Addicted to Oil
examines a wide variety of developments taking place across the energy
spectrum, from hybrid car enthusiasts who are converting their autos into
"plug-ins" and getting 300 miles to a gallon of gas, to the current state
of the hydrogen fuel cell. Other areas explored include "flex-fuel"
vehicles that can run on an assortment of biofuels such as ethanol, which
emits virtually no greenhouse gases and can be made from almost any
biomass — like sugar cane, corn and even certain types of grass. (For
example, in Brazil, 40 percent of all fuel used by drivers is
ethanol.) Solar and especially wind power have made great advances in
practical technologies that are increasingly being used throughout the
world. We'll also look at new "clean and green" coal plants that are being
designed to sequester all carbon dioxide emissions.
Brian Nelson Click:
E-mail me
Important Words Used on this page: Addiction, Oil,
Conservation, Opec, Campaign, George Bush, Iraq, Military, Baby Boomer,
Biofuels, Automotive Fuels, Gasoline pumps, Ethanol, Petroleum, Transportation,
Energy, Electric Vehicles, Windmills, Alaska, Global Warming, Pelamis Wave
Energy, Solar, Wind, Hydroelectric, Alternatives, Hydrogen, Green, Combustion
Engines, Hybrids, Toyota Prius, Vegetable, Fuel Cells,
Brian Nelson. Owner
31 Gessner Rd. , Houston, TX 77024713-467-3025 Fax 713-467-3192
Click: E-mail me
Misspelled words used to find this page 1 of 5.The important words found on this site include:
You can find this site again
by typing in the Google search engine the unique word
" 1noitciddA " which is OR "Addiction1 "
backwards.
Article Word Count __________ MSW
_____ 1 YouTube.com
2 Alt Tags , 3 MSW 4 Metas/Title,
Keywords Description
5 BB4/FormLetter 6 BB3/NIDAS, 7
BB1 & BB2 Follow Ups in NI. 8 URLChannelAdSense
All Urls Completed. Delete 25. Old Low Ones
1 Oil is not the addiction,
it's .... Addicted to
oil..what a ridiculous statement Brians Comment to this Video
Kimowan McLain
Thanks. Putting this video on websites www.DropOfOil.com and
www.EndAddictionToOil.com You are right on. I like your style,
Excellent delivery. Help me campaign ending the addiction a thousand things
which is that causing us to buy 50% too much oil. We are going into depression
anyway. We have to channel the use or our spending better. Our culture has to
change. We can do it by Stop consumptivitis . We have to have the mind set to
save one drop of oil at a time. Everything we do takes at least one
drop of oil. They all add up. I will have many videos about this. You can help
me. I loved your video. It is so sincere and so valid.
Call me
713-467-3025 Cell 713-927-4479 or
Click: E-mail me
your phone no. I will call you Brian Nelson Houston TX Youtube user name
BrianNelson123
Loss of revenue can make large companies, even the
auto industries; change their "business model". Sure the government can
help with legislation to force them to put out new technology, but the
true power is in our hands. Stop buying or leasing new gasoline powered
cars for a year. Tell your friends and family to wait a year.
Unable to convert the font size to 8. Stays at 100%
This one-hour documentary, reported by Pulitzer
Prize-winning foreign affairs columnist, Thomas L. Friedman, explores his
ideas for a "geo-green alternative," a multilayered strategy for tackling
a host of problems, from the funding of terrorist supporters through our
gasoline purchases, to strengthening our economy through innovative
technology.
Addicted to Oil
examines a wide variety of developments taking place across the energy
spectrum, from hybrid car enthusiasts who are converting their autos into
"plug-ins" and getting 300 miles to a gallon of gas, to the current state
of the hydrogen fuel cell. Other areas explored include "flex-fuel"
vehicles that can run on an assortment of biofuels such as ethanol, which
emits virtually no greenhouse gases and can be made from almost any
biomass — like sugar cane, corn and even certain types of grass. (For
example, in Brazil, 40 percent of all fuel used by drivers is
ethanol.) Solar and especially wind power have made great advances in
practical technologies that are increasingly being used throughout the
world. We'll also look at new "clean and green" coal plants that are being
designed to sequesterallcarbondioxideemissions.
Global warming is no longer a matter of debate,
but a proven problem of potentially catastrophic proportions. As Friedman
discovers in the course of our program, there is much we could do
immediately, with technology at hand, to break our addiction to oil — and
developing technologies promise a future free of a sole dependence on
fossil fuels, a truly post-oil era. It can be done, if we have the will
and leadership to do it.
1
2/3
Bush has plan
to end oil 'addiction'
Education, Social Security initiatives in
State of Union speech
Wednesday, February 1, 2006; Posted: 6:32 a.m. EST
(11:32 GMT)
President Bush's speech topics included Iraq, entitlements for
baby boomers, Iran and energy.
Image:
INITIATIVES
Cut 140 government programs
Launch commission to examine impact of
baby boom retirements
Increase research into clean energy
Train 70,000 high school teachers to lead
courses in math and science
Read more:
WASHINGTON (CNN) -- On the heels of a politically
tough year, President Bush used his State of the Union speech Tuesday to
propose weaning the United States from its "addiction" to imported oil and
studying how the baby boom generation may strain federal entitlements.
The president also spent a good deal of his address
on the U.S.-led war in Iraq, efforts to fight terrorism and Iran's nuclear
program.
"Here we have a serious problem: America is
addicted to oil, which is often imported from unstable parts of the world,"
the former oil executive said.
"Tonight, I announce the Advanced Energy Initiative
-- a 22 percent increase in clean energy research at the Department of
Energy, to push for breakthroughs in two vital areas," Bush said. "To change
how we power our homes and offices, we will invest more in zero-emission,
coal-fired plants; revolutionary solar and wind technologies; and clean,
safe nuclear energy.
"We will increase our research in better batteries
for hybrid and electric cars, and in pollution-free cars that run on
hydrogen. We will also fund additional research in cutting-edge methods of
producing ethanol, not just from corn but from wood chips, stalks,or switch
grass." (Domestic
points)
To produce the technicians that might bolster such
energy research, Bush also called for a federal education initiative "to
double the federal commitment to the most critical basic research programs
in the physical sciences over the next 10 years."
"This funding will support the work of America's
most creative minds as they explore promising areas such as nanotechnology,
supercomputing, and alternative energy sources."
That commitment would also make "permanent the
research and development tax credit, to encourage bolder private-sector
investment in technology," he said.
On the international front, Bush invited Americans
to choose action over isolationism in his policy against tyranny and to
strengthen U.S. economic ties with other nations.
"We will choose to act confidently in pursuing the
enemies of freedom -- or retreat from our duties in the hope of an easier
life," Bush said. "We will choose to build our prosperity by leading the
world economy -- or shut ourselves off from trade and opportunity."
Instant poll
In interviews with 464 adult Americans who watched
the speech, 48 percent said they had a very positive reaction. That's well
short of the three-quarters of viewers who reacted favorably to Bush's 2002
State of the Union address.
Twenty-seven percent of Tuesday's viewers said they
had a somewhat favorable reaction to the speech, while 23 percent said they
felt negatively about it. (See
the poll results)
The poll had a margin of error of plus or minus 5
percentage points.
Because the poll reflects the opinions of only
those who watched the State of the Union, it reflects more favorable
opinions than a random sampling of the country as a whole. The audience was
43 percent Republican, 23 percent Democratic and 34 percent Independent.
War
in Iraq
The president was optimistic about the war in Iraq
that has claimed more than 2,200 U.S. troops since March of 2003. (International
points)
"The road to victory is the road that will take our
troops home," Bush said. "As we make progress on the ground, and Iraqi
forces increasingly take the lead, we should be able to further decrease our
troop levels -- but those decisions will be made by our military commanders,
not by politicians in Washington, D.C."
And the president also focused attention on Iraq's
neighbor Iran, which U.S. and European officials suspect is using a civilian
nuclear power program to develop nuclear weapons.
Iran is "defying the world with its nuclear
ambitions -- and the nations of the world must not permit the Iranian regime
to gain nuclear weapons," Bush said. (Transcript)
According to a CNN count, the president was
interrupted by applause 64 times, one of those interruptions coming from the
Democratic side of the aisle when he said:
"Congress did not act last year on my proposal to
save Social Security. ..."
Bush's longest applause lasted 52 seconds, for his
mention of war veteran Daniel Clay. The speech lasted about 50 minutes.
Baby
boomer retirement
Bush announced initiatives on entitlement issues in
the wake of his Social Security private accounts proposal, which failed to
gain popular support.
"Tonight, I ask you to join me in creating a
commission to examine the full impact of baby boom retirements on Social
Security, Medicare and Medicaid," Bush said. "This commission should include
members of Congress of both parties, and offer bipartisan answers. We need
to put aside partisan politics, work together and get this problem solved."
