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Health retreat responds to woman's suspected mushroom poisoning death

The alternative health centre where Rachael Dixon died after consuming a drink allegedly containing <a href="https://www.oversixty.com.au/health/caring/woman-dies-after-suspected-mushroom-poisoning-at-health-retreat" target="_blank" rel="noopener">poisonous mushrooms</a> have issued a public statement on the incident. The 53-year-old and her friends took part in a holistic wellness retreat at Soul Barn Creative Wellbeing Centre when Dixon fell ill on Saturday night after <span style="background-color: #ffffff; color: #212529; font-family: -apple-system, 'system-ui', 'Segoe UI', Roboto, 'Helvetica Neue', Arial, sans-serif, 'Apple Color Emoji', 'Segoe UI Emoji', 'Segoe UI Symbol', 'Noto Color Emoji'; font-size: 16px;">she allegedly crushed up mushrooms<span style="background-color: #ffffff; color: #212529; font-family: -apple-system, 'system-ui', 'Segoe UI', Roboto, 'Helvetica Neue', Arial, sans-serif, 'Apple Color Emoji', 'Segoe UI Emoji', 'Segoe UI Symbol', 'Noto Color Emoji'; font-size: 16px;"> and consumed them in a drink. While her two friends were rushed to hospital and released a few days later, Dixon went into cardiac arrest, and despite best efforts by paramedics, she died at the scene just after 12am. Soul Barn, a self-described “creative wellbeing centre” specialising in holistic and alternative practices issued a statement on Thursday saying they were devastated by the incident. They also claimed that the event on Saturday that Dixon attended was not run by the centre or facilitated by any of its staff. “Soul Barn hires out workshop (spaces) to external businesses and facilitators,” they said. “The event which took place on April 13 was a private event, and those facilitating the event do not work for or represent Soul Barn in any way. “None of our regular therapists staff or facilitators were present at any point during this event. “We share the shock and devastation of everyone involved, and our hearts are with those families affected.” The health centre will remain closed while police investigate Dixon's death and a report is being prepared for the coroner. Image: 7NEWS

Legal

Woman dies after suspected mushroom poisoning at health retreat

A 53-year-old woman has died and two others have been rushed to hospital after allegedly ingesting poisonous mushrooms while at a holistic wellness retreat. Rachael Dixon became violently ill on Saturday night after she allegedly crushed up mushrooms and consumed them in a drink. Dixon and her two friends were at the Soul Barn Creative Wellbeing Centre, an "alternative health retreat" in Clunes, near Ballarat, when the incident occurred. An ambulance was called after reports she was in cardiac arrest and not breathing, and despite best efforts by paramedics, she died at the scene just after 12am. Her two friend were also rushed to hospital, but were released days later. Police are investigating her sudden death, and are expected to look into if the drink contained 'magic' mushrooms, which contain the hallucinogenic chemical psilocybin. Dixon's son Matthew paid tribute to his mother on Facebook, writing, "To the most loving, most caring person I've ever known can't thank you enough for everything you ever did for me and all the support you gave me." "Words can't begin to describe how much I will miss you, wish I could give you one last hug." Soul Barn has remained closed since the incident as local business owners and residents said the incident was "confronting" and "devastating". The death comes after Victorian authorities warned residents earlier this month that poisonous mushrooms were growing across the state. “Unless you are an expert, do not pick and eat wild mushrooms in Victoria,” acting chief health officer Evelyn Wong said. “There is no home test available to distinguish safe and edible mushrooms from poisonous mushrooms.” Image credits: Facebook

Caring

Politicians slam Albanese's "hypocritical" private jet use

Anthony Albanese has been urged to consider his carbon footprint after his controversial usage of a private jet. A group of independent MPs have asked the Prime Minister to offset his carbon usage after it was revealed that he and two other ministers chartered two private planes to attend the same clean energy event in the NSW Hunter Valley. Albanese was joined by Climate Change and Energy Minister Chris Bowen and Industry and Science Minister Ed Husic to fly to the region from Canberra on Thursday to announce a $1bn to support Australian manufacturing in solar technology. Teal MP Zali Steggall urged the leaders to offset their carbon emissions from the short journey when it was revealed that the three men flew separately in two separate Royal Australian Air Force jets. “I certainly hope they were offsetting the emissions of those two jets with companies, like Green fleet and other places like that where you can offset the emissions of your travel,” Ms Stegall told Sunrise. “I certainly hope and I call on the Minister for Climate Change to do that. Look, as a lowly independent, we don’t get the luxuries of flying in the ADF jets.” Private jets have a dramatically higher carbon footprint per passenger than commercial planes, with the average private jet emitting two tonnes of carbon an hour. Mr Bowen defended the use of the planes, saying the use of two private jets was a decision made by the airforce for safety reasons. “The Prime Minister has a large jet available to him and that would normally be what we take,” he said on Monday. “The runway at Scone wasn’t strong enough to take a large jet so the air force … decided for two jets.” Opposition transport spokeswoman Bridget McKenzie said the government should consider “jet pooling” and should make a conscious effort to cut down on the harmful use of private jets, which emit more carbon per passenger than commercial planes. “I fail to see why these guys, when they’re leaving from the same place on the same day, within 30 minutes of each other, couldn’t have either shared the plane or indeed, some of them, if they couldn’t all fit, use the commercial options that were available to them to fly direct from Canberra to Newcastle to make the announcement,” Senator McKenzie said. “It’s quite incredible.” Image credits: Getty Images

Travel Trouble

Deadly mushroom lunch survivor speaks out for the first time

The man who survived the deadly mushroom lunch in Victoria last year has spoken out for the first time, sharing what has kept him going through the tragedy. Pastor Ian Wilkinson, 70, was hospitalised for ingesting the poison, which claimed the lives of his wife Heather, his brother Don and his sister-in-law Gail, after attending lunch at Erin Patterson's home on July 29th 2023. Ms Patterson has since been charged with three counts of murder and five of attempted murder after inviting her ex-husband’s family over to her home for lunch and allegedly serving them the poisoned dish. Six months on, Ian Wilkinson addressed his congregation as he returned to the Korumburra Baptist Church on Sunday for the first time since the alleged poisoning, saying it had been a “big week” full of milestones for him. “At the start of the week it was six months since Heather, Gail and Don went to be with the Lord …” he told the congregation. “Friday was my birthday and yesterday was our 45th wedding anniversary." “So it’s been a pretty big week but I am grateful for all that God has given me, God has done through me.” The week prior marked 25 years since he first took on the role of pastor of the Korumburra parish, with the parishioners offering him a small gift following the sermon. Mr Wilkinson seemed overcome with emotion during parts his sermon, sharing with the congregation that he was grateful to be back after a terrifying two-month stint in the hospital while he fought for his life after the poisoning. “The ways are sometimes hard but God is good. He’s with us,” he said. “He promised to never leave … and I can say, that is true.” Image credits: Supplied

