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Speaker 1: It's the big take from Bloomberg News and I Heeart Radio.

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Speaker 1: I'm west Consova today. I want to drive your car

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Speaker 1: into this city. Well, get ready to pay. Some big

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Speaker 1: crowded cities like New York and London have tried to

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Speaker 1: reduce traffic jams and air pollution with congestion fees that

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Speaker 1: make it expensive to bring your car downtown. Now London

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Speaker 1: is taking things a step further. Air pollution has fallen there,

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Speaker 1: so the city is trying not just to keep down

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Speaker 1: the number of cars, but enforcing steep fees on gasoline

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Speaker 1: and diesel vehicles to encourage people to ditch them for electric.

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Speaker 1: We'll hear all about that in a few minutes. First,

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Speaker 1: I asked Eric Roston, Bloomberg Sustainability editor, to give us

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Speaker 1: an overall air pollution update. Cars and factories, farms. They're

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Speaker 1: generally cleaner than they were a few decades ago. So

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Speaker 1: are we moving in the right direction or starting to

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Speaker 1: slide back? Eric Rostin, thanks for being here, Thanks for

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Speaker 1: having me. Eric. You spent a lot of time thinking

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Speaker 1: about air pollution, and it's kind of different now than

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Speaker 1: it was a hundred years ago. So let me just

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Speaker 1: ask you the most basic question, what is air pollution?

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Speaker 1: It might be easiest to start with the parts of

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Speaker 1: air pollution that we're the same hundred years ago, because

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Speaker 1: there's not a lot of it. There's desert dust. Dust

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Speaker 1: from northwest Africa can actually not only pollute the African consonant,

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Speaker 1: but is taken by winds over to North America and

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Speaker 1: we get a little bit of that, obviously not as

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Speaker 1: bad as the continent itself does. Another thing is wildfires. Wildfires.

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Speaker 1: There have always been wildfires. They're getting more damaging and

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Speaker 1: more frequent, but they kick up an enormous amount of

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Speaker 1: smoke and ash, and those can cause the cardiovascular problems

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Speaker 1: that are such a problem with modern air pollution that

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Speaker 1: we're talking about strokes and heart disease and lung cancer

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Speaker 1: and respiratory infections. What's happened in the last century is

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Speaker 1: we built billions of machines that make the air dirty.

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Speaker 1: The overwhelming amount of this kind of air pollution is

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Speaker 1: are very tiny particles. The scientists call it particulate matter

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Speaker 1: two point five or PM two point five, and the

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Speaker 1: two point five just means these are little tiny pieces

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Speaker 1: of of pollution smaller than two point five micrograms and

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Speaker 1: they get caught in our lungs and our noses, and

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Speaker 1: a little dose may not be that harmful, but over

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Speaker 1: time this is a public health threat that kills about

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Speaker 1: four and a half million people prematurely every year. Then

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Speaker 1: PM two point five, it would be nice to say, well,

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Speaker 1: it's just this substance, but it's a lot of different substances.

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Speaker 1: When we burn things, that kicks up all kinds of

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Speaker 1: imperfect products of combustion. There's a lot of impurities in

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Speaker 1: the stuff we burn in coal, in gasoline, and that

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Speaker 1: leads to all kinds of other kinds of air pollution,

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Speaker 1: like nitrogen air pollution. There's an oxygen based pollutant called ozone,

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Speaker 1: which while it's when it's up in the stratosphere, it

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Speaker 1: protects the Earth from the Sun's ultra violet radiation. Closer

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Speaker 1: to ground, ozone is a dangerous and un harmful polluting

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Speaker 1: When it gets really hot, you'll hear public health agencies

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Speaker 1: issue like an ozone day emergency, and that's that's where

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Speaker 1: that comes from. Transportation is actually only about twelve percent

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Speaker 1: of the mortality that comes from air pollution. It also

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Speaker 1: comes from all these other things, mostly power plants and wildfires,

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Speaker 1: desert dust, and all sorts of other machines we've brought