Bush is coming off a difficult year. Hurricane
Katrina devastated the Gulf Coast and the government's response hurt the
administration politically. That, a lobbying scandal on Capitol Hill and
rising discontent over U.S. involvement in wars abroad has lowered Bush's
approval rating to 43 percent in a recent CNN/USA Today/Gallup poll.
New
court judge
Bush took the rostrum in the House chamber during a
significant political shift in the Supreme Court. Earlier on Tuesday, the
GOP-dominated Senate voted to approve his nominee Samuel Alito, who was
sworn in just months after the president's first pick to the high court,
John Roberts, assumed the role of chief justice.
Alito joined his new colleagues at Bush's address.
(Full story)
He recognized the Supreme Court's "two superb new
members, Chief Justice John Roberts and Justice Sam Alito."
Delivering a Democratic response Tuesday was the
moderate governor of Virginia, Tim Kaine, who defeated a Bush-backed
candidate in November. (Full
story)
"The federal government should serve the American
people," Kaine said. "But that mission is frustrated by this
administration's poor choices and bad management. (Watch
Kaine call for a better way -- 10:43)
"Families in the Gulf Coast see that as they wait
to rebuild their lives. Americans who lose their jobs see that as they look
to rebuild their careers. And our soldiers in Iraq see that as they try to
rebuild a nation. I want to offer some good news tonight -- there is a
better way."
In State of the Union, also focuses on
education, health care and defends handling of the war on terror
BY CRAIG GORDON WASHINGTON BUREAU
February 1, 2006
WASHINGTON -- President George W. Bush sought to
revive his war-battered presidency last night with calls to break
America's "addiction" to Mideast oil and train 70,000 teachers for
advanced math and science courses - voter-friendly goals at the heart of a
markedly scaled-down election-year address.
Bush also used his sixth State of the Union speech to mount a resounding
defense of his handling of the war on terror - the sole province of voter
confidence in him today, polls show - but once again offered no date for a
further reduction of U.S. troops in Iraq.
But in returning to the issue that has defined
his presidency, Bush signaled that Republicans plan to run hard on a
defending-America theme as they seek to retain control of the House and
Senate in this fall's midterm elections.
"Abroad, our nation is committed to an historic,
long-term goal - we seek the end of tyranny in our world," Bush said.
"Some dismiss that goal as misguided idealism. In reality, the future
security of America depends on it."
As for Democratic critics of the Iraq war, Bush said, "Second guessing is
not a strategy."
Bush broke no new ground in defending the war or his warrantless
wiretapping program of suspected al-Qaida operatives. In fact, the speech
was notable for its sharply more limited reach than last year's, with a
far narrower and less costly scope of new programs.
Bush had little choice, with a federal budget expected to run $400 billion
in the hole next year. Bush's political bankbook is thinner these days
too.
He is still hovering near personal low approval ratings, with a majority
of Americans telling pollsters they want a new direction in the country
and rejecting Bush's handling of the economy and the Iraq war.
Domestic agenda
So Bush tried to jump-start his political momentum, and lay a road map for
his party's congressional races, by returning to the themes that got him
re-elected last year, including a heavy dose of tough-on-terror talk.
But Bush also adopted a somewhat more conciliatory tone as he laid out a
domestic agenda focused on the kitchen-table concerns of voters,
spotlighting education and health care. Those are issues where Democrats
traditionally win higher marks from voters but where Bush wanted to signal
that he understands the "angst" Americans are feeling over upheavals in
the economy, Bush aide Dan Bartlett said ahead of the speech.
He wrapped those initiatives and the two new ones - reducing dependence on
Mideast oil and improving math and science education - in the banner of
making America economically stronger and more competitive in the global
marketplace.
With gasoline once again rising well past $2 a gallon nationwide, Bush
called for reducing dependence on Mideast oil by more than 75 percent by
the year 2025 - mainly through increased use of so called "flex-fuels"
created from weeds, grasses and other products that are still far from the
marketplace.
Bush wants to add 70,000 math and science teachers for Advanced Placement
classes, which offer college credits, as a way to train the highly skilled
work force needed to compete with high-tech centers in China and India. He
also hopes to enlist 30,000 science professionals to go into the classroom
and wants to double funding for basic science research over 10 years.
And on health care, Bush wants to expand the use of health savings
accounts by making the premiums for the accompanying high-deductible
policies deductible from income tax.
In each case, critics last night said Bush's prescriptions were off the
mark or wouldn't go far enough to solve the problem. His prescriptions
would not reduce the price of a gallon of gas today, or seriously reduce
the number of uninsured Americans, 46 million, critics said.
Initiatives
criticized
On energy, Bush, a former oilman, did not do what many environmentalists
say would be the quickest way to cut American dependence - call for
increased fuel efficiency standards in cars, particularly SUVs, which the
Bush administration has resisted.
In addition, the United States gets less than one-quarter of its oil from
the Middle East, meaning it would remain dependent on overseas producers.
Bush announced his plan to rein in overseas oil consumption a day after
ExxonMobil reported that it generated a $36-billion profit last year, the
largest one-year profit ever for an American company. He did not mention
ExxonMobil.
Yet if grass-fueled cars hardly seems like a rallying cry for resurrecting
a weakened presidency, the fact is that Bush was forced by political
realities to go for some more bite-sized initiatives. His vaunted
political capital from the 2004 election is spent, and even Republicans
aren't in the mood for a big fight heading into the elections.
But Republicans believe these smaller-bore initiatives can be a winning
ticket, and perhaps force Democrats to go along.
"If the Democrats wants to stand there and say, 'We care deeply about
getting health insurance, but don't let poor people get a tax credit,'"
that's a fight Republicans can win, said Grover Norquist, a tax-reform
activist with close ties to the Bush White House.
The Energy Security Leadership Council, a group of
former military leaders and top business executives, has formed to lobby
Congress to launch a serious and sweeping campaign to cut America's thirst
for foreign oil. The group is co-chaired by a retired commandant of the
Marine Corps, Gen. P.X. Kelley, and by FedEx founder Frederick Smith.
The group's call for higher fuel-economy standards for cars and trucks is a
no-brainer. Standards for cars haven't been raised in two decades, and
standards for light trucks have been only slightly increased. The group's
call for greater development of ethanol and other biofuels also makes sense.
But more drilling for oil in the United States and off its shores, another
goal for the group, is a temporary step that could produce lasting
environmental damage if pursued indiscriminately.
The United States has
less than 3 percent of the world's oil reserves.
Even so, lobbying from military and business leaders will be invaluable if
it helps prod Congress into sensible steps to cut America's foreign oil
dependence. It's critical for national security, and it's good for business'
bottom line.
150 Young People Gather in Paoli,
Indiana to End U.S. Oil Addiction
The Freedom from Oil Action Camp
will explore ideas and teach tactics on how to address oil dependence
PAOLI, IN -- From July 8-13, 2006, 150 activists,
young people, indigenous peoples, oil-affected communities, trainers and
experts will gather for a five-day action camp in Paoli to learn how to
end our national addiction to oil. Bringing together youth from XX states,
Inuit people from the Northwest Territories of Canada, evacuees from New
Orleans after Hurricane Katrina, and some of the most experienced trainers
in the U.S., participants will learn how destructive our national oil
addiction is—and what they can do to begin to address the problem.
With training in climbing, direct action, media
work, basic organizing, and evening discussions on a future without fossil
fuels, the camp aims to train a new generation of young organizers to
address what many see as the crucial issue for youth.
The connections between oil
burning and climate change have been scientifically verified again
recently, as new studies linking carbon dioxide emissions to global
climate change show. Yet the U.S. has yet to ratify the
Kyoto protocols and still consumes over 1/4 of the world's oil,
contributing over 20 tons per person of carbon dioxide per year.
Currently, the demographic doing most to address our national addiction to
oil is our youth, most of whom say they are struggling for their future,
and the future of their planet.
"Even President Bush said that our national
addiction to oil needs to be a top priority, but we see no leadership
coming out of Washington, and even less from the private sector," said
Global Exchange Independence from Oil organizer Mike Hudema. "The biggest
U.S. automaker—Ford Motor Company—is also the biggest polluter. We see
corporations and government officials pouring more funds into greenwashing
campaigns than into actually protecting our environment. And the people
who are going to pay the highest price for this lack of response are
youth. So we're taking matters into our own hands, before it's too late."
The camp also aims to connect oil
dependence with wars overseas, destruction of indigenous peoples' land and
way of life, and other human rights and justice issues.
Recently, the Jumpstart Ford campaign—a project of the same coalition of
groups organizing the camp that aims to pressure Ford to go to zero
emissions by 2050—brought Omoyele Sowore, a Nigerian activist, to Ford's
shareholder's meeting. According to Sowore, "every SUV [Ford builds] runs
on the blood of Nigerians." Trainers hope to illuminate the connections
between instability in oil-producing countries to our insatiable demand
for oil in the U.S., among other issues.
