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<p><font size="+2" face="Calibri"><i><b>March 12, 2023</b></i></font><font
face="Calibri"><br>
</font></p>
<font face="Calibri"> </font> <font face="Calibri"><i>[ Twitter
media campaign ]</i></font><br>
<font face="Calibri"> </font> <font face="Calibri"><b>4 Reasons
Biden Shouldn’t Approve The Willow Project</b></font><br>
<font face="Calibri">The Willow Arctic drilling project might be a
climate disaster waiting to happen — and Pres. Biden is about to
decide whether to approve it</font><br>
<font face="Calibri"><a class="moz-txt-link-freetext"
href="https://twitter.com/nowthisnews/status/1634412079149903877">https://twitter.com/nowthisnews/status/1634412079149903877</a></font><br>
<font face="Calibri">- -</font><br>
<font face="Calibri"><a class="moz-txt-link-freetext"
href="https://twitter.com/commondreams/status/1634443772447662080">https://twitter.com/commondreams/status/1634443772447662080</a>?</font><br>
<br>
<b><font face="Calibri">"The proposed expansion of oil and gas
drilling in Alaska is recklessly irresponsible," former Vice
President Al Gore says of the Willow oil project. #StopWillow</font></b><br>
<b><font face="Calibri"> </font></b> <br>
<b>Echoing Climate TikTok, Al Gore Says Biden OK of Willow Would Be
'Recklessly Irresponsible'</b><br>
"As I watch millions of people join the #StopWillow movement, these
staggering numbers send a clear message that today's youth expect
President Biden and Secretary Haaland to step up," said one
activist.<br>
From climate campaigners on TikTok to former Vice President Al Gore,
people who care about the planet across the United States are
pressuring the Biden administration to block ConocoPhillips'
multibillion-dollar Willow oil project in Alaska.
<blockquote>"We don't need to prop up the fossil fuel industry with
new, multiyear projects that are a recipe for climate chaos."- -<br>
</blockquote>
Though Willow is backed by Alaska's three-member congressional
delegation, Republican Gov. Mike Dunleavy, and the state
Legislature, opponents of the project have taken social media by
storm with the hashtag #StopWillow.<br>
<br>
"I have never seen so many videos, so many comments, mentions about
a climate topic on social media," 26-year-old Alaina Wood, a
scientist and climate activist with more than 353,500 followers on
the video platform TikTok, told The Washington Post Tuesday.<br>
- -<br>
A Change.org petition urging Biden to stop Willow—now signed by more
than 3 million people and promoted by groups including the
Indigenous-led NDN Collective—declares that "there must come a point
where human health, food security, environmental justice, and a
functioning ecosystem come before corporate profit."...<br>
- -<br>
Even if the Biden administration gives Willow the green light, that
approval is expected to be met with legal challenges.<br>
<br>
"I think that litigation is very likely," Earthjustice senior
attorney Jeremy Lieb told The Guardian. “We and our clients don't
see any acceptable version of this project."<br>
<a class="moz-txt-link-freetext"
href="https://www.commondreams.org/news/willow-project-tiktok-climate-biden">https://www.commondreams.org/news/willow-project-tiktok-climate-biden</a>?<br>
<br>
- -<br>
<br>
<i>[Toward a greater understanding ]</i><br>
<b>“Ecological Economics” titled: “Economics for the Future: Beyond
the SuperOrganism” </b><br>
N.J. Hagens<br>
Institute for the Study of Energy and Our Future, United States<br>
Highlights<br>
• We lack a cohesive map on how behavior, economy, and the
environment interconnect.<br>
<br>
• Global human society is functioning as an energy dissipating
superorganism.<br>
<br>
• Climate change is but one of many symptoms emergent from this
growth dynamic.<br>
<br>
• Culturally, this “Superorganism” doesn’t need to be the destiny
of Homo sapiens.<br>
<br>
• A systems economics can inform the ‘reconstruction’ after
financial recalibration.<br>
<blockquote><b>Abstract</b><br>
Our environment and economy are at a crossroads. This paper
attempts a cohesive narrative on how human evolved behavior,
money, energy, economy and the environment fit together. Humans
strive for the same emotional state of our successful ancestors.
In a resource rich environment, we coordinate in groups,
corporations and nations, to maximize financial surplus, tethered
to energy, tethered to carbon. At global scales, the emergent
result of this combination is a mindless, energy hungry, CO2
emitting Superorganism. Under this dynamic we are now behaviorally
‘growth constrained’ and will use any means possible to avoid
facing this reality. The farther we kick the can, the larger the
disconnect between our financial and physical reality becomes. The
moment of this recalibration will be a watershed time for our
culture, but could also be the birth of a new ‘systems economics’.
and resultant different ways of living. The next 30 years are the
time to apply all we’ve learned during the past 30 years. We’ve
arrived at a species level conversation.<br>
</blockquote>
“Ecological Economics addresses the relationships between ecosystems
and economic systems in the broadest sense.” – Robert Costanza, (the
first sentence in the first article in the first issue of Ecological
Economics)<br>
<br>
“The real problem of humanity is the following: we have paleolithic
emotions; medieval institutions; and god-like technology.”– E.O.
