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.
“Here is what I would like for you to know: In America, it is traditional to destroy the black body—it is heritage.”
Last Sunday the host of a popular news show asked me what it meant to lose my body. The host was broadcasting from Washington, D.C., and I was seated in a remote studio on the far west side of Manhattan. A satellite closed the miles between us, but no machinery could close the gap between her world and the world for which I had been summoned to speak. When the host asked me about my body, her face faded from the screen, and was replaced by a scroll of words, written by me earlier that week.
The host read these words for the audience, and when she finished she turned to the subject of my body, although she did not mention it specifically. But by now I am accustomed to intelligent people asking about the condition of my body without realizing the nature of their request. Specifically, the host wished to know why I felt that white America’s progress, or rather the progress of those Americans who believe that they are white, was built on looting and violence. Hearing this, I felt an old and indistinct sadness well up in me. The answer to this question is the record of the believers themselves. The answer is American history.
In Sunday’s referendum, voters firmly rejected Europe’s plan to bail out the country’s economy. What’s next?
Updated on July 5, 2015 4:57 pm
On Sunday, Greek citizens took to the polls in a controversial referendum asking them whether they support a plan calling for continued economic austerity in exchange for debt relief. Their answer—with more than 70 percent of the votes counted—was a resounding “no.”The outcome means that next steps for the nation, which has fallen into arrears with the IMF and imposed capital controls to prevent a run on the banks, is largely uncertain. According to reports from Reuters, the country may next attempt to secure financing by asking for more emergency funding from the European Central Bank.
The referendum—which had asked Greeks to vote “yes” or “no” on a proposal from Eurogroup leaders to extend financing to the deeply indebted country— was called for by Greek Prime Minister Alexis Tsipras amid meetings of Eurozone leaders trying to come up with a deal to allow the country to avoid default. The call for the referendum effectively ended those discussions.
In 1992, the neuroscientist Richard Davidson got a challenge from the Dalai Lama. By that point, he’d spent his career asking why people respond to, in his words, “life’s slings and arrows” in different ways. Why are some people more resilient than others in the face of tragedy? And is resilience something you can gain through practice?
The Dalai Lama had a different question for Davidson when he visited the Tibetan Buddhist spiritual leader at his residence in Dharamsala, India. “He said: ‘You’ve been using the tools of modern neuroscience to study depression, and anxiety, and fear. Why can’t you use those same tools to study kindness and compassion?’ … I did not have a very good answer. I said it was hard.”
The Islamic State is no mere collection of psychopaths. It is a religious group with carefully considered beliefs, among them that it is a key agent of the coming apocalypse. Here’s what that means for its strategy—and for how to stop it.
What is the Islamic State?
Where did it come from, and what are its intentions? The simplicity of these questions can be deceiving, and few Western leaders seem to know the answers. In December, The New York Times published confidential comments by Major General Michael K. Nagata, the Special Operations commander for the United States in the Middle East, admitting that he had hardly begun figuring out the Islamic State’s appeal. “We have not defeated the idea,” he said. “We do not even understand the idea.” In the past year, President Obama has referred to the Islamic State, variously, as “not Islamic” and as al-Qaeda’s “jayvee team,” statements that reflected confusion about the group, and may have contributed to significant strategic errors.
As the world frets over Greece, a separate crisis looms in China.
This summer has not been calm for the global economy. In Europe, a Greek referendum this Sunday may determine whether the country will remain in the eurozone. In North America, meanwhile, the governor of Puerto Rico claimed last week that the island would be unable to pay off its debts, raising unsettling questions about the health of American municipal bonds.
But the season’s biggest economic crisis may be occurring in Asia, where shares in China’s two major stock exchanges have nosedived in the past three weeks. Since June 12, the Shanghai stock exchange has lost 24 percent of its value, while the damage in the southern city of Shenzhen has been even greater at 30 percent. The tumble has already wiped out more than $2.4 trillion in wealth—a figure roughly 10 times the size of Greece’s economy.
A new book by the evolutionary biologist Jerry Coyne tackles arguments that the two institutions are compatible.