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Speaker 1: into the world world. So I mean, that's a whole

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Speaker 1: lot of stuff. And I guess the question is what

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Speaker 1: is the way that policy experts and scientists look at

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Speaker 1: like the totality of pollution, because as you say, if

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Speaker 1: you just take out one little part of it, you're

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Speaker 1: not really making much of a dent. What is the

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Speaker 1: way that you try to figure out, all right, how

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Speaker 1: do you lower it to the point where that huge

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Speaker 1: number of deaths it becomes meaningfully less. The good news

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Speaker 1: there is it already has in rich nations that have

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Speaker 1: had pollution the longest, so like air pollution levels have

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Speaker 1: been falling in rich countries, and like we know how

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Speaker 1: to regulate it. Within the last twenty years alone in

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Speaker 1: the you know, in the US there has been declines

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Speaker 1: in PM two point five level, the associated levels of

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Speaker 1: ozone and nitrogen pollution, So we know how to do it.

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Speaker 1: And you know, like with PM two point five, the

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Speaker 1: scientists say, like, no amount of this stuff is okay,

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Speaker 1: and of the world lives in with polluted air. So

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Speaker 1: there's a long way to go. But just the tools

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Speaker 1: of car efficiency of switching power plants from coal to gas,

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Speaker 1: or even better than that these days, from any fossil

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Speaker 1: fuel to renewable energy. These are all things that just

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Speaker 1: save millions and millions of lives. And it's very important

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Speaker 1: to emphasize that the communities that are losing lives are

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Speaker 1: communities that have generally been underserved by government safety and

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Speaker 1: public health protections. So these are poor communities. These are

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Speaker 1: in many places communities of color. So attacking air pollution

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Speaker 1: today also means helping underserved communities actually come out from

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Speaker 1: under holy disproportionate risks that have been suffering under for

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Speaker 1: for decades. We've been talking about how air pollution obviously

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Speaker 1: takes the quality of the air and therefore what we're

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Speaker 1: breathing in in. But you write about how scientists are

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Speaker 1: now seeing other problems associated with air pollution having to

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Speaker 1: do with how it affects the climate conventionally, like going

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Speaker 1: back to like you know, the beginning of the whole

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Speaker 1: air pollution debate in the middle of the last century.

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Speaker 1: It's more a local problem. It's a problem for cities.

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Speaker 1: It's a problem for communities. One thing that they've been

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Speaker 1: sort of slower to pick up on is that the

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Speaker 1: air pollution is also not great for the climate, because like,

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Speaker 1: particularly in highly polluted northern cities, they get a lot

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Speaker 1: of snow, and even beyond that, just like the Arctic

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Speaker 1: winds from the south will blow soot up to glaciers,

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Speaker 1: up to Arctic ice and it'll precipitate there. And when

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Speaker 1: you have like black chemicals sitting on white snow, the

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Speaker 1: darkness of those particulates attracts heat and melts snow and

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Speaker 1: ice faster than it otherwise would. And then the other

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Speaker 1: thing that has taken signed is a long time to

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Speaker 1: really pinpoint, is that a lot of the particular batter

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Speaker 1: are sulfur based chemicals that once you put them up

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Speaker 1: in the air, they tend to get stuck up there,

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Speaker 1: and they actually they reflect sunlight. We've put enough pollution

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Speaker 1: into the atmosphere to heat the world already by like

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Speaker 1: maybe one point four degrees. The world has only heated

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Speaker 1: up one point one degree celsius in the last two

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Speaker 1: hundred years. And the reason is that all the sulfur

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Speaker 1: pollution that comes out of cars and power plants goes

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Speaker 1: up there and hangs out and actually gives us a

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Speaker 1: little bit of a I don't hesitate to call it

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Speaker 1: a bonus, but part of the pollution from a climate

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Speaker 1: perspective is actually, you know, doing us a favor in

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Speaker 1: terms of heating. This is, of course, the very same

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Speaker 1: chemicals that we spent the eighties and nineties trying to

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Speaker 1: get rid of because it causes acid rain. One way

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Speaker 1: that a lot of governments are trying to bring down

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Speaker 1: air pollution levels is by pushing people to abandon gasoline

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Speaker 1: and diesel powered vehicles and move towards electric vehicles. How

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Speaker 1: big a deal is that transition when it comes to

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Speaker 1: overall air pollution levels. It's one of the most fundamentally

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Speaker 1: positive things we can do. As sad as it is.

