Wind Drives Growing Use of Batteries

Source: New York Times | By Matthew L. Wald

• July 27, 2010

The rapid growth of wind farms, whose output is hard to schedule reliably or even predict, has the nation’s electricity providers scrambling to develop energy storage to ensure stability and improve profits.

As the wind installations multiply, companies have found themselves dumping energy late at night, adjusting the blades so they do not catch the wind, because there is no demand for the power. And grid operators, accustomed to meeting demand by adjusting supplies, are now struggling to maintain stability as supplies fluctuate.

On the cutting edge of a potential solution is Hawaii, where state officials want 70 percent of energy needs to be met by renewable sources like the wind, sun or biomass by 2030. A major problem is that it is impossible for generators on the islands to export surpluses to neighboring companies or to import power when the wind towers are becalmed.

On Maui, for example, wind generating capacity over all will soon be equal to one-fourth of the island’s peak demand. But peak wind and peak demand times do not coincide, raising questions about how Hawaii can reach its 70 percent goal. For now, the best option seems to be storage batteries.

In New York and California, companies are exploring electrical storage that is big enough to allow for “arbitrage,” or buying power at a low price, such as in the middle of the night, and selling it hours later at a higher price. In the Midwest, a utility is demonstrating storage technology that can go from charge to discharge and back several times a minute, or even within a second, bracing the grid against the vicissitudes of wind and sun and transmission failure. And in Texas, companies are looking at ways of stabilizing voltage through battery storage in places served by just one transmission line.

Renewable goals can be met, many in the industry insist. But if the energy source is intermittent, “you can’t do that without batteries of some sort,” said Peter Rosegg, a spokesman for the Hawaiian Electric Company.

His company has agreed to buy electricity from a wind farm on the northern shore of Oahu, where the Boston-based power company First Wind has just broken ground.

The spot is one of Hawaii’s best wind sites, Mr. Rosegg said, but the supply is gusty and erratic. What is more, it is at the farthest point on the island from the company’s main load center, Honolulu, and does not even lie on its high-voltage transmission backbone.

So the 30-megawatt wind farm, which will have enough power to run about 30 Super Wal-Marts, will have Xtreme Power of Austin, Tex., install a 15-megawatt battery.

Computers will work to keep the battery exactly half-charged most hours of the day, said Carlos J. Coe, Xtreme Power’s chief executive. If the wind suddenly gets stronger or falls off, the batteries will smooth out the flow so that the grid sees only a more gradual increase or decrease, no more than one megawatt per minute at some hours of the day.

The Hawaii installation is designed to succeed at a crucial but obscure function: frequency regulation. The alternating-current power system has to run at a strict 60 cycles per second, and the battery system can give and take power on a micro scale, changing directions from charge to discharge or vice versa within that 60th of a second, to keep the pace steady.

The battery system can also be used for arbitrage, storing energy at times when prices are low and delivering it when prices are high. It can hold 10 megawatt-hours, which is as much energy as a 30-megawatt wind farm will produce in 20 minutes if it is running at full capacity. That is not much time, but it is huge in terms of storage capacity.

Neither First Wind nor Xtreme Power would say what the project cost, but publicly disclosed figures put the project in the range of $130 million, with about $10 million for the battery. The Energy Department has provided a $117 million loan guarantee.

Across the country, it is proving hard to predict the cost and the value of power storage to consumers. The electricity stored in off-peak hours could be quite low in cost, and prices at peak hours could be quite high. If the reliance on renewable energy reduces the need to burn coal and natural gas, that would yield an additional advantage.

A battery system in Presidio, Tex., is intended to improve reliability in the town, served by only one major transmission line.Credit...Larry Jones/Electric Transmission Texas

Mr. Coe estimated the battery system’s round-trip efficiency — that is, the amount of electricity the batteries could deliver per megawatt-hour stored in them — at over 90 percent. If that figure is borne out, it would be a significant advance from the largest form of energy storage now in general use, pumped hydropower, whose efficiency is put at 70 to 85 percent.

At a pumped hydro plant, off-peak electricity is used to pump water from a reservoir at a low elevation to one at a higher one. At hours of peak demand the water flows back down through a turbine, creating electricity.

Electric companies are using other strategies for storage and frequency regulation. In Stephentown, N.Y., near Albany, a Massachusetts company, Beacon Power, is building a bank of 200 one-ton flywheels that will store energy from the grid on a moment-to-moment basis to keep the alternating current system at a strict 60 cycles.

Atop each flywheel is a device that can be a motor at one moment and a generator the next, either taking energy and storing it in the flywheel or vice versa. The Energy Department provided a $43 million loan guarantee to assist in the $69 million project.

The Energy Department is also supporting storage projects that rely on compressed air. Surplus electricity is used to pump air into an underground cavity; when the electricity is needed, the air is injected into a gas turbine generator. In effect, it acts as a turbocharger that runs on wind energy captured the previous night, instead of natural gas burned at a peak hour.

The department is contributing to two projects explored by PSEG Global, an affiliate of Public Service Electric and Gas, based in New Jersey. It plans to provide $30 million of the $125 million estimated price of a 150-megawatt project envisaged in upstate New York, perhaps at an abandoned salt mine, and $25 million toward a $350 million, 300-megawatt project to be built in Northern California.

Both will be used to store power made in off-peak periods and deliver it in peak times, when prices are higher, said Paul H. Rosengren, a spokesman for P.S.E.G.

In Presidio, Tex., American Electric Power and MidAmerican Energy Holdings have just completed a four-megawatt battery system that is not tied to any particular wind farm but is intended to improve reliability in the town, served by only one major transmission line. American Electric Power already has smaller batteries working in Ohio and Indiana to provide more stability in its distribution systems there.

A version of this article appears in print on July 28, 2010, Section B, Page 1 of the New York edition with the headline: Wind Drives Growing Use Of Batteries. Order Reprints | Today’s Paper | Subscribe

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Through its Climate Change Initiative (CCI), ESA develops a suite of satellite data records of key components of the climate system, known as Essential Climate Variables (ECVs). Scientists use ECVs to study climate drivers, interactions and feedbacks, as well as reservoirs, tipping points and fluxes of energy, water, and carbon. These climate-quality datasets are a major contribution to the evidence base used to understand climate change and to predict the future, which drives international action.

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Hell on Two Wheels, Until the E-Bike’s Battery Runs Out

In 2020, Americans bought more than twice as many electric bikes as electric cars. I test-drove a fleet of them and lived to tell the tale—and make recommendations.

Source: The Newyorker | By Patricia Marx

December 26, 2022

You can learn a lot about what’s trending by reading T-shirts. A few months ago, I saw someone on the subway whose chest announced, “My other car is an eBike.” The tee was onto something: e-bikes are the top-selling electric vehicle in the United States. In 2020, Americans bought more than twice as many e-bikes as they did electric cars (score: an estimated 500,000 to 231,000). In China, e-bikes outnumber all cars, e- and not e-, Edward Benjamin, the chairman of the Light Electric Vehicle Association, told me over the phone from his house in Fort Myers, Florida. He went on, “Can Americans change from a four-wheel culture to a two-wheel culture in the next century? I say absolutely! There ain’t enough roadway, there ain’t enough materials to build cars, there ain’t enough wealth to sustain the car culture.”

As someone who is not an influencer but an influencee, I have had an urge lately to strap on a helmet, join the traffic, and e-go with the flow. “When the pandemic came, that pretty much ripped the cover off of the e-bike business,” Shane Hall, a senior buyer for Bicycles NYC, told me one afternoon at the company’s Upper East Side operation, which was crammed with bicycles and accessories. Several of the latter sounded vaguely pornographic, such as Muc-Off dry lube, Tannus Armour inserts, and a Mudguard Mounting Kit. “Our sales were huge, especially cargo bikes—gotta get the kids to school.” (Many private schools remained open during lockdown.) “Suddenly, biking became utilitarian,” Hall said. “Some of our e-bike customers had never even ridden a bike in New York before.” Post-lockdown, the e-bike momentum has continued. What’s bad for General Motors—rising fuel prices, concern for the environment, etc.—is good for e-bikes, sales of which rose two hundred and forty per cent between July, 2020, and July, 2021. K. C. Cohen, the owner of Joulvert E-Bikes SoHo, saw a similar surge in sales. “A lot of corporate types lost their jobs and started doing deliveries,” he said. “They needed bikes and we were the first responders and allowed to stay open.”

It was in the summer of 2020 that I joined Citi Bike, the bicycle-share program serving New York City and parts of New Jersey. In February, Citi Bike had rolled out only two hundred e-bikes. By the end of the year, Citi Bike had three thousand, and had logged six hundred thousand first-time riders. One humid day this past summer, when I was huffing up Murray Hill on my pedal bike, an old guy who, I flatter myself to think, looked as if he should be the tortoise to my hare whizzed by on a hey-look-at-me, red motorized bike. Cheater!, I thought, as if he were Lance Armstrong on extra steroids. Actually, studies have shown that riders using pedal-assists—a type of e-bike that amplifies your pedal power but does not take over entirely—get more exercise than those on regular bikes, because they cycle longer and more frequently.

E-bikers, even the ones who don’t have “Life Is Better with an E Bike” mugs, are so ardent about their new transports that you’d think they’d given birth to them. Ozzie Vilela, a cherubic-looking sixty-year-old I met on Fifty-seventh Street and First Avenue, as we waited at a red light—he on a peacock-blue folding Fly Wing-2 ($850), I on my legs—told me that he’d had his bike for only three months but had already persuaded two friends to buy one. “When I ride in the morning, there are lots of parents taking their kids to school,” he said. “I’m invisible to the parents, but I can see the kids’ eyes are big. They’re thinking, Hey, I want a toy like that!” Clarence Eckerson, a videographer who lives in Queens, borrowed his wife’s Tern HSD ($3,699) and promptly bought his own. He rides thirty or forty miles a week. Carol Sterling, an eighty-five-year-old puppeteer, who has had two knee replacements and a hip replacement, e-bikes in Central Park a few times a week. “As I got older, I realized I don’t have as much stamina,” she said. “And yet I love being outside, feeling the sun on my face.”

Motorized vehicles, including e-bikes, are not permitted in New York City parks, although plenty of pedal-assists clog the paths and the drives, which is technically a violation. Asked about how the city deals with scofflaws, Meghan Lalor, a Parks Department spokesperson, said, “When safely able to enforce, we do.” In Los Angeles, John Bailey Owen, a TV writer, bought his Cero One ($3,799) after he and his wife got rid of their second car. Now he considers errands “so, so fun,” he said in an e-mail, which closed, “My ebike is my favorite purchase of all time. I love it, dammit.”

Iweighed the pros and cons and concluded, “What’s wrong with cheating?” That there never seemed to be any electric Citi Bikes available made me want one desperately. They are the four-leaf clovers of the fleet. Among the total bicycle stock of 26,450, they number 4,450 but account for more than forty-five per cent of the rides. The most sought-after pedal-assists are the spiffy models that were released by Citi Bike last May. They are palest gray, whereas the old ones were scuffed Citibank blue. (Spooky coincidence: the color is similar to that of ghost bikes, a term that refers to the bicycles, usually freshly painted throwaways, that mark the site where a cyclist was killed in a road accident.) The new bikes have a mightier motor, so they accelerate faster, and a heavier-duty battery that enables the bike to be ridden sixty miles—more than twice as far as the old ones—before needing a charge. (An e-bike battery charges the same way as a phone: plug the charger into an outlet, connect your battery to the charger, and wait three to five hours on average. Many e-bikes don’t require you to remove the battery in order to charge it, but maybe you have a no-wheels-inside rule.) The downside is that the husky newcomers weigh around eighty-four pounds, which is fifteen per cent heavier than the blue ones, and can be cumbersome to maneuver when you’re not going fast. You know how it feels when you drive a First World War battle tank? Like that.

By the time I managed to snag a new model, I wasn’t so gung ho about getting on it. My trepidation was similar to how I feel about trying heroin: what if I like it? I begin pedalling. The motor kicks in. It’s not a jerky or a sudden sensation; it’s more like when I was five and learning to ride a bicycle, being helped along by a gentle push from behind by my father. On the other hand, the bike’s poor suspension makes me empathize with tennis sneakers put in clothes dryers. I tackle a hill, forty degrees upward. Easy peasy. Obviously, I have superhero legs—and a budding Icarus complex. Coasting downhill in a bike lane, the motor leaves me alone, knowing when it is wanted and when it is not. How does it know? E.S.P.?

Here we must break for a lesson on how e-bikes work. Every e-bike has a battery and a motor, and, if you don’t know that, may I recommend my class on the invention of the wheel? The motor delivers power to your crankset by one of two systems: the pedal-assist and the throttle control. (Crankset, n. 1. the metal arm and surrounding components that connect the pedal to the wheel 2. informal. your neighbors in 8-G.) The Citi Bike is a pedal-assist. It will help you, but only if you help yourself. Pedal daintily and the boost it supplies will be commensurately unenthusiastic; pedal with more vigor and it’ll send in the Marines. Cheaper pedal-assists have a cadence sensor, which, unlike the torque sensor on a Citi Bike, is binary and, when activated, can feel like a passive-aggressive shove. The motor shuts off when your speed hits eighteen miles per hour, a limit agreed on by Lyft (the operator of Citi Bike) and the Department of Transportation. Most e-bikes cut off at around that speed, the exact m.p.h. determined by the relevant state or municipality. In New York City, the speed limit for pedal-assist-only bikes (Class 1) is twenty m.p.h., and the same goes for Class 2, a pedal-assist with a throttle. Class 3 bikes, which are also pedal-assist and throttle, can travel up to twenty-eight m.p.h., but New York City law requires the rider to wear a helmet. If you find this interesting, you should join the City Council’s Committee on Transportation and Infrastructure while the rest of us talk about throttles.

Throttles provide power regardless of what the pedal is or isn’t doing. They are to regular bikes what Roombas are to brooms (pedal-assists being Dustbusters). A throttle control is functionally a gas pedal on your handlebars, operated either by twisting one of the grips or by pushing a thumb trigger. Now, if they just had air bags and a cup holder . . .

Time to scope out what’s available in the marketplace. By this point, I’d ridden only Citi Bikes, and I was a fan: no parking or maintenance, and they afford the possibility of a one-way ride, in case, for instance, it starts raining or you break your leg. They seemed great, but, having never sampled anything else, what did I know? “With a Citi Bike, you get a functional experience of a bike,” a Trek employee told me. “They are good at being not broken and moving people around. They are not as good at being bikes, so riding one will not give you the experience of a lighter, better-made, and more fun bike.” How much better could better-made be? Almost a thousand dollars better (which is approximately the least amount of cash you’d have to lay out for a decent e-bike)?

One of the oldest purveyors of electric bicycles in the city is Propel, situated at the Brooklyn Navy Yard. This pedal-assist-only business was started by Chris Nolte, who returned from military duty in 2003, disabled with a back injury. Over Zoom, he said that he had built an e-bike in 2011, so that he could join friends on a bike trip. That year, he opened Propel. At the time, the legality of pedal-assists in New York was fuzzy, and he racked up a series of fines (to the tune of six thousand dollars). He took the case to court, hoping to codify a pro-pedal-assist law as a boon to the environment. He won.

I visited Propel’s Brooklyn showroom, which is open by appointment only, and was introduced to a few of the bikes on the floor by Roberto Jeanniton, who gestured to each with so much exuberance that his smartwatch kept reminding him to relax. Propel salespeople are called “matchmakers,” because their mission is not to sell you a product but to introduce you to a vehicular partner that you will love. “When you ride an e-bike, the last thing you want to do is get off,” Jeanniton said, touting the Tern cargo bikes, which allow you to tote a kid, an adult, and sometimes one of each, plus a bag or two of groceries from the Park Slope Food Co-op. O.K., but where in your New York apartment do you store this bulkitude? Most Terns can be stored vertically, and one model, the Vektron, folds into an origami-like configuration that can be rolled along like luggage, the handlebar becoming the handle. Terns range in price from $3,000 to $5,500, depending on add-ons, and many of the other brands are costlier still. The Benno eJoy ($3,799 and up), featuring wide tires and a comfortably ample seat, was inspired by the design of vintage Italian scooters. Jeanniton called it “a great date bike” and “great for an older crowd.” Another Benno model—the RemiDemi—has a cargo attachment that can “carry a surfboard.”

Jeanniton doesn’t have the space for an e-bike at home, and commutes via Citi Bike, but I asked which model he would get if he could. The Riese & Müller Homage, he said. “It is the most comfortable bike I’ve had the pleasure to ride,” he said. Ramon Hernandez, who had just finished adjusting a Tern GSD, also loves the brand. Because the bikes’ carbon belts don’t require constant degunking and lubricating, like traditional chains? Because their dual batteries let you go twice as far? No. It’s their panache. “If I’m sitting on a bike, I want to look a certain way,” he said of these small-wheeled vehicles, so Quakerishly unadorned that they look like a picture of a two-wheeler drawn by a child. But, Jeanniton said, they cost “rich-uncle money”—$5,779 to $11,549.

Pricier bikes, forged from high strength-to-weight materials like carbon fibre and aerospace aluminum, tend to be lighter and faster. They are loaded with deluxe features, such as heart-rate connectivity, sensors that measure barometric pressure and air quality, and, on one bike (the Greyp G6; $6,799-$13,999), a button that saves the last thirty seconds of video taken by front and rear wide-angle HD cameras on the handlebars and uploads the footage to the rider’s social-media feeds.

How much money is too much? “I don’t think anyone needs to spend thirty thousand dollars on an e-bike,” Christian Guaman, at the Specialized bike store in Long Island City, said. “It’s a want.” If what you want is to move around town encapsulated in a swish Kevlar-insulated cabin whose extras include stereo and temperature controls, then the Peraves MonoTracer MTE-150 is a must. Bonus: what look like training wheels pop out so you don’t have to put your feet on the ground when you stop. Price tag: $85,000, which is so much cheaper than a jet pack ($350,000-$450,000).

You want cheap? Let’s drop by Rollgood, in midtown. Crammed with bikes, scooters, and paraphernalia, this narrow storefront serves mostly delivery workers. Explaining that I was a journalist writing about e-bikes, I asked José, an older man, if I could take a floor model for a spin. “You buy one?” he asked, and said, “This is the one you should buy.” He pointed to a black bike that looked as if it’d been around the block—a BEK24 ($425), with a fifteen-mile range and a fifteen-m.p.h. capacity. “What if I buy one and don’t like it?” I asked, to which he replied, “You have fifteen or twenty minutes to bring it back and we’ll refund your money.” I eyed a sign on the counter:

no refund
no return
no exchange
no store credit

I moved on. What about a bargain online? “If you see an e-bike for a few hundred dollars on the Internet, it’s a piece of shit and will last a month, at most,” K. C. Cohen, at Joulvert, said. Or worse. If the bike’s lithium-ion batteries are defective (inexpensive ones are often not U.L. certified), they could explode and catch fire. (U.L. = Underwriters Laboratories, a century-old safety organization that tests and evaluates products, typically industrial equipment and home appliances.) NPR recently reported that an e-bike or e-scooter battery catches fire in New York City about four times a week. By mid-November, there’d been a hundred and ninety-one lithium-ion fires in 2022, almost double the figure in 2021. The increase mirrors a rise in the number of battery-powered devices used to deliver takeout food.

In early November, there was a fire in a Midtown East high-rise ignited by an e-bike battery in an apartment whose occupants fire marshals suspect were operating an illicit e-bike repair business. But most e-bike fires occur in lower-income areas. When the New York City Housing Authority proposed banning e-bikes in public housing, the plan was nixed, after workers’-rights activists protested that it would mainly affect poor and immigrant populations who rely on e-bikes for their livelihood. Before you curse delivery workers and the “Out of my way, I’m coming through, maybe even the wrong way!” attitude displayed by a handful of them, remember that the delivery apps punish the delivery guys who don’t arrive at their destinations lickety-split.

Another reason to buy from a reputable brick-and-mortar shop (like Propel, Bicycles NYC, Trek, Joulvert, Hilltop) is that if anything breaks—and it will—good luck getting it repaired at, say, Mike’s Fly-by-Night Bikes. Local shops take care of their customers as if they were family, putting them in “the fast lane,” as Cohen said. But some of these, such as Trek, Specialized, and Propel, tend not to work on bikes that aren’t theirs, because they don’t have the parts. Stay away from big-box stores, too; Consumer Reports warns that their service and support are poor.

New York is dense with bike shops, but, for those of you who live in the hinterlands, don’t despair. According to Shane Hall (of second-paragraph fame), some excellent brands are available online, among them Rad Power (the largest e-bike retailer in the U.S.), Aventon, Magnum, and Gocycle. I spoke to a real-estate developer named Ryan Johnson, who is building the first community designed to be car-free. (It is called Culdesac Tempe, near Phoenix, Arizona; rentals come with a thousand dollars’ worth of “mobility benefits” each year.) Johnson has been dubbed the Jay Leno of e-bikes, because he owns more than seventy specimens. He treats his collection as a “library,” loaning the devices to people who often end up buying one of their own. (Try borrowing Leno’s McLaren F1.)

Did Johnson have any tips for a novice? “Just buy one,” he said. “People are almost always happy with what they have. And e-bikes are the gateway drugs to more e-bikes.” The only e-bikes he’d stay away from are the ones sold on Amazon. Among those he especially recommends, the cheapest is the Lectric XP Lite ($799). He also likes the Dutch VanMoofs, citing the S3 and X3, and their anti-theft features, which include automatic rider recognition and a lock on the wheel that opens with your phone or by entering a code on the handlebars. If your VanMoof ($2,548) is stolen, there are onboard alarms and smart location tracking, and you can buy insurance ($348 for three years) that guarantees you a replacement if the company’s Bike Hunters can’t find it.

On second thought, if you live in the hinterlands, move. Unless, that is, assembling small vehicles in your garage is your passion. Yes, a few brands come ready-to-ride, but most want you to at least screw this thingy into that other doohickey with a type of wrench you’ve never heard of. The clincher, though, in buying an e-bike is a test drive—the quickest way to know if motorized micro-mobility is for you. Any establishment that doesn’t allow you this small indulgence is an establishment you might not want to patronize. Call ahead to arrange for a road test and bring a credit card and a driver’s license (hey, isn’t the point not to drive?). In many cases, you may be accompanied on your excursion by a shop employee. According to K. C. Cohen, there have been cases of fake customers who use fake credit cards and then ride a sample bike off into the sunset, one way.

Long Island City is a glorious place for a joyride. Once an industrial zone primarily populated by storage units, it now has three bike shops (the No. 1 sign of gentrification), while retaining plenty of space for freewheeling. The newest shop, and the only one with a café, and a banner that reads “Pedal the Planet Forward” (No. 2 sign), is Specialized, an expansive two-level store that carries its eponymous brand exclusively. Christian Guaman e-ushered me around Hunters Point South Park along a lovely bike path hugging the river. I rode a Turbo Como SL ($3,250-$4,250), capable of achieving a speed of twenty-eight m.p.h., but it didn’t have to try that hard with me. Never mind that the company’s e-bike slogan is “It’s You, Only Faster”; it turns out that I’m more scaredy cat than cheetah. While Guaman and I tool along the waterfront, the wind blowing so hard I feel like Miss Gulch cycling through the tornado, let’s talk taxonomy.

There are several ways to categorize e-bikes, and I’m not counting the one most meaningful to me, which is by color. Technically speaking, it matters whether the motor is a hub-drive or a mid-drive. A hub-drive motor, commonly found in cheaper bikes, lives in either the front or the back wheel, propelling the bike by pushing it; a mid-drive perches above the pedal and the surrounding chain kit and caboodle, where it amplifies your pedal exertion, energizing a more nuanced assist that reacts to gear shifts. Most e-bike outfits, however, organize their stock according to intended use. To make things confusing, the nomenclature varies from company to company. At Propel, the inventory is divided into Comfort and Cruising, Commuters, Kids and Cargo, and Adventure. Specialized uses the terms Road, Mountain, Commuter, Cruiser, and Cargo. Within each category are more categories. Among Specialized’s mountain bikes, you can select Cross Country, Trail, Downhill, and Dirt Jump. At Trek, there are Road Bikes and Hybrids, and also Mountain Bikes. If you intend to have adventurous fun on your commute in a mountainous city while carrying cargo, I guess any of the bikes would work.

Mid-excursion, Guaman and I trade bikes. When I tell him that his Vado SL 5.0 ($4,500) feels feistier than the Como, he explains that the Como may seem sluggish because it was designed to reproduce the vibe of a beach cruiser or a Citi Bike. At least, that’s what I think he said; a gust blew that page of notes out of my hand. We walk our bikes on the sidewalk the last half block back to Specialized, an exercise that introduced me to a nifty feature of many higher-end e-bikes—the Walk Mode—without which dragging an electric bike can be a drag. (The average mid-drive model weighs between forty and seventy pounds.) This mode, sometimes called the assist function, provides oomph without your having to touch the pedals, even on stairs. Although I appreciated the help, the bike’s brain was programmed to thrust my Vado SL 5.0 at two to four miles per hour. The thing felt overly pushy, as if I were trying to rein in a rambunctious Rottweiler on his leash.

At Bicycles NYC, Shane Hall selected a Gocycle G4i for me, because it’s easy to ride ($6,000). “It automatically shifts gears for you. You don’t have to know anything,” he said, judging me correctly. The Gocycle’s wheels are small, which makes them look farther apart than usual and makes the length of the seat tube (it connects the bottom of the bike’s seat to the pedals) seem longer than it is; the bike’s profile reminds me of a clown shoe. The shop’s top-selling collapsible brand, the bikes are engineered to be folded up in less than twenty seconds, which makes me wonder if there are more bike-folding contests than I thought. Hall adjusted a Gocycle to my height (when you sit on a bike, only your tippy toes should touch the ground) and off I went. While trying to navigate around construction and traffic and dogs, I mentally wrote the second paragraph of my obituary, the one that contains the cause of death. I’d have risked riding in the bus lane, but then I’d have to rewrite my obit. I decided to illegally scoot down the sidewalk, figuring that I’d rather endure the wrath of pedestrians than that of drivers. “Asshole!” a guy yelled right away. “Yes,” I muttered, “but not for the reason you think.”