Wilson<br>
<br>
“We live in a world where there is more and more information, and
less and less meaning.” –Jean Baudrillard<br>
<br>
“Not everything that is faced can be changed, but nothing can be
changed until it is faced.” – James Baldwin<br>
<a class="moz-txt-link-freetext" href="https://www.sciencedirect.com/science/article/pii/S0921800919310067">https://www.sciencedirect.com/science/article/pii/S0921800919310067</a><br>
<p><br>
</p>
<p><br>
</p>
<i>[ an important web site to revisit ]</i><br>
<b>World Weather Attribution</b><br>
Since 2015 the World Weather Attribution (WWA) initiative has been
conducting real-time attribution analysis of extreme weather events
as they happen around the world. This provides the public,
scientists and decision-makers with the means to make clear
connections between greenhouse gas emissions and impactful extreme
weather events, such as storms, floods, heatwaves and droughts.<br>
<br>
We research and develop scientific tools and methodologies to
perform timely and robust assessments of whether and to what extent
human-induced climate change played a role in the magnitude and
frequency of extreme weather events.<br>
<br>
We’ve made real and significant advances in isolating the climate
signal in the costly impacts of such events, in both developed and
developing countries. Our partners are at the forefront of this
emerging scientific field.<br>
<a class="moz-txt-link-freetext" href="https://www.worldweatherattribution.org/">https://www.worldweatherattribution.org/</a><br>
<p><br>
</p>
<p><br>
</p>
<i>[ dry Summer in Europe -- now in Winter drought -- video overview
of the predicament ]</i><br>
<b>European Water Crisis Worsens as Heat Waves and Drought Continue
to Blanket the Continent</b><br>
Paul Beckwith<br>
Mar 11, 2023<br>
Lots of Europe is bone-dry at the moment. The normal precipitation
this winter has not materialized, so consequently lakes, reservoirs,
and rivers are at much lower water levels than normal, by about 50
to 60% or even more. The famed ski resorts in the Alps are suffering
from greatly reduced snow pack accumulation.<br>
<br>
Last summer Europe endured its most severe and widespread drought in
500 years, and there has been no recovery since then. Thus, this
years drought has a four to five month head start over what occurred
last year. There is almost no precipitation in the forecast either.<br>
<br>
Ground water measurements by the GRACE gravity anomaly satellites
show that lack of water in Europe has actually been occurring since
2018.<br>
<br>
In this video I chat about this extremely dire water situation in
Europe and the abrupt climate system change causes (attribution
studies show 20x worsening of droughts). I wonder whether this is a
weather whiplashing situation where there will be an excess of water
in a few years, or if this is becoming a quasi-permanent situation
for Europe. I wonder if the jet stream has actually started rotation
about a lower latitude center-of-cold with the lack of Arctic Sea
Ice, and is actually passing south of Europe more frequently<br>
<a class="moz-txt-link-freetext" href="https://www.youtube.com/watch?v=r8lrxXaoVac">https://www.youtube.com/watch?v=r8lrxXaoVac</a><br>
<br>
<br>
<p><br>
</p>
<font face="Calibri"> <i>[The news archive - looking back at a huge
train crash 8 years ago -- what did we learn? what fixed? ]</i><br>
<font size="+2"><i><b>March 12, 2015 </b></i></font> <br>
March 12, 2015:<br>
In the New York Times, Marcus Stern observes:<br>
</font>
<p><font face="Calibri">"A CSX freight train ran off the rails last
month in rural Mount Carbon, W.Va. One after another, exploding
rail cars sent hellish fireballs hundreds of feet into the clear
winter sky. Gov. Earl Ray Tomblin declared a state of emergency,
and the fires burned for several days.</font><font
face="Calibri"><br>
</font></p>
<p><font face="Calibri">"The Feb. 16 accident was one of a series of
recent fiery derailments highlighting the danger of using
freight trains to ship crude oil from wellheads in North Dakota
to refineries in congested regions along America’s coastlines.
