The White House wants to put more natural gas powered trucks on the road. To do it, he'll have to create a whole infrastructure network and a commercial market from scratch.
If you haven't spent much of your life thinking about the future of natural gas-powered vehicles, don't worry, you're not alone. Less sexy than electric car, and in many ways even more impractical, they've never been much more than a footnote in the long debate about how to wean the United States off its oil dependence.
But these days, natural gas vehicles have a big fan in the White House. President Obama is making a hard push for them, and he spent part of a campaign stop Thursday in Las Vegas plugging his plans. His strategy focuses on providing incentives for companies with large truck fleets to buy natural gas-powered models while encouraging the construction of more fueling stations along major highways.
There's logic to promoting natural gas at this juncture. Oil prices are high. As the world gets richer, there will be more drivers, and prices will keep going up. Meanwhile, massive shale discoveries have turned the U.S. into the world's top producer of natural gas. We've drilled for so much of the stuff that prices are now at historic lows. Why wouldn't we want to put it in our cars?
There might be some policy reasons to argue against it. Natural gas is used to generate electricity and heat homes. If it were to become a popular vehicle fuel, its price would likely rise along with consumers' utility bills. Manufacturers, which are heavy users of natural gas,
would also like to keep prices of their fuel stock low.
But there's a much more practical issue to consider: Logistics.
THE CATCH-22 OF NATURAL GAS
Right now, there isn't an infrastructure network to support the widespread adoption of natural gas powered cars or large trucks. There are two major problems standing in the way of creating one. And both of them are nasty Catch-22s.
First, companies don't buy natural gas trucks because they're expensive. And they're expensive, in part, because not enough companies buy them. According to the Wall Street Journal, there are fewer than 1,000 natural gas-powered 18-wheeler tractors rolling in the United States. As one source told the paper, the market is so small that they are "just about being hand-built, much like a Rolls Royce." Prices won't come down until there's enough demand to jumpstart mass production.
The second Catch-22 is that nobody wants to drive a natural gas vehicle unless there's a place to refuel it. And almost nobody wants to build a re-fueling station until there are people driving natural gas vehicles.
These problems aren't unique to natural gas. Electric cars have faced almost the exact same hurdles. But electric car makers have found creative ways to get around the infrastructure issue, either by marketing their vehicles to commuters or adding small gas engines for extended range. And some well-off car buyers are willing to pay a premium for an environmentally friendly ride.
With natural gas, there's less wiggle room. For 18-wheelers to use it, you need fueling stations along the route, plain and simple.* And companies aren't likely pay for an expensive truck unless it makes strict economic sense.
WHAT DO WE NEED: SUBSIDIES OR CERTAINTIES?
The administration seems to think it can overcome those obstacles with a generous round of subsidies. After receiving a $5.5 million stimulus grant, UPS purchased 48 new natural gas trucks and partnered with Clean Energy Fuels Corp., the company part-owned by billionaire natural gas advocate T. Boone Pickens, to build a refueling station between Salt Lake City and Los Angeles. On Thursday, Obama spoke at a UPS plant, where he advocated tax incentives for companies that buy natural gas trucks and promised to work with the private sector to develop five "natural gas corridors" along U.S. highways where the vehicles will be able to easily fill up their tanks.
The president's proposal is similar to the Nat Gas Act, a pending bipartisan bill that would provide large tax breaks for investments in both natural gas trucks and fueling equipment. Cost estimates range between $5 billion and $9 billion, and Pickens, one of the legislation's most vocal public supporters, claims it would put 140,000 trucks on the road along with enough fueling stations to service them. But pulling that off would almost certainly require an incredible amount of coordination along the lines of what his company achieved with UPS. After all, how many businesses will take advantage of a tax deduction for a large capital investment based on the mere possibility that someone else will build out the infrastructure necessary to use it? Meanwhile, even with a write-off for the initial investment, gas station owners might not want a little used pump taking up real estate on their property. It sounds minor, but it's an actual concern I heard while reporting on this topic a few years ago.
No, to make natural gas take off, both sides will need a degree of certainty. The subsidies alone won't do it.
Obama's natural gas plan does have a second, more easily achievable half. He wants federal agencies and local governments to buy more natural gas vehicles for their fleets. Think natural gas powered post office trucks and school buses, for instance. That goal is simpler, since most government fleets are fueled at a central location, where they return each day. Install a pump, and you're good to go.
But encouraging natural gas fleets won't influence what happens in the long-haul trucking industry. That's because post office trucks, school buses, and secret-service SUVs would run on compressed natural gas. That's a different form of fuel than the liquified natural gas cargo trucks use and requires a separate pump to deliver. Encouraging truck stops to carry liquefied natural gas will take its own separate effort.
