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Article Contents Expand menu

• Clean-tech exports
• Solar exports are the biggest enabler
• Global South dominates avoided emissions
• Clean-tech exports span the globe
• Overseas clean energy projects double over three years
• China’s exports enable market growth
• Electrification export implications
• About the data

China’s exports in 2026 of clean-energy technologies, such as solar panels, batteries and electric vehicles, are on track to cut emissions beyond its borders by 2%, reveals new analysis.

This guest post is by:

Lauri Myllyvirta, lead analyst at the Centre for Research on Energy and Clean Air and senior fellow at Asia Society Policy Institute

The impact of these Chinese exports on carbon dioxide (CO2) emissions around the world grew by 26% year-on-year in the first three quarters of 2026, having already risen by 36% in 2025.

The new analysis for Carbon Brief is based on detailed data for clean-tech product exports, the electricity system in destination countries and emissions during manufacturing in China.

If the latest trends continue for the rest of the year, then Chinese clean-tech exports in 2026 alone will avoid around 450m tonnes of CO2 (MtCO2) – roughly equivalent to Brazil’s annual emissions.

Other key findings from the analysis include:

• Electric car and heavy vehicle shipments grew by 61% year-on-year in the first three quarters of 2026, wind-turbines by 45%, batteries 39%, solar 22% and electric two-wheelers by 21%.
• Over the lifetime of the equipment, exports in 2026 are on track to avoid 8,400MtCO2, equivalent to the annual emissions of the US and India combined.
• This lifetime avoided emissions total for exports in 2026 is up by a quarter from 6,800MtCO2 in 2025 and up by two-thirds from 5,000MtCO2 in 2024.
• Wind- and solar-equipment exports from China in 2026 will generate as much electricity each year as roughly 100 coal-fired power plants.
• While the majority of clean-tech exports by value went to the global north in the first three quarters of 2026, some 76% of lifetime avoided emissions were in the global south.
• This includes 52% of lifetime avoided emissions being in south and south-east Asia, reflecting solar shipments from China being installed onto high-carbon power grids.
• Chinese-owned clean-energy projects built in other countries doubled from 2022-25, but the amount of CO2 avoided remains small compared to equipment exports.

The analysis shows that most of China’s clean-energy exports have been built on new or expanded markets, enabling other producers to maintain their own sales volumes.

In addition, clean-energy sales within China are larger than exports for most technologies, but a domestic solar slowdown could exacerbate trade tensions, if it continues.

Clean-tech exports

China has become the pre-eminent producer of clean-energy technologies, from solar panels and wind turbines through to batteries and electric vehicles.

The majority of China’s clean-tech production is destined for the domestic market. But it has also become a major exporter – and these exports are avoiding significant amounts of CO2.

Previous analysis for Carbon Brief showed that these clean-energy exports in 2024 would cut emissions in countries outside China by around 1%.

The latest analysis shows that China’s clean-tech exports in 2026 are on track to avoid around 450MtCO2, as shown in the figure below, which is nearly 2% of global emissions outside China. It is also roughly equivalent to Brazil’s annual CO2 emissions from fossil fuels.

The estimate for the final quarter of 2026 is projected from the year-on-year growth rate in the first three quarters. CO2 emissions outside China from Energy Institute data. For further details see: About the data.

The analysis accounts for the impact of the clean-tech exports in the destination country, as well as the emissions due to manufacturing the products in China.

Looking at the full-year data for 2025, manufacturing clean-energy equipment resulted in emissions of around 170MtCO2 within China, while avoiding 370MtCO2 in other countries. This implies that, in aggregate, it takes six months for the exported goods to pay back the CO2 from manufacturing.

Solar exports are the biggest enabler

China’s solar-equipment exports continue to be the biggest enabler of decarbonisation in other countries, according to the analysis.

In the full-year data for 2025, China exported finished solar panels and intermediate products that correspond to a total generating capacity of 436 gigawatts (GW) once assembled and installed.

(Note that this is measured in gigawatts DC, which reflects the capacity of the panels, whereas capacity measured in AC refers to the size of the wire that connects them to the grid.)

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In addition, China exported 8GW of wind turbines. Together with the solar equipment, this will generate approximately 720 terawatt-hours (TWh) of electricity per year, based on the average output per unit of capacity for solar and wind in each destination country.

For 2026, China’s exports of wind and solar equipment are on track to generate approximately 800TWh of electricity, equivalent to the generation from around 100 coal-fired power plants.

Over their lifetimes, based on the power sources expected to be displaced in each destination country, the solar exports in 2025 will avoid an estimated 6,400MtCO2.

(For more details on the basis for these calculations, see: About the data.)

Solar is therefore the largest source of lifetime avoided CO2 emissions by far, with wind-turbine exports in second place displacing just 180MtCO2, as shown in the figure below.

Note the variable y-axes. Avoided emissions are net of manufacturing and assume lifetimes of 20 years for solar and wind, 10 years for cars and batteries or 5 years for two-wheelers. For further details see: About the data.