The most recent was last week, when a Burlington Northern Santa
Fe oil train with roughly 100 cars derailed, causing at least
two cars, each with about 30,000 gallons of crude oil, to
explode, burn and leak near the Mississippi River, south of
Galena, Ill.</font></p>
<p><font face="Calibri">"These explosions have generally been
attributed to the design of the rail cars — they’re notoriously
puncture-prone — and the volatility of the oil; it tends to blow
up. Less attention has been paid to questions surrounding the
safety and regulation of the nation’s aging network of 140,000
miles of freight rails, which carry their explosive cargo
through urban corridors, sensitive ecological zones and populous
suburbs."</font></p>
<p><font face="Calibri"><br>
</font></p>
<blockquote>
<p><font face="Calibri"><b>Dangerous Trains, Aging Rails</b><br>
By Marcus Stern<br>
March 12, 2015<br>
<br>
A CSX freight train ran off the rails last month in rural
Mount Carbon, W.Va. One after another, exploding rail cars
sent hellish fireballs hundreds of feet into the clear winter
sky. Gov. Earl Ray Tomblin declared a state of emergency, and
the fires burned for several days.<br>
<br>
The Feb. 16 accident was one of a series of recent fiery
derailments highlighting the danger of using freight trains to
ship crude oil from wellheads in North Dakota to refineries in
congested regions along America’s coastlines. The most recent
was last week, when a Burlington Northern Santa Fe oil train
with roughly 100 cars derailed, causing at least two cars,
each with about 30,000 gallons of crude oil, to explode, burn
and leak near the Mississippi River, south of Galena, Ill.<br>
<br>
These explosions have generally been attributed to the design
of the rail cars — they’re notoriously puncture-prone — and
the volatility of the oil; it tends to blow up. Less attention
has been paid to questions surrounding the safety and
regulation of the nation’s aging network of 140,000 miles of
freight rails, which carry their explosive cargo through urban
corridors, sensitive ecological zones and populous suburbs.<br>
<br>
Case in point: The wooden trestles that flank the Mobile and
Ohio railroad bridge, built in 1898, as it traverses Alabama’s
Black Warrior River between the cities of Northport and
Tuscaloosa. Oil trains rumble roughly 40 feet aloft, while
joggers and baby strollers pass underneath. One of the
trestles runs past the Tuscaloosa Amphitheater. Yet when I
visited last May, many of the trestles’ supports were rotted
and some of its cross braces were dangling or missing.<br>
</font></p>
<p><font face="Calibri">After that accident, federal officials
promised to develop sweeping new regulations to make sure
nothing like it happens in the United States. In the interim,
the Department of Transportation issued an emergency order
requiring railroads to get federal permission before leaving
trains unattended with their engines running, a major factor
in the Lac-Mégantic explosion. And the railroads agreed to a
number of voluntary steps, including keeping oil trains under
50 m.p.h.<br>
<br>
But more than a year and a half after Lac-Mégantic, new
regulations have yet to be finalized as the railroad and oil
industries argue about various proposed provisions. The
emergency order didn’t end the practice of railroads’ leaving
oil trains on tracks with their engines running; it simply
required companies to have a written plan for doing so. And
without regulations, reporting or penalties, the public has
only the railroads’ word they are complying with the 50 m.p.h.
speed limit.<br>
<br>
For trackside communities, the stakes are obviously high. New
hydraulic fracturing technology has allowed oil developers to
tap vast amounts of deeply buried oil in parts of North
Dakota, Montana and Canada. Without significant new pipeline
capacity, the only way to get the oil to refineries is by
train. Rail car shipments of crude oil rose from 9,500 in 2008
to more than 400,000 last year.<br>
<br>
To protect communities and the environment, the Transportation
Department needs to act quickly to require more resilient rail
cars, improve the safety of rail infrastructure and
operations, and reduce the volatility of oil at the wellhead,
before it is loaded onto trains.<br>
<br>
Instead, the debate over regulations inches along as oil
trains continue to roll through downtown Philadelphia,
suburban Chicago and along the Hudson River in New York and
the Schuylkill in eastern Pennsylvania, passing close to a
nuclear power plant.<br>
<br>
Before leaving office last year, Deborah A. P. Hersman, the
chairwoman of the National Transportation Safety Board,
questioned whether industry representatives and regulators had
a tombstone mentality when it came to oil trains. If nobody
dies, she suggested, there’s no pressure to act. So far, the
tombstones have all been in Canada.<br>
<br>
Marcus Stern has examined the hazards of shipping oil by rail
for InsideClimate News, the Weather Channel and the
Investigative Fund. He reports for a San Diego-based writers
group, Hashtag30.<br>
</font></p>
<p><font face="Calibri">After that accident, federal officials
promised to develop sweeping new regulations to make sure
nothing like it happens in the United States. In the interim,
the Department of Transportation issued an emergency order
requiring railroads to get federal permission before leaving
trains unattended with their engines running, a major factor
in the Lac-Mégantic explosion. And the railroads agreed to a
number of voluntary steps, including keeping oil trains under
50 m.p.h.<br>
<br>
But more than a year and a half after Lac-Mégantic, new
regulations have yet to be finalized as the railroad and oil
industries argue about various proposed provisions. The
emergency order didn’t end the practice of railroads’ leaving
oil trains on tracks with their engines running; it simply
required companies to have a written plan for doing so. And
without regulations, reporting or penalties, the public has
only the railroads’ word they are complying with the 50 m.p.h.
speed limit.<br>
<br>
For trackside communities, the stakes are obviously high. New
hydraulic fracturing technology has allowed oil developers to
tap vast amounts of deeply buried oil in parts of North
Dakota, Montana and Canada. Without significant new pipeline
capacity, the only way to get the oil to refineries is by
train. Rail car shipments of crude oil rose from 9,500 in 2008
to more than 400,000 last year.<br>
<br>
To protect communities and the environment, the Transportation
Department needs to act quickly to require more resilient rail
cars, improve the safety of rail infrastructure and
operations, and reduce the volatility of oil at the wellhead,
before it is loaded onto trains.<br>
<br>
Instead, the debate over regulations inches along as oil
trains continue to roll through downtown Philadelphia,
suburban Chicago and along the Hudson River in New York and
the Schuylkill in eastern Pennsylvania, passing close to a
nuclear power plant.<br>
<br>
Before leaving office last year, Deborah A. P. Hersman, the
chairwoman of the National Transportation Safety Board,
questioned whether industry representatives and regulators had
a tombstone mentality when it came to oil trains. If nobody
dies, she suggested, there’s no pressure to act. So far, the
tombstones have all been in Canada.<br>
<br>
Marcus Stern has examined the hazards of shipping oil by rail
for InsideClimate News, the Weather Channel and the
Investigative Fund. He reports for a San Diego-based writers
group, Hashtag30.<br>
</font></p>
<p><font face="Calibri"><a class="moz-txt-link-freetext"
href="http://www.nytimes.com/2015/03/12/opinion/dangerous-trains-aging-rails.html?ref=opinion&_r=0">http://www.nytimes.com/2015/03/12/opinion/dangerous-trains-aging-rails.html?ref=opinion&_r=0</a></font><font
face="Calibri"><br>
</font></p>
<p><font face="Calibri"> <a class="moz-txt-link-freetext"
href="https://www.nytimes.com/2015/03/12/opinion/dangerous-trains-aging-rails.html?unlocked_article_code=GmxqT6M3lPByOHXRO17Xwya4sPHqNxln5Kbg7M03m-tzym2xrBwOD6aEpJbF6oAqHwM3Hgcp2gLu7uQCbF5dQ9e8mJm8VmJekI-nLF6gmqMwREneWdWSjyP3FoI4Qu9_FEcGVIKf9DYlGqBrFPx1xtp6OJ3KeJnLWbahaFATDUlvbRIVZe6_KxMHE-ojXLtXjad-5roLwU5ENy-zMhka81VtQ6v3LwbyYfeREU2oKEoyoJ0H2TBtTgK_6o8Ohv-Ko7Hh44DYrmToWV4QS0NY2geHWPk0Dyot6jHpIFNhufxcc1twVJx4ha9vOf4YcIZ_78biz6jX5lTETKA-rxiO0zvAGykm_Q&smid=url-share">https://www.nytimes.com/2015/03/12/opinion/dangerous-trains-aging-rails.html?unlocked_article_code=GmxqT6M3lPByOHXRO17Xwya4sPHqNxln5Kbg7M03m-tzym2xrBwOD6aEpJbF6oAqHwM3Hgcp2gLu7uQCbF5dQ9e8mJm8VmJekI-nLF6gmqMwREneWdWSjyP3FoI4Qu9_FEcGVIKf9DYlGqBrFPx1xtp6OJ3KeJnLWbahaFATDUlvbRIVZe6_KxMHE-ojXLtXjad-5roLwU5ENy-zMhka81VtQ6v3LwbyYfeREU2oKEoyoJ0H2TBtTgK_6o8Ohv-Ko7Hh44DYrmToWV4QS0NY2geHWPk0Dyot6jHpIFNhufxcc1twVJx4ha9vOf4YcIZ_78biz6jX5lTETKA-rxiO0zvAGykm_Q&smid=url-share</a></font></p>
</blockquote>
<font face="Calibri"> <br>
</font>
<p><font face="Calibri">======================================= <br>
</font> <font face="Calibri"><b class="moz-txt-star"><span
class="moz-txt-tag">*Mass media is lacking, many </span>daily
summaries<span class="moz-txt-tag"> deliver global warming
news - a few are email delivered*</span></b> <br>
</font> <font face="Calibri"><br>
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