Cooperation between the public and private sector has become the Obama administration's big rallying cry of late. Getting natural gas trucks on the road would be a small but tough test of his ability to actually make it happen.
*There are bi-fuel vehicles available, which can run on diesel or natural gas. But, as the Department of Energy points out, they perform worse than dedicated natural gas vehicles.
Dean of Students John Ellison gets an A for initiative, a B-minus for execution, and extra-credit for stoking a useful debate.
When I was a heretical student at a Catholic high school deciding where to apply to college, I thrilled at the prospect of an educational institution where free inquiry would reign supreme and forceful debate would never be hemmed in by dogma.
A letter like the one that University of Chicago Dean of Students John Ellison sent last week to incoming first-year students––reminding them of the school’s “commitment to freedom of inquiry and expression," and affirming that those admitted to it “are encouraged to speak, write, listen, challenge, and learn, without fear of censorship”––would have struck me as a glorious affirmation: that robust intellectual communities truly did exist; that I would finally be free to follow my brain; that college would be a crucible that tested the strength of all my beliefs.
The San Francisco quarterback has been attacked for refusing to stand for the Star Spangled Banner—and for daring to criticize the system in which he thrived.
It was in early childhood when W.E.B. Du Bois––scholar, activist, and black radical––first noticed The Veil that separated him from his white classmates in the mostly white town of Great Barrington, Massachusetts. He and his classmates were exchanging “visiting cards,” invitations to visit one another’s homes, when a white girl refused his.
“Then it dawned upon me with a certain suddenness that I was different from the others; or like, mayhap, in heart and life and longing, but shut out from their world by a vast veil. I had thereafter no desire to tear down that veil, to creep through; I held all beyond it in common contempt, and lived above it in a region of blue sky and great wandering shadows,” Du Bois wrote in his acclaimed essay collection, The Souls of Black Folk. “That sky was bluest when I could beat my mates at examination-time, or beat them at a foot-race, or even beat their stringy heads.”
In its early days, the first English settlement in America had lots of men, tobacco, and land. All it needed was women.
“First comes love, then comes marriage,” the old nursery rhyme goes, but historically, first came money. Marriage was above all an economic transaction, and in no place was this more apparent than in the early 1600s in the Jamestown colony, where a severe gender imbalance threatened the fledgling colony’s future.
The men of Jamestown desperately wanted wives, but women were refusing to immigrate. They had heard disturbing reports of dissension, famine, and disease, and had decided it simply wasn’t worth it. Consequently, barely a decade after its founding in 1607, Jamestown was almost entirely male, and because these men were unable to find wives, they were deserting the colony in droves.
An immediate influx of women was needed to save the floundering colony; its leaders suggested putting out an advertisement targeting wives. The women who responded to this marital request and agreed to marry unknown men in an unfamiliar land were in a sense America’s first mail-order brides.
A Hillary Clinton presidential victory promises to usher in a new age of public misogyny.
Get ready for the era of The Bitch.
If Hillary Clinton wins the White House in November, it will be a historic moment, the smashing of the preeminent glass ceiling in American public life. A mere 240 years after this nation’s founding, a woman will occupy its top office. America’s daughters will at last have living, breathing, pantsuit-wearing proof that they too can grow up to be president.
A Clinton victory also promises to usher in four-to-eight years of the kind of down-and-dirty public misogyny you might expect from a stag party at Roger Ailes’s house.
You know it’s coming. As hyperpartisanship, grievance politics, and garden-variety rage shift from America’s first black commander-in-chief onto its first female one, so too will the focus of political bigotry. Some of it will be driven by genuine gender grievance or discomfort among some at being led by a woman. But in plenty of other cases, slamming Hillary as a bitch, a c**t (Thanks, Scott Baio!), or a menopausal nut-job (an enduringly popular theme on Twitter) will simply be an easy-peasy shortcut for dismissing her and delegitimizing her presidency.
The talk-radio host claims that he never took Donald Trump seriously on immigration. He neglected to tell his immigration obsessed listeners.
For almost a decade, I’ve been angrily documenting the way that many right-wing talk-radio hosts betray the rank-and-file conservatives who trust them for information. My late grandmother was one of those people. She deserved better than she got. With huge platforms and massive audiences, successful hosts ought to take more care than the average person to be truthful and avoid misinforming listeners. Yet they are egregiously careless on some days and willfully misleading on others.
And that matters, as we’ll come to see.
