End Addiction to Oil
Click on the center arrow for the YouTube Video Intro by Brian Nelson
www.EndAddictionToOil.com 
 

EndAddictiontoOil.com 
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To Go To The Other Sites Simply Click on:
1. http://www.EndAddictionToOil.com

2.http://www.EndAddictionToOil.com/Waste/EnergyConservation.html 
3.
http://www.EndAddictionToOil.com/Waste/Consumptivitis.html
4.
http://www.EndAddictionToOil.com/Waste/Recycle.html
5. http://www.ChangingIdeas.com/Global-Warming/It-Must-Be-Stopped.html

Welcome, End Addiction to Oil.com
"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."

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,
 

Nelson Plan to Save the Planet!
http://www.NelsonPlanSaveThePlanet.com 8-6-5pm
1. Use the Pickens Plan For Energy
www.PickensPlan.com T.
Boone explains the Pickens Plan briefly  6 minutes.
www.PickensPlan.com/news Boone Speaks
Click Video Topeka Town Hall 7-30-08 1 hour 5 min
www.EndAddictiontoOil.com    www.TheWindTurbines.com   
  www.TheNaturalGasCars.com            www.UseSolarPowerEnergy.com   .
2 . Conserve the Planet 
www.DropOfOil.com
Reduce waste saving "One Drop Of Oil" at a time.
www.DropOfOil.com/SaveThe/Planet1.html 
Reduce consumption saving "One Drop Of Oil" at a time.
3 Change our Culture and Patriotism
 www.AmericanPatriotismNeeded.com  Get Americans to be patriotic (This Is going to be hard.)

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Brian Nelson. Owner   31 Gessner Rd. , Houston, TX 77024   713-467-3025  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

 
http://www.youtube.com:80/watch?v=VTiJEedicPo

5-11-08 34 views   2 comments.
 

You are at: http://www.EndAddictionToOil.com    ud 08/08/2008 05:55 PM -0500  Bookmark this page now!

    5-14-07  www.YouTube.com     http://www.youtube.com/watch?v=LZnZxjFWY7U#GU5U2spHI_4   Response. h2fcell (1 hour ago)
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.

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Misspelled words used to find this page 1 of 7.addiction, addyctiom, addicion, adyctiom, addition, addicchon, addction, adicchon, addycchon, adycchon, addicchun, adicchun, addictiom, addycchun, adictiom, addictin, adycchun, addyction, adyction, addycton, adiction, addicsion, adycton, addicton, adicsion, addycshun, adicton, addycsion, adycshun, addicshun, adycsion, addycshon, adicshun, adycshon, addicshon, adicshon, additiom, aditiom, addytiom, additin, adytiom, addiion, addtion, adichun, adeshun, adetion, addychun, addeshun, addeton, adychun, addichon, adeton, addechun, adichon, addetiom, adechun, addychon, adetiom, adychon, addeshon, addechon, adeshon, adechon, addesion, addichun, adesion, addetion, addision, addyton, adition, adision, adyton, additon, addysion, addyshun, aditon, adysion, adyshun, addishun, addyshon, adishun, adyshon, addishon, adishon, addytion, adytion, ad1ct1on, ad1ct1om, addictino, addictoin, addiciton, additcion, addcition, adidction, dadiction, oil, oir, iol, ior, o11, o1l, oli, conservation, cnservation, concervatiom, coservation, conselvatiom, conervation, concelvatiom, consrvation, consevation, conseration, conservtion, conservaion, conservatin, conservatiom, conservahton, conservahshun, concervachun, conselvahton, conselvahshun, concelvachun, concervahton, concervahshun, conservahtion, conservahchon, conservahsion, conselvahtion, conservachon, conselvahchon, conselvahsion, concervahtion, conselvachon, concervahchon, concervahsion, concelvahtion, concervachon, conservahchun, conservahtiom, conservahshon, concelvachon, conselvahchun, conselvahtiom, conselvahshon, conservachun, concervahchun, concervahtiom, concervahshon, conselvachun, conselvashon, conservashun, concelvation, conservashon, concelvaton, concervation, concelvashun, concervaton, concelvashon, concervashun, conservasion, concervashon, concervasion, conselvation, conselvasion, conselvaton,
Addicted to Oil: Thomas L. Friedman Reporting
small text
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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.

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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)
story.sotu.0126.jpg
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.

    An instant CNN/USA Today/Gallup opinion poll of people who watched the speech found that more than half reacted positively. (Watch a slide show of the highlights of the speech)

    Bush also offered a proposal aimed at ending U.S. dependence on foreign oil as more Americans express concern about the rising cost of gasoline and home heating fuel. (Watch the president describe America's 'serious' addiction to oil -- 2:20)

    "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."

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    Bush: End 'addiction' to oil

    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.

     
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    Can biofuels help break our addiction to oil?

    by Patti Meagher

    ethanol pump
    Analysts predict that the boom in biofuels will contribute to an increase in U.S. ethanol output from 4.8 billion gallons this year to about 8 billion in 2008. Congress last year mandated that gasoline contain 7.5 billion gallons of “renewable fuel” by 2012.
    PHOTO COURTESY INSTITUTE OF TRANSPORTATION STUDIES

    Henry Ford called ethanol the “fuel of the future” and planned to run his Model T on it until oil, which was plentiful and cheap at the time, emerged as the dominant fuel. Ethanol resurfaced during the 1973 oil crisis, when gasoline prices edged upward and price controls, gas rationing and oil embargoes became the order of the day. More recently, ethanol in a 10 percent concentration has been rapidly replacing methyl tertiary-butyl ether (MTBE) as a gasoline additive, and it is now increasingly available in an 85 percent mix called E85.

    Also called grain alcohol, ethanol is one of several biofuels, fuels made from agricultural crops like corn or soybeans and waste products like used lumber and manure. The biofuel business is booming, fueled this time by more than rising prices at the pump. Proponents say biofuels could help end our dependence on oil imports, boost a sagging agriculture industry and reduce environmental damage caused by burning fossil fuels. President Bush is advocating biofuels, Bill Gates is investing in them and Willie Nelson is even marketing his own brand.

    But not everyone agrees that biofuels are the answer to America’s 20-million-barrel-a-day oil habit. Critics claim that producing biofuels consumes more energy than they generate, and some warn that converting farmland from food to fuel crops could result in higher food prices and deplete natural resources worldwide. A new center established this year, the Joint Center for Transportation Sustainability Research, will help focus UC Berkeley’s research in the areas of transportation, environment and sustainability, including biofuels. But for the last three years, Berkeley has been a microcosm of the ongoing debate, as two of its most widely quoted authorities, Dan Kammen and Tad Patzek, are crunching data on opposite sides of campus in an effort to determine the truth about biofuels.

    Dan Kammen
    Dan Kammen has appointments in nuclear engineering, the Goldman School of Public Policy and the Energy and Resources Group. Founding director of Berkeley's Renewable and Appropriate Energy Laboratory, he joined the faculty in 1999.
    PEG SKORPINSKI PHOTO

    “We know that ethanol is a net energy winner,” says Kammen. “With investment and innovation, it could be a huge resource.” The Class of 1935 Distinguished Professor of Energy, Kammen has appointments in nuclear engineering, the Goldman School of Public Policy and the Energy and Resources Group. His latest research shows that corn-derived ethanol—produced from the U.S. corn crop through an expensive and resource-intensive process that uses just the corn kernel—saves significantly on gas but reduces greenhouse gas emissions only by about 15 percent.

    Even so, what Kammen likes about corn ethanol is that it is available now and can begin making a dent in our petroleum consumption while research continues on better alternatives. Most promising, he says, is cellulosic ethanol, made from paper pulp, specially designed fuel crops like switchgrass and many wastes that can be diverted from landfill and turned into fuel. The big success story in cellulosic ethanol comes from Brazil, which will achieve energy self-sufficiency some time this year thanks to a 30-year investment in ethanol derived from its native sugarcane. Cellulosic ethanol has the potential to yield many times more energy than corn ethanol and will greatly reduce greenhouse gas emissions, Kammen says. With a few new experimental refineries under construction, he adds, cellulosic ethanol could be powering some U.S. cars in a few years.

    Tad Patzek, professor of civil and environmental engineering, disagrees. His studies of the amount of fossil fuel consumed in manufacturing ethanol—including everything from producing crop fertilizers and repairing farm machinery to transporting crops and building refineries—show that it takes three to six gallons of ethanol to replace one gallon of gasoline. Cellulosic ethanol performs “marginally” better than corn ethanol, he says, but will require an entirely new technology and infrastructure and is no more environmentally benign.
     