The camp is organized by Global Exchange, the
Rainforest Action Network and the Ruckus Society. It is cosponsored by
Energy Action and Oil Change International.
The future of energy
The end of
the Oil Age
Oct 23rd 2003
From The Economist print edition
Ways
to break the tyranny of oil are coming into view. Governments need to
promote them.
“THE Stone Age did not end for lack of stone, and
the Oil Age will end long before the world runs out of oil.” This intriguing
prediction is often heard in energy circles these days. If greens were the
only people to be expressing such thoughts, the notion might be dismissed as
Utopian. However, the quotation is from Sheikh Zaki Yamani, a Saudi Arabian
who served as his country's oil minister three decades ago. His words are
rich in irony. Sheikh Yamani first came to the world's attention during the
Arab oil embargo of the United States, which began three decades ago this
week and whose effects altered the course of modern economic and political
history. Coming from such a source, the prediction, one assumes, can hardly
be a case of wishful thinking.
Yet a generation after the embargo began, the facts
seem plain: the world remains addicted to Middle Eastern oil (see
article). So why is Sheikh Yamani predicting the end of the Oil Age?
Because he believes that something fundamental has shifted since that first
oil shock—and, sadly for countries like Saudi Arabia, he is quite right.
Finally, advances in technology are beginning to offer a way for economies,
especially those of the developed world, to diversify their supplies of
energy and reduce their demand for petroleum, thus loosening the grip of oil
and the countries that produce it.
Hydrogen fuel cells and other ways of storing and
distributing energy are no longer a distant dream but a foreseeable reality.
Switching to these new methods will not be easy, or all that cheap,
especially in transport, but with the right policies it can be made both
possible and economically advantageous. Unfortunately, many of the rich
world's governments—and above all the government of America, the world's
biggest oil consumer—are reluctant to adopt the measures that would speed
the day when the Saudis' worst fears come true.
The
$7 trillion heist
If treating the West's addiction to oil will be
costly, is it really worth doing? To be sure.
Petro-addiction
imposes mighty costs of its own.
First, there is the political risk of relying on
the Organization of Petroleum Exporting Countries (OPEC).
Oil still has a near-monopoly hold on transport. If the supply is cut off
even for a few days, modern economies come to a halt, as Britain discovered
when tax protestors blockaded some domestic oil depots two years ago. And
despite what sound like large investments in new oil fields in Russia and
elsewhere, Saudi Arabia's share of the world oil market will actually grow
over the next two decades simply because it has such huge reserves of cheap
oil. Geology has granted two-thirds of the world's proven oil reserves to
Saudi Arabia and four of its neighbours. Because of this continuing
concentration of supply, the risk of a disruption to oil flows will continue
to be a threat, and may even rise.
That points to a second sort of cost.
According to one
American government estimate, OPEC has managed to
transfer a staggering $7 trillion in wealth from American consumers to
producers over the past three decades by keeping the oil price above its
true market-clearing level. That estimate does not include all
manner of subsidies doled out to the fossil-fuel industry, ranging from
cheap access to oil on government land to the ongoing American military
presence in the Middle East.
The final disguised cost of oil is the damage it
does to the environment and human health. Unlike power plants, which are few
in number and so easier to regulate, cars are ubiquitous and much more
difficult to control. The transport sector is a principal source of global
emissions of greenhouse gases.
The only long-term solution to this connected set
of problems is to reduce the world's reliance on oil. Achieving this once
seemed pie-in-the-sky. No longer. Hydrogen fuel cells are at last becoming a
viable alternative. These are big batteries that run cleanly for as long as
hydrogen is supplied, and which might power anything in or around your
home—notably, your car. Hydrogen is a fuel that, like electricity, can be
made from a variety of sources: fossil fuels such as coal and natural gas,
renewables, even nuclear power. Every big car maker now has a fuel-cell
programme, and every big oil firm is busy investigating how best to feed
these new cars their hydrogen.
Another alternative likely to become available in a
few years is “bioethanol”. Many cars (quite a few of them in America)
already run on a mixture of petrol and ethanol. The problem here is cost. At
the moment, the ethanol has to be heavily subsidised. But that might alter
when biotechnology delivers new enzymes that can make ethanol efficiently
from just about any sort of plant material. Then, the only limit will be how
much plant material is available (see
article).
All
in good time
Such changes will not occur overnight. It will take
a decade or two before either fuel cells or bioethanol make a significant
dent in the oil economy. Still, they represent the first serious challenges
to petrol in a century. If hydrogen were made from renewable energy (or if
the carbon dioxide generated by making it from fossil fuels were sequestered
underground), then the cars and power plants of the future would release no
local pollution or greenhouse gases. Because bioethanol is made from plants,
it merely “borrows” its carbon from the atmosphere, so cannot add to global
warming. What is more, because hydrogen can be made in a geographically
distributed fashion, by any producer anywhere, no OPEC
cartel or would-be successor to it could ever manipulate the supplies or the
price. There need never be another war over energy.
It all sounds very fine. What then is the best way
to speed things up? Unfortunately, not through the approach currently
advocated by President George Bush and America's Congress, which this week
has been haggling over a new energy bill. America's leaders are still
concerning themselves almost exclusively with increasing the supply of oil,
rather than with curbing the demand for it while increasing the supply of
alternatives. Some encouragement for new technologies is proposed, but it
will have little effect: bigger subsidies for research are unlikely to spur
innovation in industries with hundreds of billions of dollars in fossil-fuel
assets. The best way to curb the demand for oil and promote innovation in
oil alternatives is to tell the world's energy markets that the
“externalities” of oil consumption—security considerations and environmental
issues alike—really will influence policy from now on. And the way to do
that is to impose a gradually rising gasoline tax.
By introducing a small but steadily rising tax on
petrol, America would do far more to encourage innovation and improve energy
security than all the drilling in Alaska's wilderness. Crucially, this need
not be, and should not be, a matter of raising taxes in the aggregate. The
proceeds from a gasoline tax ought to be used to finance cuts in other
taxes—this, surely, is the way to present them to a sceptical electorate.
Judging by the debate going on in Washington, a
policy of this kind is a distant prospect. That is a great shame. Still, the
pace of innovation already under way means that Sheikh Yamani's erstwhile
colleagues in the oil cartel might themselves be wise to invest some of
their money in the alternatives. One day, these new energy technologies will
toss the OPEC cartel in the dustbin of history.
It cannot happen soon enough.
Bush sets
goal for US of 75% cut in Middle East oil imports
·
Ethanol as substitute fuel to end gasoline 'addiction'
· State of the union address warns against isolationism
Julian Borger in Washington
Wednesday February 1, 2006 The Guardian
George Bush delivers his fifth State of the Union address. Photograph: Pablo
Martinez Monsivais/AP
President George Bush has admitted the US is
"addicted to oil" but pledged to reduce its dependence on Middle East
imports by three quarters by 2025,
largely through the development of ethanol fuel for cars derived from wood
chips, vegetable matter and grass.
"By applying the talent and technology of
America, this country can dramatically improve our environment, move
beyond a petroleum-based economy, and make our dependence on Middle
Eastern oil a thing of the past," Mr Bush declared in his state of the
union address to Congress early today.
The president named the ambitious scheme "the
Advanced Energy Initiative" and said it would involve a 22% increase in
federal research into clean fuels. The research would also aim at
developing "zero-emission coal-fired plants, revolutionary solar and wind
technologies, and clean, safe nuclear energy", Mr Bush said.
But the most important goal was changing the fuel
that powers America's cars, which account of 75% of all oil production
according to administration figures. "It is the elephant in the room when
it comes to the energy issue," Dan Bartlett, the president's media
adviser, said in a briefing before the speech.
Successive administrations have promoted the use
of corn ethanol as a subsidised fuel additive, in part as a means of
support to American farmers. But President Bush said the ethanol US
scientists were exploring would come from "wood chips, stalks, or switch
grass [a tall, tough grass mostly found in marshes]". "Our goal is to make
this new kind of ethanol practical and competitive within six years," he
declared.
"Breakthroughs on this and other new technologies
will help us reach another great goal: to replace more than 75% of our oil
imports from the Middle East by 2025."
Mr Bartlett described this form of ethanol as
cellusosic ethanol, and
pointed to the example of Brazil
which was producing a major part of its fuel from sugar cane.
President Bush has previously used previous state
of the union addresses to make bold scientific pledges, most notably a
promise to send astronauts back to the moon and ultimately send them to
Mars. The scope of the vision, however, not been matched by funding.
Nevertheless, scientists welcomed the president's
proposals. William Rosenberg, a senior fellow with the Belfer Center
energy technology and innovation project at Harvard University, said:
"President Bush's timely support of bold energy initiatives, that convert
domestic biomass and coal into substitutes for oil and natural gas, will
have a dynamic effect on the economy, national security and environmental
protection."
