Category Archives: environment

Front and back images of the Google Pixel 8 Pro

Why I reluctantly bought a Google Pixel in my struggle against surveillance capitalism and planned obsolescence

Many people who believe in software freedom and digital rights install Linux or another operating system such as BSD that is free/open source software (FOSS) on their personal computers (PCs). Far fewer people unlock the bootloader on their mobile phones and tablets to install a FOSS operating system. Even though mobile phones are a bit more complex than computers due to their cellular modem and sensors, it should be possible for people to install custom operating systems on them just like on PCs.

It is arguably even more important that people control the software on their mobile phones than on their personal computers. Although Android is built on the code of the Android Open Source Project (AOSP), which uses an Apache 2.0 license, Google started moving core APIs and functionality out of the FOSS layer and into its proprietary Google Mobile Services in Android 4.4 KitKat, released in October 2013. Google has largely abandoned the development of most of the FOSS apps in AOSP, and replaced them with proprietary apps that are designed to collect people’s personal data in order to monetize it. Modern cell phones are the machines of “surveillance capitalism,” as Shoshana Zuboff aptly terms the collection and monetization of people’s personal data. Google essentially created Android and originally gave it away for free to the phone manufacturers in order to have a vehicle to collect people’s personal data for targeted advertising.

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Mi presentación de “El Niño Godzilla en Bolivia: ¿Estamos Preparados? Riesgos, impactos y acciones para fortalecer la resiliencia climática”

Ayer tuvimos un conversatorio virtual, organizado por nuestro grupo ambiental Reaccíon Climática. Quiero agradecerles a mis amigos Carmen Capriles y Johan Yugar por organizar el evento y a la Diputada Cecilia Requena por dar la clausura del conversatorio.

Se puede ver el video del evento en Facebook.
Acá están mi presentación, si alguien quiere verla:


Los archivos tiene una licencia libre de CC BY 4.0, y se puede reutilizar mi presentación y los datos sin mi permiso. Acá están los archivos originales de LibreOffice para descargar:


Traffic fatalities by state show that automobiles are the overwhelming threat to public safety, not e-bikes

Last month, I wrote a 35 page report about why New Jersey’s 2026 e-bike law makes little sense on the grounds of public safety. Sadly, a number of other American states are also contemplating similarly wrongheaded crackdowns on e-bikes, which simply aren’t justified if the goal is to minimize traffic fatalities. My report argues that there isn’t empirical evidence to show that normal e-bikes pose more of a threat to public safety than manual bicycles. What is needed is a crackdown on overpowered e-motos, while not burdening people riding street-legal e-bikes with additional regulation, which is the approach taken by California’s excellent SB 1176 bill. The overwhelming threat to public safety is automobiles. This article provides a bit more data from the U.S. National Highway Traffic Safety Administration (NHTSA) to buttress that point.

See my report for the arguments why additional regulation on normal e-bike riders is counterproductive and harmful to society, the environment and public safety. However, this article provides the data for every state to demonstrate that automobiles represent the overwhelming threat to public safety, and the focus of lawmakers and government budgets should be on better regulation of automotive design to protect vulnerable road users and providing infrastructure to separate pedestrians and pedal cyclists from the increasingly dangerous automobile traffic.

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How Aptera ranks among EV brands on social media

The rise of social media over the last 2 decades has dramatically transformed how people learn about and interact with the products that they buy. Traditionally, people were largely passive recipients of commercial advertising, but social media has dramatically changed that relationship. People could turn down the TV or radio or switch the channel, but people didn’t have much ability to chose what their eyes would see, and their ears would hear. Social media has totally changed that dynamic with people becoming active participants in selecting what content they consume.

People are able to indicate their preferences, based on how many times they click, how much they watch and whether they decide to subscribe to a channel. While people can be influenced to click more and watch more, and bots can be used to juice the numbers, the usage of social media does indicate some level of people’s interest and engagement. Looking at social media is one way to measure whether a product draws people’s attention and how invested they are in that product.