The 39m electric vehicles exported from China in 2025 included 36m two-wheelers, 2.2m battery electric cars, 160,000 plug-in hybrid cars, 15,000 buses and 30,000 trucks.

In addition, China exported batteries with a capacity of 305 gigawatt-hours (GWh) in 2025, enough to power another 5m battery electric cars once installed, based on typical battery sizes.

Based on typical driving distances and fuel consumption for corresponding fuel-burning vehicles, as well as the CO2 intensity of the electricity grid in destination countries, the EVs and batteries exported in 2025 will avoid an estimated 170MtCO2 over their lifetimes.

Given the sheer number of electric two-wheelers, the amount of oil and resulting CO2 they displace is a key uncertainty. Real–world e-bike studies support an assumption that roughly half of e-bike travel displaces the use of motor vehicles, either cars or motorbikes depending on location.

This suggests that, when taking into account the electricity grid in importing nations, China’s electric two-wheeler exports in 2025 will avoid an estimated 40MtCO2 over their lifetimes.

Global South dominates avoided emissions

In 2025, some 73% of the lifetime emissions avoided by China’s clean-tech exports were in global-south countries, which also accounted for 87% of the growth year-on-year.

In the first three quarters of 2026, global-south countries were responsible for almost all of the increase in avoided emissions compared with a year earlier, as shown in the figure below.

Final destinations for solar exports account for re-export, including post-tariff re-routing to the US via assembly or transit in third countries. For further details see: About the data.

The high share of the global south in avoided emissions reflects large export volumes and power grids that are more carbon-intensive on average, as well as better average solar conditions that result in larger avoided emissions for each gigawatt of solar exported.

Clean-tech exports span the globe

On the regional level, South Asia has the largest avoided emissions due to imports of Chinese clean-tech, with strong year-on-year growth both in 2025 and the first three quarters of 2026.

Other top regional destinations in 2026 to date, in terms of lifetime avoided emissions, include south-east Asia, North America, Europe and the Middle East.

However, the exports span the globe, as shown in the map below, avoiding billions of tonnes of CO2 across every continent and in nearly every country of the world.

Among countries, the US has the second-largest avoided emissions after India. It registered a further increase of 12% in 2026, despite increased tariffs, and exceeds the EU as a bloc. The US is followed by Thailand, Saudi Arabia, South Africa and Australia.

The EU imports more of every clean energy technology than the US, but the US has higher avoided emissions. This is because average US solar output per unit of capacity is higher – as is the average CO2 intensity of power generation. As a result, every gigawatt of solar installed in the US results in three-times more avoided CO2 emissions than in the EU.

The resilience of Chinese clean-tech exports to the US indicates strong demand for the technology, despite the Trump administration’s steps to slow down deployment and discourage imports.

The data suggests that reducing reliance on technology supply from China – a policy aim of recent administrations from both parties – is likely to require scaling up of domestic and third-country manufacturing of the key technologies, in order to meet that resilient demand.

The largest change in the national rankings for avoided emissions from clean-tech exports in 2026, compared with the previous year, has been a fall in exports to the Gulf countries affected by the war in the region.

For electric cars and heavy vehicles, western Europe was the largest destination in the first three quarters of 2026, followed by Latin America and south-east Asia, both of which more than doubled, reflecting the impact of the oil crisis. Exports to the EU gained 39%.

Regional aggregation according to UN subregions, including “western Asia”, which encompasses Turkey, the Caucasus and the Middle East Final. Destinations for solar exports account for re-export, including post-tariff re-routing to the US via assembly or transit in third countries. For further details see: About the data.

When including batteries and electric two-wheelers, North America and Europe are the largest destinations for avoided emissions due to EV-related exports, followed by Latin America and south-east Asia.

Exports of Chinese solar equipment to the US rose 13% year-on-year in the first three quarters of 2026, once re-routing through different channels is considered. This is a reversal of the dip early in the year, due to a sharp increase in tariffs in June 2025. Exports of EVs and batteries to the US also increased slightly, by 3% in the first three quarters of 2026.

Overseas clean energy projects double over three years

In addition to its clean-tech exports, China is also increasingly becoming directly involved in the development of overseas clean-energy projects.

This can be traced back to the 2021 pledge by Chinese president Xi Jinping, in which he said:

“China will step up support for other developing countries in developing green and low-carbon energy, and will not build new coal-fired power projects abroad.”

As of July 2026, some 69GW of China-linked renewable energy projects were in operation overseas. An additional 100GW are being built, with 280GW in planning but not yet under construction. This renewable energy capacity is supported by 3.5GW of China-linked energy storage projects in operation, with a further 21.4GW of storage in the pipeline. 

China has also financed and built six operating nuclear reactors overseas, with a total capacity of 3.3GW. These are all located in Pakistan and, in 2023, they had a total generation of 26TWh. China began construction on the 1.2GW Chashma-5 reactor in 2024, also in Pakistan, with the plant expected to be operational around 2030.

The expected electricity output of China’s newly operating overseas clean-power projects doubled from 2022 to 2025, with a further 6% year-on-year increase in the first seven months of 2026.