Caring

To avoid the worst of climate change we have to change how we travel

In September last year I embarked on a 5 week trip throughout Italy and France. We swam in the waters of Cinque Terre, ate the best pizza we’d ever had in Naples, and walked blisters into our feet through the streets of Paris. The marvels of modern aviation meant I completed my 32,000 km round trip in roughly 24 hours each way. But while I budgeted for the monetary costs associated with the trip, I neglected to consider another crucial one – the carbon cost. Humans are changing the Earth’s climate. It is estimated our activities have caused about 1°C of additional atmospheric warming since the industrial revolution. The Intergovernmental Panel on Climate Change (IPCC) says <a href="https://www.ipcc.ch/sr15/chapter/spm/" target="_blank" rel="noreferrer noopener">crossing a 1.5°C threshold</a> will unleash devastating climate change impacts on human life and ecosystems. To keep global warming to below 1.5°C, as called for in the <a href="https://unfccc.int/process-and-meetings/the-paris-agreement" target="_blank" rel="noreferrer noopener">Paris Agreement</a>, emissions must peak before 2025 at the latest, halve by 2030, and reach net-zero as soon as possible before 2050. The <a href="https://www.unwto.org/the-glasgow-declaration-on-climate-action-in-tourism" target="_blank" rel="noreferrer noopener">Glasgow Declaration on Climate Action in Tourism</a>, launched at <a href="https://www.un.org/en/climatechange/cop26" target="_blank" rel="noreferrer noopener">COP26</a>, commits the tourism sector to these goals. So, what will global tourism look like as it begins to decarbonise? Will it necessitate changing the way I approach travel in the coming decades? Paul Peeters, a professor of sustainable transport and tourism at Breda University of Applied Sciences in the Netherlands is one of the principal authors of a report released last year that seeks to <a href="https://pure.buas.nl/ws/portalfiles/portal/27136592/Peeters_Papp_EnvisionTourism_report.pdf" target="_blank" rel="noreferrer noopener">envision tourism in 2030 and beyond.</a> <h2 class="wp-block-heading">Tourism and emissions: how big of a contributor is it?</h2> Tourism is a major contributor to climate change. According to Peeters, at least 5% of global CO2 emissions come from tourism and travel, with some estimates as high as 8-11% if you include indirect (supply chain) emissions. These emissions are inequitable, about half of the global tourism footprint is caused by travel between the richest countries. If global tourism continues unchanged, it’s predicted to increase emissions by 73% by 2050, compared to 2019. In this scenario, the sector will use over 66% of the world’s remaining carbon budget between 2023 and 2100. Peeters says this is not a viable way forward. But it doesn’t mean that tourism will cease to exist, or that we must stop flying altogether. Instead, the modelling he presents finds there is a plausible decarbonisation pathway that allows tourism to continue with similar levels of growth in global revenue, trips, and guest nights compared to 2019, while also achieving net-zero emissions, by 2050. This model is called the Tourism Decarbonisation Scenario (TDS) and it requires us to re-think how we travel. <h2 class="wp-block-heading">How do you put tourism emissions into a holding pattern?</h2> “If you look at the division of the [emissions from] different parts of travel, then in general… transport takes about 75-80%, 20% goes to the accommodation sector,” says Peeters. That 20% also includes activities, like visiting museums or amusement parks. “And then within transport, you see that about more than half of the emissions come from aviation, while at the same time aviation serves about a quarter of all trips,” he says. Each country party to the Paris Agreement – a legally binding international treaty on climate change – is required to establish a <a href="https://www.un.org/en/climatechange/all-about-ndcs#:~:text=Simply%20put%2C%20an%20NDC%2C%20or,and%20adapt%20to%20climate%20impacts." target="_blank" rel="noreferrer noopener">Nationally Determined Contribution</a> (NDC). An NDC is an action plan to cut emissions and adapt to climate impacts, updated every 5 years. Most of tourism – like accommodation and on-ground transportation – falls within the Paris Agreement and these NDCs and will decarbonise through changes already happening in the legislation of each country. For instance, the transition to electrified forms of travel and accommodation powered by renewable energy. So, as a tourist, I won’t need to change my behaviour there. “But it’s not true for aviation. And the problem is that aviation, in terms of governance, has got an exemption,” says Peeters. Aviation emissions are much harder to reduce. The International Civil Aviation Organization – ICAO – governs international aviation. It has a long-term aspirational goal for net-zero carbon emissions by 2050, and to achieve these goals is pursuing improvements to <a href="https://cosmosmagazine.com/science/engineering/hydrogen-fuelled-planes/">aircraft technology</a>, <a href="https://cosmosmagazine.com/technology/energy/from-refinery-to-biofuel-reactor/">sustainable aviation fuels</a>, and <a href="https://cosmosmagazine.com/earth/climate/carbon-offsetting-right/">carbon offsets</a>. But Peeters’ modelling says this won’t be enough. “The final technology is low or zero emission aircraft technology,” he says. “But that takes decades to develop and then decades to replace the whole fleet – you are not buying a new aircraft every year like a car. “That technology will come […] much faster actually than 10 years ago, but still it’s at a pace that we will have it by the end of the century fully implemented, not before. “We need an international body that governs the growth of aviation that actually stops it for the next couple of decades, to create a timeframe for the technology we need.” So until sustainable aviation technology can be fully implemented, the key is to slow the rate of growth of aviation. <h2 class="wp-block-heading">Further does not equal better</h2> In 2019, nearly all long-distance travel over 16,000 kms return trip was by air. These trips, equivalent to flying return Shanghai to Sydney or further, made up just 2% of all trips in 2019. But they were the most polluting – accounting for 19% of tourism’s total carbon emissions. My roundtrip from Australia to Europe sits in this bracket. I estimate my seats on those planes probably came with a carbon footprint of about 6.4 tonnes of CO2 altogether. To put that in perspective, the average Australian emits 15 tonnes per year, according to <a href="https://ourworldindata.org/co2/country/australia" target="_blank" rel="noreferrer noopener">ourworldindata.org</a>, and I emitted almost half that in just 48 hours. Failing to curb the growth of these longest-haul trips means they will make up 4% of all trips but account for a massive 41% of tourism’s total emissions by 2050. To prevent this, the TDS says we need to cap them at 2019 levels – about 120 million return trips per year. In this scenario, shorter distance trips up to 900km return – that’s roughly equivalent to flying from Rome to Milan in Italy – and those by car, rail, coach, and ferry, would increase to 81% of all trips by 2050. Longer distance trips (return journeys of more than 7,000km, roughly equivalent to return flying Sydney to Perth and further) would also grow less quickly than current rates and account for 3.5% of all trips by 2050 (down from 6.0% in 2019). This could have flow-on benefits, especially for local tourism. “So, you keep the number of trips, and you keep the number of nights – you could even increase that a little bit as a compensation maybe for not being able to travel so far, then you can travel deeper. And that means the total revenues in the sector can grow as we are used to because the number of trips and the number of nights generate most of the revenues,” explains Peeters. <h2 class="wp-block-heading">What curbing the aviation industry could look like</h2> So, what will this mean for my travel habits in the coming years, if further isn’t better? It will likely involve a switch in mindset to consider whether an alternative, less carbon intensive mode of transport exists to reach the destination I have in mind. According to Peeters, even 1 fewer person sitting in an aircraft’s seats can measurably change its emissions. “Aircraft are quite lightweight, half of the weight of an aircraft taking off is not its structure. But it means that if you remove 100 kilograms, even off an Airbus A320, you can measure the difference in fuel consumption. It will save, I calculated it for flights, just a 1,500 km flight, already up to 10 kilograms of CO2,” says Peeters. Compare that to a different mode – adding an additional person to an already incredibly heavy train will add perhaps half a kilogram in emissions at most, probably less. It’s a little embarrassing to admit that I’ve never considered the idea of an interstate road trip, taking the car across the border or opting for a coach or train instead of flying, as a viable option for domestic travel in Australia. But it has for other people. <a href="https://flightfree.net.au/about/" target="_blank" rel="noreferrer noopener">Flight Free Australia</a> encourages us to stop flying, and people have already taken their pledge to swear off air travel – whether for the next 12 months or until it’s ‘climate safe’ to do so again. As for Europe… Well, Peeter’s report predicts that ticket prices will increase, with the cost of flying increasing to 0.18 $/pkm in 2050, from 0.06 $/pkm in 2019, caused mainly by mandates for sustainable aviation e-fuels. Entire families have event attempted to make it from one end of the world to another without setting foot on a plane – a months-long journey ultimately <a href="https://www.abc.net.au/news/2023-12-22/british-family-travel-australia-without-flying-carbon-footprint/103256280" target="_blank" rel="noreferrer noopener">foiled</a> by cyclones north of Darwin. Whether the changes outlined in the Envisioning Tourism in 2030 and Beyond report are made to the aviation industry, already my perspective on flying is changing. Why would I reduce my carbon footprint in other areas of my life, but turn around and negate those efforts by jumping on a plane? It doesn’t mean that I have to give up travel, just change my perspective on what makes a worthy destination. “You see a growing number of people, particularly young people, that say, ‘I stopped flying, whatever happens, I never go anymore’,” says Peeters. “And it makes your life so much easier. You don’t have to choose every time ‘should I fly?’. No, if you can’t get there by train, car, or whatever, you don’t go. And then you go somewhere else, of course, you’re not sitting at home. And you discover that somewhere else is also beautiful.” <div> <noscript data-spai="1"><img decoding="async" fetchpriority="high" class="aligncenter size-full wp-image-198773" src="https://cdn.shortpixel.ai/spai/q_lossy+ret_img+to_auto/cosmosmagazine.com/wp-content/uploads/2023/11/Cosmos-Catch-Up-embed_728x150-1.jpg" data-spai-egr="1" alt="Sign up to our weekly newsletter" width="600" height="154" title="to avoid the worst of climate change we have to change how we travel 2"></noscript> </div>  <img id="cosmos-post-tracker" style="opacity: 0; height: 1px!important; width: 1px!important; border: 0!important; position: absolute!important; z-index: -1!important;" src="https://syndication.cosmosmagazine.com/?id=294884&title=To+avoid+the+worst+of+climate+change+we+have+to+change+how+we+travel" width="1" height="1" loading="lazy" aria-label="Syndication Tracker" data-spai-target="src" data-spai-orig="" data-spai-exclude="nocdn" />  <div class="share-syndicate-wrapper margin-top-1"> <div class="article-sharing"> Image credits: Getty Images </div> </div> <div id="contributors"> <a href="https://cosmosmagazine.com/synergy/to-avoid-the-worst-of-climate-change-we-have-to-change-how-we-travel/">This article</a> was originally published on <a href="https://cosmosmagazine.com">Cosmos Magazine</a> and was written by <a href="https://cosmosmagazine.com/contributor/imma-perfetto/">Imma Perfetto</a>. </div>

Travel Trouble

Flying home for Christmas? Carbon offsets are important, but they won’t fix plane pollution

<a href="https://theconversation.com/profiles/susanne-becken-90437">Susanne Becken</a>, <a href="https://theconversation.com/institutions/griffith-university-828">Griffith University</a> and <a href="https://theconversation.com/profiles/brendan-mackey-152282">Brendan Mackey</a>, <a href="https://theconversation.com/institutions/griffith-university-828">Griffith University</a> Australia is an important player in the global tourism business. In 2016, <a href="https://www.tra.gov.au/research/research">8.7 million visitors arrived in Australia and 8.8 million Australians went overseas</a>. A further 33.5 million overnight trips were made domestically. But all this travel comes at a cost. According to the <a href="http://tourismdashboard.org/explore-the-data/carbon-emissions/">Global Sustainable Tourism Dashboard</a>, all Australian domestic trips and one-way international journeys (the other half is attributed to the end point of travel) amount to 15 million tonnes of carbon dioxide for 2016. That is 2.7% of global aviation emissions, despite a population of only 0.3% of the global total. The peak month of air travel in and out of Australia is December. Christmas is the time where people travel to see friends and family, or to go on holiday. More and more people are <a href="http://climatecommunication.yale.edu/publications/analysis-of-a-119-country-survey-predicts-global-climate-change-awareness/">aware of the carbon implications of their travel</a> and want to know whether, for example, they should purchase carbon offsets or not. Our <a href="http://www.sciencedirect.com/science/article/pii/S0969699716302538">recent study in the Journal of Air Transport Management</a> showed that about one third of airlines globally offer some form of carbon offsetting to their customers. However, the research also concluded that the information provided to customers is often insufficient, dated and possibly misleading. Whilst local airlines <a href="https://www.qantasfutureplanet.com.au/#aboutus">Qantas</a>, <a href="https://www.virginaustralia.com/nz/en/about-us/sustainability/carbon-offset-program/">Virgin Australia</a> and <a href="https://www.airnewzealand.co.nz/sustainability-customer-carbon-offset">Air New Zealand</a> have relatively advanced and well-articulated carbon offset programs, others fail to offer scientifically robust explanations and accredited mechanisms that ensure that the money spent on an offset generates some real climate benefits. The notion of carbon compensation is actually more difficult than people might think. To help explain why carbon offsetting does make an important climate contribution, but at the same time still adds to atmospheric carbon, we created an <a href="https://www.youtube.com/watch?v=xsh-erzGlR0">animated video clip</a>. <figure><iframe src="https://www.youtube.com/embed/xsh-erzGlR0?wmode=transparent&start=0" width="440" height="260" frameborder="0" allowfullscreen="allowfullscreen"></iframe><figcaption>Jack’s journey.</figcaption></figure> The video features Jack, a concerned business traveller who begins purchasing carbon credits. However, he comes to the realisation that the carbon emissions from his flights are still released into the atmosphere, despite the credit. The concept of “carbon neutral” promoted by airline offsets means that an equal amount of emissions is avoided elsewhere, but it does not mean there is no carbon being emitted at all – just relatively less compared with the scenario of not offsetting (where someone else continues to emit, in addition to the flight). This means that, contrary to many promotional and educational materials (see <a href="https://www.youtube.com/watch?v=cGB2OAg5ffA">here</a> for instance), carbon offsetting will not reduce overall carbon emissions. Trading emissions means that we are merely maintaining status quo. A steep reduction, however, is what’s required by every sector if we were to reach the net-zero emissions goal by 2050, agreed on in the <a href="http://unfccc.int/paris_agreement/items/9485.php">Paris Agreement</a>. Carbon offsetting is already an important “<a href="http://www.sciencedirect.com/science/article/pii/S0261517714000910">polluter pays</a>” mechanism for travellers who wish to contribute to climate mitigation. But it is also about to be institutionalised at large scale through the new UN-run <a href="https://www.icao.int/environmental-protection/Pages/market-based-measures.aspx">Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA)</a>. CORSIA will come into force in 2021, when participating airlines will have to purchase carbon credits for emissions above 2020 levels on certain routes. The availability of carbon credits and their integrity is of major concern, as well as how they align with national obligations and mechanisms agreed in the Paris Agreement. Of particular interest is <a href="http://www.carbon-mechanisms.de/en/introduction/the-paris-agreement-and-article-6/">Article 6</a>, which allows countries to cooperate in meeting their climate commitments, including by “trading” emissions reductions to count towards a national target. The recent COP23 in Bonn highlighted that CORSIA is widely seen as a potential source of billions of dollars for offset schemes, supporting important climate action. Air travel may provide an important intermediate source of funds, but ultimately the aviation sector, just like anyone else, will have to reduce their own emissions. This will mean major advances in technology – and most likely a contraction in the fast expanding global aviation market. <h2>Travelling right this Christmas</h2> In the meantime, and if you have booked your flights for Christmas travel, you can do the following: <ul> <li> pack light (every kilogram will cost additional fuel) </li> <li> minimise carbon emissions whilst on holiday (for instance by biking or walking once you’re there), and </li> <li> support a <a href="http://www.co2offsetresearch.org/consumer/Standards.html">credible offsetting program</a>. </li> </ul> And it’s worth thinking about what else you can do during the year to minimise emissions – this is your own “carbon budget”.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/89148/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/susanne-becken-90437">Susanne Becken</a>, Professor of Sustainable Tourism and Director, Griffith Institute for Tourism, <a href="https://theconversation.com/institutions/griffith-university-828">Griffith University</a> and <a href="https://theconversation.com/profiles/brendan-mackey-152282">Brendan Mackey</a>, Director of the Griffith Climate Change Response Program, <a href="https://theconversation.com/institutions/griffith-university-828">Griffith University</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/flying-home-for-christmas-carbon-offsets-are-important-but-they-wont-fix-plane-pollution-89148">original article</a>.