This is especially important when considering a new type of vehicle like the Aptera solar car, which hasn’t yet been released on the market. There are few ways to measure whether there will be demand for a new type of vehicle, since there isn’t an existing market for it that can be studied. One of the few ways to gauge whether there will be demand for something in a new category is to check how people engage with it on social media. What happens online often doesn’t translate into the real world, but it does provide some clues about how well a company is both getting its product in front of people’s eyes and how interested people are in the product.

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Preorders and preorders per day for the Aptera

Why the Aptera solar car represents a paradigm shift for the auto industry

The two-seat Aptera solar car is arguably the most important automobile currently under development, despite the fact that some don’t consider the three-wheeled autocycle to be a “real car” at all. The Aptera represents a paradigm shift in the auto industry, not just because it will be the first production solar car on the market, but because it has design goals which fundamentally challenge the dominant paradigm governing the auto industry. For the last 4 decades, the auto industry has used its gains in technological advancement to produce bigger, taller and more powerful vehicles. The Aptera, however, is designed with the goals of being as energy efficient as possible and minimizing the capital costs of its production, and those two design criteria lead to a fundamentally different kind of vehicle, which promises to revolutionize the auto industry.

The three-wheeled, two-seat Aptera with an aerodynamic dolphin-like shape, butterfly doors that swing upward, a composite body made of large CF-SMC and GF-SMC panels and 4 solar panels.
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New Jersey e-bike laws-are now in effect: new safety regulations for electric bicycles

The response of 120 New Jersey legislators to my 35 page report on their new e-bike law

On January 19, 2026, New Jersey’s governor Phil Murphy used his last day in office to sign into law the controversial bill S4834/A6235 that will give New Jersey the most restrictive regulation of e-bikes in the nation. This new law is shocking bad, not only in its regulation, but simply in terms of its drafting and the contradictions in its language. I don’t have any idea how law enforcement and the judiciary system will be able to interpret this law, when it has so many loopholes and contradictions.

After reading the new law, I was so outraged that I sat down and spent three weeks researching the problems with the law and wrote a 35 page report, entitled “New Jersey’s strict regulation of e-bikes is poorly conceived and not justified by the data,” to explain why and how the law should be changed.

This is not my job and nobody is paying me to spend my time researching e-bikes and their regulation. Nonetheless, I was so alarmed by this bad legislation that I felt like I had to do something to try to stop this heavy-handed regulation that would have such pernicious effects on society and the environment.

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Magician Alpha with 5000W peak power, 200 Nm of torque and a 72 volt battery

Should we be worried about companies like Wired and Magician that overcharge on shipping and skirt e-bike laws?

Wired charges $250 extra to ship its 60 volt models to the 48 contiguous states in the U.S., plus $75 in shipping insurance, so buyers end up paying $325 for shipping. Other bike sellers take responsibility for fixing any problems if a bike is damaged in transit, but Wired holds its customers responsible, so they are out of luck if they don’t pay the $75 insurance fee. Wired’s new 72 volt models have increased the shipping by $25, which adds a total of $350 to the sticker price. Wired used to allow its customers to avoid these high shipping fees by picking up their bikes from its warehouse in Mundelein, Illinois, but Wired stopped offering local pickup after some of its bikes were stolen.

Magician is just as bad, charging $350 extra for shipping, although it does offer local pickup at its warehouses in Ontario, California and Las Vegas, Nevada. For people living in the Southwest, it may be worth their time to spend many hours driving to avoid Magician’s outrageous shipping fees. Another new brand, Rabid E-Bikes, which is sold by Generation E-Bikes, also charges $350 for shipping.

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Graph comparing injuries (emergency department visits) and hospitalizations per million sales of e-bikes and manual bicycles in the U.S. between 2017 and 2022

Updated my report critiquing of New Jersey’s strict regulation of e-bikes

After publishing my 35 page report that critiques New Jersey’s 2026 law that regulates e-bikes, I received the following comment by Mysana on Reddit:


I do think some of the comparisons to cars weakened your argument, especially in the conclusion. Specifically the line, “However, there have been no cases of e-bikes killing the passengers of motor vehicles, and motor vehicles killed 6000 times more pedestrians than e-bikes between 2017 and 2023 in the U.S., so there is little justification for requiring e-bike riders to have liability insurance when there is such a low probability that they will harm others.” That felt weak to me since cars do require insurance. If they didn’t, I’d consider it a fair point. The car commentary felt like it came from an anti-car angle, rather than actually being particularly relevant to the specific ebike law.