    Tad Patzek
    Tad Patzek, professor of civil and environmental engineering, joined the Berkeley Engineering faculty in 1990. A native of Poland, he was formerly a petroleum engineer for Shell Development in Houston.
    PEG SKORPINSKI PHOTO

    “Biofuels will not solve existing problems with automotive fuels,” Patzek says, “but they will increase the rate we burn natural gas and coal while adding to CO2 emissions.” Growing fuel crops of any kind strains the water supply, he adds, and is accelerating the collapse of the Midwestern prairie soil, tropical forest and savannah ecosystems through soil erosion, overuse and land reclamation.

    Biofuels would not be viable, Patzek says, without the generous federal subsidies that have cost U.S. taxpayers $144 billion in the last 10 years and end up lining the pockets of investors in agribusiness giants like Archer Daniels Midland, the leading U.S. ethanol producer. In fact, taxpayers pay twice for ethanol: first through crop subsidies to corn farmers and again in a 51-cent subsidy on every gallon of corn-derived ethanol sold as fuel. Even worse, Patzek says, policymakers and drivers are being lulled into a sense of false comfort by what they think is the magic bullet of biofuels.

    “We need optimism, but technology cannot ‘save’ us,” he says. “Our lives have to be redesigned.” Kammen and Patzek both advocate making aggressive investments in viable mass transit and highly efficient “plug-in” hybrid cars as well as implementing steep carbon emissions taxes. But, while Kammen sees biofuels as an important part of this future scenario, Patzek says that simple gas-saving measures—like properly inflating car tires or increasing vehicle fuel efficiency by three to five miles—would reduce gas consumption more than converting to ethanol. We could do all three, Kammen counters, and reduce petroleum consumption even more.

    Biofuels require specialized engines and refitted gasoline pumps, neither of which are yet in widespread use. Detroit’s big three automakers sell several models of “flex-fuel” vehicles, capable of using either E85 or gas, and about five million of these can be found among the 200 million cars and trucks on U.S. roads. Of 180,000 gas stations, only about 600 can pump E85, and the oil industry estimates that it will cost owners an estimated $200,000 per station to refit their pumps. Kammen thinks that estimate is high and that the transition to ethanol will be relatively painless. But, he says, a “green fuels standard” is needed to monitor the emerging industry.

    “Corn-based ethanol made at a distillery running on coal is nowhere near as good as a cellulosic ethanol plant using wind power,” Kammen says, emphasizing the many options available to manufacturers. Some ethanol plants, for example, are burning coal—high in carcinogenic and greenhouse gas emissions and considered one of the world’s dirtiest fuels—to save on production costs. Standards would require that plants consider sustainability as well as profit.

    The United States consumes 140 billion gallons of petroleum annually, more than half of which is used for transport. If the country’s entire corn crop were processed into ethanol today, it would provide enough fuel to meet only about 15 percent of those transportation needs. One thing is certain: Reducing our petroleum appetite will require a combination of aggressive research and innovation, rapid implementation of new technologies and a dramatic change in the behavior of the American driver.

    Misspelled words used to find this page 4 of 7. transportaiton, transporttaion, transporattion, transpotration, transprotation, transoprtation, tranpsortation, trasnportation, trnasportation, tarnsportation, rtansportation, transportatio, ransportation,energy, energie, enelgie, eignelgi, eignergie, eignelgie, iegnergy, iegnelgy, iegnergi, iegnelgi, eignergy, iegnergie, eignelgy, iegnelgie, eignergi, energi, enelgy, enelgi, emergy, eneryg, enegry, enregy, eenrgy, neergy, energ, enery, enegy, enrgy, eergy, nergy, electric, elecric, electrc, erectlic, eectric, elctric, eletric, leectlik, erectlik, electrik, eelctrik, leectrik, erectrik, eerctrik, electlik, eelctlik, eerctric, electlic, eelctlic, leectlic, eerctlic, eelctric, leectric, erectric, eectic, elctic, eletic, elecic, electc, electic, erectik, eerctik, electik, eelctik, leectik, eerctic, eelctic, leectic, erectic, eelctli, eectri, elctri, electri, eletri, erectri, elecri, leectri, electi, eelctri, electli, erectli, leectli, e1ectr1c, electr1c, electrci, electirc, elecrtic, eletcric, elcetric, lectric,vehicle, vehile, vehice, vehicul, vehecul, vehecle, vehycle, vehecel, vehycel, vehecre, vehycre, vhicle, vehycul, veicle, vehcle, vehicel, vehicre, vehicels, vehicres, vehecles, vehecels, vehecres, vehicles, vehicls, vehycles, vehycels, vehycres, vhicles, veicles, vehcles, vehiles, vehices, veh1c1es, veh1cles, vehiclse, vehilces, vehciles, veihcles, vheicles, evhicles, ehicles, weigndmill, windmill, weigndmirl, weigndmil, windmil, wiegndmill, windmir, wiegndmirl, wndmill, wiegndmil, widmill, winmill, windill, windmll, windmirl, windmirs, windmils, windmirls, windmills, wiegndmirls, wndmills, wiegndmils, widmills, winmills, windills, windmlls, weigndmills, weigndmirls, weigndmils, wiegndmills, w1ndm11s, w1mdm11s, w1ndm1ls, windmilsl, windmlils, windimlls, winmdills, widnmills, wnidmills, iwndmills,alaska, alasquea, alascha, arascha, arasquea,

    Keep Our "Addiction" to Oil, End Our Allergy to Self-Assertion

    by Alex Epstein  (July 10, 2006)
    Politicians and commentators from both parties are decrying our "addiction to oil." They exhort us to embrace costly programs to reduce our consumption of oil as quickly as possible. The primary rationale for this is national security. Our oil consumption is dangerous because, in the words of a New York Times editorial, "Oil profits that flow to Saudi Arabia and other Middle Eastern countries finance . . . terrorist acts." With the same justification, President Bush has called for cutting "more than 75 percent of our oil imports from the Middle East by 2025 . . . and mak[ing] our dependence on Middle Eastern oil a thing of the past."

    But Americans are not "addicted" to oil. "Addiction" implies an intense desire for something harmful. But we do not desire oil irrationally; we consume it because it is a wonderful, life-sustaining product. Oil is unmatched as an efficient, safe source of portable energy. It enables us to affordably ride, drive, or fly anywhere we wish, and fuels a transportation industry that enables us to trade anything with anyone from anywhere around the world. We are not addicted to oil any more than we are addicted to the myriad values it makes possible, like fresh food, imported electronics, going to work, or visiting loved ones.

    The problem we face today is not our love of oil, but oil-rich dictatorships like Iran and Saudi Arabia--who use ill-gotten profits to spread totalitarian Islamic ideology around the world and terrorize us with their minions. The solution is not to punish ourselves by renouncing oil--but to punish our enemies until they renounce their aggression.

    As the most powerful nation on earth, the United States has many options at its disposal.

    One means of ending the Iranian and Saudi threat would be to issue an ultimatum to these regimes: cease all anti-American aggression immediately, or be destroyed. Many, witnessing the Iraqi quagmire, might scoff at this option. But such a course is eminently practical if America's unsurpassed military forces are committed to the task, not of "rebuilding" or "liberating" these states, but of making their inhabitants fear threatening America ever again.

    Another means of addressing the threat would be to remove Middle Eastern oil fields from Iranian and Saudi control, put them in the hands of private companies, and then employ surveillance and troops to secure that oil supply. Contrary to popular assumption, Middle Eastern dictatorships have no right to their nationalized oil fields, which should be private property--the property of individuals who work to find and extract the oil.

    Still another option might be a comprehensive, all-out embargo by the United States and its allies to starve the leader of the enemy, Iran, until the regime crumbles and the Islamic totalitarians lose their will to fight.

    Which policy is best is for military strategists to determine--but our politicians and intellectuals refuse to consider any of these options. Instead, they decry our "addiction to oil," condemn us for not all wanting to drive Priuses, and urge, as penance, that we cut ourselves from the world oil market. Can anyone honestly believe that such asceticism will protect us from attack--given that Saudi Arabia and Iran both actively sponsored terrorism when oil was $10 a barrel?