Maybe word got out about me, because, when I tootled around the Upper East Side on my Trek FX+ 2 loaner, the streets were deserted. The FX+ 2 ($2,500) is a hybrid, meaning it’s good to go on the road and off-road (leaving out what? oceans?). It has a rear-wheel hub, which makes it lighter (forty pounds) and supposedly less balanced than a mid-drive, but it seemed as stable as any seat on two wheels could be. Maybe it’s the FX+ 2, or being king of the road, or maybe I’m finally getting the hang of these newfangled gizmos, but I felt so confident that I sped up and sailed through a yellow light.

Correction: not newfangled. In 1881, in Paris, Gustave Trouvé fastened a lead-acid battery and a motor to a British tricycle, et voilà, he puttered his contraption along the Rue de Valois. Fourteen years later, on the last day of 1895, Ogden Bolton, Jr., received United States patent No. 552,271 for a battery-powered electric bicycle with a “6-pole brush-and-commutator direct current (DC) hub motor mounted in the rear wheel.”

Doesn’t “throttle-propelled” sound scary? As if you and your e-bike would be shot into space? Nevertheless, I gave it a go. The most chic examples I tried were at Joulvert, which also sells scooters. (Scooters are essentially skateboards with handles and motors but no seats, so let’s leave them out of this.) Cohen opened Joulvert in 2016, about fifteen years after he emigrated from Israel. “It was the first serious e-bike shop in the city,” he told me over beverages at 19 Cleveland, a Mediterranean café he owns near Joulvert. At the time, e-bikes were not technically legal in New York, but, he said, “the law was inconsistently enforced.” Cohen started dabbling in the business in Israel in 2004, having enlisted his father to install cheap Chinese motors on standard bicycles. The business took off; he sold his share to his brother in 2012.

Cohen went to Burning Man for the next few years, each time bringing more e-bikes, which he distributed with the instruction “Go demolish them.” He explained, “I wanted a report on everything that could go wrong, so I could fix it.” The main problem was dust, so Cohen created a silicon-sealed electric system that was waterproof and dustproof. In the years since, his Burning Man clients have included Puff Daddy, Gerard Butler, and Paris Hilton. The bikes survived Burning Man, and their reputation was made.

Among the throttle models on display, I picked the Orbiter T1 ($3,000), because it did not look as if it belonged in “The Terminator.” To engage the accelerator, you push down on a spring-loaded thumb throttle on the right grip. Trying to summon the courage to press the throttle, I pedalled along the empty sidewalk of Broome Street. I turned onto Elizabeth Street, where there were some people on the sidewalk whom I preferred not to mow down. I switched to the street. Trembling, I pressed the throttle. Whoa! There was no jerk when the motor kicked in, as there can be with a pedal-assist. The throttle allows a more gradual acceleration than a pedal-assist does. It’s also useful in starting from a standstill on an upslope. By the time I reached the end of the block, I was ready to join the Hells Angels.

Let’s say you’d like an e-bike but don’t want to spend the money, or you already own a bike. One option is to buy an electric-bike conversion kit—essentially, a motor, a battery, and electric controls that you add to your analog bike. Most of these kits require you to swap out one of the wheels, a process that, according to instructions I’ve read, resembles performing a head transplant with a screwdriver.

If you think that sounds like a fun D.I.Y. challenge, I hate you. Luckily, there’s an alternative to this alternative. It is CLIP, an upgrade that you clamp onto one wheel of your bike which instantly electrifies it ($549). It’s bigger than a barrette but not as big as a breadbox, and as easy to use as both. No tools are required. If, later, you’re not in an e-bike mood, it takes a second to remove. This matte-white device weighs a little less than a cat (eight pounds) and looks like a sleek version of the boot that traffic cops stick on the wheel of your car if you’ve forgotten to pay your parking tickets. It contains a battery and a four-hundred-and-fifty-watt motor, and its two arms hug either side of the front wheel. A bike with CLIP installed can be ridden for fifteen to eighteen miles (or about forty-five minutes) on a single charge and travels up to fifteen miles per hour. CLIP can be preordered for shipping this spring, the initial run of a thousand having sold out.

I tried a prototype at the CLIP headquarters, in the Brooklyn Navy Yard’s New Lab building. Dating from 1902, the building was the machine shop for every significant ship launched during both World Wars. Now it is home to more than two hundred startups. At the ferry dock, I was greeted by Somnath Ray, CLIP’s C.E.O. and founder, a boyishly charming Indian architect whose résumé includes creating electric rickshaws, unfortunately at a time when the world wasn’t ready for them. Ray chaperoned me to the CLIP offices, on the second floor, passing one groovy venture after another. He explained that CLIP works via “friction drive”: “Think of it as a smaller gear driving a bigger wheel. CLIP is the smaller wheel and can deliver just the right amount of torque to the wheel.”

Because it was a weekend and the Yard was empty, I was able to take a test ride back and forth along the concrete floor in a corridor downstairs. I pedalled, felt a nudge, then pressed a red button on the handlebar and got a burst of juice. Whee!

Chances are that New York won’t be building a roof over the city, flattening its hills, and paving its streets with smooth poured concrete for my pleasure, at least not during the Adams administration. Short of that, what can be done to make life more bikeable in this city built by the car-loving Robert Moses under the guiding principle that “cities are created by and for traffic”? Other cities, particularly in Europe, have found ways of tackling the matter. Paris has committed to banning most cars from its city center by 2024. Utrecht has a three-story bike parking garage (the world’s largest) that can hold more than twelve thousand five hundred bikes. (The Netherlands has the highest number of bicycles per capita: twenty-three million for a little under eighteen million people.) Copenhagen synchronizes its traffic lights in favor of cyclists. It is a city in Norway, though—Trondheim—that has pioneered the invention most likely to be found in a children’s book. On a dreadfully steep slope, the Trondheimers constructed the Trampe CycloCable, the world’s first uphill moving sidewalk for cyclists. This cyclist-helper is four hundred and twenty-six feet long and not much wider than your foot, travels at three to four miles per hour, and is operated by an underground motorized cable. To use: While sitting on your bicycle, keep your left foot on the pedal, and place your right foot on the metal platform attached to the conveyor belt. Sit/stand tight and you will be raised to the summit. And it’s free!

In that spirit of innovation, I solicited pie-in-the-sky ideas about how to make the city more hospitable to cyclists. Most suggestions involved bike paths: roomier, safer, and more of them. Joulvert’s K. C. Cohen wants to make sliding doors on taxis mandatory, outlawing doors that open outward and garrote unsuspecting cyclists. Randy Cohen, an avid biker, who might switch to electric when his body parts are too old to continue pedalling, would like to see the elimination of free on-street parking, or, as he puts it, “the squandering of scarce public space to store private property.” CLIP’s Somnath Ray recommended that e-bikes have a tattletale button so that riders can report infrastructure problems and enforcement issues. Please, someone, get to work on realizing the dream of Roberto Jeanniton, from Propel: “I’d build bike lanes above the streets, like in ‘Blade Runner,’ or the High Line.” Nobody mentioned offering money to people who cycle to work, but European countries have devised tax-incentive and purchase-premium programs. France, for instance, will give up to four thousand dollars to anyone replacing a car with an e-bike; Belgium will pay you twenty-five cents per mile if you bike to work.

Winter was approaching, and I don’t like being outside when the temperature dips below eighty-three, but I was determined to find out what it was like to have access to an e-bike whenever I wanted. Zoomo is a worldwide business that rents e-bikes by the week or the month, servicing them and offering insurance ($49/week; $199/month). Most of the users are delivery people, for whom paying the Citi Bike surcharge on e-bikes for the long hours they work is prohibitive. I rode a Zoomo bike home, five blocks away. Designed in-house but made in Taiwan, the bike (there are two models) is a workhorse, meant to be comfortable and reliable for long stretches of time. I can confidently report that my two-minute ride was very pleasant. The rest of the week? Turns out I don’t go anywhere. After a week, I returned the bike—another lovely jaunt—and resumed my daily twenty-minute routine on a pre-Peloton stationary bicycle. Why can’t someone electrify that thing? ♦

Published in the print edition of the January 2 & 9, 2023, issue, with the headline “Uneasy Rider.”

The revolution is a case study in how much further we have to go

Source: New York Times | By David Wallace-Wells

 It is striking that in the same year that Tesla’s stock price dropped by about two-thirds, destroying more than $700 billion in market value, the global market for electric vehicles — which for so long the company seemed almost to embody — actually boomed.

Boom may not even adequately communicate what happened. Around the world, E.V. sales were projected to have grown 60 percent in 2022, according to a BloombergNEF report prepared ahead of the 2022 U.N. climate conference COP27, bringing total sales over 10 million. There are now almost 30 million electric vehicles on the road in total, up from just 10 million at the end of 2020. E.V. market share has also tripled since 2020.

The pandemic years can feel a bit like a vacuum, but there are almost three times as many E.V.s on the world’s roads now as there were when Covid vaccines were first approved, and what looked not that long ago like a climate pipe dream is now undeniably underway: a genuine transition away from fossil-fueled transportation. This week, the Biden administration released a blueprint toward a net zero transportation sector by 2050. It’s an ambitious goal, especially for such a car-intoxicated culture as ours. But it’s also one that, thanks to trends elsewhere in the world, is beginning to seem more and more plausible, at least on the E.V. front.

In Norway, electric vehicles now represent four out of every five new cars sold; the figure was just one in five as recently as 2016. In Germany, more than 55 percent of new cars registered in December were electric or hybrid. In China, where more electric vehicles are sold than everywhere else in the world combined, the rise is perhaps even more dramatic: from 3.5 percent of the market at the beginning of 2020 to 20.3 percent at the beginning of 2022. And growing, of course: Nearly twice as many electric vehicles were sold last year in China as in the year before. The country also exported $3.2 billion worth of E.V.s last November alone, more than double the exports of the previous November. Its largest single manufacturer, BYD, has surpassed Tesla for global market share — so perhaps it should not be so surprising that Tesla’s stock is dimming while the global outlook is so sunny.

This is not just eye-popping growth, it is also dramatically faster than most analysts were projecting just a few years ago. In 2020, the International Energy Agency projected that the global share of electric vehicle sales would not top 10 percent before 2030. It appears we’ve already crossed that bar eight years early, and BloombergNEF now projects that the market share of E.V.s will approach 40 percent by the end of the decade. (The I.E.A. is less bullish but has still roughly doubled its 2030 projection in just two years.) The underlying production capacity is perhaps even more encouraging. In the United States, investments in battery manufacturing reached a record $73 billion last year — three times as much as the previous record, set the year before. Globally, battery manufacturing capacity grew almost 40 percent last year, and is projected to grow fivefold by just 2025. By that year, lithium mining is expected to be triple what it was in 2021.

We’ve seen this phenomenon before, with many other areas of the green transition experiencing similarly shocking exponential or quasi-exponential growth: renewable energy investments in the United States quadrupling in a decade, global investments in clean tech growing more than 30-fold over the same period, a solar supply chain already big enough to facilitate a total transition. It’s enough to make many optimistic observers giddy with anticipation of what’s to come.

What is to come?

It is tempting to believe that designing a future is as simple as drawing the right trajectory on a whiteboard. But as with everything else when it comes to climate, the challenge is bigger than pointing the trend line in the right direction — indeed, the fact that trend lines are beginning to point in the right direction can be a kind of false comfort, since technologies like these don’t just descend from the cloud onto the world’s phones. And the scientist Vaclav Smil’s gloomy comparisons to previous energy transitions aside, the world hasn’t undertaken a breakneck all over revolution like this ever before in its history. Do the familiar, S-shaped learning curves of technological adaptation mean that it should be very easy, and indeed remunerative, for the world to get on track to limit warming below two degrees Celsius, or even 1.5 degrees, as a much talked about paper produced by Oxford’s Institute for New Economic Thinking has suggested? Or, as the scholar Jessica Jewell has argued in the journal Nature Energy and elsewhere, do the limitations of practical obstacles and political economy mean that, even assuming those encouraging learning curves, much more would have to be done to ensure technological adoption at that speed?

Here the E.V. revolution is an illuminating case study. To stabilize global temperatures, we have to get emissions basically all the way down to zero, not just reduce them — an interesting November paper in the journal Geophysical Research Letters suggests it might be better to aim for “approximately” net zero emissions, since it may be the case that global temperatures could stabilize even if emissions aren’t entirely eliminated. To do that, we need to stop burning fossil fuels in cars, not just supplement the existing fleet with slightly more green alternatives. A rapid growth in market share isn’t itself sufficient, in other words, because — like carbon itself, which hangs in the air for centuries at least — dirty cars stay on the road for a very long time, emitting all the while.

Economists call this a problem of stocks rather than flows. In this case, while the “flows” are indeed impressive, the “stock” of E.V.s on the road is probably only 2 percent of the global fleet, which still isn’t close to 100 percent at all.

Rapid growth also opens up a new landscape of challenges. We used to worry whether there would be sufficient demand for electric vehicles, particularly given their cost and range limitations. But demand already outstrips supply, which, in addition to driving up the cost of E.V.s and creating manufacturing and delivery delays, has given rise to anxiety over the next roadblock: the empire of mineral extraction, refinement and production that has to be built to meet that. That obstacle may be in some ways smaller than it appears, as Hannah Ritchie, among others, has emphasized: We are not yet mining enough lithium to meet demand, but it’s not exactly a scarce resource, and even Ritchie’s relatively conservative estimates suggest there is more than enough for a battery vehicle revolution. Those taking a broader view of the ecological costs of this project, like the activist Thea Riofrancos, worry over a different set of unresolved questions: Is it possible to design a system for extracting and producing these materials in anything close to a responsible way? (One possible approach, flagged by David Roberts, among others: actually recycling batteries, treating lithium as a “renewable” rather than endlessly extracted resource.)

Behind that challenge lies another: Will production of electric vehicles be interrupted by potential deglobalization in green industries or by America’s Inflation Reduction Act, which requires that a portion of E.V. batteries’ parts be sourced or manufactured domestically or by certain trading partners to qualify for tax credits? At the moment, China produces about 75 percent of all E.V. battery cells, manufactures roughly the same share of those cell components and does more refining of many of the biggest raw inputs than the rest of the world combined.

There are also problems of what the civil engineer Emily Grubert has memorably called the “mid-transition”: “this period in between kind of a stable fossil fuel dominated energy system and a future stable, clean energy dominated system.” It is easy enough to imagine the other side of any transition, particularly when so many forces are moving in the right direction. But you have to get to that other side, and that is not just a matter of building out the new system but also, crucially, of maintaining some of the old one too, and in proper balance.

If E.V.s and gas cars share the roads for a decade or two, how do you ensure or design the right mix of charging stations and gas pumps, and how do you map their locations? At what point do gas stations become unprofitable, and what happens then? These may seem like relatively technical questions, but the problems of the mid-transition extend to the matter of employment structures and pensions, the need for skilled labor to manage site cleanup and safety and the decline of funding from gas taxes for maintenance and infrastructure as gas consumption declines (if not all that rapidly to zero).

The vast majority of electric vehicles are now sold in the world’s richer economies, and mid-transition challenges like building out new charging infrastructure are potentially much larger in lower income countries. But there, at least for now, the electric vehicle revolution is taking a very different shape — often with two or three wheels rather than four. Globally, there are 10 times as many electric scooters, mopeds and motorcycles on the road as true electric cars, accounting already for almost half of all sales of those vehicles and responsible already for eliminating more carbon emissions than all the world’s four-wheel E.V.s. It’s been something of a secret revolution here, too: In 2020, Americans bought twice as many e-bikes as they did E.V.s. As with everything else on climate, it’s not one story unfolding but many, and all at once.

Has the Amazon Reached Its ‘Tipping Point’?

Some Brazilian scientists fear that the Amazon may become a grassy savanna — with profound effects on the climate worldwide.

Source: New York Times | By Alex Cuadros

• Jan. 4, 2023

One of the first times Luciana Vanni Gatti tried to collect Amazonian air she got so woozy that she couldn’t even operate the controls. An atmospheric chemist, she wanted to measure the concentration of carbon high above the rainforest. To obtain her samples she had to train bush pilots at obscure air-taxi businesses. The discomfort began as she waited on the tarmac, holding one door open against the wind to keep the tiny cockpit from turning into an oven in the equatorial sun. When at last they took off, they rose precipitously, and every time they plunged into a cloud, the plane seemed to be, in Gatti’s words, sambando — dancing the samba. Then the air temperature dipped below freezing, and her sweat turned cold.

Not that it was all bad. As the frenetic port of Manaus receded, the canopy spread out below like a shaggy carpet, immaculate green except for the pink and yellow blooms of ipê trees, and it was one of those moments — increasingly rare in Gatti’s experience — when you could pretend that nature had no final border, and the Amazon looked like what it somehow still was, the world’s largest rainforest.

This article was written with the support of the Pulitzer Center on Crisis Reporting.

The Amazon has been called “the lungs of the earth” because of the amount of carbon dioxide it absorbs — according to most estimates, around half a billion tons per year. The problem, scientifically speaking, is that these estimates have always depended on a series of extrapolations. Some researchers use satellites to detect changes that indicate the presence of greenhouse gases. But the method is indirect, and clouds can contaminate the results. Others start with individual tree measurements in plots scattered across the region, which allows them to calculate the so-called biomass in each trunk, which, in turn, allows them to work out how much carbon is being stored by the ecosystem as a whole. But it’s hard to know how representative small study areas are, because the Amazon is almost as large as the contiguous United States, with regional differences in rainfall, temperature, flora and the extent of logging and agriculture. (One study even warned of the risk of “majestic-forest selection bias.”)

Gatti’s solution was to measure the carbon in the air directly. Which led to the least pleasant part of the flight. The pilot had removed the plane’s back seats to make up for the weight of a special silver “suitcase” donated by the U.S. National Oceanic and Atmospheric Administration. Inside, a thick layer of foam cradled 17 glass flasks with valves that opened and closed at the flick of a switch. Each one was supposed to capture a liter and a half of air from a different altitude, starting at 14,500 feet and going down to 1,000. To ensure that collection always took place above the same point on the map, the pilot had to descend in tight spirals, banking so hard that the horizon went near-vertical.

In a healthy rainforest, the concentration of carbon should decline as you approach the canopy from above, because trees are drawing the element out of the atmosphere and turning it into wood through photosynthesis. In 2010, when Gatti started running two flights a month at each of four different spots in the Brazilian Amazon, she expected to confirm this. But her samples showed the opposite: At lower altitudes, the ratio of carbon increased. This suggested that emissions from the slashing and burning of trees — the preferred method for clearing fields in the Amazon — were actually exceeding the forest’s capacity to absorb carbon. At first Gatti was sure it was an anomaly caused by a passing drought. But the trend not only persisted into wetter years; it intensified.

For a while Gatti simply refused to believe her own data. She even became depressed. She had always felt a deep connection to nature. As a kid in a distant town called Cafelândia, she would climb a tree in front of her house, spending hours in a formation of branches that seemed custom-made to cradle her arms, legs and head. In later years, no matter how many times she flew over the Amazon, she never got used to the sight of freshly paved highways, new dirt roads always branching off them, forming a fish-bone pattern. Sometimes she soared past columns of beige smoke that rose all the way to the stratosphere.

Back at her laboratory, which is now housed at Brazil’s National Institute for Space Research (INPE), Gatti ultimately spent two years refining her methodology. She wanted to know just how much carbon the rainforest was losing — and even more important, how representative these results were. The whole point of her project was that, by capturing air from such high altitudes, it could provide an empirical and comprehensive picture of the Amazon’s so-called carbon budget. So she worked up seven different ways to calculate the effect of wind flows and the composition of air from over the Atlantic Ocean, gradually perfecting her method for subtracting the background noise. Finally she felt confident that her “regions of influence” captured what was happening across 80 percent of the Amazon. The net emissions averaged nearly 300 million tons of carbon per year — roughly the emissions of the entire nation of France.

When Gatti published her findings in Nature in 2021, it sparked panicked headlines across the world: The lungs of the earth are exhaling greenhouse gases. But her discovery was actually much more alarming than that. Because burning trees release a high proportion of carbon monoxide, she could separate these emissions from the total. And in the southeastern Amazon, air samples still showed net emissions, suggesting that the ecosystem itself could be releasing more carbon than it absorbed, thanks in part to decomposing plant matter — or in Gatti’s words, “effectively dying more than growing.” The first time I spoke to Gatti, she repurposed a lyric by the Brazilian crooner Jorge Ben Jor. How could this be happening, she asked, in a “tropical country, blessed by God/and beautiful by nature”?

The Amazon is a labyrinth of a thousand rivers. They are born at 21,000 feet, with seasonal melts from the Sajama ice cap in Bolivia, and they are born in the dark rock of Peru’s Apacheta cliff, as glacial seepage spraying white from its pores. They are born less than 100 miles from the Pacific Ocean; they are born in the middle of the South American continent, in Brazil’s high plains, savannas and sandstone ridges. Most are just tributaries of tributaries, headwaters for much larger rivers — the Caquetá, the Madre de Dios, the Iriri, the Tapajós — any of which, on its own, would already be among the largest rivers in the world. Where these tributaries empty, just south of the Equator, they form the aorta of the Amazon proper, more than 10 miles wide at its widest point. From the Amazon’s farthest source to its mouth in the Atlantic, water flows for 4,000 miles, almost as long as the Nile. Measured by the volume it releases into the ocean — the equivalent of a dozen Mississippis, one-fifth of all the fresh water that reaches the world’s seas — the Amazon is the largest river in the world.

The consensus used to be that ecosystems are merely a product of prevailing weather patterns. But in the 1970s, the Brazilian researcher Eneas Salati proved that the Amazon, with its roughly 400 billion trees, also creates its own weather. On an average day, a single large tree releases more than 100 gallons of water as vapor. This not only lowers the air temperature through evaporative cooling; as Salati discovered by tracking oxygen isotopes in rainwater samples, it also gives rise to “flying rivers” — rain clouds that recycle the forest’s own moisture five or six times, ultimately generating as much as 45 percent of its total precipitation. By creating the conditions for a continental swath of evergreens, this process is crucial to the Amazon’s role as a global “sink” for carbon.

Many scientists now fear, however, that this virtuous cycle is breaking down. Just in the past half-century, 17 percent of the Amazon — an area larger than Texas — has been converted to croplands or cattle pasture. Less forest means less recycled rain, less vapor to cool the air, less of a canopy to shield against sunlight. Under drier, hotter conditions, even the lushest of Amazonian trees will shed leaves to save water, inhibiting photosynthesis — a feedback loop that is only exacerbated by global warming. According to the Brazilian Earth system scientist Carlos Nobre, if deforestation reaches 20 to 25 percent of the original area, the flying rivers will weaken enough that a rainforest simply will not be able to survive in most of the Amazon Basin. Instead it will collapse into scrubby savanna, possibly in a matter of decades.

Much of the evidence for this theory — including Gatti’s air-​sample studies — emerged thanks to a groundbreaking initiative led by Nobre himself. When Nobre started trying to forecast the impact of deforestation back in 1988, he had to do it at the University of Maryland, because his home country lacked the computing power for serious climate modeling. Brazil was so strapped for resources that foreign researchers even dominated Amazon fieldwork. But Nobre spearheaded a program that, in the words of a Nature editorial, “revolutionized understanding of the Amazon rainforest and its role in the Earth system.” Established in 1999 and known as the Large-​Scale Biosphere-​Atmosphere Experiment in Amazonia, or L.B.A., it united disciplines that usually did not collaborate, bringing together chemists like Gatti with biologists and meteorologists. While funding mostly came from the United States and Europe, Nobre insisted that South Americans play leading roles, thus giving rise to a whole new generation of Brazilian climate scientists.

Until recently, Nobre was working under the assumption that the Amazon would not become a net source of carbon for at least another few decades. But Gatti’s research is not the only sign that, as he put it to me over Skype, “we are on the eve of this tipping point.” The rain machine is slowing. Droughts used to come once every couple of decades, with a megadrought every century or two. But just since 1998 there have been five, two of them extreme. The effect is particularly acute in the eastern Amazon, which has already lost a staggering 30 percent of its forest. The dry season there used to be three months long; now it lasts more than four. During the driest months, rainfall has declined by as much as a third in four decades, while average temperatures have risen by as much as 3.1 degrees Celsius — triple the annual increase for the world as a whole in the fossil-fuel era. In some parts, jungles are already being colonized by grasses.

Losing the Amazon, one of the most biodiverse ecosystems on Earth, would be catastrophic for the tens of thousands of species that make their home there. Rising temperatures could also drive millions of people in the region to become climate refugees. And it would represent a more symbolic death, too, as “saving the rainforest” has long been a kind of synecdoche for modern environmentalism as a whole. What scientists are most concerned about, though, is the potential for this regional, ecological tipping point to produce knock-on effects in the global climate. Because the Amazon’s flying rivers circulate back over the continent, the impact may already be reaching beyond the rainforest. In 2015, Brazil’s populous southeast was hit by historic water shortages; in 2021, quasi-biblical sandstorms swept the region. If the flying rivers peter out entirely, it could affect atmospheric circulation even beyond South America, possibly influencing the weather as far away as the western United States.

But even these consequences pale next to the fallout from putting the Amazon’s carbon back into the atmosphere. For all the slashing and burning of recent years, the ecosystem still stores about 120 billion tons of carbon in its trunks, branches, vines and soil — the equivalent of more than three years of human emissions. If all of that carbon is released, it could warm the planet by as much as 0.3 degrees Celsius. According to the Princeton ecologist Stephen Pacala, this alone would probably make the Paris Agreement — the international accord to limit warming since preindustrial times to 2 degrees — “impossible to achieve.” Which, in turn, may mean that other climate tipping points are breached around the world. As the British scientist Tim Lenton put it to me, “The Amazon feeds back to everything.”

In May I joined Gatti on a trip to the northeastern Amazon. Though it was not exactly part of her research, she wanted to visit the Tapajós National Forest, a 1.4-million-acre conservation area that held clues to the rainforest’s mysterious emissions, and to the transformation predicted by Nobre. First she flew from São Paulo 1,500 miles north to Belém, at the Amazon’s mouth in the Atlantic. From there she flew to Santarém, 400 miles upstream, where the Amazon’s muddy brown waters are met by the dark blue Tapajós River. In the dry season, tourists come from across Brazil to the Tapajós’s white-sand beaches. Now it was raining heavily, the beaches under water. The river lapped at Santarém’s sidewalks.