Travel Trouble

It’s time to limit how often we can travel abroad – ‘carbon passports’ may be the answer

<a href="https://theconversation.com/profiles/ross-bennett-cook-1301368">Ross Bennett-Cook</a>, <a href="https://theconversation.com/institutions/university-of-westminster-916">University of Westminster</a> The summer of 2023 has been very significant for the travel industry. By the end of July, international tourist arrivals globally <a href="https://www.unwto.org/news/international-tourism-swiftly-overcoming-pandemic-downturn">reached 84% of pre-pandemic levels</a>. In <a href="https://joint-research-centre.ec.europa.eu/jrc-news-and-updates/eu-tourism-almost-full-recovery-pre-pandemic-levels-2023-10-23_en">some European countries</a>, such as France, Denmark and Ireland, tourism demand even surpassed its pre-pandemic level. This may be great <a href="https://skift.com/insight/state-of-travel/">news economically</a>, but there’s concern that a return to the status quo is already showing dire environmental and social consequences. The summer saw record-breaking heatwaves across many parts of the world. People were forced to flee <a href="https://www.theguardian.com/world/2023/jul/24/greece-wildfires-corfu-evia-rhodes-heatwave-northern-hemisphere-extreme-weather-temperatures-europe">wildfires in Greece</a> and <a href="https://www.independent.co.uk/climate-change/news/hawaii-fires-update-biden-b2393188.html">Hawaii</a>, and extreme <a href="https://www.manchestereveningnews.co.uk/news/world-news/foreign-office-issues-spain-weather-27339111">weather warnings</a> were issued in many popular holiday destinations like Portugal, Spain and Turkey. Experts <a href="https://theconversation.com/european-heatwave-whats-causing-it-and-is-climate-change-to-blame-209653">attributed these extreme conditions</a> to climate change. Tourism is part of the problem. The tourism sector <a href="https://wttc.org/Portals/0/Documents/Reports/2021/WTTC_Net_Zero_Roadmap.pdf">generates around one-tenth</a> of the greenhouse gas emissions that are driving the climate crisis. The negative impacts of tourism on the environment have become so severe that some are suggesting drastic changes to our travel habits are inevitable. In a <a href="https://www.intrepidtravel.com/sites/intrepid/files/basic_page/files/A%20Sustainable%20Future%20For%20Travel%20From%20Crisis%20To%20Transformation-231016-02.pdf">report</a> from 2023 that analysed the future of sustainable travel, tour operator Intrepid Travel proposed that “carbon passports” will soon become a reality if the tourism industry hopes to survive. <h2>What is a carbon passport?</h2> The idea of a carbon passport centres on each traveller being assigned a yearly carbon allowance that they cannot exceed. These allowances can then “ration” travel. This concept may seem extreme. But the idea of personal carbon allowances is not new. A <a href="https://publications.parliament.uk/pa/cm200708/cmselect/cmenvaud/565/565.pdf">similar concept</a> (called “personal carbon trading”) was discussed in the House of Commons in 2008, before being shut down due to its perceived complexity and the possibility of public resistance. The <a href="https://www.nature.org/en-us/get-involved/how-to-help/carbon-footprint-calculator/#:%7E:text=A%20carbon%20footprint%20is%20the,is%20closer%20to%204%20tons.">average annual carbon footprint</a> for a person in the US is 16 tonnes – one of the highest rates in the world. In the UK this figure sits at 11.7 tonnes, still more than five times the figure recommended by the <a href="https://www.openaccessgovernment.org/the-average-british-carbon-footprint-is-five-times-over-paris-agreement-recommendations/152669/#:%7E:text=Despite%20rising%20environmental%20awareness%20across,equivalent%20(tCO2e)%20per%20year.">Paris Agreement</a> to keep global temperature rise below 1.5°C. Globally, the average annual carbon footprint of a person is closer to 4 tonnes. But, to have the best chance of preventing temperature rise from overshooting 2°C, the average global carbon footprint <a href="https://www.nature.org/en-us/get-involved/how-to-help/carbon-footprint-calculator/#:%7E:text=Globally%2C%20the%20average%20carbon%20footprint,tons%20doesn't%20happen%20overnight!">needs to drop</a> to under 2 tonnes by 2050. This figure equates to around <a href="https://www.theguardian.com/environment/ng-interactive/2019/jul/19/carbon-calculator-how-taking-one-flight-emits-as-much-as-many-people-do-in-a-year">two return flights</a> between London and New York. Intrepid Travel’s report predicts that we will see carbon passports in action by 2040. However, <a href="https://www.politico.eu/article/travel-short-haul-flights-europe-under-fire-climate-change-cop26/">several laws and restrictions</a> have been put in place over the past year that suggest our travel habits may already be on the verge of change. <h2>Targeting air travel</h2> Between 2013 and 2018, the amount of CO₂ emitted by commercial aircrafts worldwide <a href="https://theicct.org/sites/default/files/publications/ICCT_CO2-commercl-aviation-2018_20190918.pdf">increased by 32%</a>. Improvements in fuel efficiency are slowly reducing per passenger emissions. But <a href="https://www.sciencedirect.com/science/article/pii/S1352231014004889">research</a> from 2014 found that whatever the industry’s efforts to reduce its carbon emissions, they will be outweighed by the growth in air traffic. For emission reductions to have any meaningful effect, ticket prices would have to rise by 1.4% each year, discouraging some people from flying. However, in reality, <a href="https://www.climatecentral.org/news/increase-in-flights-will-outweigh-carbon-cuts-17875">ticket prices are falling</a>. Some European countries are beginning to take measures to reduce air travel. As of April 1 2023, passengers on short-haul flights and older aircraft in Belgium have been <a href="https://www.euronews.com/green/2022/12/12/private-jets-and-short-haul-flights-face-pollution-busting-tax-increases-in-belgium">subject to increased taxes</a> to encourage alternative forms of travel. Less than two months later France banned <a href="https://www.bbc.co.uk/news/world-europe-65687665">short-haul domestic flights</a> where the same trip can be made by train in two-and-a-half hours or less. <a href="https://businesstravelerusa.com/news/spain-to-follow-frances-lead-plans-to-ban-short-haul-domestic-flights/">Spain</a> is expected to follow suit. A similar scheme could also be on the horizon for Germany. In 2021, a <a href="https://www.cleanenergywire.org/news/seventy-percent-germans-favour-banning-short-haul-flights-survey">YouGov poll</a> found that 70% of Germans would support such measures to fight climate change if alternative transport routes like trains or ships were available. <h2>Cruises and carbon</h2> It’s not just air travel that’s being criticised. An <a href="https://www.transportenvironment.org/wp-content/uploads/2023/06/The-return-of-the-cruise-June-2023.pdf">investigation</a> by the European Federation for Transport and Environment in 2023 found that cruise ships pump four times as many sulphuric gases (which are proven to cause acid rain and <a href="https://www.forbes.com/sites/jamesellsmoor/2019/04/26/cruise-ship-pollution-is-causing-serious-health-and-environmental-problems/?sh=468ee2f637db">several respiratory conditions</a>) into the atmosphere than all of Europe’s 291 million cars combined. Statistics like these have forced European destinations to <a href="https://www.ft.com/content/8727387d-590d-43bd-a305-b5ec208a4dfe">take action</a> against the cruise industry. In July, Amsterdam’s council <a href="https://www.bbc.co.uk/news/world-europe-66264226">banned cruise ships</a> from docking in the city centre in a bid to reduce tourism and pollution – an initiative that has shown success elsewhere. In 2019 Venice was the most polluted European port, due to large numbers of cruise ship visits. But it dropped to 41st place in 2022 after a ban on large cruise ships entering the city’s waters <a href="https://www.transportenvironment.org/discover/europes-luxury-cruise-ships-emit-as-much-toxic-sulphur-as-1bn-cars-study/">reduced air pollutants from ships</a> in Venice by 80%. <h2>Changing destinations</h2> Intrepid Travel’s report also highlights that not only how we travel, but <a href="https://joint-research-centre.ec.europa.eu/jrc-news-and-updates/global-warming-reshuffle-europes-tourism-demand-particularly-coastal-areas-2023-07-28_en">where we travel</a> will soon be impacted by climate change. Boiling temperatures will probably diminish the allure of traditional beach destinations, prompting European tourists to search for cooler destinations such as Belgium, Slovenia and Poland for their summer holidays. <a href="https://www.travelweekly.com/Travel-News/Tour-Operators/Travelers-seek-cooler-destinations-this-summer">Several travel agencies</a> reported seeing noticeable increases in holiday bookings to cooler European destinations like Scandinavia, Ireland and the UK during 2023’s peak summer travel months. Whatever the solution may be, changes to our travel habits look inevitable. Destinations across the globe, from <a href="https://www.theneweuropean.co.uk/barcelonas-war-on-tourism-ada-colau/">Barcelona</a> to the <a href="https://www.dw.com/en/italy-tourism-bans-controls-fees-restrictions/a-66453047">Italian riveria</a> and even <a href="https://theconversation.com/death-on-everest-the-boom-in-climbing-tourism-is-dangerous-and-unsustainable-114033">Mount Everest</a> are already calling for limits on tourist numbers as they struggle to cope with crowds and pollution. Holidaymakers should prepare to change their travel habits now, before this change is forced upon them. <a href="https://theconversation.com/profiles/ross-bennett-cook-1301368">Ross Bennett-Cook</a>, Visiting Lecturer, School of Architecture + Cities, <a href="https://theconversation.com/institutions/university-of-westminster-916">University of Westminster</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/its-time-to-limit-how-often-we-can-travel-abroad-carbon-passports-may-be-the-answer-216503">original article</a>.

