Climate One

Ken Salazar, Secretary of the Interior California reservoirs are at healthy levels this year, but the state’s water system remains in crisis. Projected changes in the Sierra snowpack and precipitation patterns, along with a growing population, present challenges for hydrating the state’s citizens and economy. How will the federal government help the state secure future water supplies by aiding ambitious projects such as the restoration of the California Bay Delta and the San Joaquin River? How will it keep rivers healthy and balance the water needs of humans and ecosystems? Prior to joining the Obama administration in 2009, Ken Salazar was a U.S. Senator from Colorado active on issues including renewable energy, food and fuel security, and the concerns of ranchers and rural Americans. Join us for a conversation with Secretary Salazar about fresh water, fishing and farming, and other resource concerns in California and the American West. This program was recorded in front of a live audience at The Commonwealth Club in San Francisco on September 19, 2011

“Humanity needs nature to thrive.” For Peter Seligmann, who delivers that line, and Jib Ellison, who shares the stage with him at this Climate One panel, the abundant services provided by nature too often go unrecognized. So what are those services?, asks Climate One’s Greg Dalton. In basic terms, replies Seligmann, CEO, Conservation International, ecosystem services are what we get from the natural world. He assigns those services to one of four categories: provisions – food, freshwater, and medicine; regulating – climate, flood control on coasts; supporting: the soil and nutrient cycles; and cultural – the places we live, the places that shape our belief systems. All of them are essential for people, he says, but “we’ve lost track of the relationship that we have with nature and ecosystem services because we don’t think about our foods coming from a forest or a farm; it comes from the supermarket. There’s a real disconnect now.”Jib Ellison, CEO, Blu Skye, a sustainability consultancy, emphasizes that business is just as indebted to the natural world. “If you think about all the goods and services that you can buy in a store, all of it ultimately is coming from somewhere down the line out of nature.” “The big companies in the world with visionary leaders are realizing,” he says, “that the security of supply to serve their customers is at risk.” The grave threat to natural systems around the globe has convinced both men of the need for environmentalists to preach beyond the converted, and to engage with business, including giants such as Wal-Mart. “What I’ve always felt,” Seligmann says, “is that if the environmental community focuses on the fifteen percent of the world that are true, ardent environmentalists we’re losing, losing, losing. We’ve got to make the tent big enough for everybody. Over time, that creates trust.” An absolutely critical element to get us there, says Ellison, is transparency on costs. “The sustainable economy is only going to come under one condition: When the lowest-priced good –the lowest-priced T-shirt at Wal-Mart – is lowest priced precisely because it does the least harm,” he says.

In this Climate One conversation, two of the most influential environmentalists of the past 30 years share the same stage for just the second time in their long careers in public life. Bill McKibben, co-founder of 350.org and author of Eaarth, and Paul Hawken, entrepreneur and author of Blessed Unrest, talk about the ailing economy, the economy we must build to succeed it, and the forces that stand in the way. Climate One’s Greg Dalton opens by asking Hawken and McKibben how the United States ended up mired in recession. “We get into this predicament by artificially stimulating consumption for the past 40 years,” replies Hawken. The bursting of the credit bubble should tell us, he says, that consumerism, our longtime economic crutch, won’t get us out of this mess. McKibben agrees. Since the end of World War II he says, “the basic animating force of that economy was the task of building bigger houses farther apart from each other. It’s a project that ended up being environmentally ruinous, and socially ruinous, too.” And yet those ruins give us something to build upon. “The economy we’re moving towards looks less to growth than to durability and resilience and security. The trajectory will be more in the direction of local, instead of the ever-expanding outward globalism that’s relied on an endless supply of cheap fossil energy to make it possible.” “My only real worry,” he says, “is that climate change is happening so fast that it may knock the props out from under the whole thing before we can get to where we need to go.” The way forward is studded with challenges, Hawken says. First among them, the fear that individual actions won’t, by themselves, be enough. Small acts are rational and helpful, he says, but in the doing you don’t step back and ask: What do we really need to change? “What we need to change,” he answers, “is the system. And the system cannot change until there is a manifest crisis that is shared.” The problem, McKibben explains, is that the fossil fuel industry is actively working to block systemic change. “Most people understand that climate change is an incredibly serious problem about which we need to do something,” he says. “Our problem is far and away caused by the fact that the fossil fuel industry, which is the most profitable industry on Earth, has all of the financial means at their disposal to keep us from taking action.” This program was recorded in front of a live audience at The Commonwealth Club in San Francisco on September 8, 2011