Santarém is one of Brazil’s oldest cities, founded by Jesuit missionaries at a time when the only local commodity was Indigenous souls. Its fortunes rose with the rubber boom of the 19th century, and fell with the bust of the 20th. More recently, it has been transformed by China’s growing demand for soybeans, which are used as livestock feed and cooking oil. Gatti pointed out the long narrow barges docking at a terminal run by Cargill, the American commodities-trading giant. It began operating in 2003, the year before Gatti started running flights from Santarém’s tiny airport. As we drove south on the BR-163, also known as Brazil’s “grain corridor,” Gatti recalled how, back then, so many of the fields were grass for grazing cattle. Of all the deforested land in the Amazon, more than two-thirds is pasture. Here, though, Gatti watched as the grass gave way to a “sea of soy.”

Before our trip, Nobre had warned me to keep a low profile, because Gatti had become a public face amid the buzz around her discoveries. Just a few weeks later, the Indigenous-rights advocate Bruno Pereira and the environmental journalist Dom Phillips would be murdered. Profit makes its own law in the Amazon. In the Tapajós region, landowners must preserve 50 percent of their property as rainforest. But Gatti noticed how farmers and ranchers continued to expand their fields, ever so gradually, in long, thin strips meant to evade detection by the satellites of her own employer, INPE. In 2006 the soy industry agreed not to plant in newly deforested areas. But there are ways around this, too. Some farmers bribe local officials for falsified documents. Others transfer land to front men so that they can violate the moratorium without sullying their name. As we drove, Gatti noted violations to report, even though one of her own former colleagues once received death threats for this. She did not hide her affinities, favoring T-shirts with toucans and macaws on florid backgrounds.

Gatti, now 62, has always had a rebellious streak. When she was in college in the late 1970s, some fellow students were arrested for protesting the dictatorship. Outraged, she joined an underground political party and stopped attending classes for a while. Though she was scarcely aware of this at the time, it was the military regime that oversaw the first modern effort to colonize the rainforest. One of its most ambitious projects was the Trans-Amazonian Highway, which pierced 2,600 miles west from the coast and now forms the southern border of the Tapajós National Forest. The goal was partly to fill what the generals saw as a “demographic void,” keeping foreign powers like the United States from moving in. They also hoped to relieve pressure on ballooning cities by uniting “men without land in the northeast and land without men in the Amazon.” Never mind that the forest was already occupied by a multitude of Indigenous groups; they, too, would be made into productive citizens.

The military regime had also built the BR-163, which branches off from the Trans-Amazonian, forming the Tapajós’s eastern border. As we sped along it, signs advertised land for sale, a store called House of Seeds, a World Church of the Power of God. To our right, the Tapajós was a looming wall of green. To our left were private lands where forests were interspersed with croplands. It was the tail end of the soy harvest now, when many landowners started a rotation of corn; tractors rolled through, long metal wings spraying pesticides. Gatti pointed out a freshly cleared area; the trunks lay scattered like a game of pickup sticks. Even when landowners followed the law, what was once a seamless ecosystem became an archipelago, fragments of forest hemmed in by flat expanses. At one point we passed a lone Brazil nut tree, inanely protected by Brazilian law even amid the monoculture. “Here lies the forest,” Gatti declared.

As she spoke, Gatti gesticulated so vehemently that both hands sometimes came off the steering wheel. She betrayed no affection for Jair Bolsonaro, the former army officer who spent four years as president pushing to develop the Amazon. Claiming (baselessly) that his own government’s deforestation numbers were a lie, he strangled INPE’s funding to the point that it reportedly had to shut off its supercomputer. He also slashed budgets for protecting Indigenous people and the environment. Predictably, deforestation accelerated; in 2021, a thousand trees were cut down every minute. Gatti sometimes thought about quitting, moving with her German shepherd to an eco-villa in the countryside. With Luiz Inácio Lula da Silva back in the presidency, though, she is feeling hopeful for the first time in years. The last time he was in office, from 2003 to 2011, deforestation fell by two-thirds — and now he has promised to halt deforestation entirely. The question is whether that will be enough to halt a process that may now have a momentum of its own.

Eventually Gatti pulled off to the right, through a tunnel of overhanging branches and into an open area where tall trees shaded a research base built as part of Nobre’s L.B.A. The base resembled an eco-lodge, with low-slung wooden buildings topped by clay-tiled roofs. Night was falling, the roar of frogs competing with the distant howl of monkeys. We were met by a 39-year-old biologist, Erika Berenguer, who wore an old white T-shirt, overlarge and dirty. Her specialty, she said, was desgraça — calamity. It turns out that deforestation numbers actually understate the problem of the Amazon, because a fifth of the standing forest has been “degraded” by logging, burning and fragmentation. Now based in Oxford, Berenguer has spent the last 12 years studying how these ills affect the Amazon’s ability to store carbon. As she would explain, though, even she was shocked by what happened in 2015, a critical turning point in the health of the ecosystem.

At the time Berenguer’s project was to measure every single tree in a few dozen plots in and around the Tapajós National Forest, at regular intervals, to calculate the weight of all the organic matter, or biomass, which serves as a proxy for carbon. At first, when she noticed flames inside the conservation area, she just kept doing her work — gathering up leaf litter, fixing tape around centuries-old trunks, tagging each one with numbered scraps of metal sliced from beer cans. As Berenguer’s colleague Jos Barlow likes to point out, outside observers usually fail to distinguish between deforestation fires (intentionally set to clear freshly clear-cut areas) and wildfires (when the flames accidentally spread to standing forests). Now it was August, the height of the dry season, when ranchers and farmers in the Amazon clear fields with fire. Almost every year, embers floated across the BR-163 highway, igniting leaves on the forest floor. But the forest itself remained so damp that the flames could not spread far.

Berenguer, a native of cosmopolitan Rio de Janeiro, made a point of sweating alongside her assistants, local men with nicknames like Xarope (Syrup) and Graveto (Stick), whose families had settled by the BR-163 as part of the colonization push of the 1970s. They were not too concerned, either. As subsistence farmers, they also used fire to maintain their lands. It is a tradition that dates back to the region’s oldest inhabitants, Indigenous people who discovered that ash fertilizes the nutrient-poor soils. Outside the rarest of megadroughts, they never had to worry about losing control of the flames. Researchers have found areas of the Amazon that, according to sediment core samples, went 4,000 years without a single burn.

As Berenguer worked through September, however, the smoke from disparate fires coagulated into a permanent, indistinguishable haze. It permeated everything — their truck, their clothes, even Berenguer’s bra. When they kicked away dead leaves, they noticed that the soil beneath was cracking. The little plants of the understory wilted. Soon everyone was coughing; people took turns breathing mist from a nebulizer, and her own snot turned black. Each morning, she and her assistants had to clean a layer of fresh soot from the windshield of their truck. They turned the brights on, turned the emergency lights on and edged onto the highway. They drove slowly but couldn’t see vehicles ahead until they were nearly colliding with them. The sky was hidden. The sun was a red suggestion. Ash fell like alien snow.

The fires were escaping to crop gardens, to pastureland where cattle grazed, to the thatched roofs of houses. And the fires were doing what they should not: spreading inside the rainforest. Splitting her time between Britain and the Amazon, Berenguer had come to know her research plots as intimately as her old neighborhood in Rio. She thought of her favorite places as rainforest versions of her local coffee shop, her local bakery. There were the fallen logs where she and her assistants returned day after day so they could sit and eat lunch. There were the tall, thin buttress roots that acted as a makeshift bathroom stall, hiding her from view when necessary. In one plot, a thick loop of liana hung from the canopy, making for the perfect swing. Now she wanted to save these places.

Among the great old trees of the Tapajós, the flames rose a mere foot from the ground. Berenguer and Xarope could stamp them out with their boots. But their efforts were in vain. The flames consolidated into a thin, uninterrupted arc that stretched for miles into the forest. It advanced slowly, a thousand feet per day; in its wake, the rich perennial green was left brown and gray and charcoal-black. Berenguer watched as animals fled from the fire line — butterflies, deer, thumbnail-size frogs. One day she surprised a snake. It leaped onto a smoldering trunk, accidentally immolating itself, and Berenguer heard a sizzling sound, like buttered bread hitting a griddle plate.

Across the Amazon, more forests ultimately burned than in the largest California wildfires in history, putting half a billion tons of carbon back into the atmosphere — the equivalent of more than one year of emissions by Mexico. It was the Amazon’s worst wildfire season on record. Subsequent years have not been as dry, but wildfires have mostly remained well above the average of previous seasons — yet another sign that the ecosystem is losing its natural resilience, entering an alternate feedback loop. In Gatti’s samples, the 2015-16 drought also marked the moment when, as she put it to me, “the southeastern Amazon went to pot,” and the forest itself started consistently releasing more carbon than it absorbed. Fire does more than destroy trees. It also accelerates the transformations predicted by Nobre’s tipping-​point theory.

Just about every researcher I spoke to for this article was careful to emphasize their deep respect for Nobre, who has done so much to advance Amazon climate science. But some have reservations about his theory. Partly this is because his earliest simulations showed that, with less rain, the Amazon would give way to the Cerrado, a savanna that covers much of central Brazil. The Cerrado, though, is a carbon-rich patchwork of grasslands, marshes and forests that is itself endangered by global warming and expanding agriculture. How could such a vibrant ecosystem represent ecological collapse? Other researchers, having studied the Amazon up close in mucky fieldwork, object to the use of computer models that apply uniform assumptions to this multifarious biome. Still others express a more pragmatic concern — that the way Nobre communicates his theory is demobilizing. “Carlos gives the impression that the entire forest is going to collapse at the same time, water will stop circulating and it will all become a big savanna,” Berenguer told me. Gatti’s article, she added, actually led to some misunderstanding, too. Attending the United Nations Climate Change Conference in Glasgow in 2021, she even heard people say that if the Amazon was now a net emitter, why bother saving it?

Nobre himself is aware of these qualms. Now he hastens to clarify that the transformation will take different forms in different regions, and that any end state will be more of an impoverished scrubland than a Cerrado-style savanna. He also predicts that the Amazon’s western forests, which are rainier throughout the year because of their proximity to the Andes Mountains, would survive a tipping point. His theory, though, is no longer confined to computer simulations; in the southeastern basin, it may already be playing out. In one study, a team led by the researcher Paulo Brando intentionally set a series of fires in swaths of forest abutted by an inactive soy plantation. After a second burn, coincidentally during a drought year, one plot lost nearly a third of its canopy cover, and African grasses — imported species commonly used in cattle pasture — moved in. Brando also participated in an observational study, led by his colleague Divino Silvério, of the region’s enormous Xingu Indigenous Park. Indigenous lands are home to much of Brazil’s best-preserved rainforest. But after repeated wildfires, the Xingu’s grasslands — traditionally maintained as a source of thatch — nearly tripled in size in less than two decades, to 8 percent of the total area. In the central Amazon, meanwhile, naturally occurring white-sand savannas are taking over seasonally flooded forests — again, largely thanks to fire.

It is tempting to think of climate change as a process that, absent human emissions, would only happen gradually. But as Tim Lenton points out, our planet is naturally prone to “threshold behavior.” In a widely cited 2008 paper, Lenton brought the catchy language of tipping points to the arcane revelations of Earth systems science and paleoclimatology. Throughout our planet’s history, in individual ecosystems as well as the wider climate, small, incremental changes have started to reinforce one another until — sometimes suddenly — one feedback loop was replaced with a radically different one. What Lenton calls the most “iconic” examples are the Dansgaard-Oeschger events of the last glacial period, when temperatures in Greenland repeatedly shot up by as much as 15 degrees Celsius in the span of a few decades, before cooling again. The causes are intensely debated but most likely involved changes in ice-sheet coverage and the circulation of seawaters.

There is already evidence that our current era of global warming is shifting the borders of various biomes. In Alaska, for example, white spruce trees are moving into areas of tundra for the first time in thousands of years. But humans may have triggered ecological “regime shifts” even before the fossil-fuel era. The Australian Outback was probably lush and green until around 40,000 years ago, when people hunted grass-eating megafauna to extinction, leaving more fuel for fires, which apparently disrupted the continent’s own “flying rivers.” On Mexico’s Yucatán Peninsula, deforestation is thought to have amplified the drought that toppled the Maya. Then there is the Sahara. Ten thousand years ago, the area resembled temperate South Africa, but livestock grazing may have helped turn it into a desert. As the NOAA scientist Elena Shevliakova, who has modeled the global impacts of Amazon deforestation, put it to me, “If a green Sahara is possible, why not a savanna in the Amazon?”

The Amazon has survived ice ages. It may not survive humans. By hastening the demise of its flying rivers, cattle ranchers and soy farmers may be endangering their own livelihoods too. But thanks to what climatologists call teleconnections — weather anomalies linked across thousands of miles — they also threaten agriculture much farther afield. In the El Niño teleconnection, an unusually warm Pacific Ocean pulls the jet stream south, bringing drier conditions to Canada and the northern United States (as well as to the Amazon region). According to a study led by the Notre Dame researcher David Medvigy, a similar pattern could emerge if the Amazon stops recycling its own moisture, as the dry air would travel north in winter. This could halve the snowpack in the Sierra Nevada, a crucial source of water for an already-drought-stricken California.

A growing number of scientists worry that one tipping point can trigger another. In some cases the influence is direct. If Greenland’s ice sheet disappears, the circulation of Atlantic seawaters could be drastically altered, which would, in turn, wreak havoc on weather patterns across the globe, making Scandinavia uninhabitably cold, warming the Southern Hemisphere, drying out forests. The impact of Amazon dieback would be to release tens of billions of tons of carbon into the atmosphere — which is more diffuse, but no less dangerous. When Lenton and his colleague David Armstrong McKay recently compiled the latest evidence on an array of global climate thresholds, they found that even a very optimistic 1.5 degrees of warming since preindustrial times may be enough to trigger the gradual but irreversible melting of ice sheets in Greenland and West Antarctica, and to thaw methane-trapping permafrost.

It is difficult to predict how all these shifts might interact, as most models assume, for example, that Atlantic seawaters will always circulate according to known patterns. But in a 2018 paper, Lenton and the American Earth system scientist Will Steffen warned that a dominolike “tipping cascade” could push the global climate itself beyond a critical threshold, into an alternate feedback loop called “hothouse Earth,” with hostile conditions not seen for millions of years. It can feel like doom-mongering to contemplate such a scenario. There is no way to put a number on it. Even if it is improbable, however, Lenton argues that the consequences would be so dire that it must be taken seriously. He sees it as a “profound risk-management problem”: If we focus only on the most likely outcomes, we will never predict anomalies like 2021’s unprecedented “heat dome” in the Pacific Northwest. Or last year’s winter heat wave in Antarctica, when temperatures jumped 70 degrees Fahrenheit above the average. Or, for that matter, the proliferation of wildfires in the world’s largest rainforest.

Berenguer wanted to show Gatti how the 2015 megafires had altered forests in the northeastern Amazon. So Xarope picked us up from the research base in the morning, and we got back onto the BR-163. Here and there along the highway, Berenguer pointed out “tree skeletons” — dead trees whose sun-bleached branches poked from the otherwise lush green canopy of the Tapajós. Fire did not always kill them right away. When Berenguer was back in Britain, her assistants would send her updates by WhatsApp. You know Tree 71? one message might say, referring to a centuries-old specimen in one of her plots. So, it just died. It could take a few years more for it to fall to the ground. Some of the carbon in Gatti’s air samples, then, could be a delayed consequence of past fires. But as we would see inside the living forest, something stranger was happening, too.

Eventually we exited the highway for an unmarked dirt track that ended in a wall of vegetation. Machete in hand, Berenguer led us onto a tight path. Just a few days earlier, she and her assistants spent hours clearing the way for us, but new vines were already reclaiming the space. “You can see it’s a mess,” Berenguer said. An impassable thicket of reedy bamboo hemmed us in on either side; the canopy was low above our heads. To me it looked normal enough, as far as jungle goes. In reality, though, a healthy rainforest should be easy to walk through, because the largest trees consume so much light and water that the understory lacks the resources to grow very dense.

We walked over fallen trunks. Unlike in the southeastern Amazon, Berenguer still saw no evidence of savannalike vegetation moving in. But the balance of native species was now out of whack, as opportunistic “pioneers” occupied the spaces left by dead giants. In some areas, fast-growing embaúba trees stood so uniformly that they resembled the stems of a wood-pulp plantation. In others, hundreds of newborn lianas formed a kind of snake nest. (Berenguer’s team had to measure each one individually, a hellish task.) She pointed to a tall, proud tree that had somehow survived the blaze. Because all of the other nearby individuals of its species had been killed, it was unlikely to reproduce; Berenguer called it a “zombie.”

A University of Birmingham researcher named Adriane Esquivel-Muelbert has found similar changes across the Amazon. Even in the absence of actual “savannization,” trees that can withstand drier conditions are proliferating, while those that need more water are dying in greater numbers. The dominance of embaúba is particularly worrisome because the trees are hollow, storing far less carbon than a slower-growing species like mahogany. Their life cycle is also relatively short, leaving more frequent gaps in the canopy. The end result of this transformation is unclear, but Gatti’s numbers have only continued to get worse. According to her latest five-year averages, the Brazilian Amazon is already giving off 50 percent more carbon than it was in the first five years of her project — and even the historically healthier western forests are sometimes emitting more than they absorb.

Eventually we came into a clearing. I began to sweat. The sun was searing hot; Berenguer said that unshaded ground can reach 176 degrees Fahrenheit here. Clearings are a natural part of the Amazonian cycle, as large trees inevitably die and other species gradually take their place. But even logging could not match the power of fire to turn the forest into “Swiss cheese.” Berenguer never used to need sunscreen because the canopy was so thick; now she gets sunburned here. And the profusion of holes sets off a vicious cycle. The sun dries out the vegetation; trees shed leaves to preserve water; the litter becomes fuel for the next fire. The gaps also create a “wind corridor,” allowing strong drafts to penetrate deep into the forest during storms. Perversely, with their heavy trunks, the largest, oldest trees are especially vulnerable to being knocked over.

“This used to be a beautiful forest,” Xarope said.

“Some days it makes me sad,” Berenguer said. “Other days it pisses me off. This is one of those days.”

Berenguer had hoped that the misfortune of the megafire would at least provide an opportunity to study how a rainforest recovers from such desgraça. But she worried that she would never find out, because it would never get the chance. Among scientists who study the Amazon, the notion of multiple tipping points, specific to each region’s ecology, has increasingly taken hold. And some now speak of an even more urgent “flammability tipping point,” past which an ecosystem that never evolved to burn starts burning regularly. During the drought of 2015, wildfires also ravaged another nearby conservation area, the Reserva Extrativista Tapajós-Arapiúns. Because it was left so degraded, with so much dried-out fuel on the floor, there was a much more intense conflagration in 2017, even though that was a wet year. This time the flames were not the foot-tall ones that are usually seen in the Amazon but reached all the way to the canopy.

Though her mainstay was ecological calamity, Berenguer also wanted us to see what well-preserved old-growth forest looks like. In strictly scientific terms, it was a control, a necessary point of comparison with the messed-up forests, as she called them (though she used a more colorful word that cannot be printed here). She also let on that she welcomed the rare excuse to traipse around a more “David Attenborough” setting. So we drove south on the BR-163 until we hit the 117th kilometer marker, where we re-entered the Tapajós.

We were walking for only a few minutes before the difference became obvious. It was cooler and darker. The flora was far more varied, forming distinct layers as you lifted your eyes to the sky. The canopy was far more closed, the understory far more open; Berenguer and Xarope didn’t even need to prune the trail for our visit. There were lianas here, too, but they were few and large. One was as thick as a tree; Berenguer said it was probably centuries old.

It’s hard to shake a popular image of scientists as rigorously rational, unemotional about their work. But Berenguer was not embarrassed to admit that, as she put it, she and her colleagues have their own personal tipping points, too. For a while after the 2015 fires, she lost her sense of purpose, the hope that her work could make a difference. The flames had even ravaged the plot where she used to swing on that perfect loop of liana. “Your whole reference system is being destroyed, and you’re powerless,” she said. “It’s hard to explain without sounding like a tree-hugger. Not to say I don’t hug trees, because I do.” Some trees were too big for that, though. Here was an urucurana, with its winglike buttress roots taller than my whole body. Here was a soaring strangler fig, which surrounds another tree’s trunk as it grows, eventually killing its host. “What a dirty trick!” Gatti exclaimed.

At one point we came upon a low tree bearing a yellow fruit that neither Berenguer nor Xarope could identify.

“Is it poisonous?” Gatti asked.

“I don’t know,” Xarope said. Then he plucked one from a branch and bit into it. We did the same. There was not much pulp around the stone but the flavor was sharp and rich.

Berenguer remembered a past research trip to track frugivores — fruit-eating creatures. She and her colleagues had to remain absolutely still and silent for hours to avoid spooking them. I suggested we try it out for a minute, just to hear what an old-growth forest sounds like without humans tramping around.

We stopped walking; Berenguer sat on a log. As our chitchat faded, the racket of birds swelled as if someone had suddenly turned the volume dial on a stereo. I closed my eyes for a moment. When I looked again, Berenguer’s eyes had narrowed to slits, her lips curled into a faint smile. Earlier, describing what she felt in this place, Berenguer used the word grandeza, which literally means greatness, but also bigness. The rainforest made her feel small, and she liked this.

Gatti had spoken about feeling, at least temporarily, not so separate from the natural world — almost as if she were a kid again, ensconced in that tree in front of her house. Now she stood with her eyes shut, palms open at her sides as if she were at a religious revival, as if she were receiving something.

I glanced over at Xarope; he looked amused. Then the spell was broken by the more familiar sound, distant but unmistakable, of a semi truck shifting gears.

This article was written with the support of the Pulitzer Center on Crisis Reporting.

Alex Cuadros is the author of “Brazillionaires.” He has been reporting from the Amazon since 2013 and is now working on a book about the Cinta Larga Indigenous group. Max Guther is a Berlin-based illustrator known for his work in a hyperreal isometric 3-D style, often with an unfamiliar perspective from above.

A version of this article appears in print on Jan. 8, 2023, Page 38 of the Sunday Magazine with the headline: Tipping Away. Order Reprints | Today’s Paper | Subscribe

Hunt for the ‘Blood Diamond of Batteries’ Impedes Green Energy Push

Dangerous mining conditions plague Congo, home to the world’s largest supply of cobalt, a key ingredient in electric cars. A leadership battle threatens reforms.

The Kasulo cobalt mine in the Democratic Republic of Congo

Source: New York Times | By Dionne Searcey and Eric Lipton

• Published Nov. 29, 2021Updated March 24, 2022

KASULO, Democratic Republic of Congo — A man in a pinstripe suit with a red pocket square walked around the edge of a giant pit one April afternoon where hundreds of workers often toil in flip-flops, burrowing deep into the ground with shovels and pickaxes.

His polished leather shoes crunched on dust the miners had spilled from nylon bags stuffed with cobalt-laden rocks.

The man, Albert Yuma Mulimbi, is a longtime power broker in the Democratic Republic of Congo and chairman of a government agency that works with international mining companies to tap the nation’s copper and cobalt reserves, used in the fight against global warming.

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Mr. Yuma’s professed goal is to turn Congo into a reliable supplier of cobalt, a critical metal in electric vehicles, and shed its anything-goes reputation for tolerating an underworld where children are put to work and unskilled and ill-equipped diggers of all ages get injured or killed.

“We have to reorganize the country and take control of the mining sector,” said Mr. Yuma, who had pulled up to the Kasulo site in a fleet of SUVs carrying a high-level delegation to observe the challenges there.

But to many in Congo and the United States, Mr. Yuma himself is a problem. As chairman of Gécamines, Congo’s state-owned mining enterprise, he has been accused of helping to divert billions of dollars in revenues, according to confidential State Department legal filings reviewed by The New York Times and interviews with a dozen current and former officials in both countries.

Top State Department officials have tried to force him out of the mining agency and pushed for him to be put on a sanctions list, arguing he has for years abused his position to enrich friends, family members and political allies.

Albert Yuma Mulimbi is a power broker in Congo and the chairman of Gécamines, the state-owned mining company.

Mr. Yuma denies any wrongdoing and is waging an elaborate lobbying and legal campaign to clear his name in Washington and Congo’s capital of Kinshasa, all while pushing ahead with his plans to overhaul cobalt mining.

Effectively operating his own foreign policy apparatus, Mr. Yuma has hired a roster of well-connected lobbyists, wired an undisclosed $1.5 million to a former White House official, offered the United States purported intelligence about Russia and critical minerals and made a visit to Trump Tower in New York, according to interviews and confidential documents.

Mr. Yuma met with Donald Trump Jr. there in 2018, a session the mining executive described as a quick meet-and-greet. Despite such high-level access during the Trump administration, he was barred just two months later from entering the United States.

His grip on the mining industry has complicated Congo’s effort to attract new Western investors and secure its place in the clean energy revolution, which it is already helping to fuel with its vast wealth of minerals and metals like cobalt.

Batteries containing cobalt reduce overheating in electric cars and extend their range, but the metal has become known as “the blood diamond of batteries” because of its high price and the perilous conditions in Congo, the largest producer of cobalt in the world. As a result, carmakers concerned about consumer blowback are rapidly moving to find alternatives to the element in electric vehicles, and they are increasingly looking to other nations with smaller reserves as possible suppliers.

There is a chance that Congo’s role in the emerging economy could be diminished if it fails to confront human-rights issues in its mines. And even if Mr. Yuma works to resolve those problems, as he has pledged to do, it still may not be enough for new American investors who want to be assured the country has taken steps to curb a history of mining-industry corruption.

Jose Bumba, pulled a 220-pound bag of cobalt from a 26-foot-deep hole in the makeshift Kasulo mine. Working conditions on such sites can be extremely dangerous.

Congo’s president, Felix Tshisekedi, has tried to sideline Mr. Yuma by stacking Gécamines with his own appointees, but he has been unwilling to cross him further. During an interview at his hillside palace in Kinshasa, Mr. Tshisekedi said he had his own strategy for fixing the country’s dangerous mining conditions.

“It is not going to be up to Mr. Yuma,” he said. “It will be the government that will decide.”

The standoff between Mr. Yuma and the president echoes power struggles that have torn apart African countries rich with natural resources in the past. How this one plays out has implications that reach far beyond the continent, as the global battle against climate change calls for a stepped-up transition from gasoline-burning vehicles to battery-powered ones.

