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.
The number of American teens who excel at advanced math has surged. Why?
On a sultry evening last July, a tall, soft-spoken 17-year-old named David Stoner and nearly 600 other math whizzes from all over the world sat huddled in small groups around wicker bistro tables, talking in low voices and obsessively refreshing the browsers on their laptops. The air in the cavernous lobby of the Lotus Hotel Pang Suan Kaew in Chiang Mai, Thailand, was humid, recalls Stoner, whose light South Carolina accