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.
Footnotes. Numbers. Detailed proposals. The Donald’s economic address at an aluminum factory in Pennsylvania had it all.
Donald Trump must have hired some researchers.
The famously off-the-cuff orator delivered a surprisingly specific speech on trade, making seven detailed policy pledges while predicting that Hillary Clinton, if elected, would tweak and then sign the enormous Pacific trade pact she now opposes as a candidate for president.
Trump’s address to workers at a Pennsylvania aluminum factory continued his recent effort to lift both the tone and substance of his speeches. But it marked an even bigger departure in its sheer wonkiness.First, his campaign sent out the prepared remarks with 128 footnotes. And in delivering the speech from a teleprompter, Trump delved into such granular policy detail that he referenced specific sections of decades-old trade laws and vowed to invoke “Article 2205” of the North American Free Trade Agreement. Doing so, he said, would withdraw the U.S. from NAFTA if its trading partners don’t agree to renegotiate the Clinton-era accord.
It happened gradually—and until the U.S. figures out how to treat the problem, it will only get worse.
It’s 2020, four years from now. The campaign is under way to succeed the president, who is retiring after a single wretched term. Voters are angrier than ever—at politicians, at compromisers, at the establishment. Congress and the White House seem incapable of working together on anything, even when their interests align. With lawmaking at a standstill, the president’s use of executive orders and regulatory discretion has reached a level that Congress views as dictatorial—not that Congress can do anything about it, except file lawsuits that the divided Supreme Court, its three vacancies unfilled, has been unable to resolve.
On Capitol Hill, Speaker Paul Ryan resigned after proving unable to pass a budget, or much else. The House burned through two more speakers and one “acting” speaker, a job invented following four speakerless months. The Senate, meanwhile, is tied in knots by wannabe presidents and aspiring talk-show hosts, who use the chamber as a social-media platform to build their brands by obstructing—well, everything. The Defense Department is among hundreds of agencies that have not been reauthorized, the government has shut down three times, and, yes, it finally happened: The United States briefly defaulted on the national debt, precipitating a market collapse and an economic downturn. No one wanted that outcome, but no one was able to prevent it.
At least 36 people were killed in an attack Tuesday at Ataturk airport, one of the busiest in Europe.
Here’s what we know:
—Explosions and gunfire were reported Tuesday night at Istanbul’s Ataturk International Airport, one of the busiest in Europe. Turkey’s prime minister, Binali Yildirim, said in a news conference three attackers opened fire at the airport’s international terminal and detonated explosives, blowing themselves up.
—The prime minister said 36 people were killed and 147 wounded. Photos from the scene showed bloodied bodies and debris on the pavement outside the terminal. The airport was evacuated.
—We’re live-blogging what’s happening, and you can read how it unfolded below. All updates are in Eastern Standard Time (GMT -5). It’s after 3 a.m. Wednesday in Istanbul.
Turkish Prime Minister Binali Yildirim told reporters outside Ataturk airport that 36 people had been killed in the attack. The dead included five police officers. He said 147 people had been wounded, adding the three attackers blew themselves up.
Fears of civilization-wide idleness are based too much on the downsides of being unemployed in a society premised on the concept of employment.
People have speculated for centuries about a future without work, and today is no different, with academics, writers, and activists once again warning that technology is replacing human workers. Some imagine that the coming work-free world will be defined by inequality: A few wealthy people will own all the capital, and the masses will struggle in an impoverished wasteland.
A different, less paranoid, and not mutually exclusive prediction holds that the future will be a wasteland of a different sort, one characterized by purposelessness: Without jobs to give their lives meaning, people will simply become lazy and depressed. Indeed, today’s unemployed don’t seem to be having a great time. One Gallup poll found that 20 percent of Americans who have been unemployed for at least a year report having depression, double the rate for working Americans. Also, some research suggests that the explanation for rising rates of mortality, mental-health problems, and addiction among poorly-educated, middle-aged people is a shortage of well-paid jobs. Another study shows that people are often happier at work than in their free time. Perhaps this is why many worry about the agonizing dullness of a jobless future.
Their degrees may help them secure entry-level jobs, but to advance in their careers, they’ll need much more than technical skills.
American undergraduates are flocking to business programs, and finding plenty of entry-level opportunities. But when businesses go hunting for CEOs or managers, “they will say, a couple of decades out, that I’m looking for a liberal arts grad,” said Judy Samuelson, executive director of the Aspen Institute’s Business and Society Program.
