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How to make climate-friendly and sustainable choices when shopping online

How to make climate-friendly and sustainable choices when shopping online

One way to be climate-friendly: Shop sustainably. But figuring out which products count as 'sustainable' can be hard, especially when buying online.
As ordering with a computer or phone becomes more ubiquitous, the number of online products labeled sustainable is also increasing. Yet there is no single seal of approval across e-commerce platforms that verifies whether something is climate-friendly, partly because there are multiple ways to define sustainability.
Third-party nonprofit organizations study manufacturers and sellers' practices and offer certifications that are displayed online. Government programs such as the Agriculture Department's organic certification or Environmental Protection Agency's Energy Star efficiency standard are also often listed. Large e-commerce websites may highlight the certifications with special icons, hyperlinks to certification programs or written descriptions.
The mixture can invite homework from buyers. Elwyn Grainger-Jones, who leads a nonprofit that certifies product sustainability, said there also isn't a single clearinghouse that tracks which third-party certifications are the most credible.
'Therein lies an issue and a challenge,' said Grainger-Jones, CEO of Cradle to Cradle Products Innovation Institute. 'What we haven't seen so far is a third-third party step in and be the information portal on what a good certification is."
And while shopping online might come with more packaging, it doesn't always come with more emissions. A person shopping online may even emit less than if they went to the store in person, according to a study published in Environmental Science and Technology. But there are a lot of variables, including which e-commerce site they use, the shipping speed they select and how close they live to a brick-and-mortar alternative.
There might not be one surefire way to tell sustainable products from unsustainable ones, but certification experts shared tips on what to look for. Many apply to in-person purchases, too, so you can keep them in mind for the supermarket or furniture store.
Know how sustainability is measured
There are multiple measures of sustainability, and sometimes positive attributes can be offset by negative ones. Third-party certification is meant to show that an independent group studied these factors. Some focus on one issue, while others look holistically at how different factors fit together.
Manufacturing an item might have low emissions but use lots of water. A company might reduce plastic, but if its products don't last long, they can still wind up in the landfill. Other sustainability concerns include energy efficiency, how far the item has traveled and how resources were extracted to make it.
Certification labeling also varies. Sometimes it's printed on the product, sometimes it's listed on the manufacturer's website and sometimes the certifying body lists the products that have earned its approval. Large retail websites, in turn, often list certifications in a product description.
Check whether it's verified by a third party
Third-party verification is a core avenue for determining whether a manufacturer's sustainability claims are legitimate.
'Ideally you want to look for some certifying bodies because they've removed some of that up-front labor that as a consumer you otherwise might have to do," said Clementina Consens of B-Lab, which certifies companies that meet environmental and social standards.
Grainger-Jones said some companies create their own self-certifications that look convincing but don't mean much.
'You can go and buy a self-declared certificate for a couple of thousand dollars,' he said.
Look for quantifiable and transparent climate goals
If a company is serious about sustainability, it should have its practices assessed and make that information easy for customers to find, Consens said. She said she looks to see whether a company has completed an environmental impact assessment, whether it publicizes its findings or whether there is any tangible data on the company's greenhouse gas emissions, water or energy use.
Large e-commerce websites such as Amazon, Walmart and Target have set emissions benchmarks and other climate-related targets for their suppliers and list their own companywide sustainability goals. Walmart, for example, has released extensive information on its Project Gigaton, including a list of participating suppliers, definitions of its recognition tiers and science-based requirements for suppliers' goals. Target publishes its climate goals, and has provided updates on where the company has surpassed expectations, and where it has fallen short. It also displays icons and hyperlinks next to products that meet sustainability goals.
Amazon's Climate Pledge Friendly program vets products based on a set of verified third-party certifications and posts a green leaf label alongside products that meet the certifications, along with hyperlinks.
'Having those third-party standards is super important for credibility,' said Nneka Leiba, Amazon's principal sustainability specialist.
Certifications that aren't quantifiable or are too permissive don't meet Leiba's bar for inclusion in the program. She said when evaluating a certification, she looks to see whether it's following International Organization for Standardization (ISO) standards, or other relevant standards. She said certifications should be backed by scientific rigor and require companies or products meet specific benchmarks.
Leiba said manufacturers' efforts to become certified can be good for their business. She said products in the Climate Pledge Friendly program experience a 12% sales increase in the first year after earning the green leaf badge.