Canada’s Oil Sands: Energy Security, or Energy Disaster? Cassie Doyle, Consul General, Canada; Former Canadian Deputy Minister of Natural Resources Jason Mark, Earth Island Institute Carl Pope, Chairman, The Sierra Club Alex Pourbaix, President of Energy and Oil Pipelines, TransCanada The 1,700-mile Keystone XL pipeline would carry heavy crude oil from Alberta to America’s Gulf Coast refineries. In this Climate One debate, a panel of experts argues for and against the controversial pipeline. For Alex Pourbaix, President of Energy and Oil Pipelines, TransCanada, the pipeline builder, and Cassie Doyle, Canada’s Consul General in San Francisco, the merits of the project are clear: America would bank a stable, secure supply of crude from a friendly neighbor. Why would the United States opt to buy crude from anyone other than Canada if given a choice?, asks Pourbaix. “To suggest that those other countries are more responsible environmental citizens than Canada begs comprehension. It is far more compelling to be getting your oil needs from Canada, rather than getting it from other countries such as Libya, Nigeria, or Venezuela,” he says. Cassie Doyle downplays the environmental impact of processing the Alberta oil sands’ heavy crude. “We assume that the oil sands production is static when it comes to environmental performance. When, since 1990, we’ve seen a 30% improvement in the carbon intensity per barrel.” Sierra Club Chairman Carl Pope and Jason Mark, Editor of the Earth Island Journal, dismiss both claims – that Keystone XL crude will stay in the United States and can be extracted without exacerbating climate change – as implausible. “This is really an export pipeline. It’s not really an import pipeline,” says Pope. “The United States is going to be used as a transit zone and a refining zone. We’re going to take the environmental risks.” Jason Mark faults the State Department environmental review for not acknowledging the pipeline’s contribution to climate change. “The U.S. State Department said that this pipeline would have ‘no significant environmental impact.’ As a journalist, that felt to me like the classic example of the headline writer not actually reading the story.” Mark highlights what is, to him, the even larger issue. “Is the United States going to be complicit in burning megatons more carbon dioxide that’s going to fuel run-away climate change?” We have a choice, he says, “Do we continue to make investments that leave us on the path of a carbon-intensive economy? Or, when do we make the hard decision that says we’re going to stop using oil?” This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on August 30th, 2011

Power Down The Rev. Canon Sally G. Bingham, President, The Regeneration Project Chris King, Chief Regulatory Officer, eMeter Gregory Walton, Assistant Professor of Psychology, Stanford University Energy underpins our civilization. It’s hardly surprising that convincing people to use less of something so tied to their comfort and survival is challenging. Smart policy has given California a head start, but it’s not enough. We need to dig deeper to reap energy savings, say these three experts convened by Climate One. “I think there’s a downside in focusing too narrowly on money,” says Gregory Walton, Assistant Professor of Psychology, Stanford University. Instead, Walton and his team focus on creating the sense that saving energy is a community movement. We need to reach a point where saving energy becomes the social norm, he says, as is the case with wearing seat belts and recycling. “There’s a psychological transformation that happens,” Walton says. “It’s the same behavior, the same experience, but it comes to feel very different by virtue of its social need.” There are still other levers to pull. “I have a bit of an advantage, in that most religions can use guilt,” jokes Rev. Sally G. Bingham, President and Founder, California Interfaith Power & Light. “Sometimes it works. But mostly our congregations that are cutting their energy use are doing it for the right reasons,” she says. “Fairly often a congregation will begin this process for money saving reasons, but also because they feel they are doing the right thing” Chris King, Chief Regulatory Officer, eMeter, says customers need better information. “There’s this strong desire for more information and ability to do something,” he says. “What they really want to know: How much energy does each of my appliances use?” It’s helpful to know that electricity consumption spiked when I plugged in my toaster, he says, but without comparing it to the total, the bigger picture is lost. A better solution is to give customers a monthly breakdown for electricity use by all appliances, which he says can be done with up to 90% accuracy using a combination of the smart meter and algorithms. This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on July 22nd, 2011