I would’ve liked to see more comparisons on the danger of ebikes vs motorcycles, since the question seems to be whether ebikes are closer to manual bikes or motorcycles.


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Graph comparing injuries (emergency department visits) and hospitalizations per million sales of e-bikes and manual bicycles in the U.S. between 2017 and 2022

New Jersey’s strict regulation of e-bikes is poorly conceived and not justified by the data

On January 19, 2026, New Jersey’s governor Phil Murphy used his last day in office to sign into law the controversial bill S4834/A6235 that will give New Jersey the most restrictive regulation of e-bikes in the nation. The new law is based on a number of faulty assumptions about e-bikes, which the empirical evidence does not support. The studies of injuries and fatalities associated with e-bikes in the U.S. do not demonstrate that e-bikes are more dangerous than manual bicycles. E-bikes represent very little threat to pedestrians and almost none to passengers of automobiles, so treating them like motorcycles that require licensing, registration and liability insurance is unjustified.

This 35 page critique of the new law details the problems with the text of the law and summarizes the empirical studies about e-bikes. The report uses the annual sales numbers to estimate injury and fatality rates for e-bikes and manual bicycles. It explains the economic, social, health and environmental reasons why governments should encourage the use of e-bikes, rather than burden them with onerous regulation that will suppress their usage. Finally, the report makes recommendations about how to better regulate e-bikes.

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The LineageOS installation statistics with data for all the builds

I have finally finished my lineageos_stats.php script, so it is ready for anybody to use it who wants to analyze the LineageOS installation statistics. It took a long time, because I had to look up the device maker and model, processor and model release date for each build. LineageOS only collects the build codename, the country code and the cellular provider for each active install, and then reports those results in aggregate by country’s two-letter ISO code or by the build codename at https://stats.lineageos.org.

Often the LineageOS build codenames use the OEM’s codename for the model or the model name, but sometimes they are just random names chosen by the person who created the build. Using web searches, I was unable to find any information online about these 12 builds: “wseries”, “enzo”, “androidbox”, “treble”, “K2”, “tenet”, “hulkbuster”, “p10bio”, “paros”, “scale”, “X3” and “Nightmare”. For many of the build codenames, I was unable to find the LineageOS ROM image, but I was able to find either the kernel source code or ROM images for other AOSP derivatives using the same build codename. In some cases, I found nothing except the OEM codename for the model, and I assume that they must have used a GSI kernel to install LineageOS.

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Charla: Los metales críticos de Bolivia en la transición energética

En honor al 4 de julio,* di una charla para el evento entitulado “Minería y Transición Energética: El rol de litio y los minerales críticos para el futuro de Bolivia,” que fue organizado por nuestro grupo ambiental Reacción Climática y la Universidad Universidad Privada San Francisco de Asís. He expuesto acerca de los metales críticos de Bolivia, pero no tuve mucho tiempo para preparar diapositivas acerca del tema. Sin he incluído algunas diapositivas en mi charla acerca de la transición energética y la extracción de hidrocarburos, que son interesantes.

Estoy publicando mis presentación acá si alguien quiere reutilizar mis gráficos, que tienen una licencia libre de Creative Commons CC BY 4.0.


*Digo esto en tono sarcastico, considerando la historia de las relaciones entre los EEUU y Bolivia y las acusaciones que EEUU ha intentado apoderarse de los recursos de Bolivia.

Which budget long-tail cargo e-bike to buy?

As noted in my last article, electrification has helped make it much easier to ride cargo bikes, so they become car replacement vehicles for ordinary people who don’t have the leg power to push a heavy bike. However, just as important as adding an electric motor has been the advent of long-tailed cargo bikes, which have longer racks in the back for carrying kids, groceries, work tools, etc. The long-tail helped popularize cargo bikes and make them accessible to the general public.

The Long John or bakfeits style bike with a flat rack or box in the front of the rider is arguably the best type of cargo bike for carrying heavy weight, but those types of bikes are very expensive and they don’t have the maneuverability and balance of a normal bike, plus they are much longer than a normal bike. For people who want a cargo bike that handles like a normal bike and they don’t want to pay too much for the ability to carry around extra weight, the long-tail cargo bike is the best option.