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Speaker 1: The reason we're in this push towards e v s

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Speaker 1: and cleaner transportation, actually isn't air pollution. You know, you

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Speaker 1: would hope, all things being equal, that we would have

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Speaker 1: found out half a century ago that these machines contribute

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Speaker 1: to premature death. We would say, oh, well, we don't

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Speaker 1: want anybody to die prematurely, so we're gonna swap these

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Speaker 1: right out with clean machines. We didn't do that, And

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Speaker 1: what we did was let the cars and the power

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Speaker 1: plants and the airplanes and the aggric culture all add

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Speaker 1: up until we increased the amount of carbon dioxide in

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Speaker 1: the atmosphere by more than fifty over what it was

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Speaker 1: fifty years ago. That's raising global temperatures in a dangerous way.

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Speaker 1: Now we're in a position where it's dangerous if we

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Speaker 1: don't stop burning fossil fuels, and that's driving the push

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Speaker 1: towards e v s, and as a side benefit, will

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Speaker 1: kill fewer people because they'll be less air pollution. The

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Speaker 1: critical caveat with electric cars is you're limiting tailpipe pollutions

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Speaker 1: from them, So any electric car is going to be

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Speaker 1: much more pleasant to stand around if it's idling. But

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Speaker 1: at the same time, the energy is coming from the

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Speaker 1: electrical grid, and so the quality of the actual climate

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Speaker 1: gains from transportation is wholly dependent on your local power source.

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Speaker 1: So if you have an electric car and a local

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Speaker 1: power source, like I think, it's still less than having

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Speaker 1: a gasoline car in the long run. But the goal

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Speaker 1: here is to swap out fossil fuels more. With Eric

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Speaker 1: Rosston in just a bit when we come back, will

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Speaker 1: head to London to hear how bad cities experiment with

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Speaker 1: high car fees is going now that Eric Rosston has

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Speaker 1: healthfully given us plenty of reason to worry. Let's talk

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Speaker 1: about what can be done. Bloomberg City Lab correspondent fergus

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Speaker 1: O Sullivan is here with me now from London. Fergus

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Speaker 1: O Sullivan, thanks so much for joining me today, my pleasure.

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Speaker 1: Thanks for having me. You've written it's just really fascinating

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Speaker 1: story about how London has dramatically reduced its air pollution

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Speaker 1: in a really short time. Can you describe what it

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Speaker 1: was like and what they did. London is actually the

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Speaker 1: city where the first person ever to have pollution lists

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Speaker 1: as a cause of death lived. So it's a place

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Speaker 1: that has suffered from really really terrible nitrogen oxide pollution.

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Speaker 1: It can be a pretty unhealthy place to live. So

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Speaker 1: to give an example of how bad it is, Oxford Street,

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Speaker 1: London's main shopping street. It usually exceeds it's safe pollution

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Speaker 1: levels for the year in the first week of January,

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Speaker 1: the first week of the year they blow through their

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Speaker 1: annual limit. Yes, or they have a certain amount of

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Speaker 1: peaks that they're allowed and they just go peak to

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Speaker 1: peak to peak to peak to peak. And so the

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Speaker 1: government the City of London decided to take a pretty

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Speaker 1: dramatic step to do something about that. What did they do.