Mr Bush also unveiled a major scheme aimed at
maintaining American competitiveness by improving science teaching in
classrooms and by funding of laboratories.
As part of the American Competitiveness
Initiative, he said 70,000 high school teachers would be trained to teach
advanced courses in maths and science, while 30,000 professional
scientists and mathematicians would be drafted into schools to teach and
inspire students.
"If we ensure that America's children succeed in
life, they will ensure that America succeeds in the world," the president
said. At the same time, he said he would double federal spending on
research in the physical sciences over the next ten years, looking into
developing fields like nanotechnology and supercomputing. The
administration would offer tax credits to encourage private industry to
follow suit.
Mr Bush couched the initiative as a better and
more American response to the economic challenges represented by looming
giants like China and India, than a retreat into isolation. "In a complex
and challenging time, the road of isolationism and protectionism may seem
broad and inviting, yet it ends in danger and decline," he warned.
He made a parallel point about the war in Iraq,
arguing that withdrawal was not an option. "In a time of testing, we
cannot find security by abandoning our commitments and retreating within
our borders," he said.
"There is no peace in retreat."
Oil companies won’t stop drilling
as long as we keep consuming oil. After years of efforts to cancel
environmentally and socially destructive petroleum projects, environmental
and human rights advocates have strikingly little to show for our efforts.
When we persuade an oil company to abandon a project, another company fills
in the gap. One petroleum development shutting down is a drop in the bucket
to the global oil industry. The bottom line is that we must curb the demand
for petroleum that fuels the quest for oil. Forty-percent of our oil
consumption goes into gas guzzling cars, trucks, and SUVs; the single
largest reason for our demand for oil is the vehicles we drive. The biggest
step that we can take to break our addiction to oil is to get the US
automakers to build petroleum-free, pollution-free vehicles.
Aren’t
consumers and SUV drivers to blame for our oil consumption?
The problem of oil addiction is
very complex and fueled by a variety of factors, including government
decisions, urban planning, and consumer choices. The challenge we face as
activists is to design strategic campaigns to make the biggest impact with
the fewest resources. To that end, we have looked to corporate campaigning
rather than targeting individual consumers. We have focused on the auto
industry in order to make the biggest impact on oil dependence and global
warming in the shortest period of time.
In our experience, we’ve found it
isn’t very productive to target individual consumers for their auto choices.
Large public education campaigns to convince people who don’t need SUVs to
not buy them have gone on for a while; sadly, they just aren’t working to
reduce our dependence on oil.
And even if you do give up your
SUV, it’s still hard to find a fuel efficient, let alone a zero-gasoline,
American union made vehicle. A consumer walking into a car dealership today
is faced with very few choices. Even if you don’t want an SUV, your only
alternative is to buy a vehicle with a slightly smaller internal combustion
engine, which still consumes oil and has harmful tailpipe emissions. It’s a
shame, because you are buying a car to get around, not to fuel oil
addiction, smog and global warming. But the automakers don’t offer us real
alternatives.
The bottom line is that personal
lifestyle changes aren’t enough. We might try to drive less, bike more, or
take public transportation, but as long as the automakers keep producing gas
guzzlers, our efforts will be cancelled out. To break our collective oil
addiction, we must insist that the auto industry commit to petroleum free,
pollution free alternatives NOW.
A company with a brand name like
Ford has tremendous power to drive consumer choices. If you look back over
the last 20 years, Ford and the other automakers actually created the demand
for gas guzzling SUVs by pushing models like the top-selling Explorer with
rebates and incentives. Now, it’s high time for Ford to lead the industry by
creating the demand for a new generation of zero-gasoline, zero-emissions
vehicles.
Concentrating most of our
resources on the worst corporation in the industry is a strategy that has
worked well for Rainforest Action Network and Global Exchange, from Burger
King to Nike, Home Depot to Citigroup. It's not the only way to win a
campaign, but for RAN and GX, targeting the worst actor in an industry has
been our most effective strategy in transforming the global marketplace.
Shouldn’t we
be reducing our dependence on motor vehicles themselves?
Make no mistake; we certainly need
to implement strategies to reduce our dependence on motor vehicles. However,
as our oil addiction increasingly threatens our national security and our
environment, we need to first prioritize ending our dependence on oil.
Therefore, the immediate goal of the Jumpstart Ford campaign is to end our
dependence on oil in automobiles.
In the longer term, before the end
of the 21st century, we must fundamentally overhaul our transportation
systems, and replace our single-driver car culture with a more sustainable
mix of mass transit, bicycle transportation corridors, and generous
incentives to encourage citizens to declare independence from oil, other
fossil fuels, and eventually motor vehicles themselves.
In order for the short and long
term goals to be achieved, US consumers need to have more sustainable
transportation choices. Mass transit shouldn’t be the exception; it should
be the rule, and needs to be accessible to most consumers. Bicycling should
be a transit choice, not just a fitness choice. Realistically, these changes
will require a dramatic overhaul of most American communities, and will need
to happen over time.
Another important point is that
the end of our oil dependence cannot be achieved without sustainable
electricity. The two most promising clean car technologies, plug-in electric
vehicles (EVs) and hydrogen fuel cell vehicles (FCVs), both require
electricity to replace gasoline. (The biggest difference between them is
that EVs exist today, they are not a new technology, whereas FCVs are at
least two decades away from mass production.) The clean transportation
revolution will have to be accompanied by a clean energy revolution.
Why target a
corporation rather than getting Congress to pass fuel efficiency
regulations?
Unfortunately US government
regulation of fuel efficiency has made no movement in over 30 years and
looks to stay the same under the current administration.
The tremendous lobbying power of
automakers and oil companies is the reason why. They don’t want regulation
of fuel efficiency or of greenhouse gas pollution and fight against every
positive policy incentive. For example, Ford lobbied to keep oil-reducing
fuel efficiency standards out of the 2005 Energy Bill, and they won; the
bill says it aims to end our dependence on foreign oil but doesn’t require
the automakers to lift a finger to help. Another example: Ford is currently
a part of the federal lawsuit to overturn California's popular new vehicle
emissions standards, the nation's first ever law to reduce greenhouse gas (GHG)
pollution and the most advanced automotive GHG reduction targets in the
world.
Because the automakers won’t stop
fighting regulation, we choose to make an end run around Washington and the
state governments. Our strategy is to go straight for the corporations,
trying to convince the auto makers through public and consumer pressure to
change their policies. This is the strategy that was used successfully by
the U.S. anti-apartheid movement: after many years of futile pressure on the
U.S. government, the movement focused its pressure on the US corporations
invested in apartheid and eventually forced more than 200 US companies to
withdraw from South Africa.
But why focus
on one automaker? Don’t we want the whole industry to change?
Through experience we've found
that confronting an industry as awhole (for example, the entire auto
industry) is difficult with ourlimited resources, whereas by singling out
one company we divide theindustry and can achieve greater change, faster.
When RAN wanted to eliminate the
market for old growth wood products, we campaigned against Home Depot. After
600 demonstrations, Home Depot agreed, and within 2 years, seven of their
top ten competitors had joined them. Most recently, after a lengthy
campaign, Citigroup, the world's largest bank, commited to stop funding
destructive projects in rainforests. Bank of America and JPMorganChase soon
followed suit.
Global Exchange's campaign against
Nike's sweatshops resulted in Nike emerging as an industry leader in apparel
factory labor standards. And once Global Exchange convinced Starbucks to
offer Fair Trade Coffee, the market for fair-labor coffee opened up and
today, nearly all specialty coffee retailers sell Fair Trade Coffee.
Now, then you might ask, why Ford
specifically? Because Ford has hadthe lowest fuel efficiency of all the
automaker for six years running. In fact, for 20 of the last 30 years, Ford
has been the worst, according to the US EPA. They were also ranked by the
Union of Concerned Scientists as the worst automaker in terms of greenhouse
gas emissions per vehicle.
We aren't letting everyone else
off the hook. For example, wehaven't been shy about calling General Motors
and the other automakers on their failures as well. We supported Code Pink's
day of action on Earth Day 2004 at Hummer dealers, and Don’t Crush.com’s
efforts to save GM and Toyota electric vehicles from destruction.
But Ford is the worst by the
numbers. And that's even more disappointing because we expect more from a
brand that is associated with a history of innovation.
All of that is to say that,
concentrating most of our resources on the worst actor in the industry is a
strategy that has worked well for us. It's not the only way to win a
campaign, but it has been our most effective way.
Didn’t Ford
produce some hybrids? Shouldn’t we be congratulating them?
You're correct, over the next
several years Ford is releasing 3 hybrids, including the Escape SUV and a
Mercury SUV with a hybrid version. Ford hasn’t been shy about marketing
these green vehicles.
Our problem with Ford is that the
company has had the lowest fuel efficiency in America of all the major
automakers for six years running (according to EPA statistics). In fact, for
20 of the last 30 years, Ford has been the worst. And that's especially
disappointing from a brand like Ford which is associated with a history of
innovation.