International Travel

What to wear for a climate crisis

<a href="https://theconversation.com/profiles/rachael-wallis-568028">Rachael Wallis</a>, <a href="https://theconversation.com/institutions/university-of-southern-queensland-1069">University of Southern Queensland</a> When people move to the country from the city, they need to change their wardrobes, my <a href="https://rgs-ibg.onlinelibrary.wiley.com/doi/abs/10.1111/area.12540">research on tree-changers</a> in Australia found. The new context of their lives means the clothes they wore for the city no longer work for their new lives. This is also true in the climate crisis. Our context has changed. When we decide what clothes to buy, we now need to bring into play a wider range of values than the appearance of a garment, its newness and novelty and whether we like it or not. As the Intergovernmental Panel on Climate Change (IPCC) <a href="https://www.ipcc.ch/assessment-report/ar6/">states</a>, if we are to have any hope of avoiding a world that is too hot and unpredictable to live in, we need to do everything we possibly can, right now, to cut greenhouse gas emissions into the atmosphere. The fashion industry contributes <a href="https://www.frontiersin.org/articles/10.3389/fenvs.2022.973102/full">up to 10% of global emissions</a> – more than international aviation and shipping combined. It also contributes to biodiversity loss, pollution, landfill issues, unsafe work practices and more. Australia’s carbon footprint from the consumption and use of fashion is the <a href="https://hotorcool.org/unfit-unfair-unfashionable/">world’s biggest</a>, a dubious distinction in a materialistic world. So this is an area where the choices we make can have big impacts. While individual action will not solve all of the above problems, it will help as we move towards the structural and systemic change needed to live sustainably. If we are concerned about these issues, responding thoughtfully means we will live our lives according to our values. And that’s an <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6326475/">important factor</a> in living well, flourishing and being happy. <iframe id="datawrapper-chart-teOOs" style="border: none;" title="Carbon footprints from fashion consumption in G20 nations" src="https://datawrapper.dwcdn.net/teOOs/2/" width="100%" height="589" frameborder="0" scrolling="no" aria-label="Stacked Bars" data-external="1"></iframe> <h2>Lessons from wartime</h2> It’s not the first time people have adapted their clothing in response to the demands of a crisis. During the second world war, <a href="https://www.iwm.org.uk/history/how-clothes-rationing-affected-fashion-in-the-second-world-war">clothing styles changed</a> in the United Kingdom and Australia. To conserve precious resources, shorter skirts, minimal detailing and a focus on utility became the norm. People adapted their personal aesthetics and appearance because the situation was grave and they wanted to “do their bit” to help with the war effort. This was a collective necessity in dire times. This wartime response reflected the priorities and values of society as a whole as well as most people in that society. In other words, buying less (rationing meant this was not just a choice), mending and making do with what was already there was part of a value system that contributed to the Allied victory. In novels and other writing from the era, it is clear that at times it was not easy and it could be frustrating. There was, however, a public consensus that it was necessary. This shared commitment to the war effort became a value that made personal sacrifices worthwhile and satisfying. <h2>So what can we do today?</h2> In our current context, the <a href="https://hotorcool.org/unfit-unfair-unfashionable/">most helpful thing we can do</a> is to buy fewer new clothes and wear them for longer. Australians buy a lot of clothes, about <a href="https://www.cleanup.org.au/fastfashion">56 items per year</a> on average. That makes Australians the <a href="https://hotorcool.org/unfit-unfair-unfashionable/">second highest textiles consumers in the world</a> after <a href="https://www.cleanup.org.au/fastfashion">the USA</a> , and is <a href="https://www.greenpeace.org/static/planet4-international-stateless/2017/09/76e05528-fashion-at-the-crossroads.pdf">60% more than we bought even 15 years ago</a>. The <a href="https://www.eea.europa.eu/publications/textiles-in-europes-circular-economy">price of clothes has dropped significantly</a> over the past couple of decades, and the <a href="https://hotorcool.org/unfit-unfair-unfashionable/">number of clothes</a> people have in their closets has grown. If we begin to shift away from our slavish devotion to newness and novelty – following the dictates of fashion – to a mindset of value-led sufficiency, we can appreciate more fully the feel of lived-in, mended or altered clothes. There is a feeling of comfort in pulling on an old garment that is soft with age and repeated washing. There is <a href="https://www.google.com.au/books/edition/Loved_Clothes_Last/StfnDwAAQBAJ?hl=en&gbpv=1&dq=joy+of+creative+mending&pg=PT7&printsec=frontcover#v=onepage&q=joy%20of%20creative%20mending&f=false">joy in extending a garment’s life</a> through creative mending, especially when that aligns with our values. The Berlin-based <a href="https://hotorcool.org/unfit-unfair-unfashionable/">Hot or Cool Institute</a> suggests a wardrobe of 74 garments (including shoes but excluding undergarments) is typically sufficient for people who live in a two-season climate (in the tropics) and 85 pieces for those who live in a four-season climate, as most Australians do. If we buy ten to 12 new items a year, we can replace our entire wardrobe in about seven years. Buying second-hand instead of new is even better because it doesn’t add to current production emissions. If we buy second-hand, it still doesn’t mean we should buy more than we need. <h2>Choosing clothes to fit our values</h2> To live authentic lives that are fulfilling and satisfying in deep and meaningful ways, we need to be true to our selves. In the case of clothing, we should evaluate our choices in relation to the values we hold. And if we do care about living sustainably, that means changing those choices we feel are no longer suited to the climate crisis. Clothes need to reflect a person’s situation as well as their identity to <a href="https://research.usq.edu.au/item/q4x53/the-phenomenological-and-discursive-practice-of-place-in-lifestyle-migration-a-case-study-of-stanthorpe-queensland">“work” well</a>. This may mean that what we wear changes as we make different buying decisions, just as people did in the second world war and as tree-changers do. We may start to look different, but that change signifies our values in action. Best of all, clothing choices that align with keeping global warming to less than 1.5 degrees will have a long-term impact as significant as winning the war.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/214478/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/rachael-wallis-568028">Rachael Wallis</a>, Research Assistant, Youth Community Futures, <a href="https://theconversation.com/institutions/university-of-southern-queensland-1069">University of Southern Queensland</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/what-to-wear-for-a-climate-crisis-214478">original article</a>.

Beauty & Style

Past charges against mushroom poisoning suspect uncovered

Erin Patterson, the woman under investigation for allegedly cooking the deadly mushroom meal that claimed the lives of three people, has previously faced a series of charges after being involved in a drunk-driving incident. According to reports from The Australian, the 49-year-old was convicted in 2004 of driving drunk in an unregistered vehicle. Court records have revealed that Patterson, who was then known as Erin Trudi Scutter and was aged 29, faced legal consequences for her reckless actions, losing her license for 30 months after crashing her vehicle in the eastern suburbs of Melbourne while heavily intoxicated. The reports revealed that after the crash, she fled from authorities by speeding away from the crash scene, reaching 95 km/h in a 60 km/h zone. The convictions that were handed down were for charges of failing to stop a vehicle after an accident, failing to provide identifying information after causing property damage, using an unregistered vehicle on a highway, failing to provide information after property damage, and driving at 95 km/h in a restricted 60 km/h zone. At the time of the crash, Erin's blood alcohol level was 0.14 per cent, indicating significant impairment, however the charges of drink driving were dropped, potentially due to overlapping elements in other charges. Patterson has yet to comment on the previous charges, after being advised by her lawyer not to make any public comments as she remains under investigation for the deadly mushroom meal. She has <a href="https://www.oversixty.com.au/finance/legal/details-of-erin-patterson-s-police-statement-around-fatal-mushroom-meal-revealed" target="_blank" rel="noopener">denied any wrongdoing</a> in the mushroom incident, although according to police, they are investigating Patterson because she was the only adult among five who did not either die or suffer severe illness after ingesting the deadly mushrooms. Image credits: A Current Affair

Legal

New details emerge in fatal mushroom poisoning incident

The former spouse of the Victorian woman responsible for preparing a meal for three individuals who tragically passed away, was placed in a medically induced coma last year following an unexpected severe digestive ailment. The revelation surfaces as <a href="https://www.theage.com.au/national/victoria/forensic-tests-on-food-dehydrator-found-at-tip-after-mushroom-deaths-20230808-p5dusv.html" target="_blank" rel="noopener">The Age Newspaper reports</a> that law enforcement have carried out forensic testing on a dehydrator found at a waste disposal site near Erin Patterson's home in Leongatha, southeast of Melbourne. Investigators are now exploring whether this apparatus was utilised to preserve the mushrooms before being discarded. The Age has additionally gained access to Erin's ex-husband Simon's social media posts, in which he recounts a mysterious severe gastrointestinal illness that nearly claimed his life. "I collapsed at home and subsequently spent 16 days in an induced coma, undergoing three emergency surgeries mainly targeting my small intestine, along with another planned surgical procedure," he wrote. "My family was summoned twice to bid me farewell as my chances of survival were minimal." Within the same social media post, he extended gratitude to Ms. Patterson for her support. Despite their separation, the two maintain an amicable relationship. Patterson, aged 48, cooked the fateful lunch which law enforcement suspect might have contained death cap mushrooms. The mother of two is now under police scrutiny after the demise of her ex-husband Simon Patterson's parents, Gail and Don Patterson, as well as Gail's sister Heather Wilkinson. Heather's husband, Ian, is currently in critical condition at Melbourne's Austin Hospital and is awaiting a liver transplant. All four individuals exhibited symptoms consistent with death cap mushroom poisoning following the lunch, which occurred on July 29. Ms Patterson has consistently <a href="https://www.oversixty.com.au/finance/legal/i-didn-t-do-anything-i-love-them-woman-who-cooked-meal-with-deadly-mushrooms-speaks-out" target="_blank" rel="noopener">maintained her innocence</a>, expressing that she held strong affection for her in-laws, particularly considering Gail's role as a motherly figure. Police have also characterised the case as intricate and potentially devoid of malicious intent. Death cap mushrooms possess the potential to cause grave damage to the liver and kidneys, leading to fatality. Symptoms include abdominal discomfort vomiting, and nausea, yet much of the harm can transpire before symptoms surface. Ms Patterson herself remained unaffected by the luncheon she organised, and her two children have been taken into protective custody as a preventive measure, according to police statements. Detective Inspector Dean Thomas of the Homicide Squad indicated that authorities are yet to determine whether they are dealing with a potential crime or an unfortunate accident. Images: Facebook / A Current Affair

Legal

"I didn't do anything. I love them": Woman who cooked meal with deadly mushrooms speaks out

A Victorian woman who cooked the meal that resulted in the suspected mushroom poisoning, which left three elderly family members dead and one fighting for his life has tearfully broken her silence. Erin Patterson, 48, served the lunch to four people at Leongatha on July 29, including her former in-laws Don and Gail Patterson, who after falling sick later that evening, passed away from symptoms consistent with death cap mushroom poisoning. Gail's sister Heather Wilkinson also passed away, with Heather’s husband, Ian in a critical condition at Melbourne’s Austin Hospital after suffering from the suspected poisoning. "I didn't do anything. I love them," Erin told A Current Affair. A clearly distraught Erin confused Don for Ian, who is currently being treated for his symptoms. "I'm devastated that they're gone and I hope with every fibre of my being that Don pulls through." “I’m so devastated by what’s happened, by the loss of Don, Don is still in hospital, by the loss of Ian and Heather and Gail," she repeated. “They were some of the best people I’ve ever met. “Gail was like the mum I didn’t have because my mum passed away four years ago, Gail had never been anything but good and kind to me,” she added. “Ian and Heather were some of the best people I’d ever met. They never did anything wrong to me. “I’m so devastated about what’s happened and the loss to the community and to the families and to my own children. They've lost their grandmother," she said, and added that she felt "so sorry" that they lost their lives. Erin was interviewed by police and later on released. Officials had also removed her two children from her care as a “precaution”. Homicide Squad Detective Inspector Dean Thomas also added that police are still determining whether this was an accident or a crime. “We’re working to determine what has gone on, to see if there is any nefarious activity that has occurred or if it was accidental.” “We have to keep an open mind,” he said. Police were also still unsure where the mushrooms were sourced from, and that it was a "complex case". Image: A Current Affair

Legal

6 things a food poisoning expert would never eat

If you want to know how to avoid food poisoning, you better listen to food poisoning expert and lawyer Bill Marler. He’s a products liability and personal injury attorney specialising in food-borne illnesses as well as the managing partner of Marler Clark, dubbed “The Food Safety Law Firm”. With twenty years in the industry, he’s won more than $600 million in compensation claims for his clients since 1998. In an article posted in the <a href="http://www.foodpoisonjournal.com/food-poisoning-information/six-foods-bill-marler-never-eats/#.VrJ3Kvl96uV" target="_blank" rel="noopener">Food Poisoning Journal</a>, Bill has revealed the six foods he refused to eat. Unpasteurised (“raw”) milk and packaged juices Unpasteurised milk, sometimes called “raw” milk, can be contaminated with bacteria, viruses and parasites. Between 1998 and 2011, there were 148 food poisoning outbreaks linked to raw milk and raw milk products in the US—and keep in mind that comparatively few people in the country ever consume these products, so 148 outbreaks is nothing to ignore. As for unpasteurised packaged juices, one of Marler’s earliest cases was the 1996 E. coli outbreak from unpasteurised Odwalla apple juice. As a result, he won’t go near raw milk or juice. “There’s no benefit big enough to take away the risk of drinking products that can be made safe by pasteurisation,” he says. Raw sprouts Uncooked and lightly cooked sprouts have been linked to more than 30 bacterial outbreaks (mostly of salmonella and E. coli) in the US since mid-1990s. As recently as 2014, salmonella from bean sprouts sent 19 people to the hospital. All types of sprouts - including alfalfa, mung bean, clover and radish sprouts - can spread infection, which is caused by bacterial contamination of their seeds. “There have been too many outbreaks to not pay attention to the risk of sprout contamination,” Marler says. “Those are products that I just don’t eat at all.” He did add that he does eat them if they’re cooked. Meat that isn’t well-done Marler orders his burgers well-done. “The reason ground products are more problematic and need to be cooked more thoroughly is that any bacteria that’s on the surface of the meat can be ground inside of it,” Marler says. “If it’s not cooked thoroughly to 160°F throughout, it can cause poisoning by E. coli and salmonella and other bacterial illnesses.” As for steaks, needle tenderising - a common restaurant practice in which the steak is pierced with needles or sliced with knives to break down the muscle fibres and make it more tender - can also transfer bugs from the surface to the interior of the meat. If a restaurant does this (Marler asks), he orders his steak well-done. If the restaurant doesn’t, he’ll opt for medium-well. Prewashed or precut fruits and vegetables “I avoid these like the plague,” Marler says. Why? The more a food is handled and processed, the more likely it is to become tainted. “We’ve gotten so used to the convenience of mass-produced food - bagged salad and boxed salads and precut this and precut that,” Marler says. “Convenience is great but sometimes I think it isn’t worth the risk.” He buys unwashed, uncut produce in small amounts and eats it within three to four days to reduce the risk for listeria, a deadly bug that grows at refrigerator temps. Raw or undercooked eggs You may remember the salmonella epidemic of the 1980s and early ’90s that was linked mainly to eggs. If you swore off raw eggs back then, you might as well stick with it. The most recent salmonella outbreak from eggs, in 2010, caused roughly 2,000 reported cases of illness. “I think the risk of egg contamination is much lower today than it was 20 years ago for salmonella, but I still eat my eggs well-cooked,” Marler says. Raw oysters and other raw shellfish Marler says that raw shellfish - especially oysters - have been causing more foodborne illness lately. He links this to warming waters, which produce more microbial growth. “Oysters are filter feeders, so they pick up everything that’s in the water,” he explains. “If there’s bacteria in the water it’ll get into their system, and if you eat it you could have trouble. I’ve seen a lot more of that over the last five years than I saw in the last 20 years. It’s simply not worth the risk.” Images: Shutterstock