Robert F. Kennedy, Jr. Senior Attorney, Natural Resources Defense Council The fact that Robert F. Kennedy Jr. is so readily embraced by progressives can conceal that his message is an inherently conservative one. Listen to Kennedy talk for an hour and you’ll hear the words “free market” invoked more often than in any Milton Friedman tome. “Show me a polluter, and I’ll show you a subsidy,” Kennedy is fond of saying, as he does here. The market is flawed, he says, by polluters who “make themselves rich by making everyone else poor” – externalizing their costs and internalizing the profits. Kennedy, Senior Attorney, Natural Resources Defense Council, was in San Francisco to promote The Last Mountain, a new film that features his efforts to end mountaintop removal coal mining in West Virginia. If dirty fuels were forced to cover their full costs, Kennedy says, not only could they not compete in the market, renewable energy would win. “Right now, we have a marketplace that is governed by rules that were written by the incumbents – coal, oil, and nukes – to reward the dirtiest, filthiest, most poisonous, most destructive, most vindictive fuels from hell, rather than the cheap, clean, green, wholesome, safe, and patriotic fuels from heaven,” he says, to the loudest applause of the night. How did we get here? “Our democracy is broken,” Kennedy argues, with a campaign finance system “which is a system of legalized bribery.” And the U.S. Supreme Court’s Citizens United decision will only hasten the decline. “The Citizens United case is the end of civilization, the end of democracy, with a 100-year-old law that said corporations cannot contribute to federal political candidates or officeholders. The Supreme Court just wiped that out, and we have a tsunami of corporate wealth that is now flooding into the political process.” Even so, Kennedy remains optimistic. “We built, in this country, more wind and solar last year than all the incumbents combined. That is a critical milestone in the adaptation of disruptive technologies,” he says. “Nobody notices it because the other one is so dominant in the market.” This is going to happen with clean energy, he says, not because government tells it to, but because the market is going to drive it there. “We can produce electric cars that cost six cents a mile to drive over the life of the car versus an internal combustion car that costs 60 cents. How long can they maintain that?” This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on June 16, 2011

Crops, Cattle and Carbon Cynthia Cory, Director of Environmental Affairs, California Farm Bureau Federation Paul Martin, Director of Environmental Services, Western United Dairymen Jeanne Merrill, California Climate Action Network Karen Ross, Secretary, California Department of Food and Agriculture Making California’s farms more energy efficient, and ensuring that farmers can adapt to a warmer planet, will be a decades-long challenge, agrees this panel of experts gathered by Climate One. That a serious conversation on the linkages between agriculture and climate change even exists in California is largely thanks to passage of the state’s landmark climate change law, AB32. Cynthia Cory, Director of Environmental Affairs, California Farm Bureau Federation, says the way to sell this new reality to her members, most of them family farmers, is to focus on the bottom line. “What they think makes sense, is energy efficiency,” she says. Jeanne Merrill, Policy Director, California Climate and Agriculture Network, elaborates on what AB32 could mean for farmers. The proposed carbon trading system, currently under development by the California Air Resources Board, would enable a farm, she says, “to reduce its own emissions, voluntarily, by being part of the carbon market.” Still other opportunities await farmers. A cap-and-trade system would generate revenue, a portion of which, her organization argues, “should go for the key things that we need to assist California agriculture to remain viable when temperatures rise and water become more constrained.” Paul Martin, Director of Environmental Services, Western United Dairymen, says farmers should be guided by a three-legged stool of sustainability: ethical production, scientific and environmental responsibility, and economic performance. His distilled message: “We need organic food because people want it. We need grass-fed because people want it. We need natural because people want it. And we need conventional because people want that kind of food.” California’s new Department of Food and Agriculture Secretary, Karen Ross, is encouraged that food had finally entered the policy debate, and expresses optimism that young people will carry it forward. “There’s a renewed interest in where our food comes from, how it’s produced, and who is producing it.” She highlights the role of cities in shaping a more sustainable food policy. “It’s the real intersection of agriculture, food, health, and nutrition,” she gushes. “Cities are saying, ‘We can do something about this.’ It’s about identifying open plots for community gardens. It’s about making sure access to nutritious, locally grown food is available. It’s about understanding what it takes to help those farmers on the urban edge, or right in our local communities.” This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on June 14, 2011