    Why do our leaders eagerly embrace impractical policies that punish Americans, while eschewing practical options that would punish our enemies? Because the practical policies would involve "going to war for oil," "America imposing its will on the rest of the world," upsetting the "international community," and all of today's other foreign policy taboos--i.e., they are branded immoral because they involve American self-assertion.

    Our leaders do not believe that America has a moral right to assert itself in self-defense. This is why we engage in self-effacing, appeasing "diplomacy" with easily defeated enemies like Iran and Saudi Arabia. And this is why, when we actually do go to war (after such diplomacy fails), we pull our punches and declare our purpose to be lavishing the good life on hostile foreign peoples. Now, after over 2,500 American lives and hundreds of billions of dollars put in service of mob rule in Iraq, we are told to give up the lifeblood of our civilization rather than wage real war against our enemies. Could anything be more encouraging to our enemies than the knowledge that America will make Americans, not them, pay for their aggression?

    This senseless sacrifice must stop. It is past time to adopt a foreign policy of self-assertion and self-interest--i.e., a truly moral policy.

     

    GWEN IFILL: Gasoline prices are up, heating bills, too, and Americans, President Bush said last night, and again today, are too dependent on oil from the Middle East.

    PRESIDENT GEORGE W. BUSH: In order to stay competitive, America must end its dependence on oil. (Cheers and applause) When you're hooked on oil from the Middle East, it means you've got an economic security issue and a national security issue.

    GWEN IFILL: The sentiment is not new. During his first year in office, the president said energy dependency was a critical problem. President Bush

    PRESIDENT GEORGE W. BUSH: If we fail to act, our country will become more reliant on foreign crude oil, putting our national energy security into the hands of foreign nations, some of whom who do not share our interests.

    GWEN IFILL: But for years, both the President and Vice President Dick Cheney, have stressed the need to increase domestic oil production.

    VICE PRESIDENT CHENEY (April 2001): For the oil we need, unless we choose to accept our growing dependence on foreign suppliers and all that goes with that, we must increase domestic production from known sources.

    PRESIDENT GEORGE W. BUSH (October 2005): We've got to allow environmentally responsible oil exploration in the Arctic National Wildlife Refuge if we want to become less dependent on foreign sources of energy.

    Senate floorGWEN IFILL: Proponents in Congress have tried, but failed to pass legislation to allow Alaska oil drilling for the last two decades. And last September, after Hurricane Katrina decimated the Gulf Coast, the president began urging conservation.

    PRESIDENT GEORGE W. BUSH: We can all pitch in by using -- by being better conservers of energy. I mean, people just need to recognize that the storms have caused disruption.

    GWEN IFILL: This was in itself a shift from 2001, when Vice President Cheney dismissed conservation as a "sign of personal virtue that cannot be the basis of a sound energy policy."

    In last night's address, and today's follow-speech in Tennessee, the President focused instead on alternatives to oil production-- electricity and ethanol.

    A need for a new policy
    GWEN IFILL: Presidential declarations about energy independence date back at least to the Nixon and Carter administrations. Yet in 2005, the United States still relied on imported oil for about 60 percent of the nearly 21 million barrels we consumed.

    So has the president reignited an old discussion or launched a new debate? For that, we turn to Robert Lieber, professor of government and international affairs at Georgetown University, and the author of "The American Era: Power and Strategy for the 21st Century." And Amy Myers Jaffe, a research fellow for energy studies at the Baker Institute at Rice University in Houston.

    Professor Jaffe, we heard Congressman Zach Wamp tell Kwame Holman that he thought the president's talking about dependence on oil was a big shift last night, do you agree?

    Amy JaffeAMY MYERS JAFFE: Well, I think the president has been focused on energy since he came to office. They had the special task force on energy. I think where the shift is, is the president has connected the dots between having a major technology initiative and beating this sort of energy dilemma we're in -- the big question is, with the budget constraints, can we really do something significant?

    GWEN IFILL: How about that, Professor Lieber?

    ROBERT LIEBER: I think the president made an important point last night about the addiction to oil. The problem was it didn't go far enough. A lot needs to be done, especially the low-hanging fruit, which is gasoline consumption, mile-per-gallon standards for cars and the "t" word, gasoline taxes. We need to do it all. We need conservation and we need to drill in Alaska.

    We need the things the president talked about with synthetic fuel, biomass, but the immediate target has to be gasoline consumption, and that's where there are big opportunities to deal with auto mileage, but it requires stepping on a lot of toes politically, both in terms of federal regulation and in terms of taxes, and as yet, that hasn't been the case for either Democratic or Republican administrations or either party in Congress.

    GWEN IFILL: Amy Jaffe, let's walk through some of the assertions the president made last night. One of them was that the United States needed to cut its dependence -- and he said using the same phrasing today in Tennessee -- on Middle East oil. How significant is that?

    AMY MYERS JAFFE: Well, you know, you have to remember, actually, we could reduce our full dependence on oil from Saudi Arabia by just closing the loophole and requiring light trucks and SUV's to get the same mileage standards as sedans.

    But really the question is not how much oil from Saudi Arabia or the Middle East comes to the United States; it's how much is going to be used worldwide by our allies and trading partners. So we really need to focus on the right question.

    We definitely have the power in our own country to think about how to reduce the growth in gasoline use in this country. We're still not making the kinds of sacrifices that many Americans are not willing to make.

    And I think the president is correct, that can come from technology, but, you know, how are we going to do that? Are we going to do that through regulation, as was suggested, through mileage standards? Are we going to do that by having a major research program? And if we're going to have a major research program, are we going to make industry do that? Is the federal government going to take the lead?

    There just wasn't enough meat on the bones to really get us someplace significant.

    Looking at where the oil comes from
    GWEN IFILL: Amy Jaffe just listed all the questions I planned to ask you, but let me start with one, which is this question of where the oil actually comes from. Is it the Middle East, or is it Iran, Venezuela, and Mexico, Nigeria, where are we dependent on foreign oil?

    Robert LieberROBERT LIEBER: Well, four of the five most important oil exporters to the United States in terms of volume are not from the Middle East. They include three in North America, Venezuela, Canada, and Mexico, and Nigeria. Saudi Arabia is only one of those top five and not the leading one either.

    But the issue is oil import dependence and oil consumption. It's a worldwide problem. When the market is tight as a drum as it is now, anything that happens, war, revolution, sabotage, a hurricane, can make the system go haywire, so you become vulnerable to energy blackmail potentially from Iran in the future or a dictator - or a virtual dictator in Venezuela, and the president is right --

    GWEN IFILL: Or disruption in Nigeria as we saw last week.

    ROBERT LIEBER: Sure, Nigeria is another example and point, questions about Russia. And the key point is that as long as we have such high oil consumption and imports, it jeopardizes our financial security and our national security, and that's why a much more dramatic kind of set of proposals would have been called for, and one which steps on a lot of toes politically.

    But if you had a package, which includes both conservation and production, both taxes and improvements in mileage standards, bio-fuels and new energy sources, et cetera, you might be able to get something through.

    But it would really require a dramatic appeal to the public, and we may not get it till we have yet another even more serious crisis.

    GWEN IFILL: Amy Jaffe, two questions picking up on that. One is whether it's possible for -- whether you were surprised -- is the first question -- that the president didn't mention domestic oil production as part of his talking about energy strategy last night? And the second part is whether it's possible to do all the things that Professor Lieber talks about in one passable piece of legislation.

    AMY MYERS JAFFE: Well, the president didn't mention production, but there is a big move on the Hill by the Republican Party to reopen discussions, not only about Alaska, but also on our offshore in Florida and other parts of the U.S. Those are all things we have to consider.

    I think we need to remember two things: Number one, we've had thee major hurricanes that knocked down oil production platforms in the Gulf of Mexico, and I can attest as a person from Texas, that I went to the beach this year, and there was no damage to the beaches from any of those storms.

    So we have to ask ourselves what exactly are we concerned about with drilling, and does that just require to us have some more enforcement from the EPA, and could we achieve, you know, sort of safe drilling, which I think is possible?

    The second thing, which I think really has been hit home and people really need to understand is that there isn't one silver bullet. We're going to have to do a wide range of things to make any progress on this problem because of the order of magnitude of the amount of oil we use in this country.

    But when people feel upset or emotional, after Katrina, as the way people felt when they were out panicky in line, trying to get gasoline, is that in our electricity sector, we use a wide variety of fuels. If we have a problem in one fuel, we have the possibility of enhancing electricity production in plants that use other fuels.