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Speaker 1: They've had some pretty groundbreaking anti pollution measures here since

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Speaker 1: way back in two thousand and three, and that's when

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Speaker 1: the Central London Congestion Charge was introduced. It's currently fifteen

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Speaker 1: pounds a day. That's at eighteen and a half dollars

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Speaker 1: roughly that you have to pay if you want to

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Speaker 1: drive in Central London for every car except for battery

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Speaker 1: electric and plug in hybrids. So in the most congested

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Speaker 1: part of the city, you want to drive there, you've

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Speaker 1: got to pay up. You've gotta pay up, yes, substantially,

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Speaker 1: and that's been in a place for nineteen years and

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Speaker 1: that was extremely effective. The thing with that is it

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Speaker 1: was intended to stop the average Joe really driving into

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Speaker 1: central London, to stop private drivers, and their numbers have

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Speaker 1: completely did drop. But then you had this upswing in

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Speaker 1: Uber and Bolt, these private hire cabs and online shopping

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Speaker 1: spiked delivery van levels, so actually the traffic then rose up,

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Speaker 1: so people themselves weren't driving in, but once they got there,

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Speaker 1: they were still taking taxis and ubers to get around exactly,

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Speaker 1: and people concreasingly stopped going to the shops and waiting

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Speaker 1: for the shops to come for them via delivery lan

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Speaker 1: and so ultimately a few years ago it reached the

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Speaker 1: same level, but it took about, you know, ten fifteen

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Speaker 1: years to each that level. They introduced something a little

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Speaker 1: more stringent called the Ultra Low Emission Zone. That's only

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Speaker 1: on the most polluting cars, so all cars built before

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Speaker 1: two thousand and five that run on gas and all

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Speaker 1: diesel vehicles of any type before and for that you

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Speaker 1: have to pay twelve pounds fifty a day. That's about

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Speaker 1: fifteen dollars fifty. Is that on top of the congestion

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Speaker 1: already in place. That's on top of the congestion charge.

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Speaker 1: So if you want to drive into that zone now

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Speaker 1: you have to pay seven pounds fifty a day. That's

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Speaker 1: about thirty four dollars. So it's very very large amount.

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Speaker 1: But the actually Ultra Low Emission Zone is currently twice

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Speaker 1: the size of the congestion charge shown. So it covers

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Speaker 1: all of in in London and in probably August of

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Speaker 1: this year it's going to cover the entirety of Greater London.

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Speaker 1: So exactly how big is this zone? You said it's larger,

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Speaker 1: what is it encompassed? If you're in London. How big

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Speaker 1: the zone for ultraal low emissions. It covers about three

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Speaker 1: point eight million Londoners homes, so it's substantial. It's about

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Speaker 1: half so if if you think of London as being

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Speaker 1: within the M twenty five Beltway, it's about half that

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Speaker 1: area currently in the of the big road that circles

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Speaker 1: Lining exactly. But this summer the zone is going to

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Speaker 1: be extended all the way up pretty much out to

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Speaker 1: that beltway. It's not exactly the same border, but it's

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Speaker 1: very very close. So it sounds like the Ultra Low

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Speaker 1: emission zone has a different goal than the first one,

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Speaker 1: which was to discourage people from driving. This one seems

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Speaker 1: more at trying to get people to buy electric cars

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Speaker 1: so that they can't drive in most of London without

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Speaker 1: incurring a fee. Yes, this is substantially intended to push

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Speaker 1: a model shift, and one of the things that is

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Speaker 1: relevant with looking back at the congestion charge. Remember I

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Speaker 1: said that it was good at deterring private vehicles, but

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Speaker 1: increasingly it's the commercial fleet that it is a big issue.

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Speaker 1: So it's also substantially about encouraging large scale haulers and

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Speaker 1: people like Uber to switch their vehicles over to to

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Speaker 1: something much cleaner, and it seems to be having that effect.

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Speaker 1: How has it been working out? The numbers are still small,

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Speaker 1: but they are also at the same time quite spectacular.