Although the technology going into
the hybrid gas-electric vehicles is a good transition, we remain concerned
that Ford is only making making too few of them. In 2010, Ford's annual
hybrid production will only be 250,000, around 3.5 percent of Ford’s total
fleet of approximately 7 million cars, trucks and SUVs. And it's hard to
trust a company that's loudly marketing hybrids but with no fanfare just
discontinued its clean-burning compressed natural gas (CNG) vehicles
program, and stopped making petroleum-free plug-in electric vehicles (EVs).
In fact, Ford didn’t just discontinue EVs, they began to crush the vehicles
so that there would be no record of Ford’s brief history with full zero
emission vehicles. Four years ago, Ford’s advertising for the EVs was also a
very exciting, environmental landmark. Now most of the cars are in the scrap
yard, and Ford is advertising its latest environmental vehicle.
All in all, even if Ford is taking
some good first steps, we're convinced that with public pressure Ford will
go much further.
Are
zero-gasoline, zero-emissions cars really possible?
Oh yes, definitely. Most of
today's cars drive with a 100 year-old technology, the internal combustion
engine. Although fuel efficiency hasn't increased (for example, Ford’s Model
T drove 24 miles on a gallon of gas while today Ford’s fleetwide average is
18.8 mpg) there are plenty of ways today to improve fuel efficiency and
achieve Zero Emissions.
Electric vehicles offer a glimpse
into what a completely petroleum-free auto fleet could look like. EVs
plugged into solar panels have allowed drivers across California to live
free from fossil fuels. EVs were leased by automakers in the U.S. until
2002; many of these cars survive today despite automakers’ attempts to
eliminate them. Many customers have converted regular cars to EVs by
removing the engines and replacing them with battery packs, and several
small specialty companies offer new retail EVs.
A promising new development is
Plug-in Hybrid Electric Vehicles (PHEVs), which are modified versions of a
hybrid vehicle outfitted with a larger battery pack and a plug. The
batteries hold a sufficient charge for a daily commute, and the car still
has its engine and gas tank for a longer trip.
What about
using alternative fuels like bio-diesel and ethanol?
Biodiesel and ethanol fuels may
be a viable option to help us declare independence from oil. Like any fuel
source, these biofuels have associated pros and cons. Agriculture consumes a
lot of fuel, and under the current system, we'd use more fuel to for
everything, from operating the tractors, transporting the products, and even
converting them to fuel than the fuel we'd produce! But
eventually, with advances like cellulosic ethanol, biofuels could ultimately
reduce our greenhouse gas emissions. As an alterative to fossil fuels,
biofuels have low carbon monoxide emissions and little smog pollution.
Furthermore, since these products
can be made within our country, biofuels have the benefit of limiting high
transportation costs from importing foreign oil. Domestic production also
allows us to reduce our oil imports from conflict regions and countries that
abuse human rights.
Our actions are not aimed to harm
the dealer or dealership. Rather they are directed at dealers because
dealers have a great potential for effecting change within Ford Motor
Company. Ford can’t sell its vehicles without its dealers. The nature of
this relationship means that when dealers pass on a message, headquarters
pays attention. Essentially, if the dealers demand zero emissions vehicles,
Ford should deliver.
And there’s a basic reason that
the dealers are increasingly demanding fuel efficiency. Dealers rely on the
publics’ demand for their products and demand is shifting away from gas
guzzling SUVs to more fuel efficient models. Because Ford vehicles are the
worst gas guzzlers in the industry, local, independent Ford dealers are
bearing the economic brunt of Ford’s refusal to produce vehicles with higher
gas mileage. Gas guzzling SUVs backup, unsold in dealer’s lots, while
waiting lists for hybrids grow exponentially.
When a dealer says, “the long-term
financial success of both my dealership and Ford Motor Company is tied to
the company’s ability to provide customers with better technology and better
products” Ford sits up, takes notice, and begins to take action on fuel
efficiency.
Grassroots action is the backbone
of our campaign. The diverse network of grassroots activists provides the
human-power behind the Jumpstart Ford campaign. Activists distribute
information, organize demonstrations and events, and recruit other folks to
work with us. Jumpstart Ford supports grassroots activists by offering
materials and information, skills training, local organizing, group
development, and general support.
Ford Motor Company is a huge
corporation, and it will take a lot of pressure to get Ford to increase its
fuel efficiency. Grassroots organizing in local communities raises
awareness about Ford’s track record, our addiction to oil, and climate
change, as well as putting pressure on local dealers.
By working directly at the local
level, you can achieve significant change. When you organize at your local
dealership, you will become part of a network of hundreds of other activists
around the world, all putting pressure on Ford. You are not working alone!
Alternatives to Oil
What are we waiting for? America can
no longer afford the risks of our dependence on oil. Ford Motor Company and
the other automakers face a number of options to lead us into the
twenty-first century.
Bicycles are the best
zero-emission vehicles, and the easiest way to break your oil addiction
is by walking or riding your bike. Public transportation, even diesel
buses, are much much more efficient than single-driver cars. Not
everyone has access to public transportation, and many people work too
far from home to walk or ride their bikes. But those of us who can walk,
ride our bikes, and take the bus or train are helping America declare
independence from oil!
More
efficient internal combustion engines
The technology exists today that
could dramatically improve the fuel efficiency and greenhouse gas emissions
of Ford’s vehicles. Essentially, a vehicle that is powered by an internal
combustion engine is not a very efficient machine. Improvements in engines,
transmissions, and vehicle design exist, but they are mostly sitting on
shelves instead of making Ford’s engines more efficient. According to the
Union of Concerned Scientists, if Ford used today’s technology to clean
up its internal combustion engine, its cars would get an average of 40 miles
per gallon, and if Ford used the most efficient hybrid-electric technology
in its vehicles, they could average 55 mpg, a big improvement over Ford’s
current average of 19.1 mpg.
Hybrid electric vehicles are a
good step towards a more fuel-efficient fleet of vehicles. Hybrids use an
electric motor and large battery to capture and store energy that is
normally lost in inefficient gasoline engine. In the most efficient hybrids,
like the Toyota Prius and the Honda Civic, the energy is used to help run
the vehicle and can dramatically improve fuel efficiency. However, not all
hybrids are designed to maximize efficiency; the Honda Accord and Toyota
Highlander use the battery electric motor to boost the power of the engine
and are hardly more efficient than their non-hybrid counterparts.
Hybrids should play an essential
role in reducing our oil dependence, Ford’s two hybrid SUV models are
certainly improvements over standard SUVs. However, for hybrids to make a
dent in Ford’s oil addiction, the company will have build a lot more than
22,000 in each model year. Ford’s challenge will be to move hybrids out of a
niche market, and into the mass market. If Ford can offer a few of its
customers this efficient technology, they should be putting hybrid engines
in all of their vehicles.
Although hybrids are
efficient, they still use oil; they are simply more efficient gasoline
cars. A better solution would be Plug-in Hybrid Electric Vehicles (PHEVs).
The idea is to enlarge the battery pack in a normal hybrid so that it
can hold more energy, and add a plug, so that the car can get the energy
from the grid or from rooftop solar power. With a plug-in hybrid, which
uses a battery-powered electric motor for the first 30 to 60 miles, most
American commuters would rarely if ever need to fill up or even top off
with gasoline unless making a long trip. Engineers estimate that with a
plug-in hybrid electric car, an American driver could save a whopping
85% of their gas consumption!
http://www.calcars.org/
http://pluginamerica.com
I just returned from three grueling days with
thousands of journalists at the kickoff of the 2007 North American
Auto Show in Detroit. During the media days, the world's top broadcast
and print publications, with rare exception, become a
de facto
public relations agency for the auto industry, giving primetime
coverage and front-page headlines to anything fed to them from the car
companies' news releases. I overhead one journalist say, "I know it's
just a puff piece, but it's fun."
Media center of the 2007 Detroit Auto Show
For car buyers who think about their
vehicle's environmental and energy impact, it's easy to get lost in
the media blitz. Beyond the hype, does the Detroit Auto Show reveal
anything about the industry's response to the emerging climate change
crisis, or the new realities of petroleum dependence? If anybody can
read those green tea leaves, it's Dr. John DeCicco of Environmental
Defense. As an automotive engineer, he has spent his entire career
analyzing hard environmental data. I walked the show floor with Dr. D,
who sees a lot of hope at the 2007 show—but not in a ways that you
might expect.
Hybrids? Nope. From DeCicco's perspective, all except Toyota's hybrids
are still "fringe" offerings. Fuel cells? Speculative. "It's wonderful
that Honda has built a fuel cell car and put it in a few customer's
hands. But the number of barriers there are pretty incredible." Cars
that can run on ethanol? "Ethanol has the promise of being green, but
right now Detroit is using it as greenwash." (See
E85 Puzzle: Double the Credit for Half the Work.) Diesel?