Food & Wine

Southampton to Shanghai by train – one climate change researcher’s quest to avoid flying

Academics travel a lot. Whether for fieldwork or conferences, we’re often <a href="https://theconversation.com/university-sector-must-tackle-air-travel-emissions-118929">encouraged</a> to do it. Often internationally, invariably by aeroplane. But while globetrotting might make us feel important, a recent <a href="https://www.sciencedirect.com/science/article/pii/S0959652619311862">study</a> suggests there’s no connection between academic air-miles and career advancement. With the obvious realities of the climate crisis, and with air travel being the <a href="https://theconversation.com/its-time-to-wake-up-to-the-devastating-impact-flying-has-on-the-environment-70953">single quickest</a> way an average person can contribute to climate change, some academics are trying to stay on the ground whenever possible. Within a broader <a href="https://www.flightfree.co.uk/">campaign</a> to encourage people to go “flight-free”, there’s a community of <a href="https://academicflyingblog.wordpress.com/">academics</a> challenging the reliance on flying that’s typically sat uneasily at the heart of their careers. I’m a member of that community. I pledged not to fly in 2019 and 2020, and then won a fellowship to study Chinese attitudes to sustainability which required me to go to China for fieldwork. Suddenly, the consequences of my pledge became very real. <figure class="align-center "><img src="https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=388&fit=crop&dpr=1 600w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=388&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=388&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=488&fit=crop&dpr=1 754w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=488&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=488&fit=crop&dpr=3 2262w" alt="" /><figcaption>Not only do planes release a lot of CO₂ during flight, the white ‘contrails’ they leave behind warm the atmosphere further. <a class="source" href="https://www.shutterstock.com/image-photo/passenger-airplanes-on-air-busy-traffic-1089042554?src=lgi_phsJCpzeLwXItWfMbw-1-17&studio=1">FotoHelin/Shutterstock</a></figcaption></figure> Life on the rails When I told my managers that I intended to get to China by train, I was met with a mixture of responses. Some thought I was mad, some admired my principles, some thought I was an awkward bugger. Maybe they were all right. In any case, what I was doing had certainly created more work for myself. I began trying to convince senior staff to release funds from my research budget to arrange visas, and thinking through the nitty-gritty of a trip across Europe, Russia and a big chunk of China itself. The cost of the trains was over £2,000, dwarfing the £700 I could pay for a London to Beijing return flight. Time-wise, the train trip took just under two weeks each way. But in terms of carbon emissions my trip was a steal, contributing <a href="https://www.gov.uk/government/publications/greenhouse-gas-reporting-conversion-factors-2019">just 10%</a> of the emissions of the equivalent flights. The cost, complexity and discomfort of such a long solo trip did occasionally make me wonder if it wouldn’t just be easier to fly (answer: it would). But I was determined to honour my pledge and show other academics – by my own extreme example – that it is possible to do international work without flights. <figure class="align-center "><img src="https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=450&fit=crop&dpr=1 600w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=450&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=450&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=566&fit=crop&dpr=1 754w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=566&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=566&fit=crop&dpr=3 2262w" alt="" /><figcaption>The author meets a train guard in Siberia. Roger Tyers, Author provided</figcaption></figure> Considering it involved 21 train connections, my journey went surprisingly smoothly. I took a series of “short” trips from Southampton, changing in London, Brussels, Cologne, Berlin and then onto my first sleeper train from Warsaw to Kiev (avoiding Belarus which would have required another visa). My first experience on the Kiev-bound, Soviet-style sleeper train was something of a shock. Unsure of the etiquette when sharing a tiny cabin with two or three others with limited English, I soon learned that body language, Google translate and sharing food breaks the ice. Luckily, my no-flying trip was a recurring source of conversation, fascination and bafflement for many of my fellow travellers. After one night in Kiev, I took another overnight train to Moscow. Russia was something of a test – on my return journey I travelled 2,600 miles between Irkutsk and Moscow, spending 90 hours on a single train. Had this not been a work trip, I would have gladly stopped more often. Making friends with fellow passengers – mainly Russians on work trips or family visits, or European and Chinese tourists doing the bucket list Trans-Siberian route – certainly helped pass the time. The Siberian scenery – millions of trees on a seemingly endless loop – became somewhat repetitive, but the monotony afforded me time to read, write, plan and contemplate. The most spectacular journey was the Trans-Mongolian section, passing the edge of Lake Baikal, the world’s largest lake rimmed with snow-capped mountains, over the green steppes of northern Mongolia, across the Gobi desert, and finally through the mountainous valleys encircling Beijing. It’s hard not to be awed and inspired that these train lines exist in such remote parts of our planet. <figure class="align-center zoomable"><a href="https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&rect=0%2C0%2C1003%2C1003&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&rect=0%2C0%2C1003%2C1003&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=600&fit=crop&dpr=1 600w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=600&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=600&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=754&fit=crop&dpr=1 754w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=754&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=754&fit=crop&dpr=3 2262w" alt="" /></a><figcaption>The track stretches for miles across the Mongolian plains. Roger Tyers, Author provided</figcaption></figure> Calling at Beijing China now has more high-speed railways than the rest of the world combined, and they do it in style. Beijing to Shanghai, a trip covering 1,300km, takes less than four and a half hours, with a solid internet connection throughout and the most legroom I enjoyed on any of my trips. The downer is that China’s electrified trains will, <a href="https://theconversation.com/china-wrestles-with-insecure-gas-supplies-but-stays-strong-on-longer-term-plan-for-renewables-117445">like most of their electricity</a>, be powered by coal. But on the upside, these trains are likely to take passengers off domestic flights – a lesson for Europe and the US. I enjoyed using them to visit my other field sites in Hangzhou and Ningbo before finally retracing my steps back, over 6,000 miles to the UK, clutching a load of new data, a heap of memories, and a sore back. The focus group data I collected in China, with members of their urban middle classes, has enforced my view that both ‘bottom-up’ social and cultural pressure, as well as “top-down” infrastructure and fiscal policy will be required in any country facing up the complex challenges of climate change. <figure class="align-center "><img src="https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=600&fit=crop&dpr=1 600w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=600&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=600&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=754&fit=crop&dpr=1 754w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=754&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=754&fit=crop&dpr=3 2262w" alt="" /><figcaption>The author at the end of his outward journey in Tiananmen Square. Roger Tyers, Author provided</figcaption></figure> I admit that my story is somewhat privileged – not everyone can take the train to China for work, and I doubt I’ll make a habit of it. Much depends on geography too. The UK is relatively well connected by surface transport options like rail, but many still fly - the UK has the <a href="https://www.iata.org/pressroom/pr/Pages/2018-10-24-02.aspx">third largest</a> air passenger market, behind only the US and China. The bigger policy goal is to make train tickets less expensive relative to flights. In the meantime, academics can play a leadership role, both individually and <a href="https://theconversation.com/researchers-set-an-example-fly-less-111046">institutionally</a>. Universities could consider publishing records of staff flights, building low-carbon travel modes into grant proposals by default, and making videoconferencing facilities fantastic. Recent <a href="https://www.sciencedirect.com/science/article/pii/S0959652619311862">research</a> has shown, unsurprisingly, that climate researchers are taken more seriously if they practise what they preach. If we can lead by example in reducing our own flying carbon footprints while still conducting great research, then others – students, policymakers and other professionals – are far more likely to take notice. Writen by Roger Tyers. Republished with permission from <a href="https://theconversation.com/southampton-to-shanghai-by-train-one-climate-change-researchers-quest-to-avoid-flying-120015" target="_blank" rel="noopener">The Conversation</a>. Image: Getty Images