For Congo, the question boils down to this: Will Mr. Yuma help the country ride the global green wave into an era of new prosperity, or will he help condemn it to more strife and turmoil?

‘Tired of Digging’

Kasulo was once a thriving village. Then a resident discovered cobalt and a rush of independent miners tore up the land.

Statues greet motorists at the main roundabout in a mining hub in Congo’s Copperbelt. One depicts an industrial miner in hard hat, headlamp and boots; another a shoeless, shirtless man in ragged shorts holding a pickax. They tell the story of the country’s dual mining economies: industrial and artisanal.

High-tech, industrial mines run by global corporations like China Molybdenum employ thousands of people in Congo’s cobalt sector, and while they have their own problems, they are largely not responsible for the country’s tarnished reputation abroad.

Race to the Future

The Times is examining the global transition away from oil and the scramble for resources that will power the clean energy economy.

• Battery Recycling: Reusing lithium-ion batteries could lower costs for electrical cars in the future, but achieving that goal seems far away.

• Solving a Shortage: A lithium mine in northern Quebec may hold the key to bringing down the price of electric vehicles.

• Ocean Riches: Mining in the Pacific was meant to benefit poor countries, but a Canadian company was given access to sites with crucial metals.

• Tesla’s Ambitions: A mine in the South Pacific is a key testing ground for the electric vehicle maker’s ​​efforts to sustainably source minerals.

• Global Rivalries: The competition for cobalt, a key ingredient in electric cars, has set off a power struggle between China and the U.S. in Congo.

It’s a different story for the artisanal sector, where Mr. Yuma plans to focus the bulk of his stated reforms. Consisting of ordinary adults with no formal training, and sometimes even children, artisanal mining is mostly unregulated and often involves trespassers scavenging on land owned by the industrial mines. Along the main highway bisecting many of the mines, steady streams of diggers on motorbikes loaded down with bags of looted cobalt — each worth about $175 — dodge checkpoints by popping out of sunflower thickets.

Unable to find other jobs, thousands of parents send their children in search of cobalt. On a recent morning, a group of young boys were hunched over a road running through two industrial mines, collecting rocks that had dropped off large trucks.

Workers crushed cobalt-laden rocks to test their purity.

The work for other children is more dangerous — in makeshift mines where some have died after climbing dozens of feet into the earth through narrow tunnels that are prone to collapse.

Kasulo, where Mr. Yuma is showcasing his plans, illustrates the gold-rush-like fervor that can trigger the dangerous mining practices. The mine, authorized by Gécamines, is nothing more than a series of crude gashes the size of city blocks that have been carved into the earth.

Once a thriving rural village, Kasulo became a mining strip after a resident uncovered chunks of cobalt underneath a home. The discovery set off a frenzy, with hundreds of people digging up their yards.

Today, a mango tree and a few purple bougainvillea bushes, leftovers of residents’ gardens, are the only remnants of village life. Orange tarps tied down with frayed ropes block rainwater from flooding the hand-dug shafts where workers lower themselves and chip at the rock to extract chunks of cobalt.

Georges Punga is a regular at the mine. Now 41, Mr. Punga said he started working in diamond mines when he was 11. Ever since, he has traveled the country searching Congo’s unrivaled storehouse for treasures underfoot: first gold, then copper, and, for the past three years, cobalt.

Mr. Punga paused from his digging one afternoon and tugged his dusty blue trousers away from his sneakers. Scars crisscrossed his shins from years of injuries on the job. He earns less than $10 a day — just enough, he said, to support his family and keep his children in school instead of sending them to the mines.

“If I could find another job, I’d do it,” he said. “I’m tired of digging.”

What to Know About Mining in Congo

Dionne Searcey and Eric Lipton📍Reporting from Democratic Republic of Congo

Ashley Gilbertson for The New York Times

On most days, hundreds of men trudge into this mine in the Democratic Republic of Congo wearing plastic headlamps and hoisting shovels in search of treasure underground: cobalt.

Officials in Congo have begun taking corrective steps, including creating a subsidiary of Gécamines to try to curtail the haphazard methods used by the miners, improve safety and stop child labor, which is already illegal.

Under the plan, miners at sites like Kasulo will soon be issued hard hats and boots, tunneling will be forbidden and pit depths will be regulated to prevent collapses. Workers will also be paid more uniformly and electronically, rather than in cash, to prevent fraud.

As chairman of the board of directors, Mr. Yuma is at the center of these reforms. That leaves Western investors and mining companies that are already in Congo little choice but to work with him as the growing demand for cobalt makes the small-scale mines — which account for as much as 30 percent of the country’s output — all the more essential.

Once the cobalt is mined, a new agency will buy it from the miners and standardize pricing for diggers, ensuring the government can tax the sales. Mr. Yuma envisions a new fund to offer workers financial help if cobalt prices decline.

Right now, diggers often sell the cobalt at a mile-long stretch of tin shacks where the sound of sledgehammers smashing rocks drowns out all other noise. There, international traders crudely assess the metal’s purity before buying it, and miners complain of being cheated.

A buying house where diggers sell cobalt outside the city of Kolwezi.

Mr. Yuma led journalists from The Times on a tour of Kasulo and a nearby newly constructed warehouse and laboratory complex intended to replace the buying shacks.

“We are going through an economic transition, and cobalt is the key product,” said Mr. Yuma, who marched around the pristine but yet-to-be-occupied complex, showing it off like a proud father.

Seeking solutions for the artisanal mining problem is a better approach than simply turning away from Congo, argues the International Energy Agency, because that would create even more hardships for impoverished miners and their families.

But activists point out that Mr. Yuma’s plans, beyond spending money on new buildings, have yet to really get underway, or to substantially improve conditions for miners. And many senior government officials in both Congo and the United States question if Mr. Yuma is the right leader for the task — openly wondering if his efforts are mainly designed to enhance his reputation and further monetize the cobalt trade while doing little to curb the child labor and work hazards.

Millions Gone Missing

Workers crushed and packed cobalt into sacks at the Kasulo mine.

Bottles of Dom Pérignon were chilling on ice beside Mr. Yuma as he sat in his Gécamines office, where chunks of precious metals and minerals found in Congo’s soil were encased in glass. He downed an espresso before his interview with The Times, surrounded by contemporary Congolese art from his private collection. His lifestyle, on open display, was clear evidence, he said, that he need not scheme or steal to get ahead.

“I was 20 years old when I drove my first BMW in Belgium, so what are we talking about?” he said of allegations that he had pilfered money from the Congolese government.

Mr. Yuma is one of Congo’s richest businessmen. He secured a prime swath of riverside real estate in Kinshasa where his family set up a textile business that holds a contract to make the nation’s military uniforms. A perpetual flashy presence, he is known for his extravagance. People still talk about his daughter’s 2019 wedding, which had the aura of a Las Vegas show, with dancers wearing light-up costumes and large white giraffe statues as table centerpieces.

He has served on the board of Congo’s central bank and was re-elected this year as president of the country’s powerful trade association, the equivalent of the U.S. Chamber of Commerce.

The huge mining agency where he is chairman was nationalized and renamed under President Mobutu Sese Seko after Congo gained independence from Belgium in 1960. Gécamines once had a monopoly on copper and cobalt mining and, by the 1980s, was among the top copper producers in the world. Jobs there offered a good salary, health care and schooling for employees’ families.

But Mobutu, who ruled for 32 years, raided its funds to support himself and his cronies, a pattern followed by his successors, according to anti-corruption groups. By the 1990s, production from Gécamines had declined dramatically. Money wasn’t reinvested into operations, and the agency amassed debt of more than $1 billion. Eventually, half of its work force was laid off.

A Gécamines copper factory in Lubumbashi in 1977.

To survive, Gécamines was restructured, turning to joint ventures with private, mostly foreign, investors in which the agency had a minority stake.

Mr. Yuma took over in 2010, promising to return Gécamines to its former glory. But instead, according to anti-corruption groups, mining revenues soon disappeared. The Carter Center, a nonprofit, estimated that between 2011 and 2014 alone some $750 million vanished from Gécamines’ coffers, placing the blame in part on Mr. Yuma.

The winners of Gécamines’ partnership deals under Mr. Yuma included Dan Gertler, a billionaire diamond dealer from Israel. Mr. Gertler was later put under U.S. sanctions for “hundreds of millions of dollars’ worth of opaque and corrupt mining and oil deals,” according to the Treasury Department.

A confidential investigative report that was submitted to the State Department and Treasury and obtained by The Times accuses Mr. Yuma of nepotism, holding stakes in textile and food-importing businesses that got funding from a government agency he helped oversee, and steering work to a mining contractor in which he was alleged to have shares.

American authorities also believed that Mr. Yuma was using some of the mining-sector money to help prop up supporters of Joseph Kabila, the kleptocratic president of Congo for 18 years who had first put him in charge of Gécamines.

“Suspicious financial transactions appeared to coincide with the country’s electoral cycles,” said the State Department’s 2018 annual report on human rights in Congo, crediting the Carter Center for the research.

By his own tally, Mr. Yuma has been accused of cheating Congo out of some $8.8 billion, an amount he thinks is absurd, saying he has brought in billions of dollars in revenue to the country.

Mr. Yuma has launched a bombastic counterattack on watchdog groups and his critics, calling them “new colonialists.” He has claimed that they somehow conspired with mining companies to stymie his efforts to revamp the industry, which, in his assessment, has left “the Congolese population in a form of modern slavery.”

Mr. Yuma also sent The Times a 33-page document outlining his defense, noting the many “veritable smear campaigns that seek to sully his reputation and blur his major role in favor of the country through the reform of its mining policy.”

Washington Appeal

Mr. Yuma, now banned from the United States, has hired lobbyists to make his case in Washington.

The room was packed. Top White House and State Department officials, mining executives, Senate staffers and other Washington elites sat rapt one day in 2018 at the D.C. headquarters of a foreign policy group as the microphone was handed to the guest of honor: Mr. Yuma.

“We understand President Donald Trump’s desire to diversify and secure the U.S. supply chain,” he said, speaking to the Atlantic Council. “It would be of our best interests to consider partnerships with American companies to develop projects for the supply of these minerals.”

Accused at home of pillaging the country’s revenues, Mr. Yuma had taken his image-cleansing campaign abroad, seeking redemption by convincing Washington that he was a critical link to Congo’s minerals and metals.

Mr. Yuma’s team of lobbyists and lawyers included Joseph Szlavik, who had served in the White House under President George Bush, and Erich Ferrari, a prominent sanctions lawyer.

Lodging at the Four Seasons, he held meetings on two trips that spring with officials from the World Bank and the Departments of Defense, Energy and the Interior. He also traveled to New York, where he met with Donald Trump Jr.

There, he was accompanied by Gentry Beach, a Texas hedge fund manager who was a major campaign fund-raiser for the former president as well as a close friend and erstwhile business partner of the younger Mr. Trump. Mr. Beach has been trying to secure a mining deal in Congo, and was previously invested with Mr. Trump in a mining project there. He did not respond to requests for comment.

“Someone wanted to introduce me to say hello,” Mr. Yuma said, playing down the exchange with the president’s son.

Mr. Trump said he did not recall the meeting.

Through all the encounters, Mr. Yuma said, he recited the same message: American needed him, and he was ready to help.

In Washington, he even offered what he considered crucial intelligence about Russia’s efforts to acquire Congolese niobium, a shiny white metal that resists corrosion and can handle super-high temperatures like those found in fighter jet engines. Mr. Yuma said he had helped thwart the sale to benefit the United States, according to two American officials involved in the meeting.

Signs of trouble emerged during one of the trips. A member of his lobbying team was pulled aside by a State Department official and given a stark warning. Mr. Yuma was now a target of a corruption investigation by the United States, and he was about to be punished.

A few weeks later, in June 2018, the State Department formally prohibited him from returning to the United States.

“Today’s actions send a strong signal that the U.S. government is committed to fighting corruption,” the State Department said in a statement at the time that did not name Mr. Yuma, and instead said the actions involved “several senior” officials from Congo, which The Times confirmed included Mr. Yuma.

Mr. Yuma, center, visited the Kasulo artisanal mine. 

For Mr. Yuma, the action signaled that he needed even more muscle. He would hire Herman Cohen, a former assistant secretary of state for African affairs under Mr. Bush, and George Denison, who had worked for President Gerald Ford.

A former Congolese airline and telephone executive named Joseph Gatt, who lives in Virginia and is close to Mr. Yuma, also took up his cause. Mr. Gatt stationed a personal aide at the Fairmont, a luxury hotel about a mile from the White House, who organized meetings with the lobbyists to push for permission for Mr. Yuma to visit the United States.

“He’s a very formidable person,” Mr. Gatt said of Mr. Yuma in an interview, insisting that the allegations against him were false and that he was “quite clean.”

At the same time, Mr. Yuma worked on elevating his standing in Congo. He hatched a plan with the exiting president, Mr. Kabila: Mr. Yuma would act as his proxy by becoming prime minister, State Department officials told The Times.

But a top American diplomat was sent to meet with Mr. Yuma at his home in Kinshasa to make clear that the United States strongly objected to the plan, according to an interview with the diplomat, J. Peter Pham. After pulling out a bottle of Cristal Champagne, Mr. Yuma talked with Mr. Pham about political events in Congo, but things soon turned sour.

Congo’s outgoing president, Joseph Kabila, left, at the inauguration of his successor, Felix Tshisekedi, center, in 2019.Credit...Hugh Kinsella Cunningham/EPA, via Shutterstock

Mr. Pham, then a special envoy to the region, told Mr. Yuma that the Americans were prepared to deport two of his daughters, who were completing graduate degrees in the United States, if he pursued Mr. Kabila’s scheme.

“If we revoked your visa, we could revoke theirs,” Mr. Pham recalled telling Mr. Yuma.

Mr. Yuma was undeterred, and his team recruited an aide to Representative Hank Johnson, Democrat of Georgia, to deliver an invitation for Mr. Yuma to visit the United States and discuss his work in Congo. The invitation was even shared with Secretary of State Mike Pompeo, though the State Department shut it down. “We saw it for what it was: an attempt to get around the visa ban,” Mr. Pham said.

Still determined to get his way, Mr. Yuma bolstered his collection of influencers. Mr. Denison briefly joined the Washington lobbying team with instructions to ensure that Mr. Yuma could travel to the United States and that he “not face legal sanctions,” a June 2020 email shows. The United States was considering putting Mr. Yuma on a sanctions list, according to State Department officials, a move that could freeze money he had in international banks.

But a $3 million contract between the men did not mention that assignment, instead saying that Mr. Denison was to “promote the attractiveness of the business climate” in Congo, according to a copy of the document.

Shortly after he started the work, Mr. Denison received $1.5 million, emails show, with instructions to transfer most of it to an account belonging to an associate of Mr. Yuma’s. The transaction drew scrutiny from the bank — and alarm bells went off for Mr. Denison, who said he was concerned that he might be unknowingly participating in a money-laundering scheme.

Mr. Denison hired a lawyer, quit the job and ultimately returned all the funds.

“He’s a huge crook,” Mr. Denison said.

Mr. Yuma did not respond to a question on the matter.

President Tshisekedi and Mr. Yuma walked near a large terraced canyon at one of Glencore’s cobalt mines in the Copperbelt, a region so defined by mining that roadside markets sell steel-toed boots and hard hats alongside fresh eggs and spears of okra.

The outing in May was awkward for these two political rivals.

Mr. Tshisekedi, a longtime opposition member who took office in early 2019 in a disputed election, has been fully embraced by the Biden administration, which sees him as an ally in battling global warming. He is chairman of the African Union and has repeatedly appeared with Mr. Biden at international events, including a meeting in Rome last month and then again a few days later in Glasgow at the global climate conference.

Back home, Mr. Tshisekedi has announced that he intends to make Congo “the world capital for strategic minerals.” But some Congolese and American officials think that in order for that to happen, Mr. Yuma needs to be ousted.

“We have continuously tried to apply pressure” to have Mr. Yuma removed, said one State Department official. Yet Mr. Yuma “retains considerable influence,” the official said, baffling the State Department.

Meanwhile, Mr. Yuma is carrying on as usual, trailed by an entourage of aides who address him as President Yuma, as he is known throughout much of Congo for his business leadership. It is also a nod to his power base and ambitions.

He talks of installing seven new floors and a helipad at his office building in downtown Kinshasa. He even had one of his lobbyists track down Mr. Tshisekedi in September in New York, during the United Nations General Assembly meeting, to press him to stand by Mr. Yuma.

In Congo, Mr. Yuma also embarked on a nationwide tour this year that looked a lot like a campaign for public office. He set out to visit every province, strategically making his first stop in Mr. Tshisekedi’s hometown, where he met with a group of struggling pineapple juice sellers.

Before leaving, he handed the group $5,000 in cash to jump-start their business.

“Just to show them that I’m supportive,” he explained in an interview.

Like the president, Mr. Yuma is hoping to get credit for attracting more U.S. investors, convinced that his reform efforts will turn the tide.

“I’m a friend of America,” he said in the interview. “I always work in good will to protect and to help the U.S. invest in D.R.C. And I told you, I love America. My children were at university there. One of these days, people will understand I’m a real good friend of America and I will continue to help.”

If his success depends on transforming the mining sector, the task will be formidable.

All day long on a main highway that runs through dozens of industrial mines, trucks groan with loads of copper and tubs of chemicals used to extract metals from ore.

But snaking between them is motorcycle after motorcycle, with one man driving and one sitting backward, acting as a lookout, atop huge bags of stolen cobalt.

Dionne Searcey reported from Kasulo, and Eric Lipton from Washington. Michael Forsythe contributed reporting from New York.

Audio produced by Parin Behrooz.

A Power Struggle Over Cobalt Rattles the Clean Energy Revolution

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On the Banks of the Furious Congo River, a 5-Star Emporium of Ambition

Dec. 7, 2021

How Hunter Biden’s Firm Helped Secure Cobalt for the Chinese

Nov. 20, 2021

Race to the Future: What to Know About the Frantic Quest for Cobalt

Nov. 20, 2021

Congo Ousts Mining Leader in a Cloud of Corruption Claims

Dec. 3, 2021

Dionne Searcey is part of a team that won the 2020 Pulitzer Prize for international reporting and author of the book, "In Pursuit of Disobedient Women."  @dionnesearcey • Facebook

Eric Lipton is a Washington-based investigative reporter. A three-time winner of the Pulitzer Prize, he previously worked at The Washington Post and The Hartford Courant. @EricLiptonNYT

A version of this article appears in print on Nov. 30, 2021, Section A, Page 1 of the New York edition with the headline: Battling Over the ‘Blood Diamond of Batteries’. Order Reprints | Today’s Paper | Subscribe

Lithium ion batteries 'number one' cause of fire-related deaths in Vancouver, officials say

Source: CTV News | by Lisa Steacy

Updated June 13, 2022 6:59 p.m. PDT | Published June 13, 2022 5:26 p.m. PDT

Fires caused by lithium ion batteries have claimed the lives of five people in Vancouver so far this year, according to officials.

The most recent death occurred Saturday after an explosion and fire that are believed to have been caused by an e-bike battery at the Empress Hotel, an SRO on the Downtown Eastside.

“(The victim) just happened to be sitting in the wrong place at the wrong time and he fell out the window due to the explosion," Asst. Chief Walter Pereira told CTV News.

"Either he lost his footing or was sent out the window due to the subsequent explosion.”

Members of Vancouver Fire Rescue Services held a news conference Monday to draw attention to what they called an "alarming upward trend" in fires – both fatal and not – caused by these batteries.

Capt. Matthew Trudeau said the number of fires caused by these batteries has jumped 500 per cent since 2016. Lithium ion batteries are used to power electronic scooters and bikes but also laptops and cellphones.

"We have seen a couple fires where overcharging has been one of the problems in these batteries," he explained.

"Depending on the type of lithium ion, we're seeing a thermal runaway effect that can be caused chemically inside them, which makes it extremely dangerous and hard to extinguish, where simply putting water on them is not effective means of extinguishing."

While overcharging is one of the hazards, Trudeau said "modifying" the batteries is also something they have seen as a contributing factor in these fires. Damaged cords and chargers also make a fire more likely, he added.

The danger, according to Trudeau, is not necessarily the type of battery or the device it is used for.

"It's really around the safe handling and care," he noted.

Chief Karen Fry provided details about the other four people who have been killed this year. She confirmed that a fire in January that killed three members of one family -- a child under 10 years old, their mother, and grandfather – was caused by one of these batteries. An apartment fire the following day in the city's West End was also started by a lithium ion battery.

She said the number of people who have died so far in 2022 due to these battery-caused fires is the same as the total number of deaths in the city in all of 2021. That, according to Fry, is one of the reasons the warning is being issued now.

"With where we're sitting right now, we're in big trouble, right? We need to educate. We need to protect and we need to save lives," she said.

"This is something that we're seeing more and more use in our community and something that we really need to pay attention to."

Fry also estimated that crews are called to a blaze caused by one of these batteries "every couple of days."

There have been seven fire-related fatalities in the city this year, the two that were not caused by battery-related blazes occurred when the Winters Hotel burned down in April. Those two bodies were not found until demolition of the building began, 11 days after flamed engulfed the building.

Safety tips for the use and storage of lithium ion batteries can be found online. 

In Eastern and Southern Africa, droughts threaten the power system

Every day, electricity is cut off for several hours in Tanzania, Zimbabwe and Zambia due to low water levels from hydraulic dams.

Source LeMonde Afrique | By Marion Douet (Nairobi, correspondence), translated by Google

Posted on December 23, 2022 at 7:00 pm, updated on December 25, 2022 at 8:12 pm

On the borders of Zimbabwe and Zambia, a huge concrete arch has risen since the late 1950s over the turbulent waters of the Zambezi River. The Kariba Dam, with a total capacity of around 2,000 megawatts (MW), is still today one of the largest hydropower plants in Africa and alone provides 70% of the electricity consumed in Zimbabwe. . But it is currently dry: its gigantic reservoir is only 3% full due to repeated droughts.

“Having no other choice” , Harare has been carrying out massive power cuts since the beginning of December, up to nineteen hours a day, in a country already in the grip of a dizzying economic crisis. Residents of the capital told Agence France-Presse that they got up in the middle of the night to take advantage of the rare hours of electricity available and thus charge their telephones, or iron a shirt. On the other side of the river, Zambia, which also operates Kariba, has also announced load shedding.

Further north, in Tanzania, the low water level of the dams, coupled with maintenance problems, led the authorities to the same drastic decisions. "Right now, they cut the power between six and eight hours a day, sometimes twelve ," testifies Aviti Thadei Mushi, professor in the department of electrical engineering at the University of Dar es Salaam.

cheapest resource

The economic capital, rather preserved from “rationing” in normal times, is particularly affected, says the university, sometimes unable to give his lessons in amphitheaters deprived of current. “In homes, if the fridge has no electricity for eight hours, all that food goes in the trash. People complain a lot,” he adds . More broadly, the whole economy is affected. “Take the barber who runs a small salon down the street. Without electricity, he can't do anything ,” observes Mr. Mushi.

“Recent scientific studies have shown that the variability between extremely wet and dry years will increase across East Africa”

David Mwangi, a Kenyan expert who worked for the Power Africa electricity access program, points out that such cuts heavily affect industries. Admittedly, large factories are equipped with generators, but they are diesel-intensive. Their prolonged use is much more expensive than grid electricity and drives up production costs. “Smaller industries, which do not necessarily have generators, will have to stop production or reduce the number of hours worked,” he adds.

Many countries in Eastern and Southern Africa are very dependent on hydroelectricity, sometimes over 90% of the electricity mix, as in Ethiopia or Lesotho. We took advantage of large rivers and a rugged topography, in particular by the fault of the Rift, to bet on this constant and reliable energy. "Historically, it has been the cheapest energy resource, so very attractive to countries in the region ," adds Sebastian Sterl, an energy expert based in Addis Ababa for the World Resources Institute, a think tank working on the environment.

But global warming and its recurring drought episodes are destabilizing this system. "Several recent scientific studies have shown that the variability between extremely wet and extremely dry years will increase across East Africa" ​​, he continues, adding that this observation is for the moment less "clear" in other regions . African. The expert pleads for a diversification of energy sources, “in order to take over if hydro turns out to be unavailable”.

This is the case in Kenya, where hydropower now represents only around 30% of installed capacity, thanks in particular to the massive expansion of geothermal energy. Water levels there are currently low, but the economic locomotive of East Africa is not currently suffering from cuts linked to drought, the intensity of which has not yet been seen for forty years. “We have optimized the use of dams by reducing their use and increasing that of geothermal energy, so that Kenyans are not affected” , welcomes a spokesperson for the national electrician, KenGen. Even the few – and expensive – oil-fired power stations in the country remain little used for the moment, he assures us, which avoids increasing the electricity bill in a context of record inflation.

national pride

For Sebastian Sterl, the consequences of global warming do not necessarily sound the death knell for hydroelectricity in the region. First of all, some areas like Uganda or eastern Democratic Republic of Congo (DRC) remain very humid. Elsewhere, dams are complementary to other energies, particularly renewable ones: thus, in Ethiopia, sunshine and the blowing of the wind are at their peak during the dry season, when the hydrology is at its lowest. And vice versa in the rainy season.

The country is also completing the Renaissance megadam, the largest in Africa, after years of Herculean work on the Blue Nile. The work, a national pride at the heart of strong tensions with its neighbors, Sudan and Egypt, must exceed 5,000 MW, the equivalent of at least five standard nuclear reactors. The filling of its huge reservoir, which has already begun, will take two to three years to reach its maximum, notes Mr. Sterl. "Depending on the rainfall," he says.

Marion Douet (Nairobi, correspondence)

Lithium-Ion Batteries in E-Bikes and Other Devices Pose Fire Risks

The batteries, also found in phones, laptops, toothbrushes and other items, have caused about 200 fires and six deaths in New York City this year, fire officials say. Here’s what to know about safety.

Source: New York Times | By April Rubin

Published Nov. 14, 2022Updated Nov. 15, 2022

A lithium-ion battery in an apartment with at least five e-bikes caused a fire in Manhattan this month that injured almost 40 people. The fire, which was one of 188 caused by lithium-ion batteries in New York City this year, led to warnings about risks associated with the batteries and ways to minimize them.

Lithium-ion batteries power devices in every corner of our lives, including phones, laptops, toothbrushes, power tools and electric vehicles. But many don’t know how to handle them safely or that they might start fires.