    But in our cars, we have no option right now, no option at all, and so if something happened to disrupt the gasoline chain -- for example, a Category Five hurricane. It doesn't have to be instability in the Middle East. It could also be something that happens right here at home -- we really right now have no alternates, and we need to look at how do we get some alternatives, how do we diversify our transportation system?

    Should we have every good in this country shipped by truck? Would it be possible to revitalize the use of rail to ship goods? We have a lot of different options we can look at, including improvements to our automotive technology.

    New alternatives
    GWEN IFILL: Well, let's talk about two of the options the president mentioned last night, Professor. He talked about ethanol, and expanding different kind -- sources for ethanol production as an alternative to gasoline. And he talked about making longer-lasting batteries for hybrid cars like the Prius, the one - the fashionable hybrid car. Are those baby steps, big steps?

    ROBERT LIEBER: Both of those are terrific ideas. The Brazilians have made major breakthroughs in the use of ethanol, and clearly given the strength of the agriculture sector in the U.S., that has real promise a half dozen years down the line. It won't solve everything. You need a mix of measures, so it's a good step.

    The attention to better electric batteries for hybrid cars is excellent. These are -- these are modest steps, though, in the near term, and the research is all well and good, but for the foreseeable future, the real issue is dependence on oil, whether it is produced here at home or imported.

    We only get about 13 percent of our oil from the Persian Gulf at the moment, but because the market is so tight, almost anything affecting the world supply-demand balance, wherever it occurs -- whether in our Gulf with the hurricane or in Nigeria with riots or something unstable in the Middle East -- can put us in jeopardy.

    GWEN IFILL: Two discussions on Capitol Hill these days, one is about conservation. The other we heard Sen. Specter talk today about an oil windfall tax. Are any of those starters at all, in your opinion, Professor?

    ROBERT LIEBER: Well, conservation has to be part of the package -- energy efficiency. I think one of the reasons why it's been so devilishly hard to get things done is that almost anything you want to do as part of a broader package steps on somebody's sectoral interest, like the auto industry, or pressure group interest, for instance, opposition to drilling in Alaska because of the caribou --

    GWEN IFILL: Or a windfall tax.

    ROBERT LIEBER: Or things like that, so there are both ideological objections on both left or right and there are sectoral objections by interest groups and so forth, which is why I think the real key to a breakthrough would be somebody proposing an overall package with lots of different pieces addressed to the big central question, which is fuel efficiency, but which picks up these other parts, whether nuclear power, conservation, new technologies, or what have you.

    GWEN IFILL: Amy Jaffe, one piece of that or the Whole Magilla?

    AMY MYERS JAFFE: Well, you know, they tried to do the Whole Magilla with the energy bill and because of these sectoral interests, it was a huge failure.

    I really think that Americans need to get a grip. We need to act responsibly. We need to understand that if there are hurricanes again on the Gulf Coast, we're all going to pay the price for that, and we're all going to be disrupted in our personal habits, and therefore we have to pitch together.

    The president has to show more leadership on this issue. It's a good start running off with the state of the union. He needs to stand up. He needs to arm wrestle the special interests, and he needs to move forward, but I really still feel that the key is really in laying out future down with young people, getting them interested in doing energy research, making sure the money is there to pay for them to have jobs in the energy sector, in new energy sectors, in subsidizing research, in these important areas that we've discussed this evening.

    We really need an Apollo-sized program. What the president did last night is say, "I have a great idea. Let's go to the Moon but, by the way, I'm only going to invest $50 million or $100 million to get there."

    He needs to find a way, whether it's through energy taxes or through higher taxes on industry, or whether it's through just having Americans give up their Bush tax cut in exchange for having a major program - we need to pitch together through great leadership to have a major program to change the future of how we use energy

    Misspelled words used to find this page 5 of 7. araska, alask, arask, alasque, arasque, alasch, arasch, laska, raska, lasquea, rasquea, lascha, rascha, a1aska, alasak, alaksa, alsaka, aalska, laaska, alasa, alaka, alska, aaska,,global, globahr, grobahl, grobahr, globahl, grobal, globar, grobar, globa, groba, globah, grobah, g1oba1, globla, gloabl, glboal, golbal, lgobal, globl, gloal, glbal, gobal, lobal,warmig, wrming, waming, warming, warmng, walmiegng, warmiegnt, warmeigng, walmiegnt, walmeigng, wharmiegng, warmeignt, whalmiegng, walmeignt, wharmiegnt, wharmeigng, whalmeigng, wharmeignt, warmiegng, wharming, wharmint, walming, walmint, whalming, whalmint, warmint, arming, armint, alming, almint, whareignt, walint, wariegng, whaling, waliegng, whalint, wariegnt, wareigng, waliegnt, waleigng, waring, whariegng, wareignt, warint, whaliegng, waleignt, wharing, whariegnt, whareigng, wharint, whaleigng, waling, warn1mg, warnimg, warmimg, warmign, warmnig, warimng, wamring, wraming, awrming, warmin, pe1an1s, pelan1s, pelanis, pelamsi, pelaims, pelmais, pealmis, pleamis, eplamis, pelami, pelams, pelais, pelmis, peamis, plamis, elamis, pelamis, wave, waive, whave, waev, wvae, awve, energy, energie, enelgie, eignelgi, eignergie, eignelgie, iegnergy, iegnelgy, iegnergi, iegnelgi, eignergy, iegnergie, eignelgy, iegnelgie, eignergi, energi, enelgy, enelgi, emergy, eneryg, enegry, enregy, eenrgy, neergy, energ, enery, enegy, enrgy, eergy, nergy,solar, solal, sorar, soral, so1ar, solra, soalr, sloar, oslar,wind, wined, whined, weignd, wiegnd, w1nd, wimd, widn, wnid, iwnd, hydloerectlic, hydroelectric, hidroleectlic, hidroleectric, hydroeerctrik, hydroelectic, hdroelectric, hidloelectlic, hidloelectric, hydloerectrik, hydroelectrc, hyroelectric, hidroerectlic, hidloeelctric, hydroelectlik, hydroelectrik, hydoelectric, hidroelectrik, hidloleectric, hydroeelctlik, hydroeelctrik, hydrelectric, hidroeelctrik, hidroerectric, hydroleectlik, hydroleectrik, hydrolectric, hidroleectrik, hidroeerctric, hydloelectlik, hydloelectrik, hydroeectric, hydloerectric, hidloelectrik, hidloerectric, hydroerectlik, hydloeelctrik, hydroelctric, hydloelectlic, hidroerectrik, hidroelectlic, hidroelectric, hydloleectrik,

    "America is Addicted to Oil"

    Twelve Steps to End Oil Addiction
    Not sure how serious this is.

    "Keeping America competitive requires affordable energy. And here we have a serious problem: America is addicted to oil, which is often imported from unstable parts of the world. The best way to break this addiction is through technology."

    -- George W. Bush, 2006 State of the Union message to Congress

    I can scarcely believe it! Our President actually said something that I agree with! Namely: "America is addicted to oil."

    How can we escape from this addiction? I want to propose the same path suggested by Alcoholics Anonymous and imitated by countless self-help groups since then, dealing with gambling, drugs, and all sorts of other problems. That path is the twelve-step process. So here are the twelve steps for recovery from oil addiction.

    1. We admitted we were powerless over oil -- that our lives had become unmanageable.

    Well, here’s the first problem. America has not really "hit bottom." It is a question of perception, rather than the objective problems we have.

    America’s life has become unmanageable because of oil. Here we are, in an unwinnable war with ill-defined objectives in an oil-rich country; U. S. deficits are soaring; global warming is steadily increasing, with 2005 the hottest year on record; we are cruising for further disasters; and most people don’t even have an inkling of "peak oil" or what is about to hit us when oil supplies begin to decline.

    But without the realization that the situation is unmanageable, we have not really and truly gotten to the first step. It’s like the situation of an alcoholic (let’s call him "Bob") who is getting bad job reviews, whose wife is angry, his children distant, but he doesn’t see the problem yet. 

    In fact, the main problem that Bob sees he encounters at the liquor store. The price of beer has increased, again. It just keeps going up and up! In fact, Bob realizes as he reaches for his calculator and punches in a few numbers, the price of beer has tripled since 2001! If the price of beer keeps going up, at some point this is going to make a serious dent in Bob’s budget, because he consumes quite a bit.