That presents a growing challenge to colleges and universities. Students are clamoring for degrees that will help them secure jobs in a shifting economy, but to succeed in the long term, they’ll require an education that allows them to grow, adapt, and contribute as citizens—and to build successful careers. And it’s why many schools are shaking up their curricula to ensure that undergraduate business majors receive something they may not even know they need—a rigorous liberal-arts education.
There are two basic modes of judgment: criticism and praise. The former consists of identifying a subject’s flaws; the latter of noting its merits.
In most settings, criticism tends to dominate. For any idea or book or movie or what have you, the question that people discuss is what’s wrong with it, why it didn’t live up to expectations. Often, one gets the feeling that the criticism isn’t dispensed in an effort to engage with the work but as a demonstration of the critic’s smarts, the implicit argument being that he or she is sharper and more discerning than the work’s creator.
Often, the greater intellectual challenge—as a reader, as a viewer, and as a manager—is to recognize when something is truly great.
The way members of the ‘model minority’ are treated in elite-college admissions could affect race-based standards moving forward.
In his new book, Earning Admission: Real Strategies for Getting Into Highly Selective Colleges, the strategist Greg Kaplan urges Asians not to identify as such on their applications. “Your child should decline to state her background if she identifies with a group that is overrepresented on campus even if her name suggests affiliation,” he advises parents, also referencing Jews. Such tips are increasingly common in the college-advising world; it’s not unusual for consultants, according to The Boston Globe, to urge students to “deemphasize the Asianness” in their resumes or avoid writing application essays about their immigrant parents “coming from Vietnam with $2 in a rickety boat and swimming away from sharks.”
Chimamanda Ngozi Adichie has a new short story: a Virginia Woolf-inflected ode to Melania Trump.
“Melania decided she would order the flowers herself.”
So begins the new short story from Chimamanda Ngozi Adichie, the first such work commissioned by, and for, The New York Times Book Review. The paper gave the acclaimed writer—author of Americanah and Half of a Yellow Sun, and the recipient of a MacArthur Genius grant—a broad assignment: Write anything about this election season you like.
Adichie chose Trump. Specifically, she chose the Trumps. And the result of that is “The Arrangements,” which, as its opening line suggests, trains its gaze on Melania, the woman most Americans know as silent and stoic and, perhaps most of all, a cipher. “The Arrangements” is, in the manner of Curtis Sittenfeld’s Eligible, a tribute to an earlier work of literature—in this case, Virginia Woolf’s Mrs. Dalloway, one of the still-soaring examples of literary modernism, and an early-20th-century novel that’s especially notable for being told from the perspective of a woman. In that sense, “Melania decided she would order the flowers herself” is at once a call-out to Dalloway’s opening line, an ironization of that line—ordering instead of buying—and a declaration of Adichie’s intent: It is Melania who will do the deciding. It is Melania who will do the thinking. It is Melania who will deal with the flowers.
There’s more to life than can be measured in monetary returns.
What’s a good use of money?
For investors, that question comes down to a relatively straightforward calculation: Which of the available options has the greatest expected return on the investment?
But investors are far from the only people who are using the “return on investment” framework to weigh different options. “This has become a very, very powerful tool for decision making, not only in business, but in our culture as a whole,” said Moses Pava, an ethicist and a dean of the Sy Syms School of Business at Yeshiva University, at the Aspen Ideas Festival, co-hosted by the Aspen Institute and The Atlantic. In particular, Pava sees this kind of thinking dominating the world of education, both on the part of students in choosing schools and majors, and on the part of school in how they market themselves to potential enrollees. This, he says, will not end well for liberal arts schools.
House Republicans released a lengthy report on Tuesday detailing how events unfolded and criticizing the government’s response to them.
After a two-year investigation that cost $7 million, one of the most politically contentious chapters of Hillary Clinton’s career came to a close on Tuesday. House Republicans released their long-awaited reporton the 2012 Benghazi terror attacks that killed four Americans, including Ambassador Chris Stevens.
Clinton was the secretary of state at the time. As a result, the investigation into the attack has been politically charged: It coincided with an election year in which Clinton is now the presumptive Democratic nominee. House Republicans, however, have repeatedly denounced accusations that the investigation was a political ploy. On Tuesday, they continued to do so, highlighting their efforts to make sense of the government’s response to the attacks.