International Travel

15 plants that are poisonous to dogs

<h3>Plants and your pup</h3> Plants are having a real moment right now, and for good reason. They add beauty to your home, help you feel more in tune with nature, and they even boast health benefits. Unfortunately, some of the most popular and best indoor plants are toxic to dogs, who don’t know which ones are safe to munch on or play with and which absolutely aren’t. With veterinary help, we’re calling out the most common indoor and outdoor poisonous plants for dogs so you can avoid or get rid of them and replace them with some pup-friendly options. If you suspect that your pup has munched on a poisonous plant for dogs, consult your vet immediately. <h3>Aloe Vera</h3> Toxic components: saponins, anthraquinones Because it’s so easy to maintain and boasts medicinal qualities, aloe vera is a common household plant that people keep both indoors and outdoors. Unfortunately, the gooey gel beloved for its soothing benefits also contains two components that make this plant toxic to dogs when consumed. Typically, signs of ingestion include lethargy and upset stomach, including vomiting and diarrhoea. If you bring this plant into your home, we recommend keeping it high up – like on a sink ledge – so it’s inaccessible. <h3>Golden Pothos (epipremnum aureum)</h3> Toxic component: insoluble calcium oxalates The winding, ivy-like golden pothos (“Devil’s Ivy”) is another poisonous plant for dogs that contains insoluble calcium oxalates – glass-like crystals that can cause severe irritation when eaten. One of the key symptoms is oral itching and irritation, which can sometimes lead to intense burning and pain in and around your pet’s mouth. It can also lead to excessive drooling, vomiting, or difficulty swallowing. <h3>Milk Weed</h3> Toxic components: cardiotoxins, neurotoxins Though it’s a wonderful beacon for some of our favourite insects – including monarch butterflies and tussock moths – milkweed is one of those plants toxic to dogs. Some species contain cardiotoxins that affect a pet’s heart, while others contain neurotoxins that can affect organ function and mental state. As such, this plant should always be kept outdoors and/or out of reach from your dog. When consumed, it can cause severe reactions, including depression, weakness and diarrhoea, followed by more intense reactions such as seizures, breathing difficulty, organ failure and death. <h3>Sago Palm (cycas revoluta)</h3> Toxic component: cycasin The sago palm is leafy, beautiful and very easy to grow, which makes it a popular choice as an indoor plant. However, this plant’s toxic to dogs, so you should definitely keep it out of your house. “If consumed by your dog, the sago palm causes severe vomiting, diarrhoea and abdominal pain, as well as stumbling, tremors, seizures and temperature-regulation issues,” warns veterinarian Christie Long. “Ultimately, it causes liver failure, and death can occur with ingestion of an amount as small as a single seed.” <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Azaleas (rhododendron)</h3> Toxic component: grayantoxin Azaleas are colourful and interesting to look at, so it’s easy to see why your dog might be attracted to them. Unfortunately, all parts of the azalea plant are poisonous to dogs, including the flower, leaves, seeds and even honey that’s made from the nectar. “When azaleas are consumed by your dog, it can result in hypersalivation, vomiting, diarrhoea, muscle weakness, vision problems, slow heart rate (bradycardia), heart arrhythmia and/or low blood pressure (hypotension), cardiovascular collapse, and possible death,” warns vet Shelly Zacharias. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Tulips (tulipa)</h3> Toxic components: tulipalin A and B Tulips are one of the most popular plants come springtime, but they can cause big problems for curious canines. The flower and stem parts of the plant are toxic, but the bulbs are especially dangerous when consumed. Clinical signs of ingestion include vomiting, diarrhoea, hypersalivation, and even depression. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Garlic and onion (allium species)</h3> Toxic component: n-propyl disulfide Though it’s easy to assume that all vegetables and herbs found in the garden are perfectly OK for your pup, that’s not always true. The allium species – which includes garlic and onions – are poisonous plants for dogs. “Any plant in the allium family, if ingested in large enough quantities, can cause a severe reaction in the bloodstream called hemolysis, in which red blood cells are destroyed in large numbers,” says Dr. Long. “The results are severe weakness, rapid breathing, and red-coloured urine.” She adds that forced vomiting by a veterinarian is key here, and many dogs will require blood transfusions to replace the blood cells that are damaged in order to survive. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Dumb cane (diffenbachia)</h3> Toxic components: insoluble calcium oxalates, proteolytic enzyme This stout, leafy tropical indoor low light houseplant may be pretty, but it should be kept out of reach of canines. “This plant contains calcium oxalate crystals, which are similar to microscopic pieces of glass resembling needles,” explains Dr Zacharias. “Chewing or ingesting it causes toxicity. Common symptoms are vomiting, swelling of the mouth and/or throat, severe oral pain, pawing at mouth or eyes, severe skin irritation, agitation, coughing, gagging and hypersalivation.” Simply coming into contact with the plant can cause symptoms, as well. If your dog’s eyes and skin are exposed, flush immediately or give them a bath. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Elephant’s ear (alocasia)</h3> Toxic component: insoluble calcium oxalates Alocasia – also known as elephant’s ear – is a striking dark green plant commonly found indoors. Like dumb cane, it contains glass-like insoluble oxalate crystals that can cause severe irritation both internally and externally, notes the Pet Poison Hotline. If consumed, an immediate visit to your vet is recommended to monitor and treat symptoms. If your dog’s skin or eyes has become irritated by the plant, a bath and/or flushing the skin and eyes with water is recommended. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Citrus plants and peels (rutaceae family)</h3> Toxic components: essential oils and psoralens “Many [citrus] plants that produce edible fruit – including grapefruit, oranges and lemons – are toxic if the actual plant portion is ingested. For example, the skin of the fruit, the leaves, or stems can often be dangerous,” says Dr Zacharias. Whether you grow these plants in your yard or bring them into your home from the grocery store, keep your dog away from them. Reactions may not be as severe as with other plants toxic to dogs, but if you suspect consumption, call your vet for guidance. They may request that you bring your dog in, especially if severe symptoms occur. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Oleander (nerium oleander)</h3> Toxic component: cardiac glycosides Oleander, known for its white or pink flowers and height that provides privacy between yards, is another poisonous plant for dogs. “Oleander ingestion causes extreme salivation, abdominal pain, vomiting, diarrhoea and lethargy. In severe cases, it causes liver failure and death, and it can ultimately interfere with the heart’s ability to beat properly,” explains Dr Long. “Once it is known that the dog ingested these poisonous leaves, rapid transfer to a veterinary hospital where vomiting can be induced is key. Supportive therapy with drugs designed to control gastrointestinal signs, as well as reverse liver and heart issues, is key to survival.” <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Snake plants (sansevieria trifasciata)</h3> Toxic component: saponins Because of its striking appearance and the fact that it’s a houseplant that’s very hard to kill, snake plants are found in houses all across the world. Unfortunately, they are also poisonous plants for dogs and can cause nausea, vomiting and diarrhoea if consumed. It’s important to contact your veterinarian right away if you think your dog has ingested any portion of a snake plant. Depending on the severity, you may need to simply monitor and treat your dog’s symptoms, or you may need to take your dog in for more aggressive treatment. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Morning glory (ipomoea)</h3> Toxic component: indole alkaloids This beautiful vine plant that flowers in the morning may be irresistible to humans – and also to dogs – who might be tempted to chomp on them when they open. “The seeds are most toxic, and canine consumption can cause vomiting, nausea, pupil dilation (mydriasis), hallucinations, incoordination, diarrhoea, anaemia, confusion and liver failure,” notes Dr Zacharias. Go to your veterinarian or an emergency veterinary centre right away if you suspect consumption. Treatment consists of activated charcoal, IV-fluid administration, and ongoing symptomatic support. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Lily of the valley (convallaria majalis)</h3> Toxic component: cardenolides Lily of the valley is a beloved indoor and outdoor flower, but pet parents should not introduce it to their home or garden since this plant’s toxic to dogs. Known for its delicate white flowers, it is a highly poisonous plant for dogs and can result in vomiting, irregular heartbeat, reduced blood pressure, confusion and disorientation. In severe cases, it can even cause seizures or lead to a coma. Consult your veterinarian immediately for further instruction if you suspect your dog has consumed this plant. <div class="slide-image" style="box-sizing: border-box; border: 0px; font-family: Raleway, sans-serif, Arial; font-size: 16px; font-style: normal; font-weight: 400; margin: 0px; outline: 0px; padding: 0px; vertical-align: baseline; color: #444444; font-variant-ligatures: normal; font-variant-caps: normal; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> </div> <h3>Yew (taxus)</h3> Toxic component: taxine Yew is an evergreen shrub typically found outdoors. “If ingested, it can cause sudden death, trembling, muscle weakness, trouble breathing, collapse and heart arrhythmia,” says D. Zacharias. “If you suspect your canine has eaten any part of this plant, immediately go to your veterinarian or emergency veterinary centre. Treatment will consist of gastrointestinal decontamination – activated charcoal or possibly gastric lavage or an enema – as well as IV-fluid therapy and supportive therapy for any respiratory or cardiovascular function.” Image: Getty

Home Hints & Tips

Drugs – 4 essential reads on how they’re made, how they work and how context can make poison a medicine

Pandemics and disease outbreaks put a spotlight on the hurdles researchers face to get a drug on the shelves. From finding prospective drug candidates to balancing time and financial pressures with ensuring safety and efficacy, there are many aspects of drug development that determine whether a treatment ever makes it out of the lab. Broadening the definition of “medicine” and where it can be found, however, could help expand the therapeutic options available for both researchers and patients. Here are four facets of how drugs are developed and how they work in the body, drawn from stories in The Conversation’s archive. <h2>1. Matching drug to target</h2> The most effective drugs are, in a sense, the product of good matchmaking – they bind to a specific disease-causing receptor in the body, elicit a desired effect and ideally ignore healthy parts of the body. Drugs <a href="https://theconversation.com/how-do-drugs-know-where-to-go-in-the-body-a-pharmaceutical-scientist-explains-why-some-medications-are-swallowed-while-others-are-injected-182488" target="_blank" rel="noopener">travel through the bloodstream</a> to reach their targets. Because of this, most drugs circulate throughout the body and can bind to unintended sites, potentially causing undesired side effects. Researchers can increase the precision and effectiveness of a drug by designing different ways to take it. An inhaler, for example, delivers a drug directly to the lungs without its having to travel through the rest of the body to get there. Whether patients take drugs as prescribed is also essential to ensuring the right dose gets to where it needs to be often enough to have a desired effect. “Even with all the science that goes into understanding a disease well enough to develop an effective drug, it is often up to the patient to make it all work as designed,” writes pharmaceutical scientist <a href="https://www.researchgate.net/profile/Thomas-Anchordoquy" target="_blank" rel="noopener">Tom Anchordoquy</a> of the University of Colorado Anschutz. <h2>2. Searching for drug candidates</h2> Researchers have discovered a number of drugs by chance, including <a href="https://www.pbs.org/newshour/health/the-real-story-behind-the-worlds-first-antibiotic" target="_blank" rel="noopener">penicillin</a> for bacterial infections, <a href="https://www.bbc.com/future/article/20200928-how-the-first-vaccine-was-born" target="_blank" rel="noopener">vaccines for smallpox</a> and <a href="https://doi.org/10.1038/nrcardio.2017.172" target="_blank" rel="noopener">warfarin</a> for blood clots. While serendipity still plays a role in modern drug discovery, most drug developers take a systematic approach. Scientists typically start by identifying a particular molecular target, usually receptors that trigger a specific response in the body. Then, they look for chemical compounds that react with that target. Technology called <a href="https://theconversation.com/discovering-new-drugs-is-a-long-and-expensive-process-chemical-compounds-that-dupe-screening-tools-make-it-even-harder-175972" target="_blank" rel="noopener">high-throughput screening</a> allows researchers to quickly test thousands of potential drug candidates at once. Compounds that match screening criteria advance to further development and refinement. Once optimized for their intended use, compounds go on to safety and efficacy testing in animals and people. One way to ease the search for optimal drug candidates is to work with compounds that are already optimized to work in living beings. <a href="https://theconversation.com/nature-is-the-worlds-original-pharmacy-returning-to-medicines-roots-could-help-fill-drug-discovery-gaps-176963" target="_blank" rel="noopener">Natural products</a>, derived from organisms like microbes, fungi, plants and animals, share similar structures and functions across species. Though not without their own development challenges, they could aid the search for related compounds that work in people. “There are thousands of microorganisms in the ocean left to explore as potential sources of drug candidates, not to mention all the ones on land,” writes medical chemist <a href="https://scholar.google.com/citations?user=8_T1ueYAAAAJ&hl=en" target="_blank" rel="noopener">Ashu Tripathi</a> of the University of Michigan. “In the search for new drugs to combat antibiotic resistance, natural products may still be the way to go.” <h2>3. A drug by any other name may be just as effective</h2> Existing drugs can find a second (or third, fourth and fifth) life through repurposing. Most drugs <a href="https://theconversation.com/many-medications-affect-more-than-one-target-in-the-body-some-drug-designers-are-embracing-the-side-effects-that-had-been-seen-as-a-drawback-184922" target="_blank" rel="noopener">have many functions</a> beyond what researchers originally designed them to do. While this multifunctionality is often the cause of unwanted side effects, sometimes these results are exactly what’s needed to treat a completely unrelated condition. Sildenafil, for example, failed to treat severe chest pain from coronary artery disease, but proved to be potent at inducing erections as Viagra. Similarly, thalidomide, a compound that caused birth defects in thousands of infants around the world as a morning sickness drug, found redemption as a cancer treatment. Because drugs inherently have more than one function in the body, <a href="https://theconversation.com/repurposing-generic-drugs-can-reduce-time-and-cost-to-develop-new-treatments-but-low-profitability-remains-a-barrier-174874" target="_blank" rel="noopener">repurposing existing drugs</a> can help fill a gap where pharmaceutical companies and other developers cannot or will not. <a href="https://scholar.google.com/citations?user=iDKZaA4AAAAJ&hl=en" target="_blank" rel="noopener">Gregory Way</a>, a researcher at the University of Colorado Anschutz, uses artificial intelligence to predict the various effects a drug can have and believes that this lack of specificity is something to explore rather than eliminate. Instead of trying to home in on one specific target, he suggests that scientists “embrace the complexity of biology and try to leverage the multifaceted effects drugs can offer.” <h2>4. Poison as medicine</h2> If so many drugs can have toxic effects in the body, be it through side effects or taking the wrong dose or for the wrong condition, what determines whether a drug is a “medicine” or a “poison”? Biomedical scientists evaluate drugs based on their active ingredient, or a specific compound that has a specific effect in the body. But reducing medicines to just a single molecule ignores another important factor that determines whether a drug is therapeutic – the context in which it is used. Opioids treat intractable pain but can lead to debilitating and lethal addiction when improperly administered. Chemotherapy kills tumors but causes collateral damage to healthy tissues in the process. Another pharmaceutical paradigm, <a href="https://theconversation.com/poison-or-cure-traditional-chinese-medicine-shows-that-context-can-make-all-the-difference-163337" target="_blank" rel="noopener">traditional Chinese medicine</a>, has historically acknowledged the malleability of drugs through the use of poisons as therapeutics. <a href="https://scholar.google.com/citations?user=4q0hYSwAAAAJ&hl=en" target="_blank" rel="noopener">Yan Liu</a>, a medical historian at University of Buffalo who studies this practice, notes that ancient texts did not distinguish between poisons and nonpoisons – rather, Chinese doctors examined drugs based on a continuum of potency, or ability to harm and heal. They used different processing and administration techniques to adjust the potency of poisons. They also took a personalized approach to treatment, aware that each drug works differently based on a number of different individual factors. “The paradox of healing with poisons in traditional Chinese medicine reveals a key message: There is no essential, absolute or unchanging core that characterizes a medicine,” Liu writes. “Instead, the effect of any given drug is always relational – it is contingent on how the drug is used, how it interacts with a particular body and its intended effects.” This article originally appeared on <a href="https://theconversation.com/drugs-4-essential-reads-on-how-theyre-made-how-they-work-and-how-context-can-make-poison-a-medicine-192590" target="_blank" rel="noopener">The Conversation</a> and is a roundup of of articles from The Conversation’s archives. Image: Shutterstock