'That cycle is really beneficial to our customer, and beneficial to the environment,' she said.
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EPA Proposes Deregulating Greenhouse Gas Emissions From Vehicles: Does It Make Sense?
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The Environmental Protection Agency has officially proposed ending its regulation of greenhouse gases for new cars, trucks, SUVs, and commercial vehicles. Specifically, it proposed rescinding the landmark 2009 Endangerment Finding, which identified greenhouse gases as contributors to climate change and, therefore, pollutants and a danger to human health and wellbeing under the Clean Air Act. The latter is the basis of all greenhouse gas regulation since. If enacted, this proposal will, according to the EPA, 'remove all existing regulations that require new motor vehicle and new motor vehicle engine manufacturers to measure, report, or comply with GHG (greenhouse gas) emission standards.' Automakers would still have to control other pollutants, but not carbon dioxide, methane, nitrous oxide, or hydrofluorocarbons. (The regulation also covers perfluorocarbons and sulfur hexafluoride, which are not found in vehicle exhaust.) Where This Came From Section 202(a) of the Clean Air Act states, 'The Administrator [of the EPA] shall by regulation prescribe (and from time to time revise) in accordance with the provisions of this section, standards applicable to the emission of any air pollutant from any class or classes of new motor vehicles or new motor vehicle engines, which in his judgment cause, or contribute to, air pollution which may reasonably be anticipated to endanger public health or welfare.' Until 2008, the EPA's position was that it had no authority to regulate greenhouse gases. In 2008, the Supreme Court sided with Massachusetts and 18 other states in ruling the EPA does, in fact, have authority because the statute is written very broadly and carbon dioxide meets that broad definition. The Court told the EPA to reconsider its position, which it did, leading to the Endangerment Finding. In essence, the EPA administrator at the time found that science supported classifying carbon dioxide and the five other greenhouse gases noted above as pollutants under Section 202(a), and the agency was therefore obliged to regulate them. On January 20, 2025, newly re-elected President Donald Trump signed an executive order titled 'Unleashing American Energy' that directs relevant federal agencies to deregulate the energy sector, specifically regarding emissions. Upon Senate confirmation, EPA administrator Lee Zeldin initiated a review of the 2009 Endangerment Finding in response to the president's executive order. Having done so, the EPA has now published its plan to rescind the order. Public comments will be taken through September 15, and public hearings will take place on August 19, 20, and if necessary, 21. A final decision will be made some time after the public comment period closes. Why Is the EPA Doing This? The EPA says regulating greenhouse gas emissions is making vehicles more expensive for both businesses and consumers. By making commercial vehicles more expensive, the agency says, regulating greenhouse gas emissions makes everything shipped by truck pricier. It also argues that repealing these regulations will 'revitalize the American auto industry,' bring back auto industry jobs, and create other new jobs by making it more affordable to manufacture vehicles in the U.S. The agency does not provide an explanation for how this will work. Greenhouse gas regulations are not a primary driver of offshoring automobile manufacturing. In theory, the R&D cost of developing cleaner powertrains would be reduced and automakers could pass those savings onto consumers in the form of lower prices, but they are not required to do so and there is no guarantee they would. The U.S. ceasing regulation of greenhouse gases is, in fact, unlikely to have a major impact on automaker R&D spending as no other major car market is lowering or eliminating standards, so automakers will still need to invest in technologies to meet those requirements in order to sell outside the U.S., which all automakers do. No. The 2009 Endangerment Finding only covers the greenhouse gases listed above. Other sections of the Clean Air Act require the EPA to regulate vehicle exhaust emissions including carbon monoxide, oxides of nitrogen (which are different than nitrous oxide), and particulate matter. As the EPA states in this proposal, 'We are not proposing to reopen or substantively revise any emission standards for criteria pollutants or hazardous air pollutants or to reopen or substantively revise any regulatory provisions related to NHTSA's CAFE standards.' It should be noted, however, that although the EPA is not attempting to mess with its corporate average fuel economy (CAFE) standards, a provision in the One Big Beautiful Bill Act signed into law on July 4, 2025, reduces the penalties for violating CAFE regulations to $0.00. This means there is no penalty for automakers who fail to improve their vehicles' fuel economy or even allow it to go down. There is no federal EV mandate in America, and there never was. While the EPA and administrator Zeldin, among other Trump Administration officials, continue to refer to one, no such mandate has ever