The countries with the largest estimated generation from China-linked clean-power capacity are Indonesia, Vietnam, Bangladesh, Mongolia, Zimbabwe, Laos, Turkey and South Africa.

The list looks slightly different when considering the impact of operating, under construction or planned China-linked capacity on avoided CO2 emissions.

As shown in the figure below, Saudi Arabia, Uzbekistan, Indonesia and Pakistan are expected to see the largest avoided CO2, once under-construction projects are completed.

Based on renewable project data from DCore, nuclear data from World Nuclear Association and grid CO2 intensity data from Ember.

The increase in overseas clean-energy projects has changed China’s role in the power-sector development of other emerging countries. Having previously been the main financier of coal-power projects, it is now an important force in developing clean-power generation.

Nevertheless, there are gaps in the implementation of Xi’s pledge to end overseas coal-power development, which could be seen to affect its effectiveness and credibility. These gaps are particularly with respect to “captive” coal-power plants linked to industrial projects in Indonesia.

China’s overseas clean-energy project portfolio is growing, but remains small compared with the country’s equipment exports. For example in 2025, some 8.4GW of solar-power projects with Chinese financing or involvement entered operation and 18GW were newly announced. That year, China also exported 436GW of solar panels and intermediates.

This implies that financing, project development and construction using solar panels and other clean-tech from China is overwhelmingly carried out by local and other non-Chinese actors.

China’s exports enable market growth

A key concern in countries around the world is that Chinese industrial “overcapacity” is crowding out domestic industries, from automotive to steel or chemicals.

However, analysis of China’s clean-tech exports suggests that they have generally been additional, meaning they have not displaced exports by other producers. This could be a sign that China’s exports have either captured or enabled market growth for these clean-energy technologies.

For example, the value of EV exports from other countries has grown much more than those from China, as shown in the figure below. These EV exports have been led by the EU27 – particularly Germany – as well as Mexico, Japan, the UK and South Korea.

Similarly, there has been growth in the value of exports of heat pumps, solar inverters and electrolysers from both China and from other countries.

This pattern has not been universal. In the case of wind, China’s exports have grown while exports by other producers have declined, representing displacement on the global level.

However, on the level of importing countries, there has not been displacement. China’s wind-turbine exports have mostly headed to countries with growing markets, while incumbent producers have seen a decline in sales, in some of their previously important markets.

For some clean-tech, exports from other producers have displaced Chinese supply. For example, tariffs and restrictions on the use of Chinese components have seen other producers expanding into existing markets for solar panels, solar inverters and heat pumps.

At the same time, China’s exports of these technologies have been redirected into new markets, which previously imported little solar equipment.

Another indication of additionality is that Chinese clean-tech exports often target different market segments. For example, in the case of EVs, solar inverters and heat pumps, Chinese exports have much lower unit prices than equivalent exports from other producers.

Finally, it is worth noting that there has been much clearer displacement in the case of fuel-burning vehicles, where low-cost products from China have replaced exports from other suppliers.

Electrification export implications

China’s clean-tech exports have become a key enabler of the global clean-energy transition, driving down the cost, opening up new markets and responding to the rapid increase in demand.

China’s role as a major supplier of electrification technologies could give it a reason to support a push by the COP31 presidency for a global electrification target.

The country also has a large and growing role in financing and building clean-energy projects in many emerging countries, although this remains much smaller in scale than its exports.

When analysed on the country level, China’s clean-tech exports have, by and large, not displaced exports by other producers in absolute terms. Rather, it has captured market growth and opened up clean-energy development in countries that previously did not import the technologies at all.

However, the sharp drop in clean-tech prices means that exporters that have only held their sales volumes steady have seen the value of their exports dwindle. They have also lost market share to China’s exports. To retain market share, other exporters would need to expand production capacity.

Clean-energy technology has also become a cornerstone of China’s economy, responsible for 16% of all net growth in total exports in the first half of 2026, although the share fell in the third quarter due to the broad surge in exports, even as cleantech growth accelerated as well.

More broadly, clean energy sectors contributed a third of China’s GDP growth in 2025. This means that the country has a clear economic self-interest in the success of the global energy transition.

EV and wind deployment has continued to grow also in China domestically, but for solar and battery energy storage, the domestic market has dived after record volumes in 2025.

China’s domestic clean-energy market is larger than the export market for most technologies. Only 43% of solar cells and panels, 13% EVs, 17% of batteries and 7% of wind turbines produced in China were exported in 2025, highlighting the importance of the home market for producers.

For solar, however, exports continue to expand and could outweigh China’s domestic deployment after a slowdown in the sector in 2026. This could exacerbate overseas concerns about “unfair” trade practices, unless the domestic market picks up again.

About the data

This analysis estimates the fossil fuel and CO2 emissions avoided outside China as a result of China’s exports of solar, wind, electric-vehicle and battery technology.

Each exported unit of generating capacity is assumed to displace electricity from the grid of its destination country. Similarly, each exported electric vehicle is assumed to displace fuel in an equivalent internal-combustion vehicle.

