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.
A rock structure, built deep underground, is one of the earliest hominin constructions ever found.
In February 1990, thanks to a 15-year-old boy named Bruno Kowalsczewski, footsteps echoed through the chambers of Bruniquel Cave for the first time in tens of thousands of years.
The cave sits in France’s scenic Aveyron Valley, but its entrance had long been sealed by an ancient rockslide. Kowalsczewski’s father had detected faint wisps of air emerging from the scree, and the boy spent three years clearing away the rubble. He eventually dug out a tight, thirty-meter-long passage that the thinnest members of the local caving club could squeeze through. They found themselves in a large, roomy corridor. There were animal bones and signs of bear activity, but nothing recent. The floor was pockmarked with pools of water. The walls were punctuated by stalactites (the ones that hang down) and stalagmites (the ones that stick up).
The day—a celebration of corporate conformity disguised as a celebration of individuality—helped to bring about the current dominance of “business casual.”
The New York Times ran a story Wednesday announcing “The End of the Office Dress Code.” The suit and its varied strains, the article argues—corporate uniforms that celebrate, well, corporate uniformity—are giving way to more individualized interpretations of “office attire.” As the writer Vanessa Friedman puts it, “We live in a moment in which the notion of a uniform is increasingly out of fashion, at least when it comes to the implicit codes of professional and public life.”
It’s true. We live in a time in which our moguls dress in hoodies and t-shirts, and in which more and more workers are telecommuting—working not just from home, but from PJs. It’s a time, too, when the lines between “work” and “everything else” are increasingly—and sometimes frustratingly—fluid. And so: It’s also a time when many of us are trying to figure out, together, what “work clothes” actually means, and the extent to which the term might vary across professions. As Emma McClendon, who curated a new exhibit on uniforms for the Museum at the Fashion Institute of Technology, summed it up: “We are in a very murky period.”
Narcissism, disagreeableness, grandiosity—a psychologist investigates how Trump’s extraordinary personality might shape his possible presidency.
In 2006, Donald Trump made plans to purchase the Menie Estate, near Aberdeen, Scotland, aiming to convert the dunes and grassland into a luxury golf resort. He and the estate’s owner, Tom Griffin, sat down to discuss the transaction at the Cock & Bull restaurant. Griffin recalls that Trump was a hard-nosed negotiator, reluctant to give in on even the tiniest details. But, as Michael D’Antonio writes in his recent biography of Trump, Never Enough, Griffin’s most vivid recollection of the evening pertains to the theatrics. It was as if the golden-haired guest sitting across the table were an actor playing a part on the London stage.
“It was Donald Trump playing Donald Trump,” Griffin observed. There was something unreal about it.
Washington voters handed Hillary Clinton a primary win, symbolically reversing the result of the state caucus where Bernie Sanders prevailed.
Washington voters delivered a bit of bad news for Bernie Sanders’s political revolution on Tuesday. Hillary Clinton won the state’s Democratic primary, symbolically reversing the outcome of the state’s Democratic caucus in March where Sanders prevailed as the victor. The primary result won’t count for much since delegates have already been awarded based on the caucus. (Sanders won 74 delegates, while Clinton won only 27.) But Clinton’s victory nevertheless puts Sanders in an awkward position.
Sanders has styled himself as a populist candidate intent on giving a voice to voters in a political system in which, as he describes it, party elites and wealthy special-interest groups exert too much control. As the primary election nears its end, Sanders has railed against Democratic leaders for unfairly intervening in the process, a claim he made in the aftermath of the contentious Nevada Democratic convention earlier this month. He has also criticized superdelegates—elected officials and party leaders who can support whichever candidate they chose—for effectively coronating Clinton.
Americans persist in thinking that Adam Smith's rules for free trade are the only legitimate ones. But today's fastest-growing economies are using a very different set of rules. Once, we knew them—knew them so well that we played by them, and won. Now we seem to have forgotten
IN Japan in the springtime of 1992 a trip to Hitotsubashi University, famous for its economics and business faculties, brought me unexpected good luck. Like
several other Japanese universities, Hitotsubashi is almost heartbreaking in
its cuteness. The road from the station to the main campus is lined with cherry
trees, and my feet stirred up little puffs of white petals. Students glided
along on their bicycles, looking as if they were enjoying the one stress-free
moment of their lives.
They probably were. In surveys huge majorities of students say that they study
"never" or "hardly at all" during their university careers. They had enough of
that in high school.