According to the gospel of John, diesel is far more real than fuel
cells, but until the emissions issues are resolved, it's not a
significant player.
DeCicco is a pragmatist. In his opinion, the most interesting segments
are the so-called SUV-crossovers—smaller, more wagon-like SUVs—and the
resurgent small car segment. He looks at mainstream designs that make
up the vast majority of the market, and is optimistic. "I see a
rebalancing of products that are right-sized, rather than, shall we
say, super-sized," he explains.
SIGNS OF HOPE
Hyundai Veracruz
The new Hyundai Veracruz
crossover: "This is the sort of vehicle that's going to be appealing
to buyers now who were buying Ford Explorers 10 years ago."
Honda Ridgeline
Pickup: "This is a balancing trend relative to full-sized pickups,
which are really family haulers for people who want the image of a
truck, or vehicles for some single people who want a pickup instead of
a sports car. The shows the ability to create appealing product that
fits, but is not a Ford Super Duty or a huge Toyota Tundra."
Ford Airstream Concept
Ford Airstream
Concept: "Something like this has already been implemented
in vehicles like the Honda Element or the boxy Scion xB on a smaller
scale. A right-size appealing concept like this is an example of
putting the creative energy and customer appeal into a product that
doesn't do any harm. As an Airstream, if it was executed with an
aluminum unibody, lighter with the right safety features, very
aerodynamic, this could be a much more efficient product for the
amount of usable space than your typical SUV, or even today's
minivans."
Ford F-350 Super
Duty: "In Ford's unveiling of the newSuper Duty at the auto
show, Ford executive Mark Fields talked about the concept's 12,000
pound towing capacity. He said, 'we are running out of things to tow
with it.' To me, that is what is we have to get away from." He adds
with a smile, "I don't say the whole show is hopeful."
ELECTRIC VISIONS AND REALITIES
I start to get antsy after all this talk about slightly smaller pickup
trucks and SUVs. I pull DeCicco over to the Chevy Volt, a plug-in
series hybrid concept vehicle that is receiving a lot of publicity. GM
claims the Volt is a "game-changer" and will be ready for the road in
just a couple of years. Isn't that the kind of quantum leap forward we
need?
DeCicco replies that people have been talking about the need for a
quantum shift for a long time. He offers an analogy:
"We have our boots on, and they're caked with manure. Oil dependence,
CO2, all this pollution, horrible situation. How are we going to get
out of it? Look. Yonder. Blue skies. Nice pristine environment over
there in the distance. That's where we have to go. And then, what are
we doing? Taking another step in it. Don't talk to me about the need
to go up to the pristine lake at the top of the mountain, when we're
not paying attention to where we're putting our feet from one day to
the next, from one year to the next. Because there's no way to get
there by stomping in more manure."
DeCicco draws a line between the public's very real hunger for
solutions, the pressure that it creates in the auto industry, and the
desire for carmakers to respond with concept vehicles like the Chevy
Volt. "It fits because there's been so much effort put into the
electric vehicle vision as the technology that will save us from
ourselves."
Ironically, DeCicco explains, GM lit a fire under that vision with the
Impact, which they put out as a concept vehicle at the Los Angeles
Auto Show in 1990. That spurred the Zero Emission Vehicle (ZEV)
mandate, which became their ill-fated electric vehicle, the EV1.
"Start the clock at 1990 and look at the realities on the ground now.
GM's fuel economy is lower than it was in 1990, as is its market
share. That is not a success story. That is neither environmental
progress nor economic progress. I contrast that with the kind of
rebalancing I see in a resurgence of crossovers and new small cars
that are beginning to excite people. To me, that's real product that
doesn't face questions like, oh, how do we store the hydrogen, or…dang
my cell phone just ran out. Our lithium technology is not quite there
yet."
WAKE UP AND SMELL THE REALITY
By this time, we've made a wide sweep across the expo floor, I'm
famished and DeCicco is exhausted. He suggests a visit to BMW's
display, renowned for serving great food. I order a crepe and DeCicco
grabs an espresso—it's BMW, after all. As we sit down, we see Tom
Purves, chairman and CEO for BMW of North America. I can't resist
asking about BMW's view of the environmental and energy equation.
Purves replies, "A BMW customer may not be desperately worried about
paying his gasoline bill. But he would like to have bragging rights
that his new 7 series doesn't just go fast, it actually uses a bit
less fuel." Mr. Purves provides a detailed explanation of BMW's notion
of "efficient dynamics," the painstaking R&D effort to simultaneously
achieve better performance and better efficiency.
I ask, "What about leapfrogging the efficiency equation with new
technology?" He responds, "Leapfrogging is one of those things that
people talk about but hardly ever do. What you do is incrementally
improve performance over time. Since 1990, our corporate fuel economy
on a worldwide basis has improved by nearly 30 percent. This is all
real stuff available to consumers effectively today, rather than
something that's perhaps 15 or 20 years in the future."
I look over at DeCicco. He gives me a knowing glance and swigs down
his espresso.
2007 Detroit Auto Show By Dan Havrilak on 2007-01-11 14:39:23
I was extremely disappointed with the
2007 DAS TV show. I had it Tivoed and was looking forward to the
segment on hybrids. I watched the whole program, and the segment
on hybrids never came! I scanned through it again, and the
Veracruz was their idea of a hybrid. Full and pure hybrids were
completely ignored.
EV's at Fault? By CDurnell on 2007-01-11 19:11:18
Let’s get this right. John DiCicco
thinks the GM Impact and the resultant California ZEV mandate
are complicit in Detroit’s insistence on making the
fuel-guzzling behemoths of the 1990’s? What? The reason the
Suburban, Explorer, et. al. were being made is because they were
popular at a time when fuel prices were at an historic low--in
no small part because the U.S. federal CAFE standards of the
1970’s were met with the price ‘management’ practices of OPEC
during the late 1980’s and 90’s. And Detroit couldn’t—and still
can’t—compete with Japan when it comes to compact and small
midsize cars (and full size cars for that matter), so they made
SUV’s because they could take a truck like the Silverado, add
leather seats and a DVD player, and sell it for 100% profit as
an Escalade. Small, fuel-efficient cars are to this day still
thought of in the U.S. as painful necessities, not desirable
forms of transportation. You know, the kind of vehicle a poor
single mother working two jobs would drive, not a suburbanite
with a six figure household income. Detroit is still fixated on
this stereotype. Why else would Ford still insist on not selling
the European Focus in the U.S.
Sure, smaller, more fuel-efficient crossovers and small cars
will make a significant difference to the world’s environment
and energy security. That should be where we start. Efficiency
is the mandate of the 21’st century. I understand where John is
coming from. We need to be pragmatic and not think that the
ultimate solution is somewhere on the mountaintop. But to
suggest that we should stop pursuing so-called ‘game changing’
technologies is, I think, irresponsible. Sort of a baby out with
the bath water argument. Especially for a technology so
tantalizingly close as plug-in hybrids. A technology much closer
than fuel cells will ever be.
Electric
Vehicles
Ford once mass-produced two
full-sized vehicles that were completely independent from oil: the Th!nk
City EV and the Ranger EV pickup truck. Ignoring demand, Ford eliminated the
program and destroyed all but a few hundred of its only zero-emission
vehicles.
Click here for more info. EVs are occasionally available today through
Ebay and other, mostly online sources, and custom EVs are being made.
The greatest advantage to the EV
is that it has no gas tank, the only power for the car is its electric motor
and a very large battery pack, which is plugged in to recharge. Ford’s EVs
had a range of 80-100 miles; advances in battery development give the latest
EVs up to a 300 mile range. The drawbacks of EVs today is that they have
become extremely rare; with no major auto manufacturer currently producing
EVs in the U.S., Americans no longer have easy access to petroleum-free,
pollution-free cars.
http://pluginamerica.com/ http://evworld.com/
Baywatch actress
Alexandra Paul is arrested attempting to save GM's last EV1s from the
scrapyard
Biodiesel
An ordinary diesel engine, like
those in a Volkswagen or a Jeep Liberty, is already equipped to run on
biodiesel, a renewable and biodegradable version of diesel fuel, but made
from biomass such as vegetable oils, animal fats, or algae.
Biodiesel is plant-based, and
plants sequester greenhouse gases which offsets the emissions produced by
biodiesel. Also, biodiesel produces less air pollution than regular diesel
and would reduce our dependence on petroleum.
There are also
drawbacks to biodiesel, for example, the energy it takes to grow plant
crops for any biofuels raises concerns about the sustainability of biofuels.
It is also uncertain whether agricultural land currently devoted to food
crops should be diverted for transportation production, a situation that may
be resolved with developments in cellulosic ethanol.
Learn more at
www.biodiesel.org
...and
www.biodieselamerica.org/index.php
Run your car on French fry oil!?!
Used or new vegetable oil is for more than just cooking; it’s also a biofuel
that is gaining nationwide grassroots support. Veggie oil is plant-based,
and plants sequester greenhouse gases which offsets the emissions produced
by the oil.