Rush Limbaugh is easily the most consequential of these hosts. He has an audience of millions. And over the years, parts of the conservative movement that ought to know better, like the Claremont Institute, have treated him like an honorable conservative intellectual rather than an intellectually dishonest entertainer. The full cost of doing so became evident this year, when a faction of populists shaped by years of talk radio, Fox News, and Breitbart.com picked Donald Trump to lead the Republican Party, a choice that makes a Hillary Clinton victory likely and is a catastrophe for movement conservatism regardless of who wins.
Practices meant to protect marginalized communities can also ostracize those who disagree with them.
Last week, the University of Chicago’s dean of students sent a welcome letter to freshmen decrying trigger warnings and safe spaces—ways for students to be warned about and opt out of exposure to potentially challenging material. While some supported the school’s actions, arguing that these practices threaten free speech and the purpose of higher education, the note also led to widespread outrage, and understandably so. Considered in isolation, trigger warnings may seem straightforwardly good. Basic human decency means professors like myself should be aware of students’ traumatic experiences, and give them a heads up about course content—photographs of dead bodies, extended accounts of abuse, disordered eating, self-harm—that might trigger an anxiety attack and foreclose intellectual engagement. Similarly, it may seem silly to object to the creation of safe spaces on campus, where members of marginalized groups can count on meeting supportive conversation partners who empathize with their life experiences, and where they feel free to be themselves without the threat of judgment or censure.
How will the show maintain its charm while unraveling its mysteries?
Stranger Things will return in 2017 for a second season with nine episodes by original writers/directors Matt and Ross Duffer, Netflix announced today. The news is about as unsurprising as, say, the idea that four Dungeons and Dragons-playing nerds in 1983 would be bullied at school. But it’s also an intriguing development—not unlike the revelation of an alternate dimension that resembles our own but has unfriendly plant-headed monsters roaming about.
The first eight episodes of the nostalgia-soaked sci-fi saga became the unpredicted breakout pop-culture conversation piece of summer 2016, spawning memes online and faux funerals in real life. Netflix doesn’t reveal viewership numbers, but this week the independent data-measurement company Symphony Advanced Media estimated that the series drew an average of 14.07 million adults age 18-49 in the first 35 days of streaming. That would make it the second most-watched Netflix original of 2016, just behind Fuller House and the latest Orange Is the New Black season, both of which (unlike Stranger Things ) arrived with established fan bases. Netflix’s business model relies on shows doing exactly what Stranger Things has done: draw buzz to lure subscribers.
Which is a different way of asking: Can a bot commit libel?
Facebook set a new land-speed record for situational irony this week, as it fired the people who kept up its “Trending Topics” feature and replaced them with an algorithm on Friday, only to find the algorithm promoting completely fake news on Sunday.
Rarely in recent tech history has a downsizing decision come back to bite the company so publicly and so quickly.
Education experts offer their thoughts on how—if at all—schools should assign, grade, and use take-home assignments.
This is the third installment in our series about school in a perfect world. Read previous entries here and here.
We asked prominent voices in education—from policy makers and teachers to activists and parents—to look beyond laws, politics, and funding and imagine a utopian system of learning. They went back to the drawing board—and the chalkboard—to build an educational Garden of Eden. We’re publishing their answers to one question each day this week. Responses have been lightly edited for clarity and length.
Today’s assignment: The Homework. Will students have homework?
Rita Pin Ahrens, thedirector of education policy for the Southeast Asia Resource Action Center
Homework is absolutely necessary for students to demonstrate that they are able to independently process and apply their learning. But who says homework has to be the same as it has been? Homework might include pre-reading in preparation for what will be covered in class that day, independent research on a student-chosen topic that complements the class curriculum, experiential learning through a volunteer activity or field trip, or visiting a website and accomplishing a task on it. The structure will be left to the teachers to determine, as best fits the learning objective, and should be graded—whether by the teacher or student. Students will be held accountable for their homework and understand that it is an integral part of the learning process.
What looks at first glance like an opening up of possibilities is actually an attack on the human imagination.
You might not like what I’m about to say about the multiverse. But don’t worry; you’ve already had your revenge. If there are an infinite number of parallel universes, there will be any number of terrible dictatorships, places where life has become very difficult for people who like to string words together. Somewhere out there, there’s a society in which every desperate little essay like this one comes with a tiny, unremarkable button: push it, and the author will be immediately electrocuted to death.
Maybe your hate is more visceral—you already know I’ll die some day, but you want to see it happen; you need to see me groveling. You can if you want. Fly upwards from the plane of our solar system, keep on going, through the endless huddles of galaxies, never forgetting your purpose, until space and time run out altogether. Eventually you’ll find yourself in another universe, on a damp patch of grass and broken concrete, unwatched by whatever local gang or galactic empire rules the city rising in foggy shapes beyond the marshes. There, you’ll see a creature strangely similar to yourself, beating me to death with whatever bits of scrap are lying around.