    It is within Bob’s power to recognize that his life is unmanageable now. He doesn’t have to wait until he loses his job, his wife divorces him, his children shun him, his health puts him in the hospital or kills him. Bob hasn’t understood this. He doesn’t see the damage that his habits have done to him and his world; from his point of view, the problem would be solved if there were miraculously to appear an unlimited and cheap source of alcohol.

    The first step for America is to realize that all her affairs are increasingly poisoned in one way or another by the problem of oil addiction -- her relations with her friends, her increasing number of enemies, her economic difficulties, her families weakened by mindless consumerist distractions, her neighborhoods splintered by urban sprawl. That is what "unmanageable" means.

    2. Came to believe that a Power greater than ourselves could restore us to sanity.

    3. Made a decision to turn our will and our lives over to the care of God as we understood Him.

    And here’s the next problem. Bush, and most of America, believes in a Higher Power, but this isn’t what they are turning their will and lives over to. "The best way to break this addiction is through technology," says our President. Now technology is not to be sneezed at. Actually, once we’ve gotten through the other steps, it will turn out that technology is an important tool in breaking this addiction.

    But to break an addictive habit, we need a change of heart, not just a change of tools. "Technology" is not the "Power greater than ourselves" that will save us; technology-worship is a form of idolatry, in either Bush’s religion or mine. We haven’t even come close to the second and third steps. We need to be looking at our spiritual resources.

    Bob, the alcoholic, has found a "technological" solution to the problem of rising beer prices. Home brewing! He will buy the ingredients himself and brew his beer downstairs. The local liquor store has become an increasingly unstable part of the world, what with crime around the liquor store -- store clerks are increasingly hard to keep -- compounding the problem of rising beer prices. This is the problem of addiction: the perceived problem is just lack of supply.

    We can clearly see that for Bob to resort to this sort of "technological" fix to what is in fact a spiritual problem is not the answer. Why isn’t it clear that this is also the case for America’s oil addiction?

    4. Made a searching and fearless moral inventory of ourselves.

    What did the demon of oil addiction make us do? Now here’s a good place to start:

    1. We have engaged in aggressive war against a country which posed no threat to us;
    2. We lied about it to persuade the more cautious souls;
    3. We have broken the law in prosecuting that war by spying on our own citizens;
    4. We have heated up the atmosphere by contributing to global warming;
    5. We have destroyed our neighborhoods and community life with the automobile;
    6. We have squandered a precious and finite commodity on things which are trivial and often don’t even make us happy.

    Someone has to admit that America has done these things. I think a lot of Americans are unhappy about the war, but haven't quite figured out why.  Even though "breaking the law" (Bush’s domestic spying program) is the most serious structural offense (it is illegal, after all), many Americans aren’t ready to acknowledge this as a problem because they are willing to countenance, in principle, such spying -- overlooking that the issue is not the spying per se, but the principle of the rule of law. The one glimmer of good news is that the press and the public are generally, reluctantly coming around to the view that humans have contributed to global warming. (The scientists have known this for years.)

    None of this is sufficient: these things need to be explicitly acknowledged by the country as a whole. That means Congress and the President.

    5. Admitted to God, to ourselves, and to another human being the exact nature of our wrongs.

    We must acknowledge the past; that the things which America has done are wrong. Consider the Vietnam War: we did finally leave Vietnam, after killing about a million innocents, but we never apologized -- President Reagan even referred to Vietnam as a "noble cause." We have a wonderful monument to the over 50,000 Americans who died in that war; that is the extent of our regret. But where is the monument to the innocent civilians, to the soldiers on the other side, to the countless victims and survivors whose lives and bodies were torn apart? Who grieves for them, who remembers them, who vows that it should never happen again?

    In the circumstances surrounding Iraq, an apology from the President would probably be sufficient to accomplish this purpose (and a change of policy, if this realization hits him while he’s still in office). I am a bit reluctant to suggest a trial for war crimes and other crimes that the President and his friends have doubtless committed, because while we need to be aware of what has happened, the energy which goes into the anger might be put to better use.

    There are plenty of things that individual Americans are going to have to get used to which have nothing to do with Bush at all. One of them is doing without the unlimited right to cheap gasoline. I don’t know if the necessary realizations will ever come to America, or whether the Republic will be dissolved first. A universal or near-universal recognition of the facts relating to oil consumption would do much, much more than a series of criminal trials where we seek to pin the whole blame on Bush as some sort of scape-goat.

    6. Were entirely ready to have God remove all these defects of character.

    7. Humbly asked God to remove our shortcomings.

    The fundamental shortcoming is the blindness about the finite nature of fossil resources and the obvious inequalities which have resulted from our squandering of these resources. Conservation and frugality are two obvious and immediate ways in which we can remedy these defects. 

    Substituting one addiction for another does not end addiction. If we started to increase coal consumption to make up for the lack of oil -- say, by a massive project of coal liquefication -- that would just compound the problem of global warming. Indeed, in perhaps as little as fifty years (with a "growing economy") we would then face the problem of declining coal reserves.

    The U. S. has derived a lot of wealth from fossil fuel exploitation. The median world income per capita is on the order of $2000 a year! Try living on that kind of income anywhere in the United States. Our wealth is not entirely fueled by oil, but a lot of it is. The purpose of this realization should not be so much to inflict guilt, but to inflict responsibility. We may feel that we can’t do anything in the current political situation, but compared to Joe Worker somewhere in Asia who feels fairly prosperous on clearing $12,000 a year for his family of four, we are very powerful. 

    8. Made a list of all persons we had harmed, and became willing to make amends to them all.

    9. Made direct amends to such people wherever possible, except when to do so would injure them or others.

    Now here’s the hard part. The people we have harmed are essentially the entire world, including ourselves. How are we going to make amends? We’ve gutted the budget to fuel our addiction to oil, and now that we’ve spent all our money, how precisely are we going to compensate for our actions? If we literally try to pay for it, we’re going to put ourselves even deeper in debt, and at the same time the only real way of generating revenue is through the industrial system based on cheap fossil energy.

    Here’s my proposal. What do we have that we can give to the world? It’s our technology and knack for all things practical. This is not to say that other countries don’t also have this, but it’s something we’re quite good at and we have a lot of it. We can make amends by developing alternatives to oil at all levels, and becoming the leaders (rather than the reluctant followers) on the path to sustainability. Let China, India, and the rest of the world have most of the remaining oil. (Although, for the sake of global warming, even they need to get along with much less -- where’s that Kyoto protocol?)  Cuba, after the fall of the Soviet Union which supplied most of her oil, went almost overnight to quite minimal use of oil. If Cuba can do it, we can do it.

    We’ll research this thing as if our lives depended on it (and they may). We’ll feed and shelter our citizens and give them all useful jobs. We’ll figure out how it’s going to work, and we’ll do without in the meantime. And then we’ll share with the other countries the technologies and ideas that we’ve developed.

    10. Continued to take personal inventory and when we were wrong promptly admitted it.

    11. Sought through prayer and meditation to improve our conscious contact with God, as we understood Him, praying only for knowledge of HIs will for us and the power to carry that out.

    12. Having had a spiritual awakening as the result of these Steps, we tried to carry this message to the other oil-addicted peoples of the world, and to practice these principles in all our affairs.

    This cannot be a one-time solution to the problems that have been created by oil addiction. We need to figure out how we arrived at this addiction, and change that, too. This means that we need to find ways other than the standard industrial model for development.

    We need to be aware of our true position in nature. Oil addiction is just one form of a general blindness to nature, which is especially devastating given our capacity to destroy it and ourselves. We can’t just loot and pillage the earth’s resources, overpopulate ourselves beyond the earth’s capacity to support us, torture and kill all the animals, and expect that things will always be fine. Free enterprise is great, but someone needs to figure out the ground rules within which individual initiative can have free rein.

    "Reverence for life," to quote Albert Schweitzer, might be a good place to start. There needs to be a fundamental change in the way human civilization works. It needs to be global, it needs to be local, and it needs to start now.