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Understanding the growth of e-bikes around the world

The revolution in electric micro-mobility is happening all over the world, but it is happening at varying speeds and in diverse ways around the globe. Although most news outlets focus on the competition between Tesla and BYD to gobble up the market of the legacy auto companies, and the latest EV startups to crash and burn, the changes in micro-mobility happening on the ground around the world are far more interesting and exciting in my opinion.

Unfortunately, it is hard to keep track of what is happening, since much of it doesn’t make headlines and is often poorly reported. I thought it was worth summarizing some of the trends in electric bicycles that I see globally and observing how I think they will translate in the future to developing countries like Bolivia where I have lived for the last 17 years. What happens in places like China, Europe and North America does reverberate in the rest of the world, but how that plays out on the ground is often unexpected and worth our attention.

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Why we shouldn’t rely on space mining to solve mineral shortages

I have been seeing a lot of speculation lately about how space mining will solve the critical mineral shortages that will be coming in the future. All of the talk about mining the moon, Mars and the Asteroid Belt strikes me as the ludicrous fantasies of people who don’t want to accept the resource limits that humanity faces.

It is understandable why people see space mining as a solution, as they survey the growing demand for minerals. According the US Geological Survey, the world mined 26 megatons of copper in 2022, but only has 890 megatons of copper reserves. Assuming that no more reserves are found, at the current rate of consumption, we will run out of copper in 34.2 years. Rising prices and new extraction techniques will make it possible to mine copper in more places on the planet, but we will also need massive amounts of copper to switch the world from running on fossil fuels to renewable energy. Today’s electric vehicles contain 3 times more copper than internal combustion engine vehicles, so futurists worry that lots more copper will be needed to electrify all transport.

The world won’t run out of copper in the next 3 to 4 decades, but it will get much harder to extract, as mining companies have to switch from sulfuride ores to laterite ores, which means moving a lot more earth and consuming a lot more energy to extract the same amount of copper. Mining will have to move to lower grades of ores with lower concentrations of copper and operate in more remote locations such as the ocean floor.

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Why net zero GHG emissions by mid-century is an achievable goal and we shouldn’t give up

Climate science demands that the planet gets to net zero greenhouse gas emissions by 2050 to avoid over 2 degrees C of global warming. The Conference of Parties negotiations at the UN still maintain that global warming can be limited to 1.5°C, but that is a fantasy considering that 2023 is now expected to be 1.40°C over the historical average between 1850 and 1900. James Hansen now says that 2°C of global warming is inevitable and 3°C is likely, and I trust his math far more than the IPCC AR6 report, which was edited for political considerations and the need for scientific consensus.

Even at current agricultural production levels, we are going to have trouble feeding the expected global population of 12 billion by 2050. Production of the principal caloric crops (wheat, rice, corn and soybeans) is expected to drop significantly over 2°C of warming and collapse over 4°C, so we are looking at a very dire future with widespread famine and the breakdown of global trade when the principal grain producers (US, Russia, Brazil, Argentina, Ukraine, etc.) start restricting exports in order to feed their own populations.

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Charla “La necesidad de una transición energética en Bolivia” en el Congreso Nacional Crisis Climática

El día 5 de mayo de 2023, he dado una charla en el Congreso Nacional Crisis Climática en La Paz para explicar por qué Bolivia necesita un plan nacional para llegar a 100% energía renovable en 10 años. Si Bolivia deja de exportar gas, puede extender esta cronograma a 20 años, pero las reservas de gas se agotarán. Bolivia debería planear la transición para evitar una crisis energética.

Acá esta la presentación en PDF y DOCX:

Mi hoja de cálculo con los gráficos también está disponible:
BoliviaEmisiones2023.ods

Estos archivos tiene una licencia de Creative Commons-Atribución 4.0 si alguien quiere reutilizar los datos y gráficos.