Diesel engines running on veggie
oil produce less air pollution than regular diesel and would reduce our
dependence on petroleum. Used fryer oil is a waste product and operating
your vehicle on filtered fryer oil removes this product from the waste
stream. And it’s usually free of charge, since restaurants are often happy
to get rid of it. The drawback is volume—used veggie oil is free and
plentiful right now, but it is in fact a limited resource. As the current
grassroots demand grows and shifts toward mainstream usage, we could soon
experience Peak Veggie Oil.
Diesel engines can run on
vegetable oil with a modification kit, which retails for $600-$1000.
A biodiesel bus
fueled by used fryer oil toured the U.S. on the Road to Detroit during
2005
Ethanol
Ethanol is a biofuel that can be
used in standard (non-diesel) cars that are factory modified. Since 1999 an
increasing number of vehicles are designed to be dual-fuel or flex-fuel
vehicles, so they can automatically run on either ethanol, gasoline, or a
high blend (85%) of ethanol called E85. Gasoline also may have up to a 10%
blend of ethanol, known as E10 as an additive to reduce pollution.
Ethanol-blended gas is already for sale in California and many regions of
the country at an ordinary gas station. A plug-in hybrid car that uses E85
instead of gasoline would effectively get 500+ MPG of gasoline, plus
electricity, plus ethanol.
Ethanol produced from sugar cane
is being used as automotive fuel in Brazil. Most ethanol in the U.S. is
produced from corn, but ethanol also could be derived from wheat, potato
wastes, cheese whey, rice straw, sawdust, urban wastes, paper mill wastes,
yard clippings, molasses, castor beans, seaweed, surplus food crops, and
other plant wastes. Since ethanol is plant-based, the plants sequester
greenhouse gases, which in turn offset the emissions produced by the
ethanol. Ethanol also produces less air pollution than regular gasoline.
Ethanol could reduce our dependence on petroleum, so long as it doesn't take
more fuel to grow crops than is produced.
The drawback of ethanol is in the
amount of land use and energy inputs required for production. Many experts
have expressed concerns that switching from food crops to transportation
crops may not make our transportation more sustainable. Other critics point
to the very high energy required to grow crops like corn, including gasoline
in tractors and transportation of the grain as well as the various chemicals
sprayed on the crops. To learn more, go to: http://www.ethanol.org/
http://www.e85fuel.com/
http://www.greenenergynetwork.com/
Cellulosic
Ethanol
Cellulosic ethanol is the same as
normal ethanol except it is not derived from crops. Instead it is made from
grasses and agricultural waste. In other words, rather than using the kernel
of corn, cellulosic ethanol uses corn stalks, which would otherwise be
wasted. Cellulosic ethanol offers a promising alternative because it’s as
clean and carbon-neutral as regular ethanol, but it doesn’t have the
drawbacks of regular ethanol. However, because cellulosic ethanol is in the
development phase, it is not currently available.
Learn more about cellulosic ethanol
Hydrogen Fuel
Cells
The fact is that hydrogen fuel
cells are still science fiction. Fuel cells won’t be marketable for 20
years, not to mention the fact that we do not have an affordable,
climate-neutral means of producing hydrogen. In order to generate the amount
of electricity needed to get hydrogen from water, we would produce an
enormous polluting. In other words, we would use enormous amounts of dirty
energy in order to create a nonpolluting energy source. Without a dramatic
shift in electricity generation in the U.S., hydrogen fuel cells will be
like lead us from the frying pan into the fire. In fact, electric vehicles,
available and on the road today, are a sustainable short-cut. They also
require a clean energy revolution, but they don’t require us to wait 20
years before we can get started.
Learn more about hydrogen fuel cells
The Ideal
Clean Green Car
We don’t know which of these
technologies will enable us to completely end our oil addiction – likely it
will be a combination. What we do know is that we can’t wait. Our planet is
in a crisis, people are being killed and we need to take a dramatic step in
ending our oil addiction. While we continue to develop new, healthier
technologies we can and have the ability to act today.
We recommend: 1) A Plug-in Hybrid Electric Vehicle
with at least a 40 mile range in its battery 2) Recharged with electricity powered by
residential rooftop solar 3) And for longer trips, with cellulosic
ethanol or waste biodiesel fuel in the tank.
Activists in Des
Moines, Iowa in 2004 demanding petroleum-free, pollution-free
transportation.
Unable to increase Fonts Below 1-15-07
OIL CONSERVATION
In
view of the need to reduce the ever-increasing gap between demand and indigenous
supply of crude oil and petroleum products the Government has accorded top
priority to conservation of petroleum products. Towards this end various steps
to promote conservation of petroleum products in the transport, industrial,
agricultural and domestic sectors have been initiated. These include adoption of
measures and practices which are conducive to increase fuel efficiency and
training programmes in the transport sector, modernisation of boilers, furnaces
and other oil-operated equipment with efficient ones and promotion of
fuel-efficient practices and equipment in the industrial sector; standardisation
of fuel efficient irrigator pumpsets and rectification of existing pumpsets to
make them more energy-efficient in the agricultural sector and development as
well as promotion of the use of fuel-efficient equipment and appliances like
kerosene and LPG stoves in the household sector. These activities are promoted
and coordinated by the Petroleum Conservation Research Association (PCRA) and
Oil Marketing Companies under the guidance and supervision of the Ministry of
Petroleum and Natural Gas.
Campaign
Multi-media campaigns are organised for creating mass
awareness about the need for conserving petroleum products and for informing and
motivating users to take concrete steps to actually conserve such products. Oil
marketing companies have also been playing an important role in using various
media for creating mass awareness. To enlarge the base of mass awareness,
Conservation Week is organised throughout the country during January by the oil
sector as a whole in close coordination with the concerned
Ministries/Departments of the Union Government, State Governments, public sector
undertakings and Chamber of Commerce. A number of activities apart from
multimedia mass awareness and education campaign are organised during the
Conservation Week.
Lubricants
In view of the excellent potential for conservation of
liquid fuels and lubricating oils through quality upgradation of automotive
lubricants, an action plan to produce and sell high grade lubricants to the
extent of about 2.50 lakh tonnes per year to replace lubricants of lower
efficiency in a phased manner was formulated which has been fully implemented by
the Oil Companies.
Substitution
Compressed Natural Gas (CNG) is used as a fuel in
transport sector in many countries. It is a safe and clean burning fuel besides
being environment friendly. It has been established that exhaust emissions like
hydrocarbons and carbon monoxide are significantly reduced as compared to other
fuels. Toxic emissions such as lead and sulphur are completely eliminated.
Existing petrol vehicles can use CNG by fitting a conversion kit. The CNG
converted vehicles, have the flexibility of operating either on petrol or on CNG.
An experimental programme to use CNG as fuel in transport sector in the country
was initiated by GAIL in 1992. Under this programme CNG is made available by
GAIL in Delhi, Mumbai , vadodara and Surat. For CNG dispensing, natural gas is
compressed and filled into truck mounted cascades (basket of cylinders) in the
mother compressor station and transported to daughter units for dispensing to
CNG vehicles.
A programme to replace the use of kerosene in textile
pigment printing with synthetic thickeners has been under implementation. The
objective is to achieve 40 to 50 per cent conservation of kerosene in this
application which would not necessitate any significant technological changes to
be made by the textile industry. For achieving this the respective State
Governments have been advised to reduce the quota of kerosene for pigment
painting of textiles sold in the domestic markets.
The oil refineries are implementing various schemes
like revamping and replacement of inefficient furnaces and boilers and
installation of heat exchangers, economisers and generation equipment apart from
adoption of improved house-keeping practices for conservation of hydrocarbons. A
variety of effective and result-oriented conservation methods have also been
adopted by the undertakings in the oil sector engaged in upstream activities
like exploration, production and transportation of crude oil and natural gas.
PCRA
The Petroleum Conservation Research Association (PCRA)
was set up in 1976 as part of the Government’s response to the oil crisis of
early seventies. It undertakes studies for identifying the potential and to make
recommendations for achieving conservation of petroleum products in various
sectors of the economy. The PCRA was also entrusted with the task of sponsoring
R&D activities for the development of fuel-efficient devices and running a
multimedia campaign for creating mass awareness for the conservation of
petroleum products. The oil marketing companies have also been making efforts to
promote oil conservation to give a greater thrust to oil conservation efforts
and provide support and effectiveness of the PCRA . A conservation cell was
established In the Ministry in 1989.
The major activities of PCRA are the creation of mass
awareness on the need for the conservation of petroleum products, promotion of
measures to curb wasteful practices and improve the oil use efficiency of
equipment, devices and vehicles as well as research and development for
improving oil use efficiency in various other sectors.