     
    Misspelled words used to find this page 6 of 7.hydroeletric, hydroerectlic, hidroelectlik, hidroeelctlic, hidroeelctric, hydroerectrik, hydroelecric, hydroelectlic, hydroeelctlic, hydroeelctric, hydroleectlic, hydroleectric, hydloeelctlic, hydloelectric, hydloleectlic, hydloeelctric, hydroeerctlic, hydloleectric, hydroerectric, hydroeerctric, hydloeerctric, hydroe1ectr1c, hydroelectr1c, hydroelectrci, hydroelectirc, hydroelecrtic, hydroeletcric, hydroelcetric, hydreolectric, hydorelectric, hyrdoelectric, hdyroelectric, yhdroelectric, hydroelectri, ydroelectric, alternative, alernative, aternative, altornative, alternatie, artornative, alternatve, alternaive, alterntive, alterative, altenative, altrnative, altelnative, artelnative, alturnative, arternative, arturnative, artelnatives, alturnatives, arternatives, arturnatives, altelnatives, alternatives, alernatives, alternativs, altornatives, alternaties, artornatives, alternatves, alternaives, alteratives, altenatives, altrnatives, aternatives, alterntives, a1ternat1ves, alternat1ves, altermatives, alternativse, alternatievs, alternatvies, alternaitves, alterntaives, alterantives, altenratives, altrenatives, aletrnatives, atlernatives, laternatives, lternatives, hydrogen, hydrogiegn, hidlogan, hdrogen, hydlogiegn, hydrogin, hyrogen, hidrogiegn, hydlogin, hydogen, hidlogiegn, hidrogin, hydrgen, hidlogin, hydroen, hydrogeign, hydrogn, hydlogeign, hidrogen, hidrogeign, hidrogan, hidlogeign, hidlogen, hydlogan, hydrogan, hydlogen, hidloge, hdroge, hyroge, hydoge, hydrge, hydroe, hydroge, hydloge, hidroge, hydrogem, hydrogne, hydroegn, hydrgoen, hydorgen, hyrdogen, hdyrogen, yhdrogen, ydrogen,green, glin, gleeign, gran, gleign, glan, greiegn, griegn, gleiegn, gliegn, grein, grin, greeign, glein, greign, grean, gren, gleen, glean, glen, grine, gline, grene, glene, geren, gearn, gelen, giriegn, garen, giren,
    Energy conservation and oil alternatives aren't just priorities for environmentalists and other do-gooders. Some prominent military and business leaders are calling for both to help reduce America's dependence on foreign oil.

    The United States imports more than half its oil, and much of it comes from hostile or politically unstable parts of the world. That's not just bad for national security. It's bad for business, because of the uncertainty of the supply and its roller-coaster effect on prices.
     

    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
    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."

    Frequently Asked Questions

    Why not target the oil companies?

    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.

    See also our page on Alternatives to Oil.

    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.

    For more information, also see our page on Alternatives to Oil.

    Why is the campaign singling out dealers?

    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.

    For more information on Adopting-a-Dealer, contact jumpstartford@ran.org or download the Adopt a Dealer Pack (pdf). To find a dealer near you, visit Ford’s website at http://www.fordvehicles.com/dealerships.

    Why is grassroots organizing so important?

    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.

    Here are a few of those options:

    Walk, Ride Your Bike and Take the Bus

    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. 

    Learn more from the Union of Concerned Scientists.

    And read about how clean vehicle technologies can save jobs, according to a study by Natural Resources Defense Council and the Office for the Study of Automotive Transportation (OSAT) at the University of Michigan.

    Hybrids

    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.

    Keep up with hybrid developments at http://www.hybridcars.com/
    and http://www.evworld.com/.

    Plug-in Hybrids

    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

    http://www.pluginbayarea.org

    2007 Detroit Auto Show: Green in Real Terms Print E-mail

    By Bradley Berman   
    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

    ...and at the Berkeley Biodiesel Collective http://www.berkeleybiodiesel.org/

    And learn more about the concerns with biodiesel.

    Vegetable Oil

    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.

    Here is one source for the kit: http://www.greasel.com
    Join the Good Grease online community at www.goodgrease.com

    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.

    How Oil Conservation Hurts Governments


    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

    One Molecule Could Cure Our Addiction to Oil

    By Evan Ratliff Email 09.24.07 | 2:00 PM
    We+Could+Cure+Our+Addiction+to+Oil+%26mdash%3B+One+Molecule+Stands+in+the+Way
    Photo: Dan Winters
    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.

    Lee Lynd
    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 funding was easier to get. But Lynd — descended from what he calls "several generations of social reformers" — remained enamored with the potential of cellulosic ethanol, and he pieced together small grants to keep his lab running.

    For Lynd, the key to the future lies in combining the two main stages of the cellulosic conversion pathway into a single process inside a single microbe. Instead of using enzymes to make sugar out of plant material and then using yeast to convert that sugar to ethanol, Lynd is trying to create a bacterium that serves as an all-in-one fuel factory, taking up cellulose and spitting out ethanol. Called consolidated bioprocessing, or CBP, this has been his dream for two decades. "Almost everybody believes it's doable," he says. "People disagree whether it'll take two years or 20."

    To get there, he needs to engineer cellulase production into a sugar-fermenting microbe like yeast or modify a cellulase-producing organism to make it ferment sugar. With plenty of research money in hand, he's trying to do both. To accomplish the latter, Lynd and his colleagues are working with a cellulase-producing bacterium called Clostridium thermocellum. "You can isolate this puppy out of garden soil, hot springs, compost heaps, forest floors," Lynd says. In 2005, the researchers proved that a bug very similar to C. thermocellum could be modified to make ethanol. Their goal is now to modify C. thermocellum to do the same. If he succeeds, Lynd's analysis shows that CBP — by reducing the raw materials and capital required — could cut overall processing costs twofold, potentially the difference between a profitable ethanol plant and a money pit.

    Meanwhile, Mascoma is pushing ahead to build factories that will use commercial cellulase enzymes until the superbug is available. That may not happen immediately, but Lynd is patient, having sought a breakthrough for three decades. "I'm not sure if that makes me inspired or an idiot," he says. "Probably a little of both."

    Joel Cherry, a molecular biologist
    Cherry is making existing enzymes cheaper and more efficient.
    Portrait: Peter Yang

    Chapter 2
    The Suppliers

    If you want to buy enzymes off the shelf, a good place to start would be Novozymes, the world's leading supplier of cellulases. Headquartered in Denmark, the company runs a tidy business selling millions of pounds of enzymes, used to do everything from brewing alcohol without malt to helping laundry detergent devour stains. Novozymes perfects its enzymes in state-of-the-art biotech labs and sends them to plants scattered around the world, where they are manufactured in bulk. Now, in a subsidiary office tucked away just off I-80 outside Davis, California, the company is prepping its next advance.

    Back in 2000, Joel Cherry, a molecular biologist who now runs the company's research on biomass enzymes, began urging Novozymes to develop some that could be used to produce fuel. "There were a lot of people who said it wasn't worth doing," he recalls. But Cherry pressed the company to apply for a DOE grant, and the agency awarded Novozymes and Palo Alto-based Genencor about $15 million each to make the currently available cellulases cheaper and more efficient at chopping up plants. Cherry now heads a team of nearly 100 researchers focused exclusively on cellulosic enzymes, the company's largest single R&D effort.

    The enzymes used today to make cellulosic ethanol come from a microbe that was discovered during World War II, eating away at the tents used by US forces in the South Pacific. It turned out to be a tropical fungus named Trichoderma reesei, which secretes a mixture of more than 50 cellulose-processing enzymes. Researchers have since bred strains of it that can produce the stuff much faster. "It's definitely the gold standard for cellulase production," Cherry says, holding up a sample plate covered in the green dust of T. reesei spores.

    Novozymes sells T. reesei derived cellulases today, primarily to fabric companies that use them to create the stone-washed look for jeans. But profit margins are fatter on jeans than on commodities like fuel, and the enzymes have remained too expensive to make cellulosic ethanol commercially viable.

    So Cherry's team transplanted four new enzyme-producing genes into the fungus — sequences from other cellulase-generating organisms in the company's culture collection. For some of the samples, bioengineers used what they call directed evolution: They mutated the genes and then used high-throughput screening to test the resulting enzymes for improvement in properties like heat resistance and ability to degrade cellulose. The best of the mutated-enzyme combinations were then tested in tabletop reactors on corn stover, the cellulose-laden stalks of the crop. After four years, Cherry and his team say they've reduced the cost of the enzyme mixture from $5 per gallon of ethanol to well under a dollar. Genencor claims similar improvement.

    The only way to truly judge the enzymes' cost and effectiveness, however, is to put them to work on real feedstocks under industrial conditions. To that end, Novozymes is currently supplying its new enzymes to several companies in the US, Europe, and China that are building cellulosic demonstration plants. Those are among over a dozen outfits — from a company using a thermochemical process to break down wood chips in Georgia to a Massachusetts-based firm that is working on a CBP bug to rival Lynd's — scrambling for the first commercial cellulosic success.