Tracking the rise of the Chinese offshore wind industry

The Chinese wind industry is developing so fast, it is hard to keep track of its progress. Mingyang’s recent announcement of its MySE 18.X-28X turbine with 140 meter blades surprised many with the enormous size of the rotor and scale of its planned power capacity. Few in the wind industry expected to see an offshore turbine which aims to reach 28MW this decade. A survey of 140 foremost experts in the wind industry published in May 2022 found that they expected offshore turbines in 2035 to have 17.1 MW of capacity and rotor diameters of 250 meters in Europe, 15.6 MW and 248 m rotors in North America and 15.0 MW and 220 m rotors in Asia. Less than 10% of the respondents in the survey expected to see offshore turbines 24MW or larger in 2035 and less than 25% expected to see offshore rotor diameters 280 meters or larger in 2035. To say that the announcement of the MySE 18.X-28X took the Western wind industry by surprise is an understatement.

When I started looking into the Chinese turbine manufacturers, I was surprised to discover that the MySE 18.X-28X was just the latest of a whole series of gigantic turbines being planned in China that have gotten little news coverage in the West. I started compiling a list of the biggest offshore wind turbines, and was astounded by how many Chinese models I found which are planned to have higher power capacities and larger rotors than the largest offshore turbines planned by Siemens Gamesa, Vestas and GE. There are a number of web sites that provide listings of the different offshore wind turbine models, such as wind-turbine-models.com, thewindpower.net and c4offshore.com, but I kept finding offshore models which weren’t listed in their databases. In frustration, I started compiled my own list of all the offshore wind turbines that have been announced since the first offshore wind turbine was installed in Sweden in 1990.

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My frustration with the misinformation in the right-wing echo chamber

I made the mistake of hopping on YouTube and watching a video where Jordan Peterson interviews Dr. Judith Curry about how climate change models are unreliable. There are areas of climate science where the science is in debate, such as the formation of clouds, but many of the things that Curry stated in the interview are not accepted by the vast majority of climate scientists. A normal person who doesn’t have a clue about the science would watch that interview and conclude that there is no real consensus on anthropogenic climate change, that variations in solar radiance may be causing the majority of climate change and there are such large uncertainties in climate modelling that we may have global cooling in the future rather than global warming.

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Should Americans be worried that their offshore wind will be controlled by European companies?

The coastal waters of the United States have huge potential to provide wind energy for the East and West Coasts, the Great Lakes, the Western Gulf Coast and Western Hawaii, which are populated regions that often lack good sources of renewable energy. The U.S. Department of Energy calculates that there is potentially 2058 gigawatts (GW) of offshore wind that can be exploited in American coastal waters, which would yield 7203 terawatt-hours (TWh) of electricity per year. The U.S. consumed 3930 TWh in 2021, so offshore wind could generate nearly twice as much electricity as Americans currently consume. That is a conservative estimate considering that it assumes a capacity factor of 40%, but the average capacity factor for the UK’s offshore wind farms is 42.2% and many of the recent farms with 6MW or larger turbines like Hornsea One, Dudgeon, Galloper and Highwind Scotland are seeing capacity factors over 45%.

Despite the enormous potential to develop wind energy in American coastal waters, the US only has two small offshore wind farms currently in operation. The US has so many excellent sources of terrestrial wind, that power companies and energy developers focused on easier spots to place wind farms like the central wind corridor running from the Dakotas down to Northwest Texas. Of the 135,886 MW of wind capacity installed in the US at the end of 2021, only 42 MW of that total came from offshore wind.

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Why the Tesla Semi will transform the trucking industry in North America

Back in November 2017, when Tesla first announced its all-electric class 8 semi-truck, many in the industry expressed doubt that Tesla could achieve the announced specs of its “Semi”. An electric class 8 truck with 500 miles of range that could go from 0 to 60 mph in 20 seconds when fully loaded seemed like bombastic claims at the time. Even more outlandish was the claim that the Tesla Semi would be able to charge 400 miles or 80% of its battery capacity in 30 minutes, meaning that there wouldn’t be much downtime while waiting for the truck to recharge.

A number of experts in the trucking industry expressed skepticism that Tesla could truly build a truck that could match the range of the class 8 diesel trucks that haul the majority of goods to market in North America, where distances are longer than in more populated parts of the world. Daimler’s head of trucks, Martin Daum, told Bloomberg in February 2018 that he has doubts about Tesla achieving the announced specs of the Semi:

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