Salmon Odyssey Phil Isenberg, Chair, Delta Vision Task Force James Norton, Filmmaker, Salmon: Running the Gauntlet Jonathan Rosenfield, Ph.D., Conservation Biologist, The Bay Institute In the post-World War II boom, previous generations prioritized cheap electricity and economic development over salmon. On the West Coast, huge dams blocked rivers and sprawl fragmented habitat. If wild salmon are to survive, in California and elsewhere, we must acknowledge that well-intentioned human ingenuity has failed and that tough choices wait, says this panel of experts.“We overestimated our ability to mitigate the impacts of that dam construction,” says James Norton, writer and producer of Salmon: Running the Gauntlet. Fish ladders, hatcheries, barging – all have been deployed in an attempt to work around Mother Nature. “It’s turned out to be much more complicated than that, and it’s never really worked,” he says. The complications don’t end there. In trying to sustain a commercial salmon fishery even as dams killed fish and sprawl chewed up habitat, salmon and fisherman both lost. The result: commercial fishing is “remnant industry,” Norton says, with 30,000 jobs lost on the West Coast in past 20 years. To Norton, the lessons of this troubled history are clear. “I’d get out of the business of managing complex ecosystems. We’ve learned, over the last 150 years, there’s no appropriate surrogate for the natural productivity of these systems. We’ve learned that abundance – true abundance – is the default condition of these places. It’s not something that we tease out of them by being really clever.”For Phil Isenberg, Chair, Delta Stewardship Council, it’s all about our establishing priorities. He notes that in California demands for water and ecosystems are on equal footing, which should work to the benefit of salmon. “We have fought since before WWII the question of whether the human use of water is always more important than anything else. At least in California, the answer is No, it’s not.” Jonathan Rosenfield, a conservation biologist with The Bay Institute, cautions against pitting salmon against people or jobs. “It doesn’t need to be framed in terms of either farmers in the Central Valley have water, or we have salmon.” We do, he says, need to heed the message sent by the salmon’s decline. “Salmon are a hardy, adaptable, incredibly creative species that have survived for millions of years, through several ice ages, in every watershed up and down this coast. The fact that we can’t maintain them in the system says that we have way, way overreached any semblance of balance between human use and what our ecosystems need.” This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on June 3rd, 2011