Books

Building and construction emissions and energy use reaches record levels

Despite improvements in energy efficiency, greenhouse pollution levels from the building and construction sector reached an all-time high in 2021. A new report on the building and construction sector by the United Nations Environment Programme released for COP27 found energy demand in buildings – for heating, cooling, lighting and equipment – increased by 4% from 2020 levels. As a result, the sector’s emissions increased 5% compared to 2020. While the increase partly reflects a re-bound in building and construction activities after the pandemic, energy and emissions levels were also above 2019 levels. This is significant because the sector accounts for around a third of total energy demand, the report says. The UN Secretary General Antonio Guterres told the opening forum of COP27 that the future of the planet is in our hands. “…and the clock is ticking. We are in the fight of our lives. And we are losing. Greenhouse gas emissions keep growing. Global temperatures keep rising. And our planet is fast approaching tipping points that will make climate chaos irreversible. “We are on a highway to climate hell with our foot still on the accelerator. “ With the release of the report, UNEP executive director, Inger Andersen added: “If we do not rapidly cut emissions in line with the Paris Agreement, we will be in deeper trouble.” The UNEP report argues investments in energy efficiency must be sustained in the face of growing crises – such as the war in Ukraine and rising energy and living costs – to help with reducing energy demand, avoiding greenhouse gas pollution and reducing energy cost volatility. “The solution may lie in governments directing relief towards low and zero-carbon building investment activities through financial and non-financial incentives,” Andersen says. Also critical to reducing the sector’s emissions are including buildings in climate pledges under the Paris Agreement – known as Nationally Determined Contributions – and mandatory building energy codes. The report’s recommendations include: building coalitions of stakeholders in support of sustainable buildings, governments introducing mandatory building energy codes and government policies, increasing investment in energy efficiency and commitments from industry.  <img id="cosmos-post-tracker" style="opacity: 0; height: 1px!important; width: 1px!important; border: 0!important; position: absolute!important; z-index: -1!important;" src="https://syndication.cosmosmagazine.com/?id=222598&title=Building+and+construction+emissions+and+energy+use+reaches+record+levels" width="1" height="1" />  <div id="contributors"> <a href="https://cosmosmagazine.com/earth/building-emissions-reach-record-levels/" target="_blank" rel="noopener">This article</a> was originally published on Cosmos Magazine and was written by Petra Stock. Image: Getty Images </div>

Real Estate

Climate change: the fairest way to tax carbon is to make air travel more expensive

Despite the fact that poorer people generally <a href="https://doi.org/10.1017/sus.2020.12">have lower emissions</a>, taxes on the carbon dioxide (CO₂) our activities emit tend to affect people on low incomes <a href="https://iopscience.iop.org/article/10.1088/1748-9326/ac2cb1">more</a> than richer people. Having less money means you can ill afford a switch to an untaxed alternative, like an electric car, or pay for carbon-saving measures like home insulation. You are also more likely to struggle to use less of an essential good like petrol or gas for heating, even if the price goes up. Carbon taxes on energy that people use in their homes – for heating, cooking or watching TV – charge consumers for the emissions per kilowatt-hour (kWh) of electricity, gas or oil used. Economists would say that these kinds of carbon taxes are <a href="https://doi.org/10.1088/1748-9326/ac2cb1">regressive</a>, because using energy to heat and power your home is a necessity and poorer people will use a much higher share of their income to pay for these things – and the taxes – than richer people. While total emissions have been <a href="https://www.nature.com/articles/s41558-019-0419-7">falling</a> in several rich countries over the last few years, emissions from cars and other means of transport are <a href="https://doi.org/10.1088/1748-9326/abee4e">growing</a>. The rise in air travel emissions has been especially rapid: a roughly <a href="https://doi.org/10.1016/j.atmosenv.2020.117834">sevenfold increase</a> between 1960 and 2018 globally. What’s more, the fuels for heating and powering homes or driving cars are taxed, but the fuel airlines use is exempt due to <a href="https://theconversation.com/how-a-1940s-treaty-set-airlines-on-a-path-to-high-emissions-and-low-regulation-148818">an international agreement</a> from 1944. And although Europeans generally <a href="https://www.sciencedirect.com/science/article/pii/S095937801831238X?via%3Dihub">disapprove</a> of carbon taxes, <a href="https://www.tandfonline.com/doi/full/10.1080/09669582.2022.2115050">our study</a> has revealed one type which could prove popular. In the first analysis of its kind to consider the effect on different income bands, we found that carbon taxes on air travel – what we describe as luxury emissions – nearly always affect the rich more. <h2>Tax burdens from air travel</h2> Our research examined how the burden from four different taxes on air travel would fall across income groups in the UK. It shows that all of these taxes are progressive: they burden richer people more than poorer people as a proportion of income. This is because people on higher incomes are <a href="https://doi.org/10.1016/j.tbs.2021.05.008">much more likely to fly</a>, and fly more often. Air travel taxes that apply to passengers could be levied on the emissions of each passenger per flight. People could also be taxed according to the distance they travel, or their seat class. An aeroplane’s economy class occupies the least space per person, while business- and first-class passengers take up more room and so are responsible for more emissions than the average passenger. A person could also be taxed for the number of flights they take. A <a href="https://afreeride.org/">frequent flyer levy</a> would exempt the first return flight a person takes in a year, but would tax subsequent flights at an increasing rate. We found that taxes that take both flight emissions and the number of flights per passenger into account distribute the tax burden fairest. The reason for this is that frequent air travel (all flights after the first return flight) is even more unequally distributed in society: the top 10% of emitters are responsible for 60.8% of flight emissions but for 83.7% of emissions from frequent flights. Who else except the wealthy is likely to be affected by taxes on air travel? We found that, in the UK, university graduates, employed people, young and middle-aged adults, residents of London, as well as first- and second-generation migrants are also more likely to fly than their counterparts, regardless of income. Our results showed that recent migrants with friends and family abroad are relatively likely to fly often, even when on a low income. So allowances or extra support for recent migrants could make the design of such taxes fairer. Overall, taxes on air travel are far more socially just than taxes on necessities such as home energy use and could curb luxury emissions in a way that nurtures broad support for more sweeping decarbonisation measures such as those designed to limit car travel, like <a href="https://www.nature.com/articles/s41560-022-01057-y">expanding bus and cycling lanes</a>. So why do politicians and others claim, as former UK treasury minister Robert Jenrick did in 2019, that air travel taxes <a href="https://www.thesun.co.uk/news/8128492/labour-holiday-tax-family-break/">disproportionately hit the poor</a>? It’s possible that they underestimate how little people in low-income groups actually fly, perhaps due to their typically middle- and upper-class backgrounds. A less charitable interpretation is that they have ulterior motives for opposing such taxes. Social scientists claim that exaggerating or misrepresenting the social justice consequences of environmental policy is one of the most common <a href="https://theconversation.com/climate-denial-hasnt-gone-away-heres-how-to-spot-arguments-for-delaying-climate-action-141991">arguments </a>used to stall vital action on climate change. Image credits: Getty Images This article originally appeared on <a href="https://theconversation.com/climate-change-the-fairest-way-to-tax-carbon-is-to-make-air-travel-more-expensive-191632" target="_blank" rel="noopener">The Conversation</a>.

Travel Tips

“You have been warned nicely before”: Neighbours threaten to poison dogs

A Queensland family has been left devastated after a neighbour left an anonymous letter with poisonous treats threatening their dogs if they don’t stop barking. Anthony and Jessica Tuite did not think having pets in their suburban home in Graceville would be an issue until they received a letter. The letter explained to the couple that they have been told “many times” to control their black great dane called Barney and a brown great dane cross ridgeback named Donnie. “If the barking of your dogs does not stop, the chocolate in this envelope will be thrown over your fence in greater amounts ... which will kill them,” it read. “You have been warned nicely many times by people ... but you do nothing.” The letter contained pieces of chocolate which is known to be poisonous and potentially lethal to dogs if consumed. Jessica said she was shocked at the letter and begged that no one hurt her pet dogs. “These dogs are our family .... please, please don’t hurt my dogs,” she told 7News. “They only bark when someone comes into their yard but that’s their job.” Other neighbours rallied with the family saying it is disgusting to leave a threat when they could be working as a community toward a solution. “You just don’t make those threats,” neighbour Phill Keleman said. “You just kind of say ‘Hey listen, how do we work together to make it better?’” Images: 7News

Family & Pets

We may be underestimating just how bad carbon-belching SUVs are for the climate – and for our health