Export volumes: Solar exports include finished modules as well as intermediates (wafers and cells), each expressed by Ember as finished-panel-equivalent gigawatts, with data taken from Ember’s China solar exports tracker. Wind and battery export totals are taken from Chinese industry bodies the China Wind Energy Association (CWEA) and the China Automotive Battery Innovation Alliance (CABIA). They are distributed across destination countries and months using customs-value shares from Ember’s China clean-tech exports tracker. Electric-vehicle volumes use vehicle counts from China Customs. Exports to Hong Kong are excluded and replaced with Hong Kong’s onward re-exports, treated as Chinese exports.

Avoided emissions: For each technology, the analysis combines the destination country’s average capacity factor and grid CO2 intensity, both derived from Ember’s yearly electricity data. Missing or implausible values are filled with UN sub-regional and then global medians, while all EU destinations are assigned the EU-average grid to correct for re-export hubs such as the Netherlands. For vehicles and batteries, avoided oil and CO2 is estimated based on per-vehicle assumptions compiled from the literature, net of charging emissions at the destination grid. Electric two-wheelers are credited with displacing conventional two-wheeler use for 48% of their travel. Lifetime figures multiply annual avoided emissions by assumed operating lives of 20 years for solar and wind, 10 for vehicles and batteries, or five for two-wheelers. “Embodied” manufacturing emissions are subtracted from these totals. Manufacturing emissions are calculated using average Chinese emission intensities compiled from the literature. National emissions used for comparison are from the Energy Institute statistical review of world energy.

Attributing solar exports to final markets: Because customs data records only a shipment’s first destination, the analysis traces Chinese wafers, modules and cells to their final destination using UN Comtrade bilateral import data. It identifies countries that import large amounts of solar modules and intermediates from China and export them further, classifying these onward exports as exports of Chinese goods, as long as they do not exceed the volume each country imported from China. It converts customs values to capacity using Ember’s monthly module and cell prices. 

Experts: What China wants from the COP31 climate talks 29.10.2026 China policy Chart: A record two-thirds of car sales in China are now electric vehicles 23.10.2026 China policy Interactive: What China’s dozens of ‘five-year plans’ say about climate and energy 24.09.2026 China policy Analysis: China’s CO2 emissions fall in Q2 2026 due to plummeting oil use 03.09.2026 Emissions

The post Analysis: China’s clean-tech exports in 2026 to avoid as much CO2 as Brazil emits in a year appeared first on Carbon Brief.

The Pembina Institute has submitted recommendations to Environment and Climate Change Canada on proposed amendments to the Passenger Automobile and Light Truck Greenhouse Gas Emission Regulations.The proposed changes would repeal Canada's Electric...

A framework for peace in Ukraine Channel Comment brendan 29th October 2026 Teaser Media

Bruce Hardy from the Energy Futures Foundation on the fast track to electric transport, and Snowy seeks to explain away its latest cost blowout and delays.

The post Fast lane to electric, and Snowy blowouts | Energy Insiders appeared first on Renew Economy.

A strong state target for renewables sends the message that WA is a stable market. Investors are ready and waiting, with over 10 GW of projects with development approval in the pipeline.

The post WA renewable energy target sends investors the signal they need – at a critical time appeared first on Renew Economy.

Online rating tool that ranks renewable energy developers and transmission companies against seven key criteria, including engagement and conduct, goes live.

The post Ratings system designed to restore trust in wind and solar developers goes live, with first batch scoring well appeared first on Renew Economy.

• President Trump announced that the EPA is “terminating” the Biden administration’s limits on methane produced by oil and gas drilling — the largest source of methane, a potent greenhouse gas. (Associated Press)
• From makeup and appliances to highways and subdivisions, the fossil fuel industry in the mid-20th century used advertising and PR campaigns to create demand for its products. It’s an outdated vision of the American Dream that the Trump administration still shares today. (Grist)
• Noah Kaufmann says that economists are being shortsighted by recommending policies that cut greenhouse gas emissions the most cheaply. Such incremental changes achieve diminishing returns, even when added up, and ignore long-term effects. (The Argument)
• Billy Cooney dismantles Randal O’Toole’s argument that public transit should not be subsidized because people prefer to drive by pointing out that people probably wouldn’t prefer to drive if driving weren’t so massively subsidized. (Flaneurbanist)
• ClimatePlan put together a playbook for California’s next governor to boost funding for transit and encourage more walkable, bikeable communities.
• The Detroit city council’s Green Task Force is advocating for complete streets. (Bridge Detroit)
• The Metro Atlanta Rapid Transit Authority started construction on its first “arterial rapid transit” line, which the agency is touting as being faster and cheaper to build than bus rapid transit, utilizing signal priority rather than dedicated lanes. (Urbanize Atlanta)
• Seattle’s Sound Transit is considering allowing dogs on buses and trains. (KING)
• New interactive kiosks at Philadelphia bikeshare docks will help users navigate the city. (NBC 10)
• Before the advent of automobiles, Houston prioritized sidewalks over carriageways. (What Are Streets For?)
• Bloomberg Originals produced a video explaining how Hong Kong transit turns a profit using land-value capture.