    "We're at the place now where the enzymes could be significantly cheaper, and we are going to continue to pound on it," Cherry says. "If one of those efforts can show a clear path to economic viability, I think it's just going to go crazy."

    John Doyle, Verenium's vice president
    Doyle looks to nature for better enzymes.
    Portrait: Peter Yang

    Chapter 3
    The Collectors

    Could there be better enzymes in the wild, as yet unknown, just waiting to be discovered? Verenium, based in Cambridge, Massachusetts, thinks so, and it's prospecting the globe for a bug that produces them. The company's scientists will go just about anywhere — they've explored the excrement of rhinos and the stomachs of cows — but their most intriguing work so far took them to Costa Rica, home to one of the world's most diverse insect populations. There, working with Caltech microbiologist Jared Leadbetter and a group of Costa Rican scientists, the team gathered termites from the rain forest floor.

    Termites are master cellulose processors, using a mixture of bacteria, fungi, and other microorganisms in their hindmost gut to break down leaves and dead trees. "There are lots of organisms that naturally degrade and digest plant cell-wall material," says biologist Kevin Gray, the company's director of alternative fuels. "Termites are top on the list."

    After pinching out the termite's gut, which holds a microliter of material containing an entire ecosystem of microbes, they shipped it back to the US and isolated the DNA. Now, together with the DOE, they're sequencing that DNA to find the genes responsible for creating the cellulases. A preliminary analysis shows "a large diversity of enzymes," Gray says. Next, they'll determine the most effective mix of cellulases by testing what they've extracted on plant matter. They hope to find one that will chew up cellulose bonds faster and more efficiently than anything Novozymes' T. reesei fungus churns out.

    But Verenium is not an enzyme company like Novozymes — it's in the fuel business. Just outside the farm town of Jennings, it also runs a pilot-scale biorefinery amid the steaming bayous of western Louisiana. This is one of the few places in the world where enzymes are already on the job, turning plants into usable fuel.

    The process starts with a three-story-high mound of bagasse, a woody byproduct of sugarcane that farmers often discard. The bagasse, which resembles sweet-smelling mulch, travels on a conveyer belt through stainless steel pipes where it's treated with an acid mixture. Then it's dumped into 10-foot-diameter tanks for the two biological stages of the process. First, microbes that churn out cellulose-chomping enzymes are funneled into the batch, turning the bagasse into sugar. Then, two micro organisms — including a special strain of Escherichia coli bacteria developed by University of Florida microbiologist Lonnie Ingram — are used to ferment the sugar into alcohol.

    This facility churns out enough ethanol to test the basic technology, if not to prove its viability at commercial volumes. But John Doyle, Verenium's vice president for projects, is overseeing the construction of a larger demonstration plant and hopes to show that the economics can scale, even before the company finds the right termite-derived enzymes.

    "The high tech part of our process is the organisms," Doyle says, "and you can always swap new organisms into the infrastructure." The refinery, in other words, is just hardware, while the biology supplies the software — with the enzymes upgraded whenever a new, better one is pinched out and perfected.

    Epilogue
    The Forecast

    Skeptics argue that rosy projections for cellulosic ethanol ignore its drawbacks — mainly, that cars need to be converted to run on it, that existing oil pipelines can't transport it, and that we don't have the land to grow enough of it. Advocates counter that if the fuel is cheap and plentiful enough, the infrastructure will follow. "If we could make ethanol at a large scale in a way that is sustainable, carbon-neutral, and cost-effective, we would surely be doing so," Lynd says, citing the fact that most cars can easily be converted to run on ethanol, something already done with most new cars in Brazil. "Meeting these objectives is not limited by the fuel properties of ethanol but rather by the current difficulty of converting cellulosic biomass to sugars."

    Neither government funding nor venture capital, of course, guarantees research breakthroughs or commercial blockbusters. And even ardent proponents concede that cellulosic ethanol won't solve our fuel problems — or do much to stop global warming — without parallel efforts to improve vehicle efficiency. They also worry that attention could again fade if the first demonstration plants fail or oil prices plummet. "To get this industry going, you need some short-term breakthroughs, by which I mean the next five to seven years," says Martin Keller, a micro biologist at Oak Ridge National Laboratory in Tennessee and director of its new BioEnergy Science Center. "Otherwise, my fear is that people may leave this field again."

    The problem comes from the quotidian difficulties of making benchtop science work on an industrial scale. Undoubtedly, even some well-funded efforts will fail. But the proliferation of research — the prospect of Lee Lynd's superbug, the evolution of current cellulases, and the addition of new enzymes harvested from nature — stacks the deck in favor of cellulosic ethanol.

    Alexander Karsner, assistant secretary for the DOE's Office of Energy Efficiency and Renewable Energy, says that with plants going up around the country, the industry could make cellulosic ethanol cost-competitive within six years. "I think there won't be a silver-bullet process, where you say, 'That has won, and everything else is done,'" he says. "So you need many of these technologies."

    Having known lean times, Lynd is reluctant to predict the future. But given the freedom of fat wallets, he says, "I truly think that in five years all the hard issues about converting cellulosic biomass to ethanol may be solved."

    The researchers' vision, of green and gold switchgrass fields feeding a nationwide network of ethanol plants and filling stations, often has an effortless quality to it — as easy as a few steps sketched out on a blackboard. The money and momentum is here. Solve the science, they argue, and the market will take care of the rest.

    Contributing editor Evan Ratliff (www.atavistic.org) wrote about Google Maps and Google Earth in issue 15.07.

     

    Comments (61)

    Posted by: Doughboy

    19 days ago1 Point

    Cellthanol sounds a hell of a lot sexier than cellulosic ethanol doesn't it?
    Posted by: eliatic

    217 days ago1 Point

    Cellulose -- if it were feasible, and if we wanted to invest in all the infrastructure -- still involves hydrocarbons. 175 billion gallons a year translates into 533 gallons per American. We've chosen an unsustainable lifestyle. If we don't contempl...
    Posted by: dan0230 days ago1 Point
    While the search is on for new fuels, it is apparent that the US govt is not interested in using existing technology. Why aren't we talking to Brazil and using the tech that they use? I see this as a major obstacle. If we cannot use some other countr...
    Posted by: Biofuelsimon

    230 days ago1 Point

    Why go to all the trouble of breaking cellulose down this way? Why not pyrolise the cellulose/lignin in waste wood and use the synthesis gas produced to make liquid fuels. Has anybody studied the effects that removing cellulose might have on soil st...
    Posted by: louis

    234 days ago1 Point

    Major scam. Sure ethanol is somehow cleaner and more readily available than gasoline, but when you add all that it takes to produce and the effect it has on the ozone layer for instance. The ONLY real alternative is electricity. And not any kind of e...
     
    Posted by: BBS234 days ago1 Point
    Thanks, WIRED, for rising above the politics and rhetoric and taking an objective and informative look at the future of biofuels. The people in the media and those commenting here attacking ethanol are flat earthers who would have us stuck on the st...
    Posted by: chamker

    236 days ago1 Point

    This is insame. over 4500 liters of water to do ONE liter of ethanol and people still believe it makes sense??? No transportation pipes available, corn is so high now that economics are nil... This is a scam... a new bubble... paid with our tax dolla...
     
    Posted by: Jkirk3279

    234 days ago1 Point

    Corn ethanol development isn't a scam, it's just evidence of political tunnel vision.

    Butanol is a much better alcohol fuel but, "gasp !", switching to something new might require actual thinking for a change.

     
    Posted by: southbay18k

    240 days ago1 Point

    Using switchgrass you can also create methanol at a very cheap price. right now you can find a gallon of methanol for between $0.75 to $1.20 per gallon retail. I don't know about you guys but here in Los Angeles a gallon of gas costs about$2.70 I wou...
    Posted by: FreddyFooFoo

    242 days ago-2 Points

    What a biased article, is Wired the new spokesperson for the ethanol industr?, I see little print here about electric and too much on biofuels. I love Wired, but I suppose like all press outlets they have to play for someone (as in be the bitch), pi...
     