Australia’s love for fuel-hungry and fuel-inefficient SUVs is hampering our ability to bring transport emissions down. SUVs make up half of all new car sales last year, a National Transport Commission <a href="https://www.ntc.gov.au/light-vehicle-emissions-intensity-australia" target="_blank" rel="noopener">report</a> revealed this week – up from a quarter of all sales a decade ago. As a result, the carbon emitted by all new cars sold in Australia dropped only 2% in 2021, the report found. Sales of battery electric vehicles tripled last year, but still make up just 0.23% of all cars and light commercial vehicles on our roads. In internationally peer-reviewed <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_5ccb87ff39e545809bd1f92872e3069a.pdf" target="_blank" rel="noopener">research</a> earlier this year, we measured the emissions of five SUVs driving around Sydney, and our findings suggest the situation may actually be worse than the new report finds. The National Transport Commission’s numbers are based on the “New European Drive Cycle” (NEDC) emissions test. Our research found the real-world emissions of SUVs are, on average, about 30% higher than the NEDC values. This means we are not reducing fleet average emissions by a few percent per year, but actually probably increasing them by a few percent every year. <h2>What the report found</h2> The transport sector is responsible for <a href="https://www.dcceew.gov.au/sites/default/files/documents/national-inventory-report-2020-volume-1.pdf" target="_blank" rel="noopener">almost 20% of Australia’s emissions</a>, ranking third behind the electricity and agriculture sector. The first year of the COVID pandemic only reduced transport carbon dioxide emissions by about 7%, compared to 2019 emission levels. Overall, Australia’s pride in carbon-belching transport is evident by the fact transport CO₂ emissions have risen 14% between 2005 and 2020. SUVs are generally larger and heavier than other passenger cars, which means they need quite a bit more energy and fuel per kilometre of driving when compared with smaller, lighter cars. Although SUV sales are <a href="https://www.theguardian.com/environment/2020/aug/03/ban-suv-adverts-to-meet-uk-climate-goals-report-urges" target="_blank" rel="noopener">rising globally</a>, the Australian fleet is unique due to its large portion of SUVs in the on-road fleet, often with four-wheel-drive capability. According to the National Transport Commission report, sales of four-wheel-drives and utes surged by more than 43,000 in 2021, while large SUV sales rose by around 25,000. <blockquote class="twitter-tweet"> Wild trend over the last decade of Australians shifting to bigger vehicles. "SUVs represented 25 per cent of total sales in 2011, they had increased to over half (53 per cent) of total sales in 2021." <a href="https://t.co/pCm0ASFYKd">pic.twitter.com/pCm0ASFYKd</a> — Michael Mazengarb (@MichaelM_ACT) <a href="https://twitter.com/MichaelM_ACT/status/1570228921081409538?ref_src=twsrc%5Etfw">September 15, 2022</a></blockquote> Rapidly shifting to electric cars is an important way to bring emissions down. But the report found in 2021, just 2.8% of Australia’s car sales were electric. Compare this to 17% in Europe, 16% in China and 5% in the United States. In Australia, there is still no option to buy an electric ute, and electric vehicles remain <a href="https://theconversation.com/why-labors-new-tax-cut-on-electric-vehicles-wont-help-you-buy-one-anytime-soon-187847" target="_blank" rel="noopener">prohibitively expensive</a>. <h2>Measuring SUV emissions in Sydney</h2> There are a <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_041d08e4653743f5a4416f79fe1dbc13.pdf" target="_blank" rel="noopener">range of methods</a> scientists use to measure vehicle emissions. One popular method worldwide uses so-called “on-board portable emission monitoring systems”. These systems are effective because they enable second-by-second emissions testing under a variety of real-world driving conditions on the road. On the other hand, the New European Drive Cycle (NEDC) emissions test is conducted in the laboratory. It was also developed in the early 1970s and reflects unrealistic driving behaviour, because test facilities at the time could not deal with significant changes in speed. We fitted five SUVs with a portable emission monitoring system and drove them a little over 100 kilometres around Sydney in various situations, such as in the city and on the freeway. We then compared our measurements with the <a href="https://www.greenvehicleguide.gov.au/" target="_blank" rel="noopener">Green Vehicle Guide</a> – the national guide to vehicle fuel consumption and environmental performance, which is also based on the NEDC test. Our measurements of fuel consumption and CO₂ emissions were consistently higher. This varied from <a href="https://theconversation.com/the-road-to-new-fuel-efficiency-rules-is-filled-with-potholes-heres-how-australia-can-avoid-them-188814" target="_blank" rel="noopener">16% to 65% higher than NEDC values</a>, depending on the actual car and driving conditions. On average, real-world fuel consumption and CO₂ emissions were both 27% higher than NEDC values. Importantly, this gap has increased substantially from <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_00dcaa41d8d046d3a7b84a65a2135bb7.pdf" target="_blank" rel="noopener">about 10% in 2008</a>. Indeed, <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_00dcaa41d8d046d3a7b84a65a2135bb7.pdf" target="_blank" rel="noopener">previous research</a> from 2019 found fleet average greenhouse gas emissions for new Australian cars and SUVs has probably been increasing by 2-3% percent per year since 2015, rather than the reported annual reduction by, for instance, the National Transport Commission. This detailed analysis showed a sustained increase in vehicle weight and a shift to the sale of more four-wheel-drive cars (in other words, SUVs) are probably the main factors contributing to this change. <h2>More bad news for SUVs</h2> <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_041d08e4653743f5a4416f79fe1dbc13.pdf" target="_blank" rel="noopener">We also recently</a> summarised the results of various emission measurement campaigns conducted in Australia and compared them with international studies. These include results from a study of vehicle emissions in a tunnel, and a study of vehicle emissions measured on the road with remote sensing. We found modern diesel SUVs and cars or diesel light commercial vehicles (such as utes) in Australia and New Zealand have relatively high emissions of nitrogen oxides and soot – both important air pollutants. <a href="https://www.mdpi.com/1660-4601/18/1/254" target="_blank" rel="noopener">Around 2,600 deaths</a> are attributed to fine-particle air pollution in Australia each year. Transport and industrial activities (such as mining) are the main sources of this. And in 2015, an <a href="https://nespurban.edu.au/wp-content/uploads/2018/11/CAULRR06_SubmissionFuelQualityStandardsAct2000_Mar2017.pdf" target="_blank" rel="noopener">estimated 1,715 deaths</a> were attributed to vehicle exhaust emissions – 42% more than the road toll that year. The <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_fc46b0a0b8ec45a0ae1ab01499e145d4.pdf" target="_blank" rel="noopener">remote sensing emissions data</a> suggest 1% of one to two-year-old diesel SUVs and 2% of one-to-two year old diesel light commercial vehicles have issues with their particulate filters, leading to high soot emissions. These percentages are high when compared with a <a href="https://ee.ricardo.com/news/remote-sensing-demonstrating-diesel-particulate-f" target="_blank" rel="noopener">similar study</a> conducted in the United Kingdom, which could not find any clear evidence of filter issues. <h2>Three ways to move forward</h2> Ever increasing SUVs sales are a drag on successfully reducing Australia’s total greenhouse gas emissions. So what should we do? Of course there are several things to consider, but in terms of fuel efficiency and greenhouse gas emissions, we believe there are three main points. First, we need to make sure we have realistic fuel use and emissions data. This means the National Transport Commission and Green Vehicle Guide should stop using the NEDC values and shift to more realistic emissions data. We acknowledge this is not a simple matter and it requires a lot more testing. Second, <a href="https://www.mdpi.com/2071-1050/14/6/3444" target="_blank" rel="noopener">we need to</a> electrify transport as fast as we can, wherever we can. This is crucial, but not the whole solution. To ensure Australia meets its net-zero emissions target, we also need to seriously consider energy and fuel efficiency in transport. This could be by promoting the sales of smaller and lightweight vehicles, thereby optimising transport for energy efficiency. In all of this, it will be essential for car manufacturers to take responsibility for their increasing contributions to climate change. From this perspective, they should move away from marketing profitable fossil-fueled SUVs that clog up our roads, and instead offer and promote lighter, smaller and electric vehicles. This article originally appeared on <a href="https://theconversation.com/we-may-be-underestimating-just-how-bad-carbon-belching-suvs-are-for-the-climate-and-for-our-health-190743" target="_blank" rel="noopener">The Conversation</a>. Image: Shutterstock

Travel Trouble

Supermarket delivery by robot better for the climate

Along with their <a href="https://twitter.com/historymatt/status/1525776275939418113" target="_blank" rel="noreferrer noopener">cult following on social media</a>, autonomous delivery robots travelling on footpaths could be the most climate-friendly way to do your grocery shopping. Around the world, <a href="https://cosmosmagazine.com/people/will-covid-19-change-our-cities/" target="_blank" rel="noreferrer noopener">COVID-19 has seen a change</a> in the way people shop for groceries. Instead of driving to the supermarket more people are ordering online for pick-up or home delivery, and even in some places, delivery <a href="https://cosmosmagazine.com/technology/robotics/drone-delivery-groceries-canberra/" target="_blank" rel="noreferrer noopener">by drone</a> or robot. In the United States supermarket home delivery services grew 54% between 2019 and 2020. In Australia, Woolworths and Coles experienced <a href="https://theconversation.com/coles-and-woolworths-are-moving-to-robot-warehouses-and-on-demand-labour-as-home-deliveries-soar-166556" target="_blank" rel="noreferrer noopener">unprecedented demand.</a> The rapid growth in e-commerce has seen an increased focus on the greenhouse gas emissions associated with the <a href="https://cosmosmagazine.com/earth/sustainability/to-help-the-environment-should-you-shop-in-store-or-online/" target="_blank" rel="noreferrer noopener">‘last-mile’ delivery</a>. A study by University of Michigan researchers and the Ford Motor Co modelled the emissions associated with the journey of a 36-item grocery basket from shop to home via a number of alternative transport options. Their study is <a href="https://pubs.acs.org/doi/pdf/10.1021/acs.est.2c02050" target="_blank" rel="noreferrer noopener">published</a> in the journal Environmental Science & Technology. “This research lays the groundwork for understanding the impact of e-commerce on greenhouse gas emissions produced by the grocery supply chain,” says the study’s senior author Greg Keoleian<a href="https://seas.umich.edu/research/faculty/greg-keoleian" target="_blank" rel="noopener">,</a> director of the Centre for Sustainable Systems at University of Michigan School for Environment and Sustainability. The researchers modelled 72 different ways the groceries could travel from the warehouse to the customer. Across all options, the results showed ‘last-mile’ transport emissions to be the major source of <a href="https://cosmosmagazine.com/earth/food-transport-emissions-cost/">supply chain emissions</a>. <div class="newsletter-box"> <div id="wpcf7-f6-p201307-o1" class="wpcf7" dir="ltr" lang="en-US" role="form"> <form class="wpcf7-form mailchimp-ext-0.5.62 spai-bg-prepared init" action="/earth/climate/robot-delivery-better-for-the-climate/#wpcf7-f6-p201307-o1" method="post" novalidate="novalidate" data-status="init"> <input class="wpcf7-form-control wpcf7-text referer-page" name="referer-page" type="hidden" value="https://cosmosmagazine.com/" data-value="https://cosmosmagazine.com/" aria-invalid="false" /> </form> </div> </div> They found the conventional option of driving to the supermarket in a petrol or diesel car to be the most polluting, creating six kilograms of carbon dioxide (CO2). All other choices had lower emissions, with footpath delivery robots the cleanest for the climate, at one kg CO2. A customer who switched to an electric vehicle could halve their emissions. But they could achieve a similar impact on emissions by reducing their shopping frequency. Without buying a new car, households who halved the frequency of supermarket trips reduced emissions by 44%. Keoleian says the study emphasises the “important role consumers can serve in reducing emissions through the use of trip chaining and by making carefully planned grocery orders.” Trip chaining refers to combining grocery shopping with other errands. All home delivery options had lower emissions than in-store shopping – in part due to the efficiencies gained in store operation and transport – with the potential to cut emissions by 22 – 65%. Footpath robots are being trialled in cities across the United States, Europe and China. These four or six wheeled robots carry items like supermarket shopping or retail items over short distances. Most have a delivery range around three kilometres. <figure class="wp-block-embed is-type-rich is-provider-twitter wp-block-embed-twitter"> <div class="wp-block-embed__wrapper"> <div class="entry-content-asset"> <div class="embed-wrapper"> <div class="inner"> <div class="twitter-tweet twitter-tweet-rendered spai-bg-prepared" style="display: flex; max-width: 500px; width: 100%; margin-top: 10px; margin-bottom: 10px;"><iframe id="twitter-widget-0" class="spai-bg-prepared" style="position: static; visibility: visible; width: 500px; height: 612px; display: block; flex-grow: 1;" title="Twitter Tweet" src="https://platform.twitter.com/embed/Tweet.html?creatorScreenName=CosmosMagazine&dnt=true&embedId=twitter-widget-0&features=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%3D%3D&frame=false&hideCard=false&hideThread=false&id=1525776275939418113&lang=en&origin=https%3A%2F%2Fcosmosmagazine.com%2Fearth%2Fclimate%2Frobot-delivery-better-for-the-climate%2F&sessionId=84ec360f0f0db6f38136f997db6585736d09d60a&siteScreenName=CosmosMagazine&theme=light&widgetsVersion=b7df0f50e1ec1%3A1659558317797&width=500px" frameborder="0" scrolling="no" allowfullscreen="allowfullscreen" data-tweet-id="1525776275939418113"></iframe></div> </div> </div> </div> </div> </figure> <a>Starship robots</a> is one example. Since launching in 2014, their robots have completed three million autonomous home deliveries in cities across Estonia, the United Kingdom, Finland and the United States.  <img id="cosmos-post-tracker" style="opacity: 0; height: 1px!important; width: 1px!important; border: 0!important; position: absolute!important; z-index: -1!important;" src="https://syndication.cosmosmagazine.com/?id=201307&title=Supermarket+delivery+by+robot+better+for+the+climate" width="1" height="1" />  <div id="contributors"> <a href="https://cosmosmagazine.com/earth/climate/robot-delivery-better-for-the-climate/" target="_blank" rel="noopener">This article</a> was originally published on <a href="https://cosmosmagazine.com" target="_blank" rel="noopener">Cosmos Magazine</a> and was written by <a href="https://cosmosmagazine.com/contributor/petra-stock" target="_blank" rel="noopener">Petra Stock</a>. Petra Stock has a degree in environmental engineering and a Masters in Journalism from University of Melbourne. She has previously worked as a climate and energy analyst. Image: Getty Images </div>

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