Sustainable Urbanism Stuart Cohen, Executive Director, TransForm Mike Ghielmetti, President, Signature Development Group Ezra Rapport, Executive Director, Association of Bay Area Governments Infill development is hard. Even in California, one of the few states to have given local officials guidance on how to plan for growth, building smart, sustainable projects close to transit is a challenge, says this panel of experts.“People say, ‘We can’t do enough infill.’ There are too many obstacles to doing it right,” says Stuart Cohen, Executive Director, TransForm. “But those are obstacles we have control of. I am hopeful for the future, but we need to create a vision for the future that people can believe in. Infill development, if done right – and it’s a big if – can actually enhance our communities.” Mike Ghielmetti, President, Signature Properties, a Bay Area developer, describes a process riddled with uncertainty and risk. Will city council members be in office and planning officials their jobs over the five to 10 years it may take to build a project? Who will pay for schools and parks? Does the project site contain historic buildings? Is the site contaminated? Despite the challenges, “We have to push this vision forward,” Ghielmetti says. “We have to figure out a way to accommodate growth, so that we can provide housing for all levels of society. We can provide for new jobs and economic vitality.” Realizing that California could not meet its greenhouse gas (GHG) reduction goals under AB32 without tackling emissions from cars, lawmakers, in 2008, passed SB375. The law directly confronts emissions from transportation by forcing cities to plan for growth that reduces miles driven and clusters new development near existing transit and services. Ezra Rapport, Executive Director, Association of Bay Area Governments, says the process outlined in SB375 should help reduce uncertainty and insulate planning decisions from local political considerations. Under the law, 18 metropolitan planning organizations (MPO) will set regional 2020 and 2035 GHG reductions targets for cars. Each MPO will then prepare a Sustainable Communities Strategy that demonstrates how the region will meet its greenhouse gas reduction target. Rapport says those plans will remove some of the project-by-project uncertainty. “The election cycle is obviously paramount in all politicians’ minds,” he says. “But when they’re sitting on the city council, talking about the plan for growth that will take place over the next 10 to 20 years, they’re not really challenged in their election cycles by those decisions.” “In my point of view, if a project is properly planned, and it has community buy-in, and it’s continually refreshed, you will get support,” he says. This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on May 25th, 2011

Peter Calthorpe, Founder, Calthorpe Associates; Author, Urbanism in the Age of Climate Change It’s a love story gone horribly wrong. Big cars, ever-bigger homes, distant suburbs – all of it kept afloat by cheap oil. If this American arrangement ever made sense, it certainly doesn’t now, Peter Calthorpe says. Tragically, we’re perpetuating this failed system in much of the country, ignoring a cheaper, greener alternative: urbanism. “It’s better than free,” says Calthorpe, founder of Calthorpe Associates and author of Urbanism in the Age of Climate Change. “It costs less money to build smart, walkable, transit-oriented communities than it does to build sprawl. It takes up less land, it uses less energy, it uses less infrastructure, less roads … less of everything.” For Calthorpe, the ruptured housing bubble revealed a broken system but offers a chance to rethink how we build. “The real estate recession was a sign not just of perverse bank financing,” he says, “it was also a manifestation that we’d been building too much of the wrong stuff for too long, specifically large-lot, single-family subdivisions.” Why did we overbuild? “Habit and inertia,” Calthorpe says. “There’s tremendous institutional inertia” – banks, homebuilders, and zoning. “We have land-use maps that dictate low density in many areas and single use in most areas.” Calthorpe dismisses the notion that every American yearns for a piece of suburbia. Households with kids represent just 24 percent of the total, he says. The rest – singles, empty nesters, young couples – have different needs. “There are a whole range of needs out there and lifestyles that the one-size-fits-all subdivision just doesn’t satisfy,” he says. Calthorpe gives an example from his firm’s work, Stapleton, the nation’s largest redevelopment project. There, 12,000 units are going up on 4,500 acres – four times the density of the typical suburb – at the site of Denver’s old airport. “People spend more dollars per square foot for a smaller house and a smaller lot,” Calthorpe says, “but it’s in a walkable community; they’re willing to make that trade.”Change will require hard choices. Calthorpe challenges environmentalists to accept that infill alone won’t be able to meet the demand for housing; in some areas, projects cited near transit, for instance, building on greenfields may be necessary. We must also be willing to partner with developers. Development can help pay for a lot of the things we need, Calthorpe says: levees, transit extensions, flood control projects, parks, open space, and schools. “Quite frankly, the Bay Area should be thankful that we have the growth to deal with because it’s what we can use to repair so much of what we’ve misdesigned,” he says. This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on May 25th, 2011