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Speaker 1: So looking at Uber for example, about thirteen percent of

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Speaker 1: their journeys in London are by electric vehicle now, but

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Speaker 1: that's triple what they were that was in the second

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Speaker 1: quarter of two. But that's triple what they were running

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Speaker 1: in the first quarter of one. So ready it's gone

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Speaker 1: up three times. It's about five times what the average

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Speaker 1: is in North American cities. So yes, there has been

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Speaker 1: quite a flip, and that seems to be ongoing. And

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Speaker 1: what about diesel, because diesel is really dirty as compared

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Speaker 1: to just a regular guest line car. In terms of

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Speaker 1: the amount of diesel vehicles coming into Inner London, you know,

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Speaker 1: it was spectacular. Forty four thousand fewer diesel vehicles every

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Speaker 1: day entered the zone after it was introduced compared to

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Speaker 1: the week's proceeding, So it's almost like flipping a switch.

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Speaker 1: One week later, there's forty four thousand fewer of these

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Speaker 1: vehicles every day. So the goal here, of course is

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Speaker 1: to not just decrease congestion, but to lower pollution. Is

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Speaker 1: that working. Yes, it has reduced pollution. They believe that

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Speaker 1: in the first six months it reduced proportion of harmful

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Speaker 1: pollutants in inner London by and in central London by forty.

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Speaker 1: And this is over which period of time, over the

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Speaker 1: first six months of the ulas being introduced. So over

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Speaker 1: the six months since the Ultra Low Emission Zone, air

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Speaker 1: pollution in central London has dropped tw yes and forty

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Speaker 1: in the city corps. But it makes sense when you

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Speaker 1: think about it, because it's like flicking the switch. One

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Speaker 1: day they can drive in the next day it's commercially

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Speaker 1: unviable to them. Suddenly the pollution isn't there. So it

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Speaker 1: shows that you can really deliver things very quickly. How

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Speaker 1: has the public responded to this, it's pretty big stick

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Speaker 1: without a whole lot of carrot. Well, yes, it is

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Speaker 1: a pretty big stick and not a whole lot of carrot.

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Speaker 1: But then, not to be too sensationalist about it. Not

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Speaker 1: dying of from air pollution is a pretty juicy carrot

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Speaker 1: if you ask me. And I think people's understanding of

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Speaker 1: the genuine dangers has grown. Also worth bearing in mind

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Speaker 1: that before these charges, London was a terrible place to

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Speaker 1: drive and a profoundly inconvenient place to drive. And this

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Speaker 1: is not a widespread out North American city where you

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Speaker 1: can just you know, drive through a city like a

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Speaker 1: hot knife through butter. I'm in my forties, I don't

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Speaker 1: have a license, and I have never had the need to,

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Speaker 1: and I've always lived in London and it's just not convenient.

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Speaker 1: So I think a lot of people feel that way.

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Speaker 1: It's always been a headache. It's just like making it

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Speaker 1: yet more complicated. You're right that European countries might not

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Speaker 1: be quick to embrace London as a medel, but the

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Speaker 1: US is more likely to adapt a version of London's approach.

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Speaker 1: Why do you say that, Well, I just think that

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Speaker 1: there is there are more overlaps between British and American

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Speaker 1: civic cultures, if you like, then there are between America

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Speaker 1: and continentally European civic cultures. So I think this kind

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Speaker 1: of more less a fair somewhat market driven approach is

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Speaker 1: something that would probably face some pushback in America, but

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Speaker 1: it's a model that they will people will understand, and

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Speaker 1: it kind of fits with the culture, the idea of like, well,

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Speaker 1: we don't want you to do this, but if you're

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Speaker 1: really going to do it, you have to pay because

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Speaker 1: you know you are getting something you have to pay

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Speaker 1: back in And I think that kind of contract with

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Speaker 1: the public is something that the American citizens will probably

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Speaker 1: find more familiar than they're simply like someone's telling me,

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Speaker 1: I can't drive my car here after the break our

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Speaker 1: electric cars the answer to pollution in big cities Burgas

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Speaker 1: we've been talking about how London's plan has increased the

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Speaker 1: number of electric vehicles down the road, are there other

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Speaker 1: incentives more generally to get people that make the switch

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Speaker 1: from gasoline cars in terms of reductions in the cost

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Speaker 1: of e V so that makes easier people to buy them.