How do lithium-ion batteries work?

Lithium-ion batteries are rechargeable, last a long time and store a lot of energy in a small space. That has made them the most popular power source in electronic devices and vehicles, said Victoria Hutchison, a research project manager at the Fire Protection Research Foundation.

When a failing battery overheats, it can violently eject gas, projectiles and flames, then spread like a chain reaction to the other cells, she said.

Battery fires are quick and destructive.

Fires involving lithium-ion batteries have become more common in New York City: Six people died and 139 have been injured as a result of battery-caused fires so far this year, according to the New York Fire Department. Last year, the batteries were connected to fires that resulted in four deaths and 79 injuries, the department said.

The battery that caused a Nov. 5 fire was charging near the front door of an apartment, blocking its only exit and prompting firefighters to conduct a rope rescue of two occupants. And in August, a fire caused by a lithium-ion battery killed a mother and daughter in Harlem.

These fires can occur without warning and spread quickly, the chief fire marshal, Daniel E. Flynn, said at a Nov. 7 news conference.

“We have a fully formed fire within a matter of seconds,” he said.

Take these simple steps to reduce the risk of batteries failing.

One out of every 10 million lithium-ion batteries fails, a condition that almost always leads to a fire, Ms. Hutchison said. While that is a relatively low rate, the batteries are being used in more devices, including cheaper, uncertified batteries with greater risk, she said. Customers should always buy batteries and devices that have been certified by UL or another safety testing lab.

Fires have also been started because people have used chargers incompatible with a battery, she said. They should only use the charging cables recommended by a manufacturer, she said. An incompatible one might continue to charge the battery to the point of overheating.

“Once it reaches its thermal threshold, it’s a pretty violent reaction,” Ms. Hutchison said.

Lithium-ion batteries show signs that they need to be replaced if they get hot, expand or take longer than usual to charge, Ms. Hutchison said. Immediately before failure, a battery will make a popping noise and then a hiss in which gas is released. Experts recommend storing them in fireproof containers.

Even a battery that complies with safety guidelines when it’s first purchased can become dangerous if it’s damaged, said William S. Lerner, a hydrogen expert and delegate for ISO, an organization for global standardization.

“These batteries can be of the highest quality, but if they are injured and dropped and severely beaten up, then the potential to fail is greater,” he said.

It’s a widespread problem but not well-regulated.

No large-scale database keeps track of battery-caused fires, Mr. Lerner said. But the fires have occurred around the world.

The popularity of e-bikes in New York City grew during the pandemic as people looked for alternatives to public transportation and ride-sharing services, Mr. Lerner said. But their use increased before the government could put guidelines in place.

The New York City Housing Authority had proposed a ban on storing e-bikes in buildings but faced pushback from people like food couriers whose jobs depend on them. The authority said it is still working on steps for a proposed new rule.

The issue remains top of mind for housing managers. A sign outside the Manhattan apartment complex where the fire this month occurred read, “No pedal or e-bikes allowed beyond this point.”

The City Council is considering several battery safety measures and held a hearing Monday night. Laws that would ban sales of noncertified batteries and require educating people about the risks of powered mobility devices are among the measures being considered.

Leny Feliu, a founder of Safer Charging, said her brother is a delivery person. “He makes his money that way and I want him to continue to make his money, but we need to provide a safe way of charging these items,” she said.

The property management companies Douglas Elliman and AKAM, which oversee about 700 apartment complexes in New York City, have begun to communicate with residents and managers about lithium-ion battery safety.

“We want to be proactive, not reactive,” said Chris Alker, the vice president of operations for AKAM. “We don’t want to wait for a fire in order to address situations like these.”

Proper care and recycling are crucial.

After the batteries have exhausted their life spans, which can vary, the next step is safe disposal — not throwing them in household trash, which is illegal in some states, including New York. Some companies like Home Depot and Best Buy accept used lithium-ion batteries. Some states require retailers to accept customers’ rechargeable batteries for recycling. Consumers can also contact battery manufacturers for disposal options.

Call2Recycle works with 52 brands and 75 bike shops to repurpose the batteries’ metal components, said Leo Raudys, the group’s chief executive. Since starting to accept lithium-ion batteries in March, it’s received 18,000 pounds of them.

“These batteries are phenomenal, and when people follow best practices and make good batteries, they’re safe, they’re reliable,” he said, adding, “The problem is we’re seeing bad actors out there that are marketing and selling batteries that are unsafe or not certified.”

The Lithium Gold Rush: Inside the Race to Power Electric Vehicles

A race is on to produce lithium in the United States, but competing projects are taking very different approaches to extracting the vital raw material. Some might not be very green.

The Salton Sea is one of numerous new mining proposals in a global gold rush to find new sources of metals and minerals needed for electric cars and renewable energy.

Source: New York Times | By Ivan Penn and Eric Lipton

• May 6, 2021

Atop a long-dormant volcano in northern Nevada, workers are preparing to start blasting and digging out a giant pit that will serve as the first new large-scale lithium mine in the United States in more than a decade — a new domestic supply of an essential ingredient in electric car batteries and renewable energy.

The mine, constructed on leased federal lands, could help address the near total reliance by the United States on foreign sources of lithium.

But the project, known as Lithium Americas, has drawn protests from members of a Native American tribe, ranchers and environmental groups because it is expected to use billions of gallons of precious ground water, potentially contaminating some of it for 300 years, while leaving behind a giant mound of waste.

“Blowing up a mountain isn’t green, no matter how much marketing spin people put on it,” said Max Wilbert, who has been living in a tent on the proposed mine site while two lawsuits seeking to block the project wend their way through federal courts.

The fight over the Nevada mine is emblematic of a fundamental tension surfacing around the world: Electric cars and renewable energy may not be as green as they appear. Production of raw materials like lithium, cobalt and nickel that are essential to these technologies are often ruinous to land, water, wildlife and people.

That environmental toll has often been overlooked in part because there is a race underway among the United States, China, Europe and other major powers. Echoing past contests and wars over gold and oil, governments are fighting for supremacy over minerals that could help countries achieve economic and technological dominance for decades to come.

Developers and lawmakers see this Nevada project, given final approval in the last days of the Trump administration, as part of the opportunity for the United States to become a leader in producing some of these raw materials as President Biden moves aggressively to fight climate change. In addition to Nevada, businesses have proposed lithium production sites in California, Oregon, Tennessee, Arkansas and North Carolina.

But traditional mining is one of the dirtiest businesses out there. That reality is not lost on automakers and renewable-energy businesses.

“Our new clean-energy demands could be creating greater harm, even though its intention is to do good,” said Aimee Boulanger, executive director for the Initiative for Responsible Mining Assurance, a group that vets mines for companies like BMW and Ford Motor. “We can’t allow that to happen.”

This friction helps explain why a contest of sorts has emerged in recent months across the United States about how best to extract and produce the large amounts of lithium in ways that are much less destructive than how mining has been done for decades.

Just in the first three months of 2021, U.S. lithium miners like those in Nevada raised nearly $3.5 billion from Wall Street — seven times the amount raised in the prior 36 months, according to data assembled by Bloomberg, and a hint of the frenzy underway.

Some of those investors are backing alternatives including a plan to extract lithium from briny water beneath California’s largest lake, the Salton Sea, about 600 miles south of the Lithium Americas site.

At the Salton Sea, investors plan to use specially coated beads to extract lithium salt from the hot liquid pumped up from an aquifer more than 4,000 feet below the surface. The self-contained systems will be connected to geothermal power plants generating emission-free electricity. And in the process, they hope to generate the revenue needed to restore the lake, which has been fouled by toxic runoff from area farms for decades.

Businesses are also hoping to extract lithium from brine in Arkansas, Nevada, North Dakota and at least one more location in the United States.

The Rise of Electric Vehicles

The United States needs to quickly find new supplies of lithium as automakers ramp up manufacturing of electric vehicles. Lithium is used in electric car batteries because it is lightweight, can store lots of energy and can be repeatedly recharged. Analysts estimate that lithium demand is going to increase tenfold before the end of this decade as Tesla, Volkswagen, General Motors and other automakers introduce dozens of electric models. Other ingredients like cobalt are needed to keep the battery stable.

Even though the United States has some of the world’s largest reserves, the country today has only one large-scale lithium mine, Silver Peak in Nevada, which first opened in the 1960s and is producing just 5,000 tons a year — less than 2 percent of the world’s annual supply. Most of the raw lithium used domestically comes from Latin America or Australia, and most of it is processed and turned into battery cells in China and other Asian countries.

“China just put out its next five-year plan,” Mr. Biden’s energy secretary, Jennifer Granholm, said in a recent interview. “They want to be the go-to place for the guts of the batteries, yet we have these minerals in the United States. We have not taken advantage of them, to mine them.”

In March, she announced grants to increase production of crucial minerals. “This is a race to the future that America is going to win,” she said.

So far, the Biden administration has not moved to help push more environmentally friendly options — like lithium brine extraction, instead of open pit mines. The Interior Department declined to say whether it would shift its stand on the Lithium Americas permit, which it is defending in court.

Mining companies and related businesses want to accelerate domestic production of lithium and are pressing the administration and key lawmakers to insert a $10 billion grant program into Mr. Biden’s infrastructure bill, arguing that it is a matter of national security.

“Right now, if China decided to cut off the U.S. for a variety of reasons we’re in trouble,” said Ben Steinberg, an Obama administration official turned lobbyist. He was hired in January by ​Piedmont Lithium, which is working to build an open-pit mine in North Carolina and is one of several companies that have created a trade association for the industry.

Investors are rushing to get permits for new mines and begin production to secure contracts with battery companies and automakers.

Ultimately, federal and state officials will decide which of the two methods — traditional mining or brine extraction — is approved. Both could take hold. Much will depend on how successful environmentalists, tribes and local groups are in blocking projects.

A few miles from Edward Bartell’s ranch, work could soon begin on Lithium Americas’ open pit mine.

On a hillside, Edward Bartell or his ranch employees are out early every morning making sure that the nearly 500 cows and calves that roam his 50,000 acres in Nevada’s high desert have enough feed. It has been a routine for generations, but the family has never before faced a threat quite like this.

A few miles from his ranch, work could soon start on Lithium Americas’ open pit mine that will represent one of the largest lithium production sites in U.S. history, complete with a helicopter landing pad, a chemical processing plant and waste dumps. The mine will reach a depth of about 370 feet.

Mr. Bartell’s biggest fear is that the mine will consume the water that keeps his cattle alive. The company has said the mine will consume 3,224 gallons per minute. That could cause the water table to drop on land Mr. Bartell owns by an estimated 12 feet, according to a Lithium Americas consultant.

While producing 66,000 tons a year of battery-grade lithium carbonate, the mine may cause groundwater contamination with metals including antimony and arsenic, according to federal documents.

The lithium will be extracted by mixing clay dug out from the mountainside with as much as 5,800 tons a day of sulfuric acid. This whole process will also create 354 million cubic yards of mining waste that will be loaded with discharge from the sulfuric acid treatment, and may contain modestly radioactive uranium, permit documents disclose.

A December assessment by the Interior Department found that over its 41-year life, the mine would degrade nearly 5,000 acres of winter range used by pronghorn antelope and hurt the habitat of the sage grouse. It would probably also destroy a nesting area for a pair of golden eagles whose feathers are vital to the local tribe’s religious ceremonies.

“It is real frustrating that it is being pitched as an environmentally friendly project, when it is really a huge industrial site,” said Mr. Bartell, who filed a lawsuit to try to block the mine.

At the Fort McDermitt Indian Reservation, anger over the project has boiled over, even causing some fights between members as Lithium Americas has offered to hire tribal members in jobs that will pay an average annual wage of $62,675 — twice the county’s per capita income — but that will come with a big trade-off.

“Tell me, what water am I going to drink for 300 years?” Deland Hinkey, a member of the tribe, yelled as a federal official arrived at the reservation in March to brief tribal leaders on the mining plan. “Anybody, answer my question. After you contaminate my water, what I am going to drink for 300 years? You are lying!”

The reservation is nearly 50 miles from the mine site — and far beyond the area where groundwater may be contaminated — but tribe members fear the pollution could spread.

Gabriella Angotti-Jones for The New York Times

A member of the Fort McDermitt Paiute and Shoshone Tribe, left, confronted Tildon Smart, a member of the tribe’s council, about meeting privately with the Interior Department's Bureau of Land Management.

A Bureau of Indian Affairs officer escorted tribal members away from the community center after they tried to deliver a petition protesting the meeting.

Tribe members protested outside of the land management offices before beginning a prayer run to Thacker Pass, the site where the lithium mine would operate.

The tribe organized the 273-mile prayer run to raise awareness about the mine.

The prayer run traversed much of the state, culminating near the proposed mine site, which sits in an area historically controlled by the tribe before it was taken by the United States in 1863.

“It is really a David versus Goliath kind of a situation,” said Maxine Redstar, the leader of the Fort McDermitt Paiute and Shoshone Tribes, noting that there was limited consultation with the tribe before the Interior Department approved the project. “The mining companies are just major corporations.”

Tim Crowley, a vice president at Lithium Americas, said the company would operate responsibly — planning, for example, to use the steam from burning molten sulfur to generate the electricity it needs.

“We’re answering President Biden’s call to secure America’s supply chains and tackle the climate crisis,” Mr. Crowley said.

A spokesman noted that area ranchers also used a lot of water and that the company had purchased its allocation from another farmer to limit the increase in water use.

The company has moved aggressively to secure permits, hiring a lobbying team that includes a former Trump White House aide, Jonathan Slemrod.

Lithium Americas, which estimates there is $3.9 billion worth of recoverable lithium at the site, hopes to start mining operations next year. Its largest shareholder is the Chinese company Ganfeng Lithium.

“This is the most sustainable lithium in the world, made in America,” Rod Colwell, the chief executive of Controlled Thermal Resources, said. “Who would have thought it? We’ve got this massive opportunity.”

The desert sands surrounding the Salton Sea have drawn worldwide notice before. They have served as a location for Hollywood productions like the “Star Wars” franchise.

Created by flooding from the Colorado River more than a century ago, the lake once thrived. Frank Sinatra performed at its resorts. Over the years, drought and poor management turned it into a source of pollutants.

But a new wave of investors is promoting the lake as one of the most promising and environmentally friendly lithium prospects in the United States.

Lithium extraction from brine has long been used in Chile, Bolivia and Argentina, where the sun is used over nearly two years to evaporate water from sprawling ponds. It is relatively inexpensive, but it uses lots of water in arid areas.

The approach planned at the Salton Sea is radically different from the one traditionally used in South America.

The lake sits atop the Salton Buttes, which, as in Nevada, are underground volcanoes.

For years, a company owned by Berkshire Hathaway, CalEnergy, and another business, Energy Source, have tapped the Buttes’ geothermal heat to produce electricity. The systems use naturally occurring underground steam. This same water is loaded with lithium.

Now, Berkshire Hathaway and two other companies — Controlled Thermal Resources and Materials Research — want to install equipment that will extract lithium after the water passes through the geothermal plants, in a process that will take only about two hours.

Rod Colwell, a burly Australian, has spent much of the last decade pitching investors and lawmakers on putting the brine to use. In February, a backhoe plowed dirt on a 7,000-acre site being developed by his company, Controlled Thermal Resources.

“This is the sweet spot,” Mr. Colwell said. “This is the most sustainable lithium in the world, made in America. Who would have thought it? We’ve got this massive opportunity.”

Gabriella Angotti-Jones for The New York Times

Companies are hoping to extract lithium from the briny water deep beneath the Salton Sea’s surface.

It is being promoted as one of the most promising and environmentally friendly lithium prospects in the United States.

Several companies are confident that they have the technology worked out and are ready to transform the way lithium is produced.

A Berkshire Hathaway executive told state officials recently that the company expected to complete its demonstration plant for lithium extraction by April 2022.

The backers of the Salton Sea lithium projects are also working with local groups and hope to offer good jobs in an area that has an unemployment rate of nearly 16 percent.

“Our region is very rich in natural resources and mineral resources,” said Luis Olmedo, executive director of Comite Civico del Valle, which represents area farm workers. “However, they’re very poorly distributed. The population has not been afforded a seat at the table.”

The state has given millions in grants to lithium extraction companies, and the Legislature is considering requiring carmakers by 2035 to use California sources for some of the lithium in vehicles they sell in the state, the country’s largest electric-car market.

But even these projects have raised some questions.

Geothermal plants produce energy without emissions, but they can require tens of billions of gallons of water annually for cooling. And lithium extraction from brine dredges up minerals like iron and salt that need to be removed before the brine is injected back into the ground.

Similar extraction efforts at the Salton Sea have previously failed. In 2000, CalEnergy proposed spending $200 million to extract zinc and to help restore the Salton Sea. The company gave up on the effort in 2004.

But several companies working on the direct lithium extraction technique — including Lilac Solutions, based in California, and Standard Lithium of Vancouver, British Columbia — are confident they have mastered the technology.

Both companies have opened demonstration projects using the brine extraction technology, with Standard Lithium tapping into a brine source already being extracted from the ground by an Arkansas chemical plant, meaning it did not need to take additional water from the ground.

“This green aspect is incredibly important,” said Robert Mintak, chief executive of Standard Lithium, who hopes the company will produce 21,000 tons a year of lithium in Arkansas within five years if it can raise $440 million in financing. “The Fred Flintstone approach is not the solution to the lithium challenge.”

Lilac Solutions, whose clients include Controlled Thermal Resources, is also working on direct lithium extraction in Nevada, North Dakota and at least one other U.S. location that it would not disclose. The company predicts that within five years, these projects could produce about 100,000 tons of lithium annually, or 20 times current domestic production.

Executives from companies like Lithium Americas question if these more innovative approaches can deliver all the lithium the world needs.

But automakers are keen to pursue approaches that have a much smaller impact on the environment.

“Indigenous tribes being pushed out or their water being poisoned or any of those types of issues, we just don’t want to be party to that,” said Sue Slaughter, Ford’s purchasing director for supply chain sustainability. “We really want to force the industries that we’re buying materials from to make sure that they’re doing it in a responsible way. As an industry, we are going to be buying so much of these materials that we do have significant power to leverage that situation very strongly. And we intend to do that.”

Gabriella Angotti-Jones contributed reporting.

Ivan Penn is a Los Angeles-based reporter covering alternative energy. Before coming to The Times in 2018 he covered utility and energy issues at The Tampa Bay Times and The Los Angeles Times. @ivanlpenn

Eric Lipton is a Washington-based investigative reporter. A three-time winner of the Pulitzer Prize, he previously worked at The Washington Post and The Hartford Courant. @EricLiptonNYT

A version of this article appears in print on May 7, 2021, Section A, Page 1 of the New York edition with the headline: Dispute Exposes Dirty Secret About Green Cars. Order Reprints | Today’s Paper | Subscribe

2 Die in Harlem Fire as Warnings Mount About Scooter Battery Hazards

The fire, which occurred at a New York Housing Authority building, also left the child’s father in critical condition, according to the police.

The building where a fire caused by a scooter battery killed a woman and a child. Electronic bikes and scooters have been implicated in numerous fires in recent months.

Source: New York Times | By Karen Zraick and Matthew Sedacca

Published Aug. 3, 2022Updated Aug. 4, 2022

A fire in a Harlem apartment early Wednesday sparked by the lithium-ion battery from an electric bike or scooter killed a 5-year-old girl and a 36-year-old woman, and left the child’s father in critical condition, the police and fire officials said.

Firefighters responded just after 2:30 a.m. to a blaze that broke out in a sixth-floor apartment in the Jackie Robinson Houses, owned and managed by the New York City Housing Authority. The bike was inside the front door of the apartment, blocking the exit, according to the Fire Department. The fire was contained to one apartment and brought under control about an hour later. A firefighter and at least one other person sustained minor injuries.

Outside the multistory NYCHA building on Wednesday, a charred scooter sat unattended. Former co-workers and neighbors of the father, whom they identified as Erick Williams, 46, said it belonged to him. They described him as fun-loving and said he had previously worked for the Parks Department. The police identified his daughter as Erica Williams and the woman, who neighbors said was his girlfriend, as Chakaina Anderson.

Electronic bikes and scooters have been implicated in numerous fires in recent months, leading the housing authority to propose banning them from its buildings entirely. Experts say the problems are often linked to aging, damaged or malfunctioning batteries and charging devices. The Fire Department has repeatedly warned of the dangers of lithium-ion batteries.

Another fire on Monday on Townsend Avenue in the Bronx was also sparked by lithium-ion batteries from electronic bikes or scooters, fire marshals said. Wednesday’s fire brought the number of fatalities linked to lithium-ion batteries this year to five, according to Fire Department statistics.

Marshals have conducted 121 battery-related investigations so far this year — already exceeding the 104 carried out last year — and have recorded 66 related injuries. For all of 2021, there were 79 injuries and four deaths related to lithium-ion batteries. (While those batteries are also found in cellphones, laptops and electric cars, there have not been widespread reports of those items catching fire.)

According to NYCHA, since 2019, there have been about 10 fires in public housing that have received an official or probable cause related to lithium-ion batteries. In a statement on Wednesday, a spokeswoman for the agency said that the public-comment period for the proposed new policy to ban e-bikes and e-bike batteries in its buildings had been extended until Sept. 6, and that the agency would issue a final policy after that date.

The Fire Department distributed pamphlets and fliers about fire safety and advice for using personal mobility devices near the site of the fire on Wednesday. Among the tips: Before buying one, make sure it has the UL Mark, which means it has been tested and meets safety standards. Follow the manufacturer’s instructions for charging and storage, and only use that company’s power cords.

A charred scooter sat outside the Harlem building where the fire occurred on Wednesday.Credit...Dakota Santiago for The New York Times

The popularity of e-bikes has grown dramatically in recent years, but many who use them — for both work and pleasure — may struggle with those guidelines. Doing so can be much more costly than buying off-brand or refurbished equipment. And e-bikes are often used by delivery workers who are making very low wages and who have to scrounge to afford the bikes in the first place.

E-bikes with pedals and certain scooters were only legalized in New York City in 2020, when many residents were relying on delivery services, though they were a common sight before then. In addition to concerns about fire safety, there has also been growing friction over traffic safety on the city’s crowded streets.

Inside the Harlem building on Wednesday, the walls in the hallway near the apartment were blackened, and the smell of smoke lingered. A woman who lives on the fifth floor said she had escaped with her children, including a 3-month-old.

“It’s scary,” she said. “It’s a tragedy that it happened, a little girl’s life was lost.”

Outside, a pair of former co-workers — Stephanie Cardona, 46, and Courtney Story, 52 — discussed setting up a memorial. They had worked with Mr. Williams at the Parks Department, where they said he was a crew chief. The scooter, they said, was “his transportation.”

Ms. Cardona recalled that Mr. Williams was always in the local park with his daughter and three Huskies, which they said also perished in the fire.

Ms. Story held back tears as she contemplated the struggle that Mr. Williams had ahead of him.

“I hope to God he pulls through,” she said. “It’s going to be a process to pull through, and then your baby is gone.”

“The world is not playing fair at all,” she added.

Alain Delaquérière contributed research.

As E-Scooters and E-Bikes Proliferate, Safety Challenges Grow

Oct. 11, 2021

Karen Zraick is a breaking news and general assignment reporter. @karenzraick

A version of this article appears in print on Aug. 5, 2022, Section A, Page 15 of the New York edition with the headline: Woman and Child, 5, Die in a Harlem Fire Sparked by an Electric Scooter Battery. Order Reprints | Today’s Paper | Subscribe

How Long Will A 100Ah Battery Last?

Source: Learn Metrics | author unknown

100Ah batteries are quite big. They can be used for RV, as solar batteries, or even car batteries. You can imagine that one of the most frequent questions regarding the 100 amp hours batteries is this one:

“How long will a 100Ah battery last?”

This can be quite easily calculated if you understand the basic electric power law:

Power (W) = Current (I) × Voltage (V)

0 of 34 secondsVolume 0%

A 100Ah battery can last anywhere from 120 hours (running a 10W appliance) to 36 minutes (running a 2,000W appliance). 100Ah 12V battery has a capacity of 1.2 kWh; that’s more than 2% of the capacity of the Tesla Model 3 car battery. You can check here how long does charging Tesla cars with much bigger batteries last here.

As you can see, how long will a 100 amp hour battery last depends primarily on how powerful the appliance you’re running. To fully answer how long will a 100Ah battery last, we will first look at how much capacity (or juice; in terms of Wh or Watt-hours) 100Ah 12V battery has.

We will also illustrate how you can calculate how long will a 100Ah battery run any appliance. On top of that, you will also find a ‘100Ah Battery Life Calculator‘ further on that makes all these calculations effortless.

Screenshot of the calculator: You just insert wattage and the calculator returns how many hours will a 100Ah battery last. You can use the calculator yourself further on.

Near the end, we also solve two real-life examples just to illustrate how you can use the calculator. These are:

1. Example 1: How long will a 100Ah battery run an appliance that requires 400W?

2. Example 2: How long will a 100Ah battery run an appliance that requires 100W?

The goal here is that once you finish this article, you will be able to determine how long will a 100Ah battery last yourself for any appliance.

Let’s start with looking at how much juice the 100Ah battery has:

100Ah Battery Capacity (In Terms Of Wh)

For starters, we need to determine how much electricity is in the 100Ah battery. Some might say, “It’s a 100Ah battery, that’s your capacity right there.”

Well, it’s not all that simple. “100Ah” only tells us the amount of electrical current the battery can provide. For example, a 100Ah battery can provide us with 100 amps current for 1 hour. It can also provide us with a 1 amp current for 100h.

To get to electrical capacity (or power, according to the P = I × V), we need to know the voltage as well.

Now, almost all batteries have a 12V output voltage. It doesn’t matter if you have a 100Ah lithium battery, 100Ah deep-cycle battery, or 100Ah LiFePO4 battery; all of them run on 12 volts or 12V.

With these two key metrics – 100Ah and 12V – we can precisely calculate how much electrical capacity (measured in Wh) a 100Ah battery actually has. Here is the equation we use:

Battery Capacity or Watt-Hours (Wh) = Amp-Hours (Ah) × Voltage (V)

In the case of a 100Ah 12V battery, we get:

100Ah 12V Battery Capacity = 100Ah × 12V = 1,200Wh

Now, this 1,200Wh battery capacity is the most useful piece of information when it comes to determining how long will a 100Ah battery last. It has 1.2 kWh of juice; for comparison, Tesla S model has a 100 kWh battery.