Wal-Mart: Force of Nature or Greenwashing? Edward Humes, Author, Force of Nature Greg Dalton, Vice President of Special Projects, The Commonwealth Club; Founder, Climate One - Moderator Wal-Mart is not a sustainable company, says author Edward Humes. But the mega-retailer is making money by investing in sustainability. The story of how Wal-Mart made the pivot toward green is well told by Humes, author of Force of Nature: The Unlikely Story of Wal-Mart’s Green Revolution. The unlikely hero is Jib Ellison, an elite river guide-turned sustainability consultant. Through connections, Ellison wrangled a meeting with then-Wal-Mart CEO Lee Scott. Ellison’s message for Scott: Wal-Mart’s practices are riddled with waste and it’s costing you money. The retort: Prove it. A series of early successes won over Scott and, it’s not a stretch to say, changed the direction of the company. Wal-Mart added auxiliary generators to its 7,000-truck fleet. Fuel savings netted the company hundreds of millions of dollars. Next, someone suggested that a toymaker reduce the size of the box holding a toy truck. One year, and 497 avoided shipping containers later, Wal-Mart had saved $2.5 million on fuel and materials. “That was an early proof of concept that doing something that was lowering the footprint and more sustainable – baby steps, obviously – had a big return,” he says. Executives now asked, “‘What if we go across all of our products and start looking for those kinds of opportunities,’” says Humes. “And it began to snowball. It stopped being a hippy proposition that some river guide came up with, and started being more of a no-brainer business proposition.” When Climate One’s Greg Dalton asks the inevitable question about greenwashing, Humes is ready. “It sounds like we’re up here singing Wal-Mart’s praises.” But, he goes on, “this isn’t a chorus of ‘Wal-Mart is fabulous.’ It’s a very specific change in the way they’ve decided to do business, which is to try and be more sustainable because it makes economic sense to do so.” Humes credits Lee Scott and Wal-Mart for giving peers cover to follow their lead. “They made it safe for other companies to have the same conversation about sustainability because they’ve shown maybe it’s not so crazy and risky after all. I think they are a large reason why sustainability is even a word that big businesses talk about.” For Humes, the stakes are too high to quibble over Wal-Mart’s motivations. “I think they’ve been pretty careful about saying, ‘We’re not a green company.’ They never will be a green company. They’re an out-sourced, big-box retailer that wants you to buy ever-more amounts of stuff,” he says. But “if you’re driving 60 miles-an-hour towards oblivion and slow the car down to 20 miles-an-hour, is that a good thing? I think it is.” This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on May 16th, 2011

Charge It? Rob Bearman, Director, Global Alliances, Utilities and Energy, Better Place Mike DiNucci, VP of Strategic Accounts, Coulomb Technologies Jay Friedland, Legislative Director, Plug In America Jonathan Read, CEO, ECOtality Consumers are ready for electric vehicles. Entrepreneurs and policymakers just need to hustle to work out the kinks in the nationwide networks that will charge the cars, says this panel of experts assembled at Climate One. Automakers see a chance to free their customers from expensive oil, says Mike DiNucci, VP of Strategic Accounts, Coulomb Technologies: “Car companies see a golden opportunity to re-set that paradigm, and become more sustainably connected to their customers.” One company working to re-set the driving experience is Better Place, which plans to sells consumers miles through a network of charging and battery-swapping stations. “Better Place’s philosophy is we sell miles. The customer, the driver, should never have to think about kilowatt-hours. They should never have to plan, or have a timer at their charge spot,” says Rob Bearman, Director, Global Energy Alliance. Jonathan Read, CEO, ECOtality, says his company is working with utilities to develop real-time charging rates as low as $0.05 or $0.06 per kilowatt-hour during off-peak evening hours. “We’re always going to be competing between two minds: home charging and the price of gas. The consumer is always going to be making value judgments in between there. It’s our job as private-sector entrepreneurs to figure what is the tipping point” – at what point will consumers ditch gas cars for electricity, and how will they decide whether to charge in public or at home. Jay Friedland, Legislative Director, Plug In America, who has driven an electric Toyota RAV4 for a decade, says he’s confident consumers will get the price signals. He pays the equivalent of $0.75 per gallon to drive his EV, he says, cheaper than a gas-powered car by a factor of five in California, where gas is averaging over $4 per gallon. “EVs consumers will certainly get the pricing signal that comes from the utility, which is: If I get a bill, and my bill is high because I’ve been charging during the day time, and I know I can get cheap electricity at night, I’m going to go with the cheap electricity,” he says. Friedland and Rob Bearman both emphasize that EVs aren’t just cleaner and cheaper to drive; they are an important part of what Friedland calls a “virtuous cycle” – all-electric cars powered by renewable energy, stored and distributed, in part, by batteries. “Electric vehicles have the promise of taking cars off oil, and electric vehicle batteries have the promise of making the grid more renewable. As far as a cleantech solution that spans a lot of sectors in the cleantech industry, electric vehicles are really powerful,” says Rob Bearman. This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on May 12th, 2011