I had gone to Hitotsubashi to interview a professor who was making waves. Since
the end of the Second World War, Japanese diplomats and businessmen have acted
as if the American economy should be the model for Japan's own industrial
growth. Not only should Japanese industries try to catch up with America's lead
in technology and production but also the nation should evolve toward a
standard of economic maturity set by the United States. Where Japan's economy
differed from the American model—for instance, in close alliances between
corporations which U.S. antitrust laws would forbid—the difference should be
considered temporary, until Japan caught up.
A Brexit advocate says U.S. support for the EU fundamentally misreads what the institution has become.
With less than a month until British citizens vote on whether the U.K. should stay in or leave the European Union, Americans could be forgiven for being preoccupied with their ownpoliticaldramas. Still, President Obama conspicuously weighed in on the British debate in April, writing in The Daily Telegraph “with the candour of a friend” that the vote’s outcome would be “of deep interest to the United States.” Specifically: “The U.S. and the world need your outsized influence to continue—in Europe.”
British voters themselves aren’t so convinced. Polls currently show the “Remain” side in the lead, but the outcome is by no means assured. Advocates of continued U.K. membership in the 28-member political and economic bloc have argued that exiting the organization would severely damage the British economy; diminish the U.K.’s international influence; and destabilize a European continent already wracked by a refugee crisis and economic problems. Those advocating for a so-called Brexit—the “Leave” camp—argue that it would liberate the U.K. from onerous regulations devised and enforced by non-representative foreign bodies based in Brussels. (EU bodies set policy for member states on, among other things, trade, agriculture, and some fiscal matters; member states generally retain control over their own foreign and defense policies. Britain specifically has negotiated the ability to opt out of certain EU-wide policies, particularly on immigration and further political integration.) With its sovereignty thus restored, the U.K. would be better able to handle its own economic, immigration, and other challenges.
For centuries, philosophers and theologians have almost unanimously held that civilization as we know it depends on a widespread belief in free will—and that losing this belief could be calamitous. Our codes of ethics, for example, assume that we can freely choose between right and wrong. In the Christian tradition, this is known as “moral liberty”—the capacity to discern and pursue the good, instead of merely being compelled by appetites and desires. The great Enlightenment philosopher Immanuel Kant reaffirmed this link between freedom and goodness. If we are not free to choose, he argued, then it would make no sense to say we ought to choose the path of righteousness.
Today, the assumption of free will runs through every aspect of American politics, from welfare provision to criminal law. It permeates the popular culture and underpins the American dream—the belief that anyone can make something of themselves no matter what their start in life. As Barack Obama wrote in The Audacity of Hope, American “values are rooted in a basic optimism about life and a faith in free will.”
The U.S. president talks through his hardest decisions about America’s role in the world.
Friday, August 30, 2013, the day the feckless Barack Obama brought to a premature end America’s reign as the world’s sole indispensable superpower—or, alternatively, the day the sagacious Barack Obama peered into the Middle Eastern abyss and stepped back from the consuming void—began with a thundering speech given on Obama’s behalf by his secretary of state, John Kerry, in Washington, D.C. The subject of Kerry’s uncharacteristically Churchillian remarks, delivered in the Treaty Room at the State Department, was the gassing of civilians by the president of Syria, Bashar al-Assad.
While fish are disappearing from the oceans, squid, octopus, and cuttlefish populations have been rising since the 1960s. Why?
Every winter in Spencer Gulf, a large inlet intruding into Australia’s south coast, hundreds of thousands of giant cuttlefish gather to breed. They’re about the size and weight of a corgi, with ever-changing displays of shadow and colour rippling across their dynamic skins. At the height of the breeding season, these amorous, multi-armed, living rainbows can get so numerous that there’s one of them in every square meter of water.
But lately, these mating swarms have dwindled to a small fraction of their former glory, and no one knows why. Pollution, warming waters, and a dearth of prey are all possibilities. But Bronwyn Gillanders from the University of Adelaide suspected that the decline might just be part of a natural cycle, a downward trend stuck between upward ones. She couldn’t test that idea, since no one had any long-term data on giant cuttlefish numbers. But such data did exist for other cephalopods—octopuses, squid, and other species of cuttlefish. Gillanders’s team member Zoe Doubleday pulled it all together, by scouring earlier studies and contacting other scientists.
What’s harder to believe: that it took a year for Andrea Constand to accuse the star of sexual assault, or that it’s taken 11 years and dozens more women coming forward for those accusations to be heard in court?
To date, more than 50 women have accused Bill Cosby of sexual misconduct. Constand was the first. In January of 2005 she told police that a year earlier, Cosby had touched and penetrated her after drugging her. A prosecutor decided against proceeding with the case, and Constand followed up with a civil suit that resulted in a 2006 settlement. After that came an accelerating drip of women making allegations about incidents spanning a wide swath of Cosby’s career, from Kristina Ruehli (1965) to Chloe Goins (2008).