    Posted by: laurab

    241 days ago1 Point

    How do you think they make electricity at the current time, man? It doesn't fall out of the sky. It comes from fossil fuels. Finding an alternative fuel source is not focused 100% on how to make cars move. It's also about actually powering the wo...
     

    nd local taxes on oil products. If people or businesses buy more efficient vehicles, they get more miles per gallon, and hence pay less tax per mile. There is an inverse 1:1 ratio between conservation success and taxes: if consumption falls by 10%, taxes also fall by 10%. Governments can, of course, raise tax rates to offset the decline in revenue--but if the oil price is high enough to spur conservation, it's probably politically impossible to raise fuel taxes.

    Indirect Tax Losses

    Indirect tax effects are probably smaller than direct effects, but they are significant. Conservation is likely to result in less economic output than profligate energy use would offer, and governments will not get any taxes on the forgone economic activity. Effects might include lower employment and incomes, leading to less personal income tax and fewer sale taxes, as well as fewer corporate profits leading to lower corporate taxes.

    Other effects occur as well. Stuart has done an interesting set of analyses between miles driven and gross domestic product (GDP). There's a very clear correlation: as GDP grows, businesses and individuals drive more. Likewise, when they drive more, GDP grows. So, conservation (by driving less) reduces GDP and economic growth, and that cuts tax revenue from several sources: income taxes, corporate taxes, sales taxes and fuel taxes.

    Efficient is better--but it still costs the government

    Clearly, we want to keep increasing energy efficiency, so we get more output per BTU. But economic systems are complex, and efficiency comes at a cost. If people or businesses buy more efficient vehicles, they get more miles per gallon, and hence pay less in direct taxes per mile.

    Indirect tax effects are more complex. Improved efficiency generally requires increased capital spending, and higher interest bills. Conservation efforts may have a positive ROI, but often at a tradeoff against higher widget production. With a fixed amount of capital available, increasing spending on energy efficiency means forgoing investments designed grow output like bigger plant and equipment, more sales staff, or greater advertising expenditures. So output is efficient, but smaller, yielding less for the tax man. We may believe that smaller and more efficient is better--but it costs the government money.

    Losers and winners

    These effects occur worldwide. Ironically, the losses hit hardest on progressive governments that raised taxes to spur conservation. The higher the taxes on fuel, the more the government suffers when people and businesses conserve. The only exception is those governments who now subsidize fuel price--in Iran, for example, regular sells for 34¢ a gallon, and the government pays any costs above that. When people conserve, subsidy costs drop.

    What will governments do? 3 choices:

    Accepting a lower tax take is difficult and probably unlikely, especially if there is a budget deficit.

    Increasing fuel taxes is a logical step: it directly offsets the revenue-reducing effects of conservation, and it spurs further conservation. However, it is politically very difficult to enact new fuel taxes at a time when prices are already a source of public concern. I believe this is unlikely.

    Develop new taxes, either vehicle-related or unrelated, is my guess for the most likely course of action. A pilot test for higher mileage taxes is running in the UK. London reduces traffic congestion by imposing car taxes on motorists who drive into the central city at peak times. The daily charge for driving in the "central zone" has now been raised to ₤8 (US$13.71), and the zone will probably be expanding in size. It's a fairly intrusive system, with video cameras and plate recognition software used to impose fines on those who don't pay.

    Governments are starting to figure out the taxation issues. The BBC reports from the UK:

    "Charging people according to where, when and how far they drive is a big idea whose time has come. Last month, the British Transport Secretary, Alastair Darling, suggested something altogether more ambitious [than the London congestion charge]: a national [road pricing] system covering the whole country. Drivers would be charged a varying rate per mile, depending on what kind of road they took. Cars would be fitted with a "black box" to record their movements, probably linked to global positioning satellites (GPS). Mr. Darling described it as "a radically different approach", something that no other country in the world had done. ... All the same, there are strong pressures on governments to push ahead with road pricing. For one thing, some experts say, revenues from fuel taxes have begun to decline as cars become more efficient."

    http://news.bbc.co.uk/2/hi/uk_news/4641089.stm

    And from New Zealand Herald 21 November 2005:

    "The Ministry [of Transport] has highlighted to new Transport Minister David Parker a need to charge more for actual road use, rather than relying on blunter forms of raising revenue such as petrol tax and ratepayer contributions.  It warns in a briefing paper for the new minister that better fuel efficiency from technological improvements to New Zealand's vehicle fleet is starting to outstrip the growth in kilometres travelled. "This will lead to a reduction in the level of fuel excise duty collected and is therefore likely to threaten the long-term viability of petrol excise as a primary method of paying for land transport activities," the briefing paper says.

    ... Motorists pay 62.9c in tax for each litre sold - 47.665c in petrol tax and 15.3c in goods and services tax - accounting for 46 per cent of the 136.9c price of 91-octane. Although petrol tax will rise with inflation in annual adjustments starting in April, the ministry's briefing paper says this will only delay an erosion in revenue..."

    http://www.nzherald.co.nz/section/9/story.cfm?c_id=9&objectid=10356223

    Implications of the government's potential tax choices

    New mileage taxes should be effective, because they provide an incentive to drive less miles while sating the tax appetite. This will cut fuel consumption, and reduce traffic congestion. It may have a tendency to spur people to keep their old inefficient vehicles, but drive them less. This cuts long-term road development needs.

    Higher fuel taxes may have a slightly different effect: drivers win by burning less fuel, whether they reduce mileage or not. It could spur people to buy more fuel efficient vehicles, but drive them further. This may not reduce the needs for new roads.

    Non-transport taxes are the worst choice for conservation, but make the most money for government. An additional tax, not related to mileage or fuel consumption, would fill government coffers, but provide no incentives to conserve. In this case, governments win by maximizing fuel tax revenue (prices stay lower, so no incentive to conserve) and they gain new taxes as well. Non-transport taxes may be easier to impose, because they can be less controversial.

    What happens next? Watch as the plot develops.

    I don't think Arnie's mileage taxes are going to fly.  The American public sees it as an attempt to shift taxes from wealthy Hummer drivers to low-income Corolla drivers.  There are also privacy issues.  

    My prediction: we'll cut spending a little, and raise taxes a little, but mostly we'll just increase the deficit.  As usual.

    As posted a few weeks ago, a recent US Chamber of Commerce commission, studying the problem of the Transportation Trust Fund starting to decline, floated the idea of levying an extra tax on hybrid vehicles to make up for the lower gas tax revenues expected from them.

    How's that one for a great example of insightful forward thinking! What an incentive to go out and buy a hybrid!

    If your state DOTs are anything like mine, at least a third of all road project expenditures is 100% pure grade A pork. That's where more attention should be focused, not where to squeeze the motorist next.

    Yes, as a general rule, conservation will decrease government tax revenues.  But that's quite easy to solve: the government can just raise the tax rates accordingly. Presto - more tax revenues magically appear.

    One thing I am vehemently opposed to is some sort of black box that will automatically record how many miles you've travelled and then tax you accordingly. While such a system would make tax proportional to road use, it would only take minor modifications to morph it into a system that could tell a repressive government where and when you travelled. Does anyone want to be in position where he/she might have to explain to the police why you traveled 23.7 miles at 9:30 PM on January 17 to such and such coordinates?

     A good rule to follow is that if a new power can be abused, it will be abused.

    This point about instituting a system so open to abuse by the state is a very important one IMO. It wouldn't surprise me at all if the the US, for one, morphed into a fascist theocracy in years to come. All manner of freedoms may be threatened as elites try to hold on to more than their share of a declining resource base by repressing the majority. A mileage charging scheme like the one proposed would certainly be a useful tool in the arsenal of a repressive state.
     
    That's for sure!

    Plus such a system would be a perfect instrument for implementing enforced gasoline rationing.  It would be quite easy to configure the system so that the black box allows you to drive only X miles per week and then automatically disables your car. Or if the State determines that you have been a naughty boy, it could keep your car disabled for a certain period as a form of punishment.  

    When my paranoid side gets the best of me (which seems to be happening more and more these days), I sometimes wonder whether this optional LO-JAC (sp?) system that is available on some GM cars is really a Trojan horse for the government to get its foot in the door to eventually make it mandatory for all new cars to have such a black box.

    There is something to be said for keeping one old car with a points-and-condenser ignititon system: i) it won't be knocked out by an electomagnetic pulse in the event of a nuclear war, and ii) it can't be disabled remotely by a third party in the way that an electronic ignition can. In addition to my daily drivers, I just happen to have such a car: a 1968 Beetle. A great car for the Sixties, and perhaps a great car for the post peak oil Road Warrior scenario (after a few serious performance modifications, of course).  

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