Pole Position Forrest Beanum, Vice President of Government Relations, Coda Automotive Oliver Kuttner, CEO, Edison2 Bill Reinert, National Manager, Toyota Michael Robinson, VP for Environment, Energy and Safety Policy, General Motors Dan Sperling, Member, California Air Resources Board; Professor, UC Davis Fifteen years have passed since a major automaker has attempted to market an electric vehicle. Within five years, rare will be the auto showroom that lacks one. But before EVs dominate the market, industry, policymakers, and consumers will have to grapple with some unresolved questions, says this panel of industry giants and start-ups. Those questions are a primary reason why “in pure electric cars, there’s very little first-mover advantage,” says Bill Reinert, National Manager, Toyota, “when you’re out there trying to figure out where the infrastructure’s going to go, and how the tow service works, and what happens when the charger doesn’t charge your car.” Dan Sperling, member, California Air Resources Board, disagrees that carmakers should avoid positioning themselves as a leader in the EV race. Yes, there are technology and scaling challenges, he says, but being first “does create a hallo for the entire company, which Toyota understands better than anyone – what the Prius did.” Michael Robinson, VP for Environment, Energy and Safety Policy, General Motors, is coming to see the benefit of that green hallo. His company has sold 2,000 units of its extended-range electric car, the Chevy Volt, since it went on sale in late 2010. Half of those sales have come in California, Robinson says, and 90% of total sales have been to Prius owners. Oliver Kuttner, CEO, Edison2, says carmakers need to figure out how to design electric cars to be lighter and more efficient. “If we were to re-think the way a car is built, and built the car in a more efficient way, like an airplane,” you could downsize the battery – the most expensive piece of an EV, costing upwards of $10,000 to $15,000 per car. During the Q&A, an audience member asks if automakers might be underestimating the demand for EVs. “Absolutely,” responded Forrest Beanum, Vice President of Government Relations, Coda Automotive. He cites Coda’s reading of independent studies finding that 40% of consumers want to own or drive an electric vehicle. What might make the difference this time is that carmakers appear to want EVs to succeed. It might seem counterintuitive, says GM’s Michael Robinson, but “we’re actually pulling for one another to be successful. We want the technology to be successful.” Dan Sperling agrees. “We’re way ahead of the regulatory process. We’re way ahead of the market process. Standardization issues are a challenge. This is a big adventure – and hugely important. We have to make this successful,” he says. This program was recorded in front of a live audience at the Commonwealth Club of California, San Francisco on May 12th, 2011