A proposed federal surveillance ban may threaten speed and red light camera programs across the country, which some advocates say would force cities to pick between privacy and street safety.

Following months of rumors, The Flock-Off Act was officially introduced by Rep. Thomas Massie (R-Ky.) in September, with promises to withdraw all federal funds from any municipality that contracts with a surveillance camera operator. And that’s not just limited to the notorious technology company for which the bill is named, which has deployed an estimated 116,000 motion-triggered cameras in neighborhoods across the US.

Massie claims that his bill prohibits the surveillance of “law-abiding citizens”, not drivers running red lights or speeding. But some advocates fear that the bill’s wide-reaching language about automatic cameras intended to facilitate the “recording of a motor vehicle” would effectively ban all automated traffic enforcement nationwide.

I’ll soon be sponsoring a bill to withhold federal money from municipalities and police departments that deploy Flock (and other style) cameras to surveil law abiding citizens. pic.twitter.com/FGzE69psxS

— Thomas Massie (@RepThomasMassie) July 25, 2026

Of course, many street safety advocates do want lawmakers to do more to confront Flock — even if they don’t agree with sweeping bans on other, less-intrusive camera technology.

Since its founding in 2017, the company has faced criticism for offering a near-constant stream of motion-activated footage to law enforcement, tracking every car it sees using the vehicle’s license plate, model, and even characteristics like paint scratches or dents. And people outside cars aren’t immune from its gaze, either.

“A pedestrian, bicyclist, or animal who happens to be caught in the frame of a Flock camera can be swept up in the vast and unregulated Flock surveillance network,” wrote the Oregon ACLU.

Speed and red light cameras, by contrast, are only triggered to record when drivers speed, run red lights, or otherwise break roadway laws. In San Francisco, excessive speeding is down 84 percent where cameras are installed.

Even where collisions do still occur, those lower speeds translate into much better outcomes for victims. Pedestrians struck at 40 miles per hour have an 85 percent chance of dying, but at 20 miles per hour, the probability decreases to five percent.

Automated red light enforcement has a similarly positive impact. Cameras are shown to decrease red-light running overall, and reduce injury crashes by 20 percent.

Advocates like McKenzie Ortiz, who creates content about street safety under the Instagram account @pedestrianpride, say it’d be a shame if Massie’s bill makes those types of programs illegal.

“I feel like the red light and speed cameras caught a stray,” she said.

Dr. Kelcie Ralph, a researcher at Rutgers University who studies traffic enforcement, was also disappointed by the bill’s conflation of two vastly different types of camera programs.

“It’s such a same,” she said. “[Automated traffic enforcement] is so … different than what’s happening with [Flock].”

Recommended S.F. Advocates Mark One Year of Speed Cameras Roger Rudick April 29, 2026

Some advocates suspect that the benefits of automated enforcement can extend even farther for Black Americans — and that Massie’s bill would be doubly harmful for their communities.

Police are more likely to use force against Black drivers during traffic stops. Ortiz, a Black woman herself, supports using speed and red light cameras as a substitute for road patrols.

“We already feel the effects of over-policing,” she said. “If it meant less police officers on our streets … but still the level of enforcement that could encourage people to drive more safely, that would be a sacrifice that I would be willing to make.”

Even Rep. Ro Khanna (D-Ca.), a co-sponsor of the Flock-Off Act, acknowledged how automated traffic enforcement differs from Flock.

“I’m for speed and red light cameras,” he said in an interview with Streetsblog. “You don’t have speed and red light cameras being abused by police officers.”

Recommended Street Safety and Police Reform Are Two Sides of the Same Coin Kea Wilson May 18, 2026

Khanna did not clarify what, if any, steps he was taking to exempt street safety programs from the bill. He did suggest that he viewed the legislation as a temporary measure to address Flock in the immediate term.

“What we’re saying is to shut off that federal funding until we get some privacy regulation,” he added.

If the Flock-Off Act is indeed a pause, its sponsors are not alone in wanting one.

Kelsey Huse, is a Memphis, Tennessee-based organizer behind the Instagram account @MemphisUrbanism. She generally supports automated traffic enforcement, but feels that a moratorium on camera surveillance is necessary to address the Flock problem.

“It’s just a messy topic right now,” she said.

Recommended Is Automated Enforcement Making U.S. Cities Safer or Just Raising Revenue? Kea Wilson March 20, 2024

Huse’s concerns aren’t limited to Flock, either, since speed and red light cameras have room to grow, too. For starters, cities must address the financial incentives driving how programs are managed.

Despite Rep. Khanna’s contention that police don’t “abuse” automated enforcement, reports show that some police departments do site cameras on speed-inducing roads specifically to raise the traffic fine revenues on which their budgets over-rely. A 2024 Fines and Fees Justice Center analysis even argued that “the expansion of automated traffic enforcement simply creates a new and more effective way to fine exponentially more people.”

Huse has the same concern.

“Is our goal to reduce traffic violence events, or is our goal to make money off of tickets?” she added.

Ralph, who led a 2022 study on improving automated enforcement programs, says that the concern is valid — and has implications for safety outcomes, too. Amongst them is a scenario in which a speed camera operator, receiving a share of the revenue of each ticket issued, places cameras where they are likely to catch a maximum number of violations, not where they are most needed.

“When a speed limit shifts from 35 to 25 [miles per hour], you post up there, you get a lot of drivers in the transition — but maybe there are no crashes there,” she said.

Recommended UIC Study: Speed cams save lives, but drivers from POC communities get more tickets John Greenfield January 11, 2022

Some advocates also cite the potential for racial discrimination as a key drawback of automated systems. A 2022 study found that automated enforcement cameras in Chicago issued a disproportionate number of tickets in the city’s majority-Black neighborhoods.

Though the study could not identify the race of the drivers themselves, the findings raise significant concerns about a technology touted as a fair alternative to traditional enforcement.

The Flock-Off Act, though, doesn’t attempt to address any of those concerns, instead banning them outright.

Ralph says that’s a shame, considering how many levers cities have available to them to ensure cameras are used fairly. For example cities could invest ticket money back into infrastructure to improve street safety — preferably close to the camera’s location, so no one gets hurt there again.

“How you spend the [revenue from tickets] matters a ton,” she said.

Recommended Four Ways To Build A Better Automated Enforcement Program Kea Wilson December 14, 2022

Ralph also encouraged cities and towns to reconsider how they use monetary fines as a punishment.

“There’s a real concern that [automated traffic enforcement] is a tool for the … pipeline from poverty to prison,” she said. Rather than creating a flat-rate for fines, she suggests a smaller fee for a first infraction, to mitigate excessive punishment of drivers who are unlikely to be repeat offenders.

On the other hand, some drivers may not be dissuaded by a ticket at all.

After repeat violations, Ralph suggests that governments consider non-monetary punishments like mandatory speed governors. One 2022 study from New Zealand found the devices to be incredibly effective at limiting recurring speeding, providing some hope for the strategy’s viability in the US.

Recommended ANALYSIS: When Speed Cameras Are Racist Kea Wilson January 18, 2022

If nothing else, advocates say the architects of automated enforcement programs need to learn from Flock’s mistakes and warn communities that they’re about to installed – while offering education about their potential to save lives.

Shawn Joseph, a transit advocate and software engineer in Irvine, California, says Flock cameras cropped up in his neighborhood with minimal to no public input.

“People want the technology in their communities to be a choice,” Joseph said.

With proper enforcement, catching dangerous drivers in the act can deter the behavior in the future. But Joseph, Huse, Ortiz and Ralph all emphasized that designing streets for lower speeds can deter bad driving before it happens. Narrowing 10 to 13 foot travel lanes to nine feet, for instance, can reduce crashes on higher-speed roads.

“We should really start with how we’re designing our streets,” Ortiz said. “Make it uncomfortable to speed and uncomfortable to run red lights.”

Preventative design can even mitigate concerns of surveillance by taking punishment out of the equation altogether.

If you are worried about privacy, just drive the speed limit,” Ralph stated.

Polling by Squadron Energy finds higher support than expected in western Victoria and central NSW, as renewable developers begin to use activist playbook.

The post “Anti-renewables populism is the largest unpriced risk:” But poll data shows support is growing, even in hot zones appeared first on Renew Economy.

Contracting for huge pumped hydro project has reportedly been suspended by the state treasurer and energy minister in light of cost blowouts of Snowy 2.0.

The post LNP hits brakes on pumped hydro project, spooked by Snowy 2.0 cost blowout appeared first on Renew Economy.

Even now, with $12 billion sunk, stopping Snowy 2.0 may be the least-worst decision. It needs a rigorous cost-benefit analysis, but will one be done?

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Electricity market rule changes could see data centres forced to power down to assist grid stability.

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New battery project is competing for a sweet spot on the Queensland grid, between an "accommodation village," a substation, and two other battery proposals.

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Campaigners backing attempts to sue Shell over a typhoon in the Philippines have launched an online archive showing that the British oil major knew that burning fossil fuels could harm the climate as early as the 1960s. 

ExposeShell.com features documents including a 1966 memo Shell commissioned from British scientist James Lovelock and the ‘Greenhouse Effect’, a confidential 1988 report predicting that human-caused warming could trigger “dramatic” changes in sea level, ocean currents, weather and precipitation — “larger than any that have occurred over the last 12,000 years.” [Read these and other documents in the DeSmog series #ShellKnew]

The interactive site went live as Shell announced the latest figures showing that oil majors are enjoying bumper profits as the U.S.-Israeli war with Iran pushes oil prices higher. Shell said its adjusted third-quarter earnings had doubled to £10.8 billion in comparison to the same period last year.

“We don’t need any more reports to us that this big oily industry has been creating disaster,” Robin Wells, director of Fossil Free London, one of the groups behind the website, said in a statement. “Shell researched the reality but tore up the truth and locked it in the dark. Now, we are all facing the disastrous consequences.”