existed. The CAFE fuel economy standards approved in the Biden Administration's waning days would have forced automakers to improve fuel economy to lofty new heights, but it did not dictate how to achieve those goals. Automakers complained that doing so with pure combustion engines would be extremely difficult and suggested hybrid, plug-in hybrid, and pure electric powertrains would be necessary to meet them. The regulation as written, however, was neutral on which technologies should be used to achieve them. Some conservative pundits and political analysts interpreted this as a de facto mandate, making the regulations so strict they couldn't be met by traditional means. This discounts the ingenuity of automotive powertrain engineers, who have in the past found technical solutions for regulations that were also decried as impossible at the time. Regardless, their interpretation does not mean a legal mandate to use a specific technology—EVs—exists or ever existed. While there was no federal mandate to overturn, California has its own mandate that requires all vehicles sold in the state in 2035 to be zero-emissions, which it defines as EVs, hydrogen fuel-cell vehicles, and confusingly, plug-in hybrid vehicles. That mandate is on hold after Congress voted to rescind California's waiver under the Clean Air Act to set its own standards, which California has challenged in court. Are V-8s Back on the Menu? For a limited time, most likely. While the U.S. is one of the largest auto markets in the world, it's only one market. Automakers will have to continue developing emissions controls, hybrids, plug-in hybrids, and EVs for the rest of the globe, where sales of large-displacement motors are likely to continue to fall. Eventually, it's going to be too expensive to design and build bigger, dirtier, less efficient engines for just one market. It's also entirely possible the political situation in America will change in 2026 and or 2028, and with it the regulatory environment. If Democrats take control of one or both houses of Congress next year and/or the presidency in '28, they'll most likely reinstate all the rules the Trump Administration has repealed and could make them even stricter. Automakers are very aware of this possibility and are unlikely to risk being caught out and behind on R&D if the regulations snap back into place. Automakers plan five to 10 years in advance, and historically, emissions and fuel economy regulations have only gotten stricter (until now). For these reasons, car companies are likely to continue developing emissions controls, hybrids, plug-in hybrids, and EVs, so there's unlikely to be big savings for the consumer. Similarly, it's unlikely they'll invest heavily in all-new gasoline and diesel engines knowing the regulations could come back before those products pay for themselves. Existing engines, though, could continue to be built as-is without incurring any new costs. It's likely that automakers who struggled under current regulations will continue to offer V-8s and other pure combustion engines several years longer than they would have had the rules remained in place. Some, such as Stellantis, may put such engines into additional models to make a quick buck before the clock runs out. Eventually, though, those engines will still probably be phased out. It's just a question of when. This action by the EPA is probably a temporary reprieve, not a permanent shift in the auto industry. What Is the EPA's Rationale for Rescinding Its Own Rules? The agency's explanation for this move is a desire to lower costs for consumers. It contends that controlling greenhouse gas emissions adds significant cost to vehicles, which in turn adds significant cost to anything delivered by a more expensive vehicle. 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To get around this, the agency argues Mass. vs. EPA did not require the agency to regulate greenhouse gases, which is true, but the ruling affirmed carbon dioxide meets the statutory definition of a pollutant and required the agency to go back and look at the science. Affirming that greenhouse gases like carbon dioxide are pollutants then obligated the agency to regulate them in motor vehicles under Section 202(a). From there, the EPA goes on to argue more recent Supreme Court decisions narrowing the authority of executive agencies to interpret the law and requiring them instead to focus on the explicit wording as it applies here. None of the cases cited is related to the 2009 Endangerment Finding or Section 202(a). That aside, it still seems a difficult case to make. 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Finally, it argues it has authority to rescind the Endangerment Finding and stop regulating greenhouse gas emissions even if the science is correct because there's no perfect technology that will eliminate all greenhouse gases in vehicle exhaust. Note that the Clean Air Act does not require such a standard. It further argues the agency's belief that reducing greenhouse gas emissions in vehicle exhaust to zero would have no measurable impact on climate change, which is demonstrably false. In essence, it's saying because there's no perfect, easy solution, and because we at today's agency don't believe the science (which we admit might be correct), we shouldn't even try.

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