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Speaker 1: There are some incentives offered by national government. What that's

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Speaker 1: reflected in, however, is actually lower prices at points of sale.

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Speaker 1: So those subsidies are given to the manufacturers and it

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Speaker 1: just means that the prices are kept relatively low. Our

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Speaker 1: associate producers and of Sudiki ask drivers in London if

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Speaker 1: the ultra low emission fees will make them more likely

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Speaker 1: to buy an electric car. Here's what they had to say.

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Speaker 1: I guess i'd be competitive get in at week or yes,

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Speaker 1: at one point in my life. But yeah, that's not

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Speaker 1: an option right now because we're just too expensive. I'm

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Speaker 1: starting to think about in the future that possibly I

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Speaker 1: could get a like an electrical vehicle might be better. Um,

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Speaker 1: and I've seen them expand on the streets a lot more.

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Speaker 1: I would I would have to judge a lot more

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Speaker 1: aspects about it, not just the lower mission zones. As

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Speaker 1: for the expansion of the zone, I think it is

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Speaker 1: a little bit too early to be pursuing that, seen

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Speaker 1: as if you look on any street in London you

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Speaker 1: see very few ultra low admission vehicles at present, and

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Speaker 1: I think that the policy of expansion of the zone

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Speaker 1: should have been rolled out more slowly. It's something that

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Speaker 1: impacts my own considerations when I'm looking at purchasing a

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Speaker 1: vehicle within the next few months. One thing I wanted

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Speaker 1: to ask you about, though, is when you introduce many

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Speaker 1: electric vehicles into a city, you need to have a

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Speaker 1: lot of charging stations. How has London downe that? How

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Speaker 1: are US city is going to very quickly increase the

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Speaker 1: number of charging stations so all these cars can keep

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Speaker 1: running well. There has been substanchi investment in charging stations

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Speaker 1: and a growing network of them. I would say that

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Speaker 1: that is arguably a further hurdle that isn't going to

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Speaker 1: need to be overcome. Currently it's not just a question

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Speaker 1: of finding a charging station, but finding a charge provider

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Speaker 1: that your vehicle has a filiated to. I believe that

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Speaker 1: some changes are in the pipeline so that any charging

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Speaker 1: station is used visible by any electric vehicle. But currently, yes,

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Speaker 1: it can be inconvenient, So it's getting better, but I

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Speaker 1: wouldn't say it's necessarily it's optimum levels yet. Fergus and Sullivan,

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Speaker 1: thanks so much for taking the time to talk to me.

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Speaker 1: My pleasure. Thank you. Let's bring back Bloomberg Sustained Ability

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Speaker 1: Editor Eric Roston. Eric, we've been talking about how if

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Speaker 1: you want people to buy electric cars, you need a

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Speaker 1: lot more places to charge them to make it convenient,

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Speaker 1: and that means making more electricity, which itself isn't always

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Speaker 1: that clean. So let's say you live in an area

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Speaker 1: where your power comes from the coal plan. There's not

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Speaker 1: as many as there used to be, but they're still around.

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Speaker 1: Does buying an e V put you in the plus

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Speaker 1: side of the ledger? There? Some of the researchs does

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Speaker 1: indicate that even if you buy an EV and you're

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Speaker 1: on a coal fired power grid, that the gains overall

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Speaker 1: are still net positive from a climate perspective. This is

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Speaker 1: a really really messy problem we have. I don't know

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Speaker 1: how many hundreds of millions or billions of cars in

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Speaker 1: the world, how many tens of millions of discrete power

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Speaker 1: grids there are. But it's not going to happen overnight.

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Speaker 1: So some parts of the system are going to get

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Speaker 1: ahead of the other parts of the system. And you know,

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Speaker 1: if you want an electric car, buy an electric car.