Fossil Free London protesters took to the streets outside Shell’s head office in London on Thursday, dressed in 1960s-style suits and holding banners that read “Shell Knew.”

ExposeShell.com is also backed by The Odette Case, a campaign group supporting more than 100 survivors of Typhoon Rai — known in the Philippines as Typhoon Odette — who began seeking damages from Shell last December in a first-of-its-kind case in the UK courts. 

The typhoon tore through the Philippines in December, 2021, killing 400 people, injuring more than 1,000, and forcing almost 3.2 million people from their homes. 

The survivors argue that Shell should be held liable for its historic contribution to the greenhouse gas emissions fuelling extreme weather events and its support for climate science denial via its past membership of industry groups such as the Global Climate Coalition — despite its early knowledge of the risks posed by burning its products.  

Filed by UK law firm Hausfeld, the case draws on recent advances in attribution science that enable scientists to assess the degree to which climate change has contributed to an extreme weather event. Through Shell’s contribution of more than 2.5 percent of historical global greenhouse gas emissions, the suit alleges that Shell contributed to both the likelihood and severity of Typhoon Rai. It is the first civil claim to link the climate impacts of an oil and gas company’s activities with death, personal injury, and damage to property that has already occurred in the Global South.

Shell has dismissed the lawsuit as “baseless” and said that it had no “unique knowledge about climate change.”

(This story was updated at 12:44 GMT on October 29, 2026 to include Shell’s third-quarter earnings)

The post Interactive Archive Shares Secrets of Shell’s Early Climate Research appeared first on DeSmog.

Dolores Huerta, a labor leader and civil rights activist who co-founded the organization that became the United Farm Workers (UFW), died on October 28, 2026, at her home in Bakersfield, California, according to the Dolores Huerta Foundation. She was 96.

“Her life’s work was to empower her community to face and overcome injustices, and she has left farm workers and the entire Latino community stronger and more organized than she found it,” UFW President Teresa Romero said in a statement.

Born Dolores Clara Fernández on April 10, 1930, in Dawson, New Mexico, Huerta grew up in Stockton, California. After earning a teaching credential, Huerta began working as an elementary school teacher in the San Joaquin Valley.

Witnessing the poverty experienced by her students and their families, she decided to pursue community organizing. “I thought I could do more by organizing farmworkers than by trying to teach their hungry children,” she recalled in a 2017 PBS Independent Lens documentary about her life.

Huerta became involved with the Community Service Organization (CSO), a Latino civil rights group. She organized voter registration drives, advocated for improvements in underserved neighborhoods, and founded the Agricultural Workers Association.

She met fellow organizer César Chávez in 1955, and in 1962, Huerta and Chávez established the National Farm Workers Association. The organization later merged with the Filipino-led Agricultural Workers Organizing Committee to form what became the United Farm Workers.

During the Delano grape strike in 1965, Huerta helped organize a nationwide boycott that brought millions of consumers into the campaign and put economic pressure on California grape growers. In 1970, after five years of strikes and boycotts, Huerta helped negotiate collective bargaining agreements which secured higher wages, health benefits, pensions, and protections against unsafe working conditions.

In 1963, she helped secure disability insurance and Aid to Families with Dependent Children benefits for California agricultural workers. She later helped build support for the state’s Agricultural Labor Relations Act of 1975. The law established farmworkers’ right to union representation and required employers to bargain in good faith with unions chosen by their employees.

Beyond wages and labor rights, Huerta fought to protect farmworkers from hazardous pesticides and helped organize a boycott to pressure growers to reduce their use. She also advocated for immigration reform, reproductive rights, and greater political representation for women and Latino communities.

“As a Latina in the labor movement, she challenged the norms that kept women of color out of those spaces and brought women and families onto picket lines and up the ranks of unions and community organizations,” Neidi Dominguez, Executive Director of Organized Power In Numbers, said in a statement. “She showed that women were and are central to the farmworkers and all workers’ collective struggle.”

She coined the phrase “Sí, se puede,” or “Yes, it can be done,” which became a rallying cry for labor and civil rights movements.

Huerta was jailed 22 times during labor demonstrations and endured threats and violence throughout her career. In 1988, while protesting then-Republican presidential candidate George H.W. Bush, Huerta was struck by a police officer’s baton, breaking several ribs and rupturing her spleen. Following her recovery, she continued organizing and increasingly focused on women’s rights and encouraging Latinas to seek elected office.

In March 2026, Huerta bravely disclosed in an interview with the The New York Times that Chávez had sexually assaulted her twice during the 1960s. Both assaults resulted in pregnancies.

Huerta explained in a statement that she had remained silent for decades because she feared revealing the abuse would undermine the farmworker movement. “The farmworker movement has always been bigger and far more important than any one individual,” Huerta wrote.

After stepping down from her leadership role at UFW, Huerta established the Dolores Huerta Foundation in the early 2000s. The organization supports community organizing and civic participation, particularly in California’s San Joaquin Valley. It has trained thousands of community members to advocate for improvements in education, environmental health, public services, and political representation.