Tim Flannery Professor of Science, Maquarie University; Chair, Copenhagen Climate Council; Author, Here on Earth: A Natural History of the Planet Greg Dalton, Vice President of Special Projects, The Commonwealth Club; Founder, Climate One - Moderator Tim Flannery doesn’t do pessimism. Flannery explains the source of his optimism, a major theme of his new book, Here on Earth: A Natural History of the Planet, in this Climate One conversation at the Hoover Theatre, in San Jose. It stems from what he says is a popular misunderstanding of what natural selection actually is. “This is not a ‘survival of the fittest world,’” he says, referring to the phrase used as shorthand for Darwin’s perceived worldview. “This is a world where evolution has spawned extraordinary interrelationships, interactions, and co-evolutionary outcomes.” Over the last 10,000 years humanity has built what Flannery describes as a “super-organism” – a level of organization similar to that of ants, termites, or bees. And the glue that holds the super-organism together is the division of labor, interdependence. “That means,” says Flannery, “that the survival of the super-organism becomes all-important to us. We can’t afford to back up the planet.” And as “we form this one great super-organism, where we are all interconnected, we gain the capacity to deal with environmental challenges.” And for the biggest environmental challenge of all, climate change, Flannery sees reason for hope where others despair. Take COP15, the momentous United Nations climate change conference convened in Copenhagen in December 2009. Conventional wisdom holds that COP15 was a failure. Flannery disagrees. “I think it is self-evident it wasn’t a failure,” he says. The meeting was the setting for the largest-ever gathering of heads of state. Countries accounting for 80% of global greenhouse gas emissions made reduction pledges. Flannery sees progress across the map. China is a global leader in wind and solar energy, and is preparing to launch regional carbon cap-and-trade systems. India has enacted a small tax on coal and recently launched an aggressive energy efficiency trading scheme. South Korea is spending 2% of GDP on green growth. The European Union raised its 2020 emissions reduction target from 20% to a minimum of 25%. The United States is halfway to reaching its goal of reducing emissions 17% below 2005 levels by 2020. “The job now for us,” Flannery says, “is to knuckle down and make sure that our countries carry their fair share of the burden. We need to have hope. We need look at things over the right time scale. And we need to re-gather the energy that’s required to carry this further.” This program was recorded in front of a live audience at the Historic Hoover Theatre in San Jose, CA on May 4th, 2011

Senator Dianne Feinstein, Member, United States Senate (D-CA) in conversation with Greg Dalton, Founder of Climate One at The Commonwealth Club In this Climate One conversation at the Mark Hopkins Hotel, in San Francisco, Senator Dianne Feinstein touches on some longtime pursuits – national security experience and protecting the California desert from development. She also pledges to investigate the safety of the US nuclear fleet, protect children from toxins, and continue to shield California’s coastline from oil drilling. Feinstein is clear that clean energy is California’s future. “Energy is the largest source of new jobs for this state,” she says, citing an estimate placing the number at 100,000 additional jobs. Those new energy jobs – such as building large solar thermal power plants – should not be located, however, in the state’s undeveloped desert. “There is plenty of land in the desert that is disturbed that can be used. I think all of these [solar] companies are essentially finding other places to build, where there is no real environmental challenge to things that are endangered like desert tortoises,” says Feinstein. A trickier problem, especially in the wake of the disaster at the Fukushima nuclear complex, is how to ensure the safety of, and store spent fuel from, America’s nuclear reactors. Insufficient attention has been paid to the full nuclear fuel cycle, Feinstein says. “I believe very strongly that we need either regional or centralized nuclear fuel storage. It’s asking for trouble to keep hot rods in spent pools for decades and dry casks right along the side of nuclear reactors. I think they should be moved right away.” She also pledges quick action on plant safety. “I’m going to try to push as far and as fast as I can push to see that we really take a good look, a real examination, of all the facilities,” says Feinstein. Feinstein warns against the danger posed by exposure to chemicals, especially for infants. Of particular concern is Bisphenol A (BPA), a known endocrine disruptor, which, she says, is added to the inside of canned goods and baby bottles. “I become very interested in chemicals that are added that we know very little about,” says Feinstein. Though a proponent of greater energy efficiency (in the Q&A, Feinstein cites her decades-long quest to boost fuel efficiency standards for new vehicles as her proudest Senate achievement) Feinstein says now is not the time to raise the gas tax. “I’d go slowly on that. We have very long commutes for workers in this state,” she says. “This is not the time, when gasoline is this high, with the nation trying to pull itself out of recession. We need to keep gasoline below the $4 mark right now,” Feinstein says. She blamed speculators for the high prices: “Demand is down, and supply is even – so what can it be?” She reaffirms that oil companies should not look to California’s coast for additional supply. “The people of California have spoken through initiative. They don’t want oil drilling off the coast.” This program was recorded in front of a live audience at The Commonwealth Club in San Francisco on April 27, 2011