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Speaker 1: If you don't want an electric car, don't buy an

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Speaker 1: electric car. But the fact is that every five years

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Speaker 1: that go by, there's going to be more electric vehicles

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Speaker 1: and less fossil fuels, And so the calculation for any individual,

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Speaker 1: you know, it is always going to be, well, what's

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Speaker 1: the safest, most fun car that I can afford. But

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Speaker 1: the fact is is that as evs become cheaper, more

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Speaker 1: people will buy them, and as fossil fuels are squeezed

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Speaker 1: out of the energy system, less and less of it

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Speaker 1: will power e vs. So it's a very difficult question

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Speaker 1: to answer on a on an individual level, but on

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Speaker 1: the system level, things are moving in the right direction.

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Speaker 1: Do evs have their own sort of problems with contributing

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Speaker 1: ti polution, Like if we start seeing a rise in

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Speaker 1: e vs where they sort of overtake gasoline powered vehicles,

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Speaker 1: what are the downsides of doing that? The downsides are

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Speaker 1: in the vast amount of precious minerals that you need

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Speaker 1: to build electric cars. You need like batteries and other

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Speaker 1: components require elements that we don't have a century of

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Speaker 1: experience in mining at scale. So mining is just one

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Speaker 1: of the most invasive extractive things that people do, and

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Speaker 1: it's hard. You know, we need a lot more lithium

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Speaker 1: than we ever had before. There's scarcity, and that's why

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Speaker 1: you've seen prices rise so much. The same with cobalt.

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Speaker 1: Mining is invasive and it has real environmental impacts. There's

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Speaker 1: also end of life issues, like we're gonna need to

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Speaker 1: mine old old cars. Nobody wants anymore for their lithium

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Speaker 1: and cobalt and other things things, and so you see

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Speaker 1: it happening, but at a very fast clip. We need

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Speaker 1: to gin up industrial systems that can both produce these

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Speaker 1: minerals without wrecking local communities and local ecosystems in the

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Speaker 1: place where the minerals are found, and we also need

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Speaker 1: end of life systems for for consumer products that will

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Speaker 1: take defunct car batteries and other kinds of batteries and

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Speaker 1: get those materials out and get them back into the

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Speaker 1: supply chain. Eric Roston, thanks so much for talking to

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Speaker 1: me today. Thanks for having me. You can read more

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Speaker 1: from Eric Roston and fergus O Sullivan on Bloomberg dot com.

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Speaker 1: Here's a quick p s A. It's a new year

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00:25:44,800 --> 00:25:47,199
Speaker 1: and you might be thinking about making some changes in

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00:25:47,200 --> 00:25:51,199
Speaker 1: your life. Our colleagues at the Bloomberg podcast Zero have

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00:25:51,320 --> 00:25:55,640
Speaker 1: a special episode all about changing jobs, specifically people who

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00:25:55,720 --> 00:25:59,560
Speaker 1: quit their jobs to go to work fighting climate change.

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00:25:59,800 --> 00:26:03,720
Speaker 1: You I'll hear the stories of a restaurant critic, geophysicist,

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00:26:03,760 --> 00:26:07,560
Speaker 1: even an international war crimes attorney. They all left their

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00:26:07,600 --> 00:26:10,879
Speaker 1: previous careers behind to try to slow the warming of

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00:26:10,920 --> 00:26:14,040
Speaker 1: the world. Check it out. The podcast is called Zero,

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00:26:14,119 --> 00:26:17,280
Speaker 1: the episode How to Quit your job for the Climate.

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Speaker 1: Thanks for listening to us here at the Big Take

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00:26:20,640 --> 00:26:23,639
Speaker 1: the Daily podcast from Bloomberg and I Heart Radio. For

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Speaker 1: more shows from my Heart Radio, visit the heart Radio app,

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Speaker 1: dot net. The supervising producer of The Big Take is

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Speaker 1: Have a great weekend. M h um um um um

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Speaker 1: m m