The Monitor is a peculiar little publication that’s hard for the world to figure out.

And I’m going to argue that we change lives precisely because we force open that too-small box that most human beings think they live in. We’re the bran muffin of journalism.īut you know what? We change lives. We’re seen as being global, fair, insightful, and perhaps a bit too earnest. If you were to come up with a punchline to a joke about the Monitor, that would probably be it. Sometimes, we call things ‘boring’ simply because they lie outside the box we are currently in.” My work in Kenya, for example, was heavily influenced by a Christian Science Monitor article I had forced myself to read 10 years earlier. “Many things that end up” being meaningful, writes social scientist Joseph Grenny, “have come from conference workshops, articles, or online videos that began as a chore and ended with an insight. Will consumers be mindful about the relative impact of different EV vehicle options?Ībout a year ago, I happened upon this statement about the Monitor in the Harvard Business Review – under the charming heading of “do things that don’t interest you”: If you size up CO2 emissions over a vehicle’s lifetime, electricity soundly beats internal combustion – especially as more power is renewably sourced and battery technology gets “cleaner.”High gasoline prices turn heads toward EVs, which can lead to a hunt for affordable EV models. (The EV “high end” keeps getting higher.)The EV story, analysts point out, remains one of net carbon impact. An editorial in the Los Angeles Times decries a wave of bigger – and bigger-battery – EVs.

Those are pricier than EVs like the little Bolt hatchback, which General Motors discontinued in favor of pickups. They’re more resource-intensive, too. The demand side – that is, consumer preferences – plays an important role, too.There are full-size EV pickups that can power homes, and some drivers do need big vehicles. For 2022, the firms involved in the mining and manufacturing for those accounted for 27% of Tesla’s total emissions, reports Quartz.But the supply side isn’t the only thing to consider as we think about EVs and making the future work. And such “Scope 3” emissions – including those of suppliers – represented the deepest part of the product line’s carbon footprint.Batteries are a big factor. But this time, in Tesla’s report, it was part of the tally.

What should we make of a recent report from carmaker Tesla reminding us that, even though its cars have no tailpipes, there are significant carbon emissions associated with getting them built and on the road?It’s worth thinking about, though there’s a lot more at play when it comes to electric vehicles and CO2 emissions.The vast network needed to supply raw materials and component parts for EVs makes for difficult accounting.

A light in the attic list of poems