Environmental Issues
In pursuance of the need for reduction of
environmental pollution due to emission from vehicles, the oil companies have
already made available unleaded petrol in the four metros of Delhi, Mumbai,
Kolkata and Chennai and radial routes emanating from these metros and in the
city of Agra . Oil companies have been supplying High Speed Diesel (HSD) with
reduced sulphur content of 0.5 per cent maximum as against the existing level of
1per cent from 1.4.96 in the four metros and petrol with reduced lead content of
0.15g/ltr. (maximum) all over the country . Supply of very low sulphur HSD, i.e.
containing maximum of 0.25 per cent sulphur has also been introduced in various
cities.
Protecting the Taj
The impact of air pollution on Taj Mahal in the recent
years has become a matter of grave concern. It has been recognised that
corrosive impact of pollutants and emissions from industries and vehicles in the
vicinity of the Taj needs to be addressed first. Keeping this in view, the
Ministry of Petroleum & Natural Gas, launched a ten-point programme aimed at
reducing air pollution for protection of this world heritage monument by
introducing cleaner fuels. The progress of implementation of the programme is
being closely monitored by a task force set up in the Ministry.
In thinking through the role of government responses to Peak Oil, and
I've come to a realization that wasn't obvious to me:
Governments suffer financially when conservation occurs, because tax
revenues drop. This gives most governments a disincentive
to push conservation.
Direct Tax Losses
Direct
tax losses are the biggest effect. Direct taxes include royalties
on oil leases, and federal, state, a
Prologue The Chemistry
On a blackboard, it looks so
simple: Take a plant and extract the cellulose.
Add some enzymes and convert the cellulose molecules into sugars.
Ferment the sugar into alcohol. Then distill the alcohol into fuel.
One, two, three, four — and we're powering our cars with lawn
cuttings, wood chips, and prairie grasses instead of Middle East
oil.
Unfortunately, passing chemistry class
doesn't mean acing economics. Scientists have long known how to turn
trees into ethanol, but doing it profitably is another matter. We
can run our cars on lawn cuttings today; we just can't do it at a
price people are willing to pay.
The problem is cellulose.Found in plant cell walls, it's the most abundant
naturally occurring organic molecule on the planet, a potentially
limitless source of energy. But it's a tough molecule to break down.
Bacteria and other microorganisms use specialized enzymes to do the
job, scouring lawns, fields, and forest floors, hunting out
cellulose and dining on it. Evolution has given other animals
elegant ways to do the same: Cows, goats, and deer maintain a
special stomach full of bugs to digest the molecule; termites harbor
hundreds of unique microorganisms in their guts that help them
process it. For scientists, though, figuring out how to convert
cellulose into a usable form on a budget driven by gas-pump prices
has been neither elegant nor easy. To tap that potential energy,
they're harnessing nature's tools, tweaking them in the lab to make
them work much faster than nature intended.
While researchers work to bring down the
costs of alternative energy sources, in the past two years
policymakers have finally reached consensus that it's time to move
past oil. The reasoning varies — reducing our dependence on unstable
oil-producing regions, cutting greenhouse gases, avoiding
ever-increasing prices — but it's clear that the US needs to replace
billions of gallons of gasoline with alternative fuels, and fast.
Even oil industry veteran George W. Bush has declared that "America
is addicted to oil" and set a target of replacing 20 percent of the
nation's annual gasoline consumption — 35 billion gallons — with
renewable fuels by 2017.
But how? Hydrogen is too far-out, and it's
no easy task to power our cars with wind- or solar-generated
electricity. The answer, then, is ethanol. Unfortunately, the
ethanol we can make today — from corn kernels — is a mediocre fuel
source. Corn ethanol is easier to produce than the cellulosic kind
(convert the sugar to alcohol and you're basically done), but it
generates at best 30 percent more energy than is required to grow
and process the corn — hardly worth the trouble. Plus, the crop's
fertilizer- intensive cultivation pollutes waterways, and increased
demand drives up food costs (corn prices doubled last year). And
anyway, the corn ethanol industry is projected to produce, at most,
the equivalent of only 15 billion gallons of fuel by 2017. "We can't
make 35 billion gallons' worth of gasoline out of ethanol from
corn," says Dartmouth engineering and biology professor Lee Lynd,
"and we probably don't want to."
Cellulosic ethanol, in theory, is a much
better bet. Most of the plant species suitable for producing this
kind of ethanol — like switchgrass, a fast- growing plant found
throughout the Great Plains, and farmed poplar trees — aren't food
crops. And according to a joint study by the US Departments of
Agriculture and Energy, we can sustainably grow more than 1 billion
tons of such biomass on available farmland, using minimal
fertilizer. In fact, about two-thirds of what we throw into our
landfills today contains cellulose and thus potential fuel. Better
still: Cellulosic ethanol yields roughly 80 percent more energy than
is required to grow and convert it.
So a wave of public and private funding,
bringing newfound optimism, is pouring into research labs. Venture
capitalists have invested hundreds of millions of dollars in
cellulosic-technology startups. BP has announced that it's giving
$500 million for an Energy Biosciences Institute run by the
University of Illinois and UC Berkeley. The Department of Energy
pledged $385 million to six companies building cellulosic
demonstration plants. In June the DOE added awards for three $125
million bioenergy centers to pursue new research on cellulosic
biofuels.
There's just one catch: No
one has yet figured out how to generate energy from plant matter at
a competitive price. The result is that no car on the road today
uses a drop of cellulosic ethanol.
Cellulose is a tough molecule by design, a
fact that dates back 400 million years to when plants made the move
from ocean to land and required sturdy cell walls to keep themselves
upright and protected against microbes, the elements, and eventually
animals. Turning that defensive armor into fuel involves pretreating
the plant material with chemicals to strip off cell-wall
protections. Then there are two complicated steps: first,
introducing enzymes, called cellulases, to break the cellulose down
into glucose and xylose; and second, using yeast and other
microorganisms to ferment those sugars into ethanol.
The step that has perplexed scientists is
the one involving enzymes — proteins that come in an almost infinite
variety of three-dimensional structures. They are at work everywhere
in living cells, usually speeding up the chemical reactions that
break down complex molecules. Because they're hard to make from
scratch, scientists generally extract them from microorganisms that
produce them naturally. But the trick is producing the enzymes
cheaply enough at an industrial scale and speed.
Today's cellulases are the enzyme
equivalent of vacuum tubes: clunky, slow, and expensive. Now, flush
with cash, scientists and companies are racing to develop the
cellulosic transistor. Some researchers are trying to build the
ultimate microbe in the lab, one that could combine the two key
steps of the process. Others are using "directed evolution" and
genetic engineering to improve the enzyme-producing microorganisms
currently in use. Still others are combing the globe in search of
new and better bugs. It's bio-construction versus bio-tinkering
versus bio-prospecting, all with the single goal of creating the
perfect enzyme cocktail.
President Bush, for one, seems to believe
that the revolution is imminent. "It's an interesting time, isn't
it," he mused this February. "We're on the verge of some
breakthroughs that will enable a pile of wood chips to become the
raw materials for fuels that will run your car." Whether the car of
the future will be powered by wood chips isn't clear yet. But it may
depend on the success of the hunt for tiny enzymes that could be
discovered anywhere from a termite's stomach in Central America to a
lab bench to your own backyard.
Lynd's microbe would
be an all-in-one ethanol factory. Portrait:
Peter Yang
Chapter 1 The Veteran
Trace the fortunes
of cellulosic ethanol over the past three decades and you'll find
that the arc almost perfectly mirrors Lee Lynd's career.
The 49-year-old Dartmouth professor started in a compost heap in the
1970s, seemed on the verge of a breakthrough in the '80s, and nearly
went bust in the '90s. "There were times," he says, "when my lab
barely had a pulse." Now, as a central player in the burgeoning
cellulosic industry, he works out of a rejuvenated Dartmouth lab and
sparkling new offices in nearby Lebanon, New Hampshire, freshly
equipped and staffed by nearly two dozen PhDs. Many are recent
hires, the beneficiaries of $60 million that Lynd's company, Mascoma,
has raised. The firm is beginning construction on a pilot-scale
ethanol plant in New York state this year, and it recently announced
plans for a $100 million production plant in Michigan, projected to
break ground in 2008.
Lynd has deep-set eyes and wavy blond hair
graying at the temples. He dresses the casual businessman, his inner
environmentalist betrayed only by a pair of leather sandals. Working
on a farm as a biology undergrad one summer in the 1970s, Lynd
noticed that a thermometer stuck in a compost pile registered 150
degrees Fahrenheit. He knew that microorganisms must be at work in
there, digesting the plants and turning them into... something. Lynd
became obsessed with harnessing that biology to generate usable
energy from plants.
He certainly wasn't the first scientist to
try. The oil crisis of the '70s spurred a wave of federally funded
research on cellulosic ethanol. Then, in the mid-'80s, when
President Reagan declared the fuel crisis over, the DOE money
vanished with few results. Many academics fled to other fields where