Huerta’s contributions earned numerous honors, including the Eleanor Roosevelt Award for Human Rights in 1998 and the Presidential Medal of Freedom in 2012. She was also the first Latina inducted into the National Women’s Hall of Fame. Schools are named in her honor in California, Texas and Colorado. She received 15 honorary degrees.

Food Tank President Danielle Nierenberg had the chance to meet Huerta several years ago in California and remembers that “she was magnetic and so full of energy. Her leadership inspired so many people in the food and agriculture movement.”

Huerta continued participating in demonstrations, registering voters, mentoring young organizers, and advocating for underserved communities into her 90s. Throughout her life, she emphasized the importance of empowering people to organize and advocate for themselves.

“I hope that my legacy will be one of an organizer that organized to fight injustice,” Huerta said in the 2025 documentary Seeds of Change: The Life and Legacy of Dolores Huerta. “We want to give our children an inheritance of justice, right, not jewels or property or money.”

Huerta is survived by 14 children, 24 grandchildren, 23 great-grandchildren, and 7 great-great-grandchildren. Her legacy continues through the United Farm Workers, the Dolores Huerta Foundation, and generations of organizers working to advance labor rights and social justice.

Articles like the one you just read are made possible through the generosity of Food Tank members. Can we please count on you to be part of our growing movement? Become a member today by clicking here.

Photo courtesy of Wikimedia

The post Honoring Dolores Huerta appeared first on Food Tank.

New York City residents are riding commuter trains at record rates thanks to cheaper tickets that let people pay less to ride between stations inside city limits, MTA officials said on Wednesday.

Ridership on the Long Island Rail Road and the Metro-North Railroad has nearly rebounded to pre-pandemic numbers — largely thanks to disproportionate ridership growth in New York City, whose residents have taken advantage of $5 off-peak and $7 peak “City Tickets” for intracity travel that the MTA expanded from a weekend-only deal in 2022.

Ridership at city stations has grown a flabbergasting 180 percent compared to just four years ago, according to figures revealed at Wednesday’s MTA board member.

Commuter rails have become a popular ride for New Yorkers in the last few years.

“Ridership at stations within New York City is outpacing ridership growth at at non-New York City stations,” said MTA Chief Customer Officer Shanifah Rieara. “That growth has exploded since the expansion of the weekday City Ticket back in 2022.”

LIRR President Rob Free said the agency’s move to attract more riders has paid off handsomely. This year, 29 percent of all ticket sales on the commuter railroads were City Tickets, and ridership has increased by 478 percent at the Laurelton station in Queens and 503 percent at the Melrose station in the Bronx.

“In looking at ways to increase ridership, address transit deserts and provide more affordable travel options for New York City residents, we uncovered a new market for commuter rail service,” Free said on Wednesday. “From 2022 to 2025 [City Ticket] ticket sales grew a whopping 361 percent for the commuter railroads.

The MTA introduced the City Ticket in 2003 as a $4.50 weekend-only discount ride for intracity travel on the LIRR and Metro-North. Advocates and elected officials spent the following years pushing the MTA to make even better use of its commuter rail stations inside the five boroughs, many of which are service neighborhoods with limited or zero subway service. In 2022, the agency began offering a $5 off-peak version of the ticket; in 2023, it introduced a $7 peak option, Gov. Kathy Hochul endorsed the idea as a way to encourage post-pandemic transit ridership.

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Advocates who pushed the MTA to open the city to more potential riders celebrated the good news as proof that giving people options can increase ridership.

“The success of the City Ticket shows that people want to be able to choose their mode of choice or whatever is easiest for them to make their trip shorter, and that riding the railroad is often that that way of travel,” said Lisa Daglian, the executive director of the Permanent Citizens Advisory Committee to the MTA. “We recommended this dozens of years ago, and are thrilled that it’s going stronger than ever.”

Daglian and the PCAC previously pushed the MTA to more widely adopt a different type of discount commuter rail ride that they called the Freedom Ticket. The proposed arrangement would have paired a weekly City Ticket with a seven-day MetroCard. While the MetroCard has gone the way of the Laserdisc, Daglian still hoped the MTA would explore more ways to take advantage of the clear interest in the City Ticket.

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“We continue to encourage the MTA to look at a City Ticket weekly, a City Ticket monthly, a City Ticket with some kind of transfer to transit. Give the people what they want. If it works, make it better. And it works, so we can make it even better. Let’s figure out how to do that, now’s the time,” she said.

MTA leadership wouldn’t commit to adding a subway transfer to the City Ticket, but said they were open to exploring ways to grow the program and introduce even more discounts.

“We will always consider them as part of our consideration of strategies to keep the system affordable,” said MTA Chairman and CEO Janno Lieber. “We’re always looking at new ideas in the appropriate time frame.”

We talk to the developers of one of Australia's biggest, privately-owned non-mining microgrids, that will power a massive almond farm and slash diesel use by 90 pct. Plus news of the week.

The post Solar Insiders Podcast: The utility, the almond farm, and the landmark renewable microgrid appeared first on Renew Economy.