% of global greenhouse gases.

According to a study published last year by three authors including IPCC economist Gary Yohe (of my alma mater), an investment of $800 billion—in both climate change mitigation and adaptation—would address some of the most dire consequences of climate change, while yielding benefits of $2.1 trillion.

The United States isn't especially rushed to solve the crisis because we aren't feeling many of the worst effects yet (or at least aren't admitting that they're related to climate change), but other nations don't have as much time to deliberate, and in fact, some are already doomed.

So as long as the U.S. is offering $800 billion stimulus plans to bail out our economy, why not offer an internationally-funded $800 billion plan to bail out the world? As long as we're losing $125 billion a year to climate change-related costs, the return on investment would only be 6.4 years, and by most companies' standards, that ain't bad.

Images: Kiribati submerging (trendsupdates.com)

Tuesday, May 26, 2009

The Case for a Gasoline Tax

An op-ed by Eric Grunebaum in yesterday's Boston Globe eloquently outlines some of the most compelling arguments for a gasoline tax, specifically in Massachusetts. Unfortunately, such a tax has already been defeated twice this year in the Massachusetts legislature, and debate continues to roil over whether a gas tax or a hike in highway tolls would be more equitable.

Let me add one more argument to the article linked above. As urban sprawl becomes a bigger and bigger problem throughout the country (and the world), we need to be rethinking the way we develop, which is inextricably tied to the way we get around. Residents of western Massachusetts are bemoaning a gas tax, arguing that they will be unfairly impacted, as they will not be able to take advantage of the public transportation alternatives that easterners have at their disposal. However, maybe this sort of "inequity" is part of the solution to some of our biggest problems.

I would contend (with no empirical data) that a vast majority of the people who live in western Massachusetts, and other such areas relatively far from urban centers, are not farmers. While farmers need to be far away from cities to make a living and contribute to society, most who live in rural areas do not need to. Now I'm not going to be exceptionally radical here and argue that no one should live outside of a 20 mile radius of a major city, but I will argue that as long as you are living far away from an area that has access to public transportation, you should still have to pay a higher fare for gasoline, along with those who do have access to an alternative.

I don't see this as a punishment for suburban and rural dwellers, but rather as an incentive to live near trains, buses, and subways, and therefore push society to build upwards rather than outwards, and smartly rather than regressively. At a forum of urban planners that I attended last week, one of the members of the panel called for a $0.50 per gallon gas tax, a political unreality to be sure, but one that would no doubt help to decrease the insatiable sprawl that has been creeping through our untouched lands for centuries.

A Times article from a couple weeks ago discusses emerging suburbs that strive to eliminate the use of cars, a feat that seems daunting and perhaps impossible in today's fast-lane society. But towns like Vauban, Germany may just be the paradigms that we need to look to for a guide to modern planning and transportation strategies. And a gas tax, while not a singular solution, is a good place to start.

Images: Gas prices (good.is), exurban sprawl in Florida (Brittanica), Vauban, Germany (New York Times)

Sunday, May 24, 2009

The Faulty Economics of Climate Policy Modeling

Even as nearly every industrialized nation has adopted greenhouse gas emissions policies and regulations in some form, the United States has steadfastly maintained its role as a laggard in helping to mitigate the worst effects of climate change. Now, with an Administration that recognizes the gravity of the issue and a Congress that largely supports measures to address it in some manner, the tide has turned in favor of legislation that will prompt us to play a role in an international response to an international threat.

However, even with a large Democratic majority in the House and Senate, legislation that would sufficiently contribute to mitigation to reduce some of the most catastrophic effects of climate change—according to the Intergovernmental Panel on Climate Change—have proved very difficult to garner widespread Congressional support.

More moderate to conservative House Democrats have already succeeded in watering down the American Clean Energy and Security Act, a bill co-sponsored by Reps. Waxman and Markey. And while the bill has passed through the Energy and Commerce Committee, it still faces scrutiny and further dilution from other House committees, and eventually from the House at large. Meanwhile, a notably weaker bill will undoubtedly spawn from the Senate in the coming months.

With such a serious crisis threatening our planet, and widespread scientific consensus calling for a comprehensive international response, it is sometimes baffling to consider that so many decision-makers remain opposed to action. Why did all but one Republican on the Energy and Commerce Committee vote against the bill, and why is it so difficult for more conservative Democrats to sign on?

Conservative politicians cite projections of economic cost as the major barrier to passing bold legislation. Many Republicans have repeatedly informed the public that the Waxman-Markey bill amounts to an energy tax. And this tax, like any other, they say, will distort the natural incentives that guide the American economy, resulting in decreased GDP growth and shrunken consumer pocketbooks, at a time when our economy cannot afford further contraction.

However, the economic models used by the Environmental Protection Agency (EPA), the Energy Information Administration, and prestigious universities worldwide almost invariably predict that a comprehensive climate change policy will damage the economy, not because it will, but because of how the models are designed. They invariably assume our economy is already operating at its most efficient state, so any deviation is perceived as harmful.

On the other side of the analytical divide are the models of the climate and energy NGO community and a handful of government entities and universities that make an effort to accurately model the benefits of climate policy in terms of jobs, economic growth, and consumer savings, as well as the avoided costs of inaction. These models are no less rigorous in quality of data and technical methodology than those of conventional economists, yet they have comparably little influence on climate change policy debate.

Beyond the technicalities of their models, the entire institution of modern economics is bridled by its evolution. Historically, modern economists arrived on the scene at the same time as early industrial capitalists who sought to justify and promote the increased role of commerce in society. They served a valuable social function at a time when powerful landed interests threatened critical capital formation. In the context of climate change, however, the circumstances have changed: it is now a lack of timely cap and trade legislation that is the greatest threat to social welfare. Yet many influential economists continue to present analyses that repudiate aggressive climate legislation.

The EPA's ongoing efforts to quantify the economic benefits, as well as the costs, of the Waxman-Markey bill are commendable, but not sufficient. The benefits calculated in their models will be just a narrow subset of all probable benefits, and will provide little extra impetus for essential legislative action. Until the discipline of economics undergoes a fundamental reorientation, policymakers and the public must take economic estimates of the costs of energy and environmental policy with many grains of salt, and should be ready to proceed with or without their approval.

The United States needs to take bold action as soon as possible to begin to address climate change. And such action will indeed require a great deal of federal spending on tax incentives, research and development, and subsidization of certain emerging green technologies, among other programs. But when accurately accounting for the economic and social benefits of such legislation, it becomes abundantly clear that it is in our nation's best interest to act, and act now.

Special thanks to Chris Knight for contributing to this post.

Images: Climate pollution (treehugger.com), Reps. Henry Waxman and Ed Markey (New York Times), Partisanship (globalwarmingisreal.com), Adam Smith (Wikipedia)