Here are just a few examples of how long will such a 100Ah battery run different appliances:

• 100Ah battery will run a 1,200W appliance for 1 hour.

• 100Ah battery will run a 600W appliance for 2 hours.

• 100Ah battery will run a 400W appliance for 3 hours.

• 100Ah battery will run a 100W appliance for 12 hours.

• 100Ah battery will run a 1W appliance for 1,200 hours.

How did we calculate these times? Here is the simple equation pretty much everybody can use, together with the ‘100Ah Battery Life Calculator’:

100Ah Battery Life Calculator

Here’s how you look at this:

1. You have an appliance you want to run. Let’s say a 100W television.

2. You have a 100Ah battery. It has a capacity of 1,200Wh.

When will the battery run out of juice? Here’s how you calculate that:

100Ah Battery Run Time = Battery Capacity / Appliance Wattage

In our case, this is:

100Ah Battery Run Time = 1,200Wh / 100W = 12 Hours

Simple, right?

We even simplified it by designing an easy-to-use ‘100Ah Battery Life Calculator’. You can insert the wattage of the appliance you want to run, and the calculator will dynamically tell you how long will a 100Ah last.

Using the calculator, you can determine how long any appliance will run on 100Ah 12V battery. If you need a running time for 200Ah batteries, you can use this similar 200Ah battery run time calculator.

You can also use this calculated chart of long will 100Ah battery power different appliances:

[Appliance Power Draw (Watts); How Long Will 100Ah Battery Last] : [10W 120 Hours], 20W 60 Hours, 30W 40 Hours, 40W 30 Hours, 50W 24 Hours, 100W 12 Hours, 150W 8 Hours; 200W 6 Hours, 250W 4.80 Hours, 300W 4 Hours, 350W 3.43 Hours, 400W 3 Hours, 450W 2.67 Hours, 500W 2.4 Hours, 600W 2 Hours, 700W 1.71 Hours, 800W 1.5 Hours, 900W 1.33 Hours, 1,000W 1.2 Hours, 1,100W 1.09 Hours, 1,200W 1 Hour, 1,300W 0.92 Hours or 55 Minutes, 1,400W 0.86 Hours or 52 Minutes, 1,500W 0.8 Hours or 48 Minutes, 2,000W 0.6 Hours or 36 Minutes

To illustrate how easy it is to manually calculate these times, we will solve two promised examples:

How Long Will A 100Ah Battery Run An Appliance That Requires 400W? (Example 1)

A lot of people who own RVs or caravans are interested in how long will a 100Ah battery last if you run a 400W appliance with it.

If you’re looking at 100Ah alone, it’s impossible to figure it out.

However, when you calculate the battery capacity of 100Ah and get 1,200Wh, you can quickly figure out how long the battery will last:

1. You have a 1,200Wh battery.

2. Appliance draws 400W.

You simply divide 1,200Wh by 400W and get 3 hours.

In short, a 100Ah 12V battery will run a 400W appliance for 3 hours.

How Long Will A 100Ah Battery Run An Appliance That Requires 100W? (Example 2)

The same principle applies here. We already know that a 100Ah battery will run a 100W appliance for 12 hours.

That’s because we know two metrics that make this calculation possible:

1. You have a 1,200Wh battery.

2. Appliance draws 100W.

Dividing 1,200Wh by 100W yields the result: 12h.

We hope that now everybody can calculate how long will a 100 amp-hours battery last.

Electric Cars Are Taking Off, but When Will Battery Recycling Follow?

Many companies and investors are eager to recycle batteries, but it could take a decade or more before enough used lithium-ion batteries become available.

Source: New York Times | By Niraj Chokshi and Kellen Browning

Niraj Chokshi and Kellen Browning reported this story from Reno, Nev. Chokshi also traveled to Rochester, N.Y., and Browning to Adelanto, Calif.

Dec. 21, 2022

Benjamin Reynaga used power tools to hack his way into a beat-up hybrid Honda Fit at an auto dismantling plant at the edge of the Mojave Desert until he reached the most important part of the car: its lithium-ion battery.

The vehicle itself was set to be crushed, but the battery would be treated with care. It would be disassembled nearby and then sent to Nevada, where another company, Redwood Materials, would recover some of the valuable metals inside.

The plant where Mr. Reynaga works, in Adelanto, Calif., is at the front lines of what auto industry experts, environmentalists and the Biden administration believe could be an important part of a global shift to electric vehicles: recycling and reusing metals like cobalt, lithium and nickel. If batteries past their prime supply the ingredients for new ones, electric cars, trucks and vans would become more affordable and environmentally sustainable.

Cars and trucks, either at the end of their functional lives or damaged from accidents, sit at the LKQ plant before being recycled for parts.Credit...Gabriella Angotti-Jones for The New York Times

“We’re just getting ready,” said Nick Castillo, who manages the plant for LKQ Corporation. The facility mostly dismantles gasoline vehicles but is preparing to take apart more hybrid and electric vehicles. “We know it’s eventually going to take over — it’s going to be the future.”

Sales of electric cars and trucks are taking off, and the auto and battery industries are investing billions of dollars to upgrade and build factories. These cars could help address climate change, but batteries pose their own problems. Raw materials can be hard to mine, are often found in countries with poor human rights records and require processing that leaves behind noxious waste.

Fortunately, those battery ingredients are also highly reusable. And now a race is on to collect and recycle used lithium-ion batteries. Venture capitalists, automakers and energy companies are pouring money into dozens of start-up recycling companies in North America and Europe.

But for all the optimism, this new business faces a daunting challenge: Few batteries will be available to recycle for a decade or more. Tesla, which dominates the electric vehicle business, began selling cars in 2008 and until 2017 sold fewer than 100,000 cars a year. There are other sources to recycle today, including hybrids and consumer electronics, but the supply is limited and collection can be challenging.

That has left recycling companies in a difficult position. They need to invest in factories, machinery and workers or risk losing ground to competitors. But if they invest too quickly, they could run out of money before lots of aging batteries arrive at their loading docks.

“You have people that are just burning through money, because you don’t have the feed stock to be able to make the material to sell,” said Eric Frederickson, the managing director of operations for Call2Recycle, a nonprofit program that helps recyclers find old batteries.

The companies also have to figure out how to find, collect and dismantle batteries. They have to work with many dismantlers, scrap yards and nonprofit groups. And because batteries are prone to fires and packaged and built differently from model to model, taking them apart can be complicated and dangerous.

Among companies recycling batteries, Redwood stands out. The company was founded by J.B. Straubel, a former top Tesla executive, and has raised more than $1 billion from investors, it said. Redwood sees itself primarily as a producer of battery materials — made from recovered or mined metals — and has established recycling partnerships with Ford Motor, Toyota, Volkswagen and Volvo. Redwood also recycles scrap from a battery plant run by Panasonic and Tesla, near Reno, Nev.

On a flat, dusty tract of land near that plant, Redwood is building out a 175-acre campus. There, the company recovers metal from old batteries and produces materials for new ones. Redwood announced last week that it would spend at least $3.5 billion on another campus in South Carolina, in a region of the country that is fast becoming a hub for battery and electric vehicle production.

Batteries have an anode and a cathode, which contains most of a battery’s valuable metal. When a battery is used, lithium ions move from the anode to the cathode. The flow is reversed while charging.

Image

Cathode material compressed into a large block is stored on pallets at Li-Cycle in Rochester, N.Y.Credit...Libby March for The New York Times

Image

Anode material that is also compressed into large blocks at Li-Cycle.Credit...Libby March for The New York Times

Most anodes and cathodes come from China, but Redwood hopes to change that. At the Nevada facility, the company is making thin anode foil using recycled copper. Redwood also plans to make cathode materials there using recycled cobalt and a mix of recycled and mined lithium and nickel. Panasonic recently said it planned to use Redwood’s products in its batteries at two U.S. factories.

Redwood regularly receives used batteries and scrap from suppliers like LKQ and partners like Panasonic. Some of that material is first heated at low temperatures in a proprietary process. All batteries go through chemical baths and other processes to isolate and extract specific metals.

Redwood buys virgin metal because there aren’t enough old batteries and scrap. But mining and transporting can be carbon-intensive and subject to supply chain problems, so the company’s executives said they were eager to use more recovered metals.

“We want to take in as much recycled content as we can because it’s an available feedstock that’s local,” said Kevin Kassekert, Redwood’s chief operating officer. “But we will have to augment that.”

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Storage at Li-Cycle’s plant in Rochester. The company is focused on recycling.Credit...Libby March for The New York Times

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Other businesses are focused solely on recycling. Li-Cycle, a Canadian company founded in 2016 by two former engineering consultants — Ajay Kochhar and Tim Johnston — is building several plants.

At collection centers in Alabama, Arizona, New York and Ontario, the company breaks down batteries and manufacturing scrap. In its plant in Rochester, N.Y., a conveyor belt ferries materials up one story before dropping them into a vat where they are shredded while submerged in a proprietary chemical solution to prevent fires.

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Discarded cell batteries await processing at Li-Cycle.Credit...Libby March for The New York Times

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A conveyor belt carries batteries to be recycled into reusable material at Li-Cycle.Credit...Libby March for The New York Times

The resulting pieces are separated, and Li-Cycle then harvests a granular substance, known as black mass, which is processed into its component metals elsewhere. But Li-Cycle plans a total capital investment of about $485 million to build a facility, also in Rochester, to turn the substance into battery-grade lithium, cobalt and nickel.

Li-Cycle, which became a publicly traded company in 2021, said it had more than 100 battery suppliers, including a partnership with Ultium Cells, a joint venture between General Motors and the South Korean battery company LG Energy Solution. Li-Cycle also has strategic partnerships with the mining giant Glencore and Koch Industries, the privately held conglomerate with extensive fossil fuel operations. Together, those two businesses have invested $300 million in Li-Cycle.

“We were fortunate that we took the path that we did, when we did,” Mr. Kochhar said. “This is an industry that does require, just like battery making, a good amount of capital.”

Battery recycling is still relatively new in North America, but more mature companies abroad could provide a hint of what’s to come. In China, for example, there are many recyclers but a shortage of material.

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“They have too much capacity and too few batteries to recycle,” said Hans Eric Melin, who founded Circular Energy Storage, a consulting firm that specializes in the market for old lithium-ion batteries. “I think that’s exactly the situation that we will face in both Europe and North America.”

It could take many years for recycling to become a thriving industry in the United States. Relatively few electric vehicles are on the road, and most are new. Smartphones, laptops and other electronics also contain lithium-ion batteries, but they are difficult to collect and there are not enough to meet the growing needs of the auto industry.

But lawmakers and environmental groups want recycling to take off quickly to cut carbon emissions, protect the nation from an overreliance on foreign producers and promote the safe disposal of batteries.

The Inflation Reduction Act signed by President Biden over the summer, for example, requires a growing share of a battery’s valuable minerals to be sourced domestically or from a trade ally before vehicles qualify for tax credits. And the European Union appears close to requiring a minimum amount of recycled content in all electric vehicle batteries.

For now, recyclers are focused on collecting factory-floor scrap.

Massive battery plants are being spun up around the world, including many in the United States. Those factories could provide the recyclers with a great deal of defective or excess battery material, particularly in their early years.

“There are always inevitable losses along the process of creating a cell for a lithium ion battery,” said Sarah Colbourn, a research analyst at Benchmark Mineral Intelligence. “Because of that, there’s really an opportunity to recycle that waste.”

Such scrap will account for about 78 percent of recyclable materials globally in 2025 and remain the main source for recyclers until the mid-2030s, when used batteries take over, according to a recent report by Ms. Colbourn.

But recycling those dead batteries won’t be easy. Collecting scrap is relatively simple. Similar materials from factories are processed in batches. Used batteries come in different shapes and sizes.

Standardized designs and construction methods could help, but most auto and battery companies have shown little interest in that. Instead, they are working on different approaches as they compete to make cars that can travel farther on a charge.

In March, as Redwood prepared to move into the larger campus near Reno, workers at a smaller plant in nearby Carson City were busy processing used consumer electronics. Some sorted through large bins of batteries from power tools, laptops and other devices, while others oversaw conveyor belts dumping batteries into rotating bins to be heated and broken down.

Heath Millim, a Redwood employee, shovels discarded batteries while two other employees sort the battery types in Redwood’s plant in Carson City, Nev.Credit...Nina Riggio for The New York Times

“There’s an opportunity for us to revolutionize how material is recovered and sent back into the supply chain on the E.V. side,” Mr. Kassekert, the Redwood executive, said. “A metal atom can be recycled an infinite amount of times — it’s just a matter of how do you get it efficiently.”

After years of losing ground to China, U.S. and European executives and lawmakers are optimistic that battery recycling can quickly help establish a domestic battery industry. But they may be in for a rude awakening, said Mr. Melin, the consultant.

Electric vehicle batteries can last 15 to 20 years. Even then, many batteries will find second lives — to store wind and solar energy for use when it’s not windy or sunny, for example — before they are recycled.

“There won’t be a lot of material to recycle for a long time,” Mr. Melin said. “And that is obviously a positive thing because the main reason is that the batteries are in the cars.”

More Than 400,000 Solar-Powered Umbrellas Recalled Over Fire Risk

The U.S. Consumer Product Safety Commission recalled the umbrellas, which were sold at Costco, because of the risk of lithium-ion batteries overheating.

The SunVilla Solar LED Market Umbrella has been recalled because lithium-ion batteries in its solar panels can overheat, posing fire and burn hazards.

Source: New York Times | By April Rubin

June 26, 2022

The authorities have recalled more than 400,000 solar-powered umbrellas sold at Costco because of overheating and fire risks.

The U.S. Consumer Product Safety Commission, which issued the recall on Thursday for the 10-foot SunVilla Solar LED Market Umbrella, said consumers reported that lithium-ion batteries in the umbrella’s solar panel can overheat, posing fire and burn hazards.

The umbrella, which was sold in a variety of colors, has LED lights along its arms and a black solar panel battery puck at the top with a cover that says “YEEZE” or “YEEZE 1.” Customers should remove this puck and store it away from the sun or combustible material, the commission said. Consumers should not charge it with an AC adapter.

Customers flagged six cases in which the lithium-ion batteries overheated, the commission said. Three of these cases included instances in which the solar panels caught fire; two in which the umbrella caught fire; and a smoke inhalation injury.

The commission advised consumers to immediately stop using the umbrella and said owners could return it at any Costco or contact the company for a refund.

Costco and SunVilla, the maker of the umbrellas, are contacting known purchasers, the commission said. Neither company could be immediately reached for comment on Sunday.

The Canadian government also issued a recall of nearly 33,000 of the umbrellas. The product was sold from January 2021 through May 2022, according to the Canadian government’s consumer recall, while the U.S. Consumer Product Safety Commission said the product was available online and at Costco warehouses, selling for $130 to $160, from December 2020 through May 2022.

Lithium batteries have been connected to fires in other products, leading to increases in deaths and injuries, the New York Fire Department has said on Facebook. As of late last year, fires caused by lithium-ion batteries that the department responded to increased to 93, from 44 in 2020, and four deaths were attributed to lithium-ion battery fires, up from zero in 2020, the department said.

In April, four separate fires within 24 hours were caused by these batteries in electric scooters and bikes, causing 12 injuries, the department said.

“If using a lithium battery, follow the manufacturer’s instructions for charging and storage,” the department said. “Always use the manufacturer’s cord and power adapter made specifically for the device. If a battery overheats, discontinue use immediately.”

In Vancouver, Canada, lithium-ion battery fires became the top cause of fire deaths in 2022, with five deaths reported as of June 13, the authorities said.

The best water bottles to replace disposable bottles

The supply of gourds is plethoric, whether they are made of stainless steel, glass or plastic, equipped or not with a double insulated wall to preserve the cold and the heat. But don't worry: grip, comfort of use, waterproofing, insulation… we tested 25 models from Decathlon, Thermos, Takeya, Hydro Flask, HydraPak and others. Here are our picks.

Source: LeMonde | By Philippe Fontaine, translated by Google

Published on June 15, 2022 at 4:39 pm, updated on December 08, 2022 at 3:03 pm

Time toReading 30 mins.

PHILIPPE FONTAINE / LEMONDE

Adopted for ages by athletes and walkers, the water bottle invades workspaces, replacing disposable plastic bottles and cups. We reviewed dozens of models to ultimately retain 25 gourds, which we obtained, and to which we subjected a battery of extensive tests. We especially recommend the Decathlon Quechua MH500 (80 cl) for its insulating qualities and its very reasonable price, as well as the Tupperware Eco bottle +/Eco Sport + (75 cl) for its lightness and robustness. But we also enjoyed four other water bottles that offer an interesting alternative. We present them to you in detail, in order to allow you to choose according to your personal needs and tastes.

EX AEQUO WINNER

Tupperware Eco bottle +/ Eco Sport + (750 ml)

Our first choice in plastic, for more lightness

Offered in two versions that vary only by the type of cap, screw or valve, and available in four colors and five sizes, from 310 to 1,500 ml, Tupperware plastic water bottles have it all. Very light, extremely robust, they are made in Europe from recycled plastics.

Buy on Amazon*

*At the time of publication, the price was €14.90

Why change a formula that works? Marketed for many years, the Eco Bottle + has not changed either in its design or in its characteristics. So much the better because the product is particularly well thought out. Its shape makes it easy to hold and the cap, whether screw or valve, ensures a good seal, as our tests have confirmed. This is all the most remarkable as this bottle has no seal. We feared that over time, this tightness could deteriorate as we manipulate the screw thread or the quick opening. But one of the users we met during our investigation told us that he had been using his for four years without ever having had any problems with leaks. Tupperware also seems just as confident, since its bottles are guaranteed for 10 years.

EX AEQUO WINNER

Decathlon Quechua MH500 0.8L

Our first choice in stainless steel, for excellent insulation

The Quechua MH500 is a double-walled insulated flask equipped with a quick-opening sport-type cap, which easily unscrews to allow the addition of ice cubes, tea or fruit to infuse. It achieved the best result in the cold liquid insulation test and ranked third in the hot liquid insulation.

Buy on Decathlon*

*At the time of publication, the price was 15€

When it comes to keeping liquids cold, the Quechua MH500 (80 cl) is the best of the 11 insulated water bottles tested. It is almost as effective for preserving hot drinks. On this point, only the SIGG Hot & Cold (550ml) and HoneyHolly (500ml) do slightly better. This performance can be explained in particular by its design: a double metal wall with an air gap, and the addition of a thin layer of copper inside its double wall, limiting the transfer of heat by radiation. The Quechua MH500 has a one-handed cap that can be locked to prevent any risk of it opening during transport. The stopper also includes a filter that retains tea or mint leaves, fruit or other foods to be infused.

WE ALSO RECOMMEND

Original Gobi (400ml)

Cute and French

It's a little crush. Launched in 2010 by Gobi, the Original is a 100% French plastic water bottle. Very compact, extremely robust, it is pleasant to handle, very cute, and customizable via a label that slips into the center of its body.

Buy on Gobi*

*At the time of publication, the price was €23

In 2010, Florence Baitinger and Samuel Degrémont joined forces to launch the first plastic water bottle designed and manufactured entirely in France. The approach is first and foremost ecological, and aims to reduce the use of disposable plastic cups and bottles in the workplace, in favor of an eco-designed reusable bottle. But the Gobi Original is not only virtuous. Developed in partnership with two designers, it is a model of ergonomics. The loop located at the top allows it to be carried with the tip of your finger, while a quarter turn is enough to open or close the cap. Made of Tritan, a very solid and transparent copolyester, it has an extremely sober design.Only the removable elastomer base, which provides access to the slot for introducing the customizable label, is colored: 15 different colors are available.

WE ALSO RECOMMEND

Recon Bottle HydraPak (1000ml)

A handy cap

Designed for both on-the-go use and office use, the Recon bottle seduces with its minimalist design and robust design, but above all with its amazing “smooth flow” system. Just turn the cap half a turn to let the liquid flow through a fine opening, with an ideal flow, whether drinking directly from the neck or filling a glass.

Buy on Amazon* Buy on Alltricks

*At time of publication, the price was €14.99

Well known to hikers and trail enthusiasts, thanks in particular to its flexible water pockets, HydraPak offers with the Recon a more versatile model, suitable for both walkers and sedentary workers. Available in three colors and with a unique capacity of 1000ml, the Recon takes its name from its composition. The container is indeed made of Tritan Renew, that is to say that 50% of the plastic used comes from recycled bottles. But if this virtuous initiative deserves to be clarified, it is not the reason why we have retained this gourd. It was its cap that first seduced us: a 180° rotation is enough to access the small slot from which the liquid flows with just the flow you need to drink quietly without spilling any. A half-turn in the opposite direction,

WE ALSO RECOMMEND

Hydro Flask Wide Mouth (946ml)

A wider opening

The Hydro Flask Wide Mouth has, as its name suggests in English, a wide neck of 5.5 cm in diameter. Despite this, it can be brought to the mouth to drink (gently, anyway) without splashing. The Hydro Flask is more designed for viscous liquids such as soups or smoothies, or as an intermediate container, which will be used to fill a cup or mug.

Buy on Alltricks* Buy on Amazon

*At the time of publication, the sale price was €47.95

The wide opening of this bottle has many advantages. First, it is very practical to pour smoothies or thick soups without getting everywhere. Then, the large orifice significantly facilitates washing in the dishwasher. Finally, it does not prevent use in the mouth, provided you tilt the bottle slowly. And don't worry, this configuration does not affect the waterproofness or insulation of this double-walled metal vacuum insulated bottle, as our tests have shown. The bottle is available in three different formats (591 ml, 946 ml and 1182 ml) and fourteen different shades.

WE ALSO RECOMMEND

Zest - Stainless steel bottle (500 ml)

Very compact and French

A stainless steel water bottle, again? Yes, but this one is unique. It is indeed the only one that is entirely designed, manufactured and assembled in France. And always with the aim of minimizing the environmental footprint as much as possible. But not only, since it is produced by Zeste, a social and solidarity economy company (ESS), which strives to reconcile solidarity, economic viability and social utility.

Buy on Zest*

*At the time of publication, the price was 36€

It's hard to get more minimalist than this single-walled brushed stainless steel water bottle (Made in Normandy), therefore not insulated. Its main originality lies in the six colors of the plastic cap (Made in Brittany). It's simple, it doesn't even have a name! It must be said that it is currently the only product of the young Zeste company. Designed by two French industrial designers, the 500 ml water bottle is primarily aimed at city dwellers who want a container that is compact enough to slip into a satchel or handbag, and light enough to be carried around all day long. day if needed.It will also appeal to users who are reluctant to use a plastic water bottle on a daily basis, and who prefer to turn to a material that they consider more secure from a health point of view.

Everything we recommend

• EX AEQUO WINNER

  Tupperware Eco bottle +/ Eco Sport + (750 ml)

  Our first choice in plastic, for more lightness

  Buy on Amazon*

  *At the time of publication, the price was €14.90

• EX AEQUO WINNER

  Decathlon Quechua MH500 0.8L

  Our first choice in stainless steel, for excellent insulation

  Buy on Decathlon*

  *At the time of publication, the price was 15€

• WE ALSO RECOMMEND

  Original Gobi (400ml)

  Cute and French

  Buy on Gobi*

  *At the time of publication, the price was €23

• WE ALSO RECOMMEND

  Recon Bottle HydraPak (1000ml)

  A handy cap

  Buy on Amazon* Buy on Alltricks

  *At time of publication, the price was €14.99

• WE ALSO RECOMMEND

  Hydro Flask Wide Mouth (946ml)

  A wider opening

  Buy on Alltricks* Buy on Amazon

  *At the time of publication, the sale price was €47.95

• WE ALSO RECOMMEND

  Zest - Stainless steel bottle (500 ml)

  Very compact and French

  Buy on Zeste*

  *At the time of publication, the price was 36€

The complete test

• Why trust us

• Who are these bottles for?

• Plastic, stainless steel or glass bottle: a question of health?

• How we chose them

• How we tested them

• Our 1st plastic choice: Tupperware Eco bottle +

• Our 1st stainless steel choice: Decathlon Quechua MH500 0.8 l

• We also like: the Gobi Original, cute and French

• We also like: the HydraPak Recon, a practical cap

• We also like: the wide mouth Hydro Flask Wide Mouth

• We also like: the Zeste stainless steel bottle, more compact

• The other models tested

Why trust us

The author of this guide was head of the equipment section at the Individual Computer for 11 years, in charge of comparisons in particular. Since 2012, he has worked for various media as a freelancer. Passionate about gastronomy, he passed his cooking CAP as a free candidate in 2019.

The six water bottles we recommend. PHILIPPE FONTAINE / THE WORLD

Before launching this guide, we interviewed various experts capable of providing answers to questions that it is legitimate to ask when choosing a product that will accompany us for years. Are plastic water bottles, especially Tritan, safe for health? Researchers from the European Union and ANSES (National Agency for Food Safety) have provided us with some answers. In addition, a doctor in physics introduced us to the mysteries of thermodynamics, to help us understand the role of double walls and air space in the insulation of isothermal gourds.

We also interviewed about fifteen users of reusable water bottles, by phone, e-mail, or face-to-face. Why did they buy a water bottle and what motivated the choice of model or material; are they satisfied with their purchase, do they have any regrets? Their varied responses were very instructive. We completed this survey by going through the many comments from users on online sales sites such as Amazon, but also on forums devoted to health and sport.

Who are these bottles for?

It's not a surprise, the majority of users we contacted have adopted the water bottle for convenience. Tired of lugging around your 1.5 liter bottle in transport, tired of getting up every 10 minutes to fill your cup, also tired of carrying water packs up to the fifth floor… without an elevator. Thus, Sylvie , who swapped her mug for a water bottle 2 years ago, indicates that she only fills her plastic water bottle when leaving home. Not only does the running water in his home taste good, but his 750ml water bottle is enough to keep him drinking all day at the office. In Lilica's family , everyone switched to an insulated water bottle three years ago.We put it in the fridge in the evening, to enjoy fresh water all day long, or we fill it with very hot tea to drink in the afternoon.