In May 1988, a 13-year-old girl named Ashley King was admitted to Phoenix Children’s Hospital by court order. She had a tumor on her leg—an osteogenic sarcoma—that, writes Jerry Coyne in his book Faith Versus Fact, was “larger than a basketball,” and was causing her leg to decay while her body started to shut down. Ashley’s Christian Scientist parents, however, refused to allow doctors permission to amputate, and instead moved their daughter to a Christian Science sanatorium, where, in accordance with the tenets of their faith, “there was no medical care, not even pain medication.” Ashley’s mother and father arranged a collective pray-in to help her recover—to no avail. Three weeks later, she died.
Defining common cultural literacy for an increasingly diverse nation.
Is the culture war over?
That seems an absurd question. This is an age when Confederate monuments still stand; when white-privilege denialism is surging on social media; when legislators and educators in Arizona and Texas propose banning ethnic studies in public schools and assign textbooks euphemizing the slave trade; when fear of Hispanic and Asian immigrants remains strong enough to prevent immigration reform in Congress; when the simple assertion that #BlackLivesMatter cannot be accepted by all but is instead contested petulantly by many non-blacks as divisive, even discriminatory.
And that’s looking only at race. Add gender, guns, gays, and God to the mix and the culture war seems to be raging along quite nicely.
For centuries, experts have predicted that machines would make workers obsolete. That moment may finally be arriving. Could that be a good thing?
1. Youngstown, U.S.A.
The end of work is still just a futuristic concept for most of the United States, but it is something like a moment in history for Youngstown, Ohio, one its residents can cite with precision: September 19, 1977.
For much of the 20th century, Youngstown’s steel mills delivered such great prosperity that the city was a model of the American dream, boasting a median income and a homeownership rate that were among the nation’s highest. But as manufacturing shifted abroad after World War II, Youngstown steel suffered, and on that gray September afternoon in 1977, Youngstown Sheet and Tube announced the shuttering of its Campbell Works mill. Within five years, the city lost 50,000 jobs and $1.3 billion in manufacturing wages. The effect was so severe that a term was coined to describe the fallout: regional depression.
People put serious weight on judgments of character based on facial structure alone.
People whose faces are perceived to look more "competent" are more likely to be CEOs of large, successful companies. Having a face that people deem "dominant" is a predictor of rank advancement in the military. People are more likely to invest money with people who look "trustworthy." These sorts of findings go on and on in recent studies that claim people can accurately guess a variety of personality traits and behavioral tendencies from portraits alone. The findings seem to elucidate either canny human intuition or absurd, misguided bias.
There has been a recent boom in research on how people attribute social characteristics to others based on the appearance of faces—independent of cues about age, gender, race, or ethnicity. (At least, as independent as possible.) The results seem to offer some intriguing insight, claiming that people are generally pretty good at predicting who is, for example, trustworthy, competent, introverted or extroverted, based entirely on facial structure. There is strong agreement across studies as to what facial attributes mean what to people, as illustrated in renderings throughout this article. But it's, predictably, not at all so simple.
An attorney who helped players file a gender-discrimination lawsuit over artificial turf in the World Cup proposes a way forward for the sport.
On Sunday, players from the U.S. and Japan’s women’s soccer teams will step onto the field in Vancouver to compete for the sport’s greatest achievement: the World Cup. But perhaps the bigger battle—one that started well before the final match and will continue well after—isn’t about a trophy or national glory. Women’s soccer teams have long fought for recognition and respect not just from the public, but also from the male organizers of the sport, and it’s a struggle symbolized by the very fields they’ve been playing on.
The co-hosts of the World Cup—FIFA and the Canadian Soccer Association—failed to stage this year’s tournament to be played on real grass like every other World Cup previously, mandating that it be played on artificial turf instead. This is despite the dangers and inconveniences plastic turf poses. The synthetic pitches bake in the sun, with surface temperatures sometimes reaching 120 degrees. Clouds of rubber pebbles fly into players’ eyes, and the turf makes it difficult for the women to gauge the way the ball will bounce.