As for Étienne , it is to hydrate himself during his long sessions of cycling in an apartment that he bought himself a water bottle. He chose a model with a sports cap, in order to grab it and open it with one hand and drink from a straw without getting it all over the place. For Haja , on the other hand, it was environmental protection that motivated the purchase of his one-litre glass water bottle six years ago. If he admits that it is quite heavy, it has never bothered him. He finds glass greener, but also much more hygienic than any other material. Helineon the contrary swears only by plastic. The glass is too heavy and fragile, and she fears the contact of metal with her teeth. A follower of the water bottle for three years, she admits to changing it every seven or eight months, because even if she only puts water in it, the plastic gives it a "taste" that bothers her. Heline is not the only one to make this criticism. But is there cause for concern?

Plastic, stainless steel or glass bottle: a question of health?

By bringing these gourds to our lips several times a day, are we taking a risk? The question amounts to wondering about the harmlessness of the materials of which these gourds are made. We interviewed several experts on this subject: the risks seem zero for glass or stainless steel water bottles, which are chemically neutral. On the other hand, uncertainty hovers over plastic water bottles.

The plastic water bottles we tested ignore bisphenol A, a material banned since 2015 in the composition of food containers, such as baby bottles, bottles, cans, etc. Used for 50 years in the formulation of certain plastics, its health effects have been proven in animals and are suspected in humans, particularly on reproduction, metabolism and cardiovascular pathologies.

What about the plastics that replace it? Currently, there are no studies pointing to their adverse health effects, but research has shown that they tend to leak tiny chemical compounds into the liquids they contain. Since 2011, ANSES has endeavored to identify the dangers of potential substitutes for BPA. In particular, the polypropylene (PP), used in the Tupperware water bottles in our selection, and the Tritan copolyester (a registered trademark) used in all the other plastic water bottles in this guide were evaluated. This last material, developed by the American company Eastman Chemical, is produced from three monomers which, like those used in PP, are among the substances authorized by the European Union for the manufacture of food containers.

This means, among other things, that this plastic, but also all the technological additives added to it - antioxidants, dyes - do not exceed the authorized migration limit, which designates the maximum quantity of microscopic plastic residues that can migrate from the container to the liquid with which it comes into contact. As Bruno Teste, scientific and technical project manager at ANSES, told us, the monomers, which are linked to each other in a sort of three-dimensional scaffolding to form this polymer, are naturally very little subject to migration. . It is especially the technological additives, for example the antioxidants found in all plastic containers, which are likely to migrate, because they are not chemically attached to the structure of the plastic.This is why their composition and behavior are closely monitored. As the industrial manufacturing process for Tritan is confidential, to our knowledge there is no precise data on the composition of the material. But to obtain its authorization on the European market, Eastman Chemical had to demonstrate that all the compounds used in its formulation are authorized by the EU.

However, it should be noted that there is still a lack of knowledge and tools to assess the "cocktail effect" , ie the consequences of repeated exposure to technological additives. Because to the water in the reusable plastic bottle, you have to add the meat sold in a cellophane tray, the bottle of milk, the bag of crisps or the packet of sweets, all of which are likely to release substances, and therefore to expose the user at a large daily dose.

To continue this analysis, we must mention a study published last May 5 in the Journal of Hazardous Materials. Researchers from the University of Copenhagen studied the migration of plastic compounds from reusable water bottles by analyzing, after 24 hours, the composition of the tap water with which they had been filled just after washing in the dishwasher. They detected more than 400 of them. If, as we have seen, this migration is known and documented, the scientists have identified substances which a priori have no reason to be there, such as DEET in particular, used in the formulation of insecticides. They nevertheless specify that this substance could have been formed from the decomposition of laurolactam (an authorized compound), under the action of the dishwashing detergent.

The researchers thus indicate that “  the washing process in the dishwasher promotes the migration of plasticizers, antioxidants and photoinitiators into drinking water .  The highest toxic risk was measured for plastic water bottles that had been filled directly after removing from the dishwasher, without additional rinsing . If they finally add that additional studies are necessary to measure the toxicity of these substances, they recommend washing the plastic water bottles by hand, and then rinsing them thoroughly with running water before filling them.

To conclude this delicate subject, let us recall that the plastic water bottles sold in the EU do not present, in the current state of knowledge, health risk. However, one uncertainty remains, and if it alarms you, we advise you to opt for a stainless steel or glass bottle. However, be sure to handle them with care. While a glass water bottle is very likely to break when dropped on a hard floor from the desk surface or the cup holder of your trainer, a full metal water bottle is likely to be more or less damaged. In the best case, it will get away with a nice bump, but in the worst-case scenario, its waterproofness or insulation could be compromised. Finally, be aware that a plastic gourd has the advantage of lightness, and all the more so as its capacity is high: the Tupperware Eco Bottle + of 1,000 ml thus weighs only 108 grams, against 250 grams for the stainless steel gourd not isothermal Quechua MH100,

The 25 water bottles we tested. PHILIPPE FONTAINE / THE WORLD

How we chose them

In order to select the models tested in this guide, we pre-selected several dozen water bottles, then scoured user reviews for each product studied, while keeping in mind that user reviews are not necessarily honest and can be made by people who received the product for free, or even posted by the resellers themselves. We have ruled out poorly rated products, to retain only the best-selling water bottles, in France of course, but also in Europe and the United States.

We did not retain the aluminum water bottles either. Even if they are now very rare, they are mainly intended for nomadic use, and tend to deform in the event of an impact. In addition, they are hardly less heavy than single-walled stainless steel water bottles. Finally, we have also overlooked overly decorated stainless steel water bottles, produced by retailers who change their design every year to keep up with fashion and encourage buyers to repeat their purchase. Their manufacture has a greater impact on the environment than that of simpler water bottles.

Our witnesses gave us the reference of their reusable water bottle. A third of them told us that they had bought a product without a specific brand, most often in a supermarket or a sports and leisure store. The others bought their water bottle on the Internet, choosing one of the best-rated models.

Finally, we have selected three Made in France water bottles, including two models manufactured by companies that attach particular importance to the environmental impact of their products. In this regard, be aware that there is no longer any production line for insulated water bottles in Europe. These models therefore come mainly from China. On the other hand, single-walled stainless steel water bottles can be manufactured in the EU. Thus, the Zeste model is 100% Made in France , and Decathlon plans to relocate the manufacture of the Quechua MH100 to Europe, starting next year.

As you will see while browsing this guide, most manufacturers offer the same model in different capacities, from 250 ml to 1,500 ml. For use in the office, at home or for short outings, a capacity of 500 to 750 ml seems well suited to us. Their weight, once full, remains reasonable, including for insulated water bottles, and handling is easy. For one-day hikes, a larger volume can be useful, if you cannot fill the bottle between two stages. Finally, the 250 or 310 ml water bottles, which are very compact and light, are suitable for a walk in town.

How we tested them

We tested 25 water bottles for this buying guide, some of which were of the same model but of different capacity. We first checked their tightness.

• Sealing test

This is in our opinion the most important criterion for a water bottle that will be transported, sometimes unceremoniously, in a sports bag, a handbag or the like. For this, we completely filled each bottle with water tinted with food coloring, then we stored them upside down on absorbent paper for 24 hours. We've evaluated all of the caps that come with each bottle, whether they're screw caps or sports caps. Good news, no leaks were detected during this test.

• Temperature test

We measured the insulation of insulated water bottles by filling them with water between 12 and 14°, then with hot water at around 70°. We then checked the temperature every hour for 8 hours. In order to judge their effectiveness, we compared these models with the SIGG Shield non-insulated stainless steel bottle. With the exception of the Neolid Canopée, which combines metal and plastic, all of these water bottles are built on the same model: two metal walls form the container, the inner wall, which contains the liquid and separate from the outer wall, is welded to the latter by the bottom of the bottle and the neck (or by its neck only).

Maintaining the cold after 8 hours

(the starting temperature is 13°)

Température

Decathlon MH500SIGG Hot&Cold LightHoney Holly BottleHydro Flask Wide MouthSuper SparrowHydro Flask Standard MouthDecathlon MH100Super Sparrow sports capTakeya Insulated Bottle MidnightTakeya Straw Insulated BottleNeolid Canopy

14°18°

In some models, an air gap is created between the two walls to improve insulation. Finally, a copper coating can be applied to one of the internal walls to further limit heat transfer by radiation. Is this refinement effective? The best insulated water bottle in our selection, the Quechua MH500, has this copper coating, but its ability to preserve high temperatures was found to be slightly worse than that of the Sigg Hot & Cold Light, which does not.

Keeping warm after 8 hours

(the starting temperature is 70°)

Température

Neolid CanopyTakeya Straw Insulated BottleTakeya Insulated Bottle MidnightSuper Sparrow sports capSuper SparrowDecathlon MH500Hydro Flask Wide MouthHydro Flask Standard MouthDecathlon MH500Honey Holly BottleSIGG Hot&Cold Light

30°50°

• Test use

Handling, opening and closing, as well as contact with the mouth, are essential criteria when choosing a water bottle. Some models are very wide, to the point of being difficult to grasp for a small hand - especially as their capacity is large. A full one-liter stainless steel flask is more than 1,300 grams to lift.

What about lip contact? Again, it all depends on the user. Some mouth all the gourds with the same enthusiasm while others find the rim too thin, or the contact with the unpleasant lips. No water bottle tested deserves a red card, but we indicate in the product sheets the models which could prove to be embarrassing for the most sensitive.

The handling by several users made it possible to detect a concern that we had not thought of: noise. Some plugs emit a noticeable squeak or squeak when screwing or unscrewing them. Here too, we indicate the models concerned.

Our 1st choice in plastic: Tupperware Eco bottle +

PHILIPPE FONTAINE / LEMONDE

EX AEQUO WINNER

Tupperware Eco bottle +/ Eco Sport + (750 ml)

Our first choice in plastic, for more lightness

Offered in two versions that vary only in the type of cap, screw or valve, and available in four colors and five sizes, from 310 to 1,500 ml, Tupperware plastic water bottles have it all. Very light, extremely robust, they are made in Europe from recycled plastics.

Buy on Amazon*

*At the time of publication, the price was €14.90

The Eco Bottle + and Eco Sport + are the best choice for those who want to enjoy the benefits of a reusable plastic bottle. For starters, they are very light. The 310ml bottle weighs just 48 grams, the 500ml, 63 grams, while the massive 1.5-litre Eco Sport+ comes in at just 133 grams. In comparison, the 400 ml Gobi Original, which we also recommend, weighs 142 grams on the scale, and the 1 liter HydraPak borders on 200 grams! Tiny weights, therefore, which will appeal to hikers and walkers as well as sportsmen and office workers. As for the tiny 310 ml bottle and its 18 cm high and 6 in diameter, it slips easily into a pocket or a small handbag.

The thin protrusion of the screw cap allows quick opening with the tip of the index finger PHILIPPE FONTAINE / LE MONDE

Then it doesn't look like much, but the screw cap is surprisingly well thought out. The thin plastic rod that is there allows the opening and closing of a single finger. It also facilitates the opening if one has a little too much force during the closing. The cap of the Eco sport + water bottle is even more practical, since the opening is done with a flick. You then access a small circular neck, well sized, which allows you to drink quickly without risk of splashing. Of course, the cap can be completely unscrewed to facilitate cleaning, or to slip ice cubes into the bottle.

The sports cap opens with a flick and closes just as easily, for a perfect seal. PHILIPPE FONTAINE / THE WORLD

The five bottles we tested, with classic or sport openings, passed the 24-hour leak test. We must admit that we were a little worried about this point because the gourds have no seal. Consequently, it is only the precision of the thread that guarantees tightness. And as confirmed by a witness who owns this model of water bottle, this tightness persists even after years of daily use.

The bottle is only made of PP5 plastic (polypropylene), an extremely strong material, and commonly used in the manufacture of food containers. The particularity here lies in the origin of the plastics, which come from recycling channels, before being treated and then transformed in Europe.

Non-critical defects

It's hard to find fault with these two plastic water bottles, but we can formulate a small regret. The Ecosport+ bottle is not available in 310ml. However, because of its size and tiny weight, this format would be ideal for the jogger who wishes to hydrate during short training sessions.

Colors: yellow, orange, red, blue

Capacity: 310ml, 500ml, 750ml, 1l, 1.5l

Lids: screw cap, sport clamshell cap

Can be put in the dishwasher: yes

Our 1st choice in stainless steel: the Decathlon Quechua MH500 0.8 l

PHILIPPE FONTAINE / LEMONDE

EX AEQUO WINNER

Decathlon Quechua MH500 0.8L

Our first choice in stainless steel, for excellent insulation

The Quechua MH500 is a double-walled insulated flask equipped with a quick-opening sport-type cap, which easily unscrews to allow the addition of ice cubes, tea or fruit to infuse. It achieved the best result in the cold liquid insulation test and ranked third in the hot liquid insulation.

Buy on Decathlon*

*At the time of publication, the price was 15€

The Quechua MH500 is without doubt the best insulated water bottle in our selection. Not only is its performance in terms of insulation excellent, but it is offered at an attractive price. This in no way prevents it from displaying a modern design: a double wall with an air gap , an internal facade lined with a thin layer of copper aimed at limiting heat exchange by radiation. These characteristics ensure excellent conservation of hot or cold water for long periods.

During the tests, the liquid with which we filled the bottle went from 13.8° to 15.1° in eight hours, a gain of only 1.3°. A record, especially since with the exception of the Sigg Hot & Cold Light, all the other models gained at least 2° during this period. As for the water in our stainless steel control flask, after 6 hours it showed the same temperature as the test room, ie 21.5°.

The results of the Decathlon water bottle are also remarkable for the preservation of hot liquids, since the water poured at 70.3° still reached 51.1° at the end of the test, a loss of only 18.2° in 8 hours. By way of comparison, the water contained in our non-insulated stainless steel control bottle cooled down to room temperature in just six hours. Enough to enjoy a hot soup or coffee for most of the day. Especially since the bottle tolerates liquids heated up to a temperature of 95°!

The Quechua MH500 has a quick opening cap. We found no leaks during the 24 hour leak test. The interest of such a mechanism is obvious on a bicycle, but also in a car, since it is no longer necessary to let go of the steering wheel, the gripping and opening of the bottle being carried out with the same hand. Note that by sliding the opening button down, you lock the bottle, which prevents it from opening during transport, in a sports bag for example. Note that we did not activate the lock during the leak test. Not the slightest drop has escaped, which confirms that this device does not affect the seal. Although quite simple in its design, the stopper has a filter, a plastic grid to be precise, which retains the tea leaves or herbal teas,

When you push the button down, you reveal a red dot that confirms the lock. PHILIPPE FONTAINE / THE WORLD

This water bottle is made in Asia, like all insulated water bottles, using a process that consumes large quantities of resources - water in particular. The Quechua MH500 was nevertheless designed with the aim of limiting the environmental impact: according to Decathlon, it is produced in a factory supplied with 100% renewable energy. In addition, the paint used for the base of the gourd does not contain solvents. In this regard, note that its grainy appearance was chosen to limit condensation and ensure good support. If the grip is indeed safe thanks to this coating, we are less convinced by the "condensation" argument, since the upper half of the gourd is in raw stainless steel and therefore potentially subject to this phenomenon.The MH500 that we tested offers a capacity of 80 cl for an empty weight of 345 grams. Yes, an insulated bottle weighs more than a single-walled stainless steel bottle (200 grams for the Sigg Shield), and even more than a plastic bottle (92 grams for the 750 ml Tupperware Eco Bottle +). It's the price to pay for enjoying a cold drink all day long, whether you're at the office or on a hike. Especially since the neck is wide enough to slip ice cubes into it. From an aesthetic point of view, the MH500 displays great sobriety. Available in five plain colours, which only cover the lower half of the bottle, it affirms its identity: this is a reusable water bottle, not a fashion accessory. And that's good because even if it is robust (5-year warranty) and durable,

Non-critical defects

The MH500 is from our point of view the best insulated bottle of our selection. However, it is not perfect, even if the defects that we have noted are not dramatic. The main one concerns the locking system, which is impossible to operate with one hand. Even holding the bottle on the other, the action remains painful. Admittedly, we tested a new water bottle, and it is possible that the device softens over time, but that annoyed us a little.

The other concern concerns the bottleneck. If you use the quick opening, no problem, the contact with the plastic is soft, and the shape is well thought out to avoid being splashed while drinking. But if you drink directly from the neck, which is possible if you swap the sports cap for an optional screw cap, the contact of the metal with the lips is not pleasant, because of the edges that are too thin.

Colours: Dark Petrol, Coral Red, Caribbean Blue, Twine Grey, Plum

Capacity: 500ml, 800ml, 1000ml

Lids: sports cap, screw cap

Can be put in the dishwasher: yes

We also like: the Gobi Original, cute and French

PHILIPPE FONTAINE / LEMONDE

WE ALSO RECOMMEND

Original Gobi (400ml)

Cute and French

It's a little crush. Launched in 2010 by Gobi, the Original is a 100% French plastic water bottle. Very compact, extremely robust, it is pleasant to handle, very cute, and customizable via a label that slips into the center of its body.

Buy on Gobi*

*At the time of publication, the price was €23

It is in the factory of Périgny-sur-Yerre, in the 94, that the Gobi Original are manufactured, before being assembled and dispatched by the disabled employees of the ESAT of Rosebrie. 100% Made in France, therefore, which reflects the committed, even militant approach of the company's founders. Launched in 2010, the water bottle was designed to replace disposable plastic bottles in companies. This is why it incorporates this slot for the label, from the bottom to the center of the container.

To print a personalized label in the right format, just use the small utility available on the Gobi website. PHILIPPE FONTAINE / THE WORLD

This space is designed to leave a label that will identify its owner: just detach the flexible and colored base to slide it in. Convenient when several colleagues use the same model in open space or when taking it to a meeting. Speaking of which, if the Gobi is equipped with this little rigid buckle, it is precisely to hold it with one finger when you move around with your laptop or diary in your arms.

The handle of the Gobi Original was thought, from its conception, to be seized with a finger, if your hands are full. PHILIPPE FONTAINE / THE WORLD

Just as well thought out, the cap can be screwed and unscrewed a quarter of a turn... and above all in silence! For the manufacture of its plastic water bottles, Gobi has opted for Tritan copolyester which combines transparency with great strength and high thermal resistance. The bottle thus supports hot liquids up to 60°. Finally, the slightly flared base and the removable non-slip shell ensure excellent stability.

However, the rigidity and solidity of this bottle translates into a fairly high weight of 142 grams for the 400 ml model. Nothing dramatic of course, but in comparison, the Nalgene, also in Tritan, weighs 40 grams more for a capacity of 1000 ml.

Base colors: Lagoon blue, Sapphire, Emerald, Olive, Water green, Lemon, Koï, Pure orange, Millennial pink, Dew, Violet, Black, Storm, Cloud

Capacity: 400ml

Lid: screw cap with handle

Can be put in the dishwasher: yes

We also like: the HydraPak Recon, with a practical cap

PHILIPPE FONTAINE / LEMONDE

WE ALSO RECOMMEND

Recon Bottle HydraPak (1000ml)

A handy cap

Designed for both on-the-go use and office use, the Recon bottle seduces with its minimalist design and robust design, but above all with its amazing “smooth flow” system. Just turn the cap half a turn to let the liquid flow through a fine opening, with an ideal flow, whether drinking directly from the neck or filling a glass.

Buy on Amazon* Buy on Alltricks

*At time of publication, the price was €14.99

Oh that cap! Should we recommend a water bottle only on this point? We are convinced of this, because on closer inspection, this is one of the main aspects that differentiate the water bottles we tested. The "smooth flow" system of the HydraPak Recon is unparalleled practicality for those wishing to drink quickly without risking a minor accident. A half turn in one direction, and you reach the opening through which the liquid flows with an optimal flow. So much so that you don't have to glue your lips to the bottle.

Even when drinking "  à la regalade  " , without the bottle touching the lips, you don't lose a drop! Once quenched, half a turn in the opposite direction, and the bottle is locked and sealed thanks to the seal located in the cap. A good point: it comes off with a simple zipper to be cleaned.

The trickle of water that escapes once the cap is unscrewed makes it easy to drink, even without sticking your lips to the plastic PHILIPPE FONTAINE / LE MONDE

In short, this cap is amazing, and that's good because the bottle is clearly not designed to be used without it. Its complete unscrewing is quite painful due to a fairly long thread, and one is embarrassed by the plastic tab, which is also so useful for carrying the water bottle with one finger. Fortunately, as it offers a capacity of 1000 ml, you hardly need to open it more than twice a day.

Like all transparent water bottles, the Recon is made of Tritan, but in order to limit the environmental impact of manufacturing, HydraPak has opted for Tritan Renew, which contains 50% plastic from disposable bottles. Similarly, screen printing is reduced to a bare minimum. However, we appreciate the milliliter scale, which makes it easy to dose liquids to be mixed, such as syrups for example. Finally, note that this is one of the few plastic water bottles that can be placed in the freezer. It also supports hot liquids up to 60°.

On the downside, the cap of the bottle we tested tended to emit a rather stressful sound, whether it was fully opened or turned half a turn. To avoid this inconvenience, it is essential to handle it slowly. Think about it, if you don't want to trigger the ire of your colleagues!

Colors: blue, black, green

Capacity: 1000ml

Lid: screw cap with handle

Can be put in the dishwasher: yes

We also like: the Hydro Flask Wide Mouth and its wide opening

PHILIPPE FONTAINE / LEMONDE

WE ALSO RECOMMEND [a]

Hydro Flask Wide Mouth (946ml)

A wider opening

The Hydro Flask Wide Mouth has, as its name suggests in English, a wide neck of 5.5 cm in diameter. Despite this, it can be brought to the mouth to drink (gently, anyway) without splashing. The Hydro Flask is more designed for viscous liquids such as soups or smoothies, or as an intermediate container, which will be used to fill a cup or mug.

Buy on Alltricks* Buy on Amazon

*At the time of publication, the sale price was €47.95

With its large opening of 5.5 cm in diameter, the Hydro Flask Wide Mouth is not intended, at least in its basic version, for the user in a hurry who grabs his flask all day long to drink one or two sips. When you drink too quickly, you risk splashing, especially when it is full. To appreciate it, you have to take your time, and lean it slowly towards your mouth. If this is not your habit but the Hydro Flask brand interests you, then it is better to opt for the standard opening model. On the other hand, if you are looking for a container to keep your favorite drinks hot or cold that you will pour into a bowl or a glass to taste them, then you will undoubtedly appreciate the Hydro Flask Wide Mouth.

The handle is very practical for transporting the bottle, which still weighs almost 1400 grams once filled PHILIPPE FONTAINE / LE MONDE

Whether it's soups, smoothies, coffee or soft drinks, they will be kept in excellent insulation conditions, thanks to the double-walled stainless steel, under vacuum. Thus, the cold liquid that we poured into it, initially measured at 13.3°, only gained 2.2° in 8 hours As for the hot liquid, it went from 70.8° to 47.9° during this period, a drop of 22.9°. Not so bad, knowing that the liquid in the non-isothermal stainless steel control gourd had reached the ambient temperature of 21.5° after only six hours. Finally, it should be noted that Hydro Flask will offer from next August an optional sport type cap, compatible with the Wide Mouth opening. Enough to satisfy compulsive and hurried drinkers, even if other models seem to us to be better suited to this use.

The sports cap for the wide-mouth bottle will be available as an option in August 2022 PHILIPPE FONTAINE / LE MONDE

We tested the Hydro Flask Wide Mouth in its intermediate 946ml size. But several people we showed it to found it too wide. It is true that with its 9 cm in diameter, it is hardly suitable for small hands, nor for car cup holders, especially since it weighs 1,400 grams ounce filled! To the point that the grip can be tricky, despite the grainy coating supposed to ensure a good hold. With its 7.4 cm in diameter, the 591 ml model therefore seems to us better suited to small morphologies. As for the 1,182 ml bottle (1,700 g filled!), we will reserve it for bodybuilding sessions, for those who wish to use it as a dumbbell, then hydrate themselves for a long time!

Capacity: 591ml, 946ml and 1182ml

Lids: screw cap with handle, integrated straw cap (from August 2022)

We also like: the stainless steel Zeste bottle, more compact

PHILIPPE FONTAINE / LEMONDE

WE ALSO RECOMMEND [b]

Zest - Stainless steel bottle (500 ml)

Very compact and French

A stainless steel water bottle, again? Yes, but this one is unique. It is indeed the only one that is entirely designed, manufactured and assembled in France. And always with the aim of minimizing the environmental footprint as much as possible. But not only, since it is produced by Zeste, a social and solidarity economy company (ESS), which strives to reconcile solidarity, economic viability and social utility.

Buy on Zest*

*At the time of publication, the price was 36€

From this point of view, the contract is fulfilled. The grip is easy and the opening is wide enough. On the other hand, we would have liked the edges to be thicker. Not that they shear the lips, but when a very cold liquid is brought to the mouth, the sensation is not pleasant. Note that the gourd transmits the heat or cold of the liquid that is put in it extremely well. To overcome this inconvenience specific to all single-walled stainless steel water bottles, Zeste has developed a neoprene cover (Made in La Ferrière, in Vendée), but its insulation has not been deemed effective enough to keep liquids at temperature. or avoid condensation. A new cover is being finished and should be offered as an option very soon.

The main flaw of this gourd is its price, of course. The insulated stainless steel Quechua MH500 costs twice as much. The price is explained by the shortage of production tools on our territory, and the cost of labour, which is significantly higher in France than in Asia. Redemptive then? Obviously not. Because if the purchase price is high, you have to take into account the fact that such a water bottle is virtually indestructible and will accompany you for decades. So much so that it is guaranteed for life by the manufacturer!

Capacity: 500ml

Lids: screw cap

Can be put in the dishwasher: yes

The other models tested

HoneyHolly

The water bottle we tested, available on Amazon, is called HoneyHolly. But it is also found under the brands Ours Ecolo, Made Sustained, Wrendale, Mira, etc., as well as under many private labels. All are made in the same Chinese factory, with dealers adding their logo and choosing the exterior design. Some even renew it every year. We are in the middle of fast fashion when, given the environmental cost of their manufacture, these water bottles are intended to be kept for years, and used daily. The HoneyHolly models have the advantage of sobriety, since they are available in 12 uniform colors. They are also supplied with a removable neoprene cover.But that turns out to be of little use because the insulation performance is among the best of the selected water bottles. Small flat, the base of the bottle is a little swollen, which makes it unstable if it is jostled inadvertently.

Capacity: 350ml, 500ml, 650ml, 750ml

Material: Stainless steel

Isotherm: yes

Quechua MH100 hiking water bottle

Available in 600 ml, 1,000 ml and 1,500 ml, these non-insulated stainless steel water bottles are distinguished by their limited weight and their downright derisory price. Ideal for hiking or telecommuting, their use in open space may, however, cause hysteria among your colleagues. In question, the unbearable noise of the screw cap, regardless of the gentleness with which it is handled!

Capacity: 600ml, 1000ml, 1500ml

Material: Stainless steel

Isotherm: no

Quechua MH100 Insulated Hiking Flask

This 750ml capacity double-wall vacuum insulated wide mouth flask performed well in insulation tests, albeit lower than the Hydro Flask Wide Mouth 946ml. If price is an essential factor, then the insulated MH100 is the best alternative to this model. The bottle has a fully removable cap for easy cleaning.

Capacity: 750ml

Material: Stainless steel

Isotherm: yes

Mini Gobi

If the Gobi Original seduced us, the same cannot be said of the Mini model. Yes, it is made in France but still, paying 20 euros for a semi-rigid plastic bottle with a volume of 25 cl seems very exaggerated to us. For comparison, the 310 ml Tupperware, made in Europe, costs less than 10 euros!

Capacity: 250ml

Material: plastic

Isotherm: no

Glass Gobi Indoor

To be honest, we almost recommended the Gobi Indoor. It was its price, too high in our opinion, that deterred us. But if you are looking for a glass water bottle, this is a reasonable choice. Compact, rather pretty with its protective shell in Dryflex Green, a plastic partially made from biological or agricultural co-products, easy to transport, it is also customizable. The transparent disc located on the cap is removable and protects a label. And of course, the Indoor is 100% Made in France.

Capacity: 500ml

Material: glass

Isotherm: no

Hydro Flask Standard Mouth

Identical to the Hydro Flask Large Mouth, this model can accommodate a screw cap or a sports cap. Three models are available 532, 621 or 710 ml and in a wide range of uniform shades. Isothermal, it offers good preservation of hot and cold liquids, without however reaching the excellence of the Quechua MH500.

Capacity: 532ml, 631ml, 710ml

Material: Stainless steel

Isotherm: yes

Nalgene Everyday

The wide-mouth Nalgene, made in the USA, is primarily intended for hikers who wish to have a large capacity bottle that is both light (182 grams) and very resistant. It is of course suitable for more sedentary use, but with its 9 cm in diameter, this water bottle is not the most suitable for small hands. Marketed for many years, it is now made of Tritan Renew, the copolyester made of 50% recycled plastic. In addition, the serigraphy, which includes the graduation in milliliters, is printed on a removable and recyclable plastic sheet, if one wishes to further add to the minimalism of the bottle.

Capacity: 1000ml

Material: plastic

Isotherm: no

Neolid Canopy

The Neolid company is proud to indicate that its Canopée insulated bottle is made in France. But in this case, only the upper part, made of Tritan plastic, as well as the assembly is carried out in our country. The stainless steel isothermal cylinder which constitutes the bulk of the bottle is "Made in China". Despite everything, we should welcome this initiative which aims to repatriate part of the production to our territory. Unfortunately, the Canopy presents disappointing performances in terms of insulation. In question, the plastic neck, which removes a large part of the benefit provided by the double-walled insulated drum. Thus, the liquid that we poured into it lost 36.1° in 8 hours, while at the same time, the SIGG Hot & Cold Light only lost 16.4!

Capacity: 750ml

Material: Stainless steel and plastic

Isotherm: yes

Super Sparrow

Available in four different formats and 20 colours, the Super Sparrow is the only water bottle in our selection to be sold with two caps, one with a screw, the other with an integrated straw, but also the only one to provide a neoprene cover for further increase the insulation, as well as two plastic straws and a brush to clean them! The screw cap, also in stainless steel, has a handle and is covered with a pretty bamboo disc. Only downside, the opening is noisy to the point of scaring away some users. We tested the insulation without the cover, and noted good results for the preservation of hot and cold liquids, which however do not reach the level of the best water bottles in our guide.

Capacity: 350ml, 500ml, 750ml, 1000ml

Material: Stainless steel

Isotherm: yes

Takeya Actives insulated - spout lid

Interesting, the double cap of this insulated bottle. The main one allows access to the inside of the container and it is wide enough to put large ice cubes or food. The top one, also with screws, gives access to a narrow opening, as practical for drinking as for filling an external container. Although equipped with a double stainless steel wall with air gap, the insulation of this gourd is quite average, well below the tenors of our selection. Thus, the 70.1° liquid that we poured into it lost 27.8° in eight hours. It's a lot.

Capacity: 510ml, 623ml, 680ml, 907ml, 1133ml

Material: Stainless steel

Isotherm: yes

Takeya Actives insulated - straw lid

This bottle differs from the previous one only by its cap, which incorporates a retractable pipette connected to a straw. If the seal remains perfect, the insulation is no better than that of the pouring cap model above. The 70° liquid saw its temperature drop by 28.9° in eight hours, and the 12.5° liquid gained 3.9° in the same time. Disappointing results, especially since the price of the bottle is quite high. Another regret, this model incorporates a long removable plastic straw, which should be cleaned regularly. However, the swab is not provided, unlike the Super Sparrow gourds.

Capacity: 510ml, 623ml, 680ml, 907ml

Material: Stainless steel

Isotherm: yes

Phillip Fontaine

[thank you for reading. if you spot the a/b test please let me know what you prefer. abtest@xawat.com]

How Climate Change Can Supercharge Snowstorms

Less snow is falling in a warming world, but higher temperatures also allow the air to hold more water, creating additional precipitation.

Source: New York Times | By Anne Barnard

• Dec. 22, 2022

If the globe is warming, shouldn’t there be less snow?

It’s a common question. So last winter, as another intense snowstorm blanketed a large part of the United States, we put it to Kevin Reed, an associate professor at the School of Marine and Atmospheric Sciences at Stony Brook University on Long Island.

It is true, he said, that in a warming world, less snow is falling overall, and covering less area. But higher temperatures also allow the atmosphere to hold more water, which creates more precipitation and makes it more likely to fall quickly.

“That means there are still times and cases where that precipitation increase comes in the form of snow,” Dr. Reed said. “We know that to be true.”

Summers have always been more humid than winters because warmer air absorbs more moisture. As the moisture condenses, warm air rises faster, bringing even more moisture in a feedback loop that can create sudden, fast-falling downpours like the ones that spurred deadly floods in New York and New Jersey in the aftermath of Hurricane Ida last year.

Overall, Dr. Reed said, a few degrees of global warming means that some storms that would have brought snow on a 31-degree day will end up as rain at 33 degrees. But on the other hand, more snow falls when temperatures are just below freezing than during extreme cold.

“So a storm that’s a little warmer but still below freezing, a storm that might’ve been a 25-degree storm but ends up as a 30-degree storm, means it will snow more,” he said.

Flash floods are generally more likely during warm-weather downpours. But freezing temperatures bring their own flooding risks, Dr. Reed said: Ice can block drainage systems, and if rain or warmer temperatures follow snow, the melting can cause flooding.

“That’s the worst-case scenario when we’re right around the freezing line: Rain and snow melt and blockages all at once,” he said.

Anne Barnard covers climate and environment for the Metro desk. She was Beirut bureau chief from 2012 to 2018. She joined The Times in 2007 after covering the Middle East and the Iraq war for The Boston Globe. @ABarnardNYT

'New collaboration models' needed to hit US offshore wind goals: commerce secretary

Gina Raimondo – who previously helped spur Block Island array – tells industry event that pioneering project holds key lessons over cooperation on permitting reform and stakeholder engagement

Source: Recharge News | By Tim Ferry

US secretary of commerce Gina Raimondo told an offshore wind awards event that new models of collaboration between industry and government are needed for the nation to meet the Biden administration’s goal of 30GW in place by the end of the decade.

“Every one of these projects is complicated and requires that collaboration, innovation and new models, and to take what has happened in Europe to the US,” Raimondo told the Ventus Awards gala in Washington, DC.

As head of the Department of Commerce, Raimondo oversees the National Oceanic and Atmospheric Administration (NOAA), which plays a major role in the environmental impact statement (EIS) required for each project.

The former governor of Rhode Island, however, has been a driving force in the US offshore wind industry for far longer, starting with her spearheading of the Block Island Wind project nearly a decade ago.

The 30MW Block Island array was the first offshore wind project developed in US waters and blazed the trail for the American industry.

“Everything we did [at Block Island] was a first,” she said. “It didn’t happen overnight. It took years to coordinate with the developer.”

Block Island Wind faced multiple regulatory setbacks on its decade-long journey and getting it across the finish line took concerted effort by government and the private sector.

“These projects showcase the power of American labour, American innovation, American ingenuity, and the great things that can happen at the intersection of public and private sector,” she said.

“It is something that we now need to replicate,” she said, adding: “I hope the work we did [on Block Island] will allow us to scale much more quickly.”

Permitting was a major hurdle for Block Island and remains a bottleneck today. The Biden administration is prioritising a streamlined process through a “whole-of-government” approach to inter-agency cooperation.

“We need to get the permitting right in a speedy time frame,” Raimondo admitted. “We have already started to take action to streamline and improve permitting without cutting corners.”

Ensuring that the process remains rigorous is a major concern, and allegations of corner-cutting in the EIS are at the core of multiple lawsuits aimed at the US’ first two offshore wind arrays.

“NOAA has a huge role to play, and we will play that role in partnership with [developers], from providing foundational information about our oceans and climate to undertaking regulatory review and permitting to get these new projects ready for construction,” she said.

'More turbines in ocean and sky'

Referencing roundtable discussions between federal agencies and the industry on permitting reform, Raimondo told the gala, “We have already started to take action and make changes based upon [industry’s] advice.

“We have to get more of these turbines in the ocean and in the sky,” she told the awards gala. “And we're going to do what we need to do to get the permitting right.”

Along with government and industry collaboration, she highlighted the need to widen the scope of participants in project development.

“You cannot short circuit stakeholder engagement. If you put in the hard work in the front end of the process, talking to the stakeholders, talking to the commercial fishermen, talking to the recreational fishermen, doing the permitting properly, it actually will get done faster.”

Job creation is a major part of offshore wind’s appeal, she noted. The Department of Energy estimates that offshore wind will generate $12bn in annual investment and add 77,000 jobs.

“The promise of offshore wind to bring clean energy, high wage, highly skilled jobs to coastal communities is amazing,” Raimondo said.

Raimondo spoke as she was honoured with the Heronemus Award for Outstanding Achievement for her contributions in advancing the sector.

The Heronemus Award, named in honor of William Edward Heronemus (1920 – 2002), known as the “father of modern wind power”, is the highest award given at the Ventus Gala and recognises an individual who has contributed significantly to the expansion of offshore wind energy.

Battle Over Deep-Sea Mining Takes on New Urgency as Trial Run Winds Down

A Canadian company is testing mining equipment in the Pacific Ocean in its quest for metals needed for electric vehicles. Environmentalists oppose the mining, which could begin in 2024.

Source: New York Times | By Eric Lipton

Nov. 3, 2022

Mining companies and environmentalists have long been at loggerheads over proposed projects in the Pacific that would provide new sources of metals for electric vehicles but threaten pristine underwater ecosystems.

Now the clash is taking on new urgency as a two-month test mission by a Canadian company comes to an end and international regulators debate whether to allow full-scale mining as early as 2024.

The pressing timetable has generated protests, including before the test ship launched from Rotterdam this year. More recently, officials from around the world — including Chile, Costa Rica, the Federated States of Micronesia, France, Germany, New Zealand and Spain — have called for a moratorium or a delay.

“There should not be any mining until and unless we can ensure the effective protection of the marine environment,” said Georgina Guillén-Grillo, who serves as Costa Rica’s delegate to the International Seabed Authority, an agency affiliated with the United Nations that has jurisdiction over deep-sea mining and is now meeting in Jamaica to hammer out proposed environmental requirements and decide next steps.

The test is being conducted by the Metals Company, a Vancouver-based firm, in the remote seabed between Hawaii and Mexico. A 130-person crew has been working around the clock since late September on a retrofitted oil-drilling ship, extracting what will be a total of 3,600 tons of rocks loaded with manganese, nickel and cobalt from 2.7 miles beneath the ocean’s surface.

The $250 million expedition, which also includes a companion ship with dozens of marine scientists equipped with underwater audio, video and water-quality-monitoring devices, is meant to evaluate the environmental impact of mining in waters so unknown that many plants and animals are not classified by science.

It is also the company’s first full-scale trial in the Pacific Ocean of its mining equipment. The machinery sucks up the rocks, known as polymetallic nodules, like a vacuum cleaner and feeds them through a series of riser pipes to the surface.

Anthony O’Sullivan, the company’s chief development officer, said that while the scientists’ work was not yet finished, mud and silt disturbed by the mining had not dispersed in ways that some feared could harm marine life.

“The seafloor plume is hugging the seafloor,” he said.

Still, the company’s own consultants acknowledged it was too early to draw any conclusions.

“There is really a lot of data to analyze before you can make an assessment of environmental impacts,” Thomas L. Johnson of DHI Group, hired by the Metals Company to study the sediment plume, said in a telephone interview from the expedition site.

The test mission has experienced some mishaps, including electrical wiring failures related to deep-sea pressures and the dumping of rock fragments and sediment-laden wastewater from the ship, according to documentation reviewed by The New York Times. A spokesman for the Metals Company said the discharge resulted from a surge in water flowing through a sediment-scrubbing device and “was not deemed to be a significant hazard or risk to the environment.” The test is scheduled to conclude by the middle of this month.

Matthew Gianni, a co-founder of the Deep Sea Conservation Coalition, said small amounts of dispersed sediment and the simple removal of the rocks — which are a habitat for many seabed organisms — may be enough to disrupt life.

“If you don’t even know species that are out there and how they react to this sediment, then you can’t make any assertion of what the biological impact of plumes will be,” he said. “Put the evidence on the table. Submit it to independent scientists to scrutinize and see if their assertions hold up. Until then, we cannot even talk about moving ahead on large-scale mining.”

The agency, with a staff of about 50, did not send a full-time employee on the expedition, and instead sent a trainee, a Metals Company official said. A Seabed Authority spokeswoman said the agency had tracked the project closely, sent staff to inspect the ships before they left and would do a follow-up visit when they returned “to verify that all offshore operations have been conducted in full compliance with relevant regulatory requirements.”

The test is taking place about 1,100 miles southwest of Manzanillo, Mexico, using remotely operated vehicles because the water is so deep and the pressure so intense it is generally too complicated to send workers. Marine historians say it is probably the largest ever collection of seabed nodules from the mineral-rich area, which is known as the Clarion-Clipperton Zone.

The Metals Company initially plans to collect 1.3 million wet tons of the potato-size nodules a year and eventually ramp up to about 11.3 million tons. The excavation effort would last about two decades and generate as much as $31 billion in profits, according to company projections.

The metals in the seabed areas it controls, the company says, is enough to power 280 million electric vehicles, equivalent to the entire fleet of cars in the United States.

The company controls three of the 22 exploratory contractors granted authority by the agency to search for metals and gather environmental data, with the licenses covering approximately 580,000 square miles of the ocean floor. The company has announced it intends to submit an application next year to begin full-scale mining, which requires separate approval.

The Metals Company’s partners include Allseas Group, a Swiss-based offshore oil-industry contractor, Maersk, a Danish shipping company, and Glencore, a Swiss mining company, which has a deal to buy copper and nickel extracted from the nodules.

More than a decade ago, the Metals Company, through a corporate entity whose assets it now owns, recruited the tiny Pacific island of Nauru as a sponsor for mining in areas that were set aside by the Seabed Authority for poor or developing nations. The test mining is taking place in one of those areas.

The Times reported in August that the firm’s executives received key information from the Seabed Authority beginning in 2007, giving a major edge to their mining ambitions. The agency provided data identifying some of the most valuable seabed tracts, and then set aside the prized sites for the company’s future use, according to interviews and hundreds of pages of emails, letters and other internal documents. The company and the agency said there was nothing improper about the arrangement.

More recently, Nauru, on behalf of the Metals Company, invoked a provision that would compel the Seabed Authority to settle on environmental rules by next July. If the agency misses the deadline, the company can submit an application to begin mining, even without the regulations in place.

A growing number of Seabed Authority member states have pressed the agency’s governing body to block the maneuver and slow down the march toward full-scale mining.

“Current knowledge and available science is insufficient to approve deep-seabed mining until further notice,” the German government said in a statement this week as the Seabed Authority meetings started in Kingston, Jamaica.

Ms. Guillén-Grillo, the delegate from Costa Rica, has argued that the authority is not likely to finish its work by July 2023, and therefore should delay consideration of a mining application by the Metals Company.

“The authority has a big workload ahead,” she said. “We are dealing with the common heritage of mankind.”

Secret Data, Tiny Islands and a Quest for Treasure on the Ocean Floor

Aug. 29, 2022

Deep-Sea Riches: Mining a Remote Ecosystem

An Investigation Leads to the Bottom of the Pacific

Aug. 29, 2022

Eric Lipton is a Washington-based investigative reporter. A three-time winner of the Pulitzer Prize, he previously worked at The Washington Post and The Hartford Courant. @EricLiptonNYT

A version of this article appears in print on Nov. 4, 2022, Section A, Page 10 of the New York edition with the headline: Deep-Sea Mining Trial Nears End, and Debate Swells. Order Reprints | Today’s Paper | Subscribe

Construction on 'old' US offshore wind leases 'tricky situation' for industry and at-risk whales

Environmental groups urge caution building giant sea-based power plants off the state of Massachusetts as endangered North Atlantic right whale now inhabiting nearby waters

Source: Recharge News | By Tim Ferry

US environmentalists are urging caution developing giant wind plants off the coast of the state of Massachusetts in light of the increasing presence in nearby waters of the critically endangered North Atlantic right whale.

“We’re in a tricky situation in that these leases were issued a long time ago, and then the conditions have changed, and the whales are now in these areas,” Gib Brogan, fisheries campaign manager for environmental watchdog group Oceana, told Recharge.

“With the status of this species and the importance of that area, we need to be proceeding very cautiously.”

Offshore wind leases in the Massachusetts wind energy area (WEA) were originally sold in 2015, but since then this species of whale has taken up residence in neighbouring waters, drawn to the highly productive ecosystem as climate change-caused warming trends have degraded the species’ more southerly maritime habitats.

Protecting this species while accommodating offshore wind development has emerged as a key concern, and the Bureau of Ocean Energy Management (BOEM), the lead regulator of energy development in federal waters, is partnering with the fisheries department of the National Oceanic and Atmospheric Administration (NOAA) on a draft strategy to “protect and promote the recovery of North Atlantic right whales while responsibly developing offshore wind energy”.

“Working with NOAA on this draft strategy leverages the resources and expertise of both agencies to collect and apply the best available scientific information to inform our decisions,” said BOEM director Amanda Lefton.

Known as the “urban whale” due to its tendency to live near to urban population centers, fewer than 350 of the long-lived species are in existence. North Atlantic right whales have seen a 30% population decline since 2010, primarily caused by vessel collisions and entanglement with fishing gear.

Offshore wind construction in the Massachusetts WEA, which holds some 9GW of potential capacity, is set to spark a surge in vessel traffic. The 800MW Vineyard Wind 1, the US’ first offshore wind farm to begin construction, announced that 52 vessels have already been involved in its pre-installation work, with many more slated for foundation and turbine installation.

NOAA has lately rolled out restrictions on lobster fishing in local waters to protect the species, but fisheries advocates complain that protecting the species falls on them, while the offshore wind sector has received carte blanche in its development ambitions.

“It is somewhat difficult to comprehend that pile driving, noise-emitting steel turbines, enormous increases in vessel traffic, and introduction and movement of underwater materials in areas with the highest concentration of North Atlantic right whales would have substantially less impact on their overall survival than fishing rope,” fisheries advocate the Responsible Offshore Development Alliance (Roda) said in its comments to BOEM.

While restrictions on lobster fishing pose “an existential threat to this historic industry”, Roda said the government’s approach to North Atlantic right whale protection for the offshore wind sector “has been largely voluntary and based on negotiated agreements”.

Both Vineyard Wind 1 and the US’ second project to begin construction, 132MW South Fork, have entered into comprehensive agreements with environmental groups for the protection of the species that include constant monitoring for the whale’s presence, particularly during pile driving and other noise creating construction, and vessel speed limits.

Brogan said that while Oceana supports the responsible development of offshore wind, “we’re going to be making sure that these conditions are met, that monitoring is happening, that the mitigation measures are being administered effectively, that we have enough people out there that are looking for whales,” said Brogan.

Even these measures might not suffice to the protect the species from offshore wind's impacts, however, with a recent study published indicating that the industry could profoundly affect marine ecosystems.

Based on data acquired in northern Europe, home to some 28GW of offshore wind turbines, the study, published in the journal Communications Earth & Environment concluded “via numerical modelling that the associated wind wakes in the North Sea provoke large-scale changes in annual primary production with local changes of up to ±10% not only at the offshore wind farm clusters, but also distributed over a wider region”.

“Our results provide evidence that the ongoing offshore wind farm developments can have a substantial impact on the structuring of coastal marine ecosystems.”

North Atlantic right whales feed primarily on zooplankton, eating up to 2,500kg daily, and research indicates that most individuals are already food-stressed, resulting in lower fertility and smaller sizes.

Less productive feeding grounds would force them to travel farther afield for nourishment, exacerbating their poor condition. “Anything that's going to mess with their food source is a significant concern,” said Brogan.

BOEM and NOAA closed comments yesterday (5 December) on the draft strategy for North Atlantic right whale protection.

European electricity market: "We need a reform to stimulate low-carbon investments and guarantee supply"

Source: LeMonde, The world | by some french dudes? and translated by Google

Posted january 6, 2023 at 06:00, updated at 06:00

Due to soaring electricity prices, several opposition representatives, from the Rassemblement national to La France insoumise, including the Republicans, are calling for an exit from the European electricity market to lower consumer bills. , citing the example of Spain and Portugal. While qualifying this market as "badly done for a very long time" , Emmanuel Macron promised, Thursday, January 5, for the second half of 2023 "a reform of the electricity market so that it depends [on] production costs" .

How does this market work? As electricity cannot be stored, the principle of the European system consists in guaranteeing the balance between supply and demand for electricity on a European scale, by calling on the least expensive means of production as a priority. When it is no longer enough, other means are brought in, always favoring the least expensive. But the market price depends on the cost of production of the last plant to come into operation, which is often gas-fired. The more the gas plants are in demand, the higher the market price. This is the case this winter, due to the shutdown of many French nuclear reactors and the war in Ukraine, which has caused gas prices to soar.

Several European countries using a lot of gas to produce electricity, such as Germany and Italy, the European electricity market, which sets a single price regardless of the means of production, may therefore seem unfair for a country like France which has a large nuclear fleet .

But is the European market solely responsible for the current price spike? Are Spain and Portugal really out of it? Would France have an interest in following their example? Interviewed by Le Monde , Nicolas Goldberg, expert at Colombus Consulting, delivers his analysis.

What is wrong with the European market?

Many of the reproaches made to the European market are in fact the result of a misunderstanding. What some politicians are saying is that electricity prices are pegged to gas prices because of the Germans and that's why their prices are high, but that's not true. This system has one virtue, which is that the balance between supply and demand is achieved at the lowest possible cost. Each producer has an interest in offering the lowest price in order to receive the marginal tariff [the difference between the cost of production and the tariff for the last kilowatt-hour produced]. This can, of course, generate excess profits, but they are currently taxed and this taxation feeds the tariff shields. The reproaches of political leaders are therefore unjustified and the Germans have nothing to do with it.

On the other hand, what can be criticized for this system is that it encourages the sizing of production capacities as accurately as possible. Today, France sometimes imports electricity when it could produce it, quite simply because it is cheaper. The European market guarantees this ability to import at the best price, which is a good thing for consumers. But that does not encourage us to invest in production capacities, which reduces our room for manoeuvre. When you encounter a problem such as corrosion of nuclear facilities or gas supply difficulties, there is a risk of a shortage, as we can see today. This is the reason why opposition leaders who do not understand this functioning or want to use it for political ends are asking for a way out, citing, wrongly, the example of Spain and Portugal.

Precisely, have these countries really left the European electricity market?

No, that's completely wrong. They remain fully integrated into it, but have obtained a temporary exemption which allows them to cap the wholesale price of gas and reduce consumer bills by only 10% to 15% because the cost of the device is re-invoiced to consumers. But this is also what other Member States of the European Union [EU] do indirectly with tariff shields financed by taxing excess profits . The French government tells us of a saving of 20%. It is therefore more effective than what Spain is doing, without the perverse effects .

One country has indeed left the European market, it is the United Kingdom. It is still connected to the European network and continues to import electricity, but negotiates it over the counter and the tariffs are necessarily higher than if it had remained there and decoupled from the rest of the EU. Strangely, the political leaders who want to get out of it do not cite this example...

So France would have no interest in leaving it?

The answer is clearly no, for two reasons. The first is that it lacks electricity today, which has not escaped anyone. However, the European market makes it possible to import massively at the best price, a price harmonized at European level. When France is an exporter, on the other hand, he guarantees us that there will always be outlets, even when our nuclear power stations are producing at full capacity, because this electricity is cheaper than fossil fuels and France can use these interconnections to export. In this case, we don't hear anyone saying that we have to get out of it.

This European market therefore has a double benefit: when we have overcapacity, it allows us to export at very good prices and bring in foreign currency; when we are short of capacity, which is rather the case at the moment, our supply remains guaranteed at the best price. The interconnections have also shown their good functioning this winter.

Should it, despite everything, be reformed?

I think it is necessary. The market was developed in a logic of great liberalisation, at a time – the 1990s – when the fight against climate change was not the primary concern and when the European electricity system was very overcapacity. It contributed to the closure of means of production, in particular coal-fired power stations, but did not encourage investment. This system is myopic. It does not encourage looking at things in the long term.

We need a reform to stimulate investment in low-carbon production and guarantee security of supply, which would also limit the effects of speculation. In normal times, the European market protects us from it, because there is no reason to speculate when security is guaranteed; this was not the case this summer, when the risk of a shortage emerged, which opened the way to speculation. Among the avenues for reform, there is therefore that of imposing prudential rules on electricity suppliers so that they hedge themselves in the long term and are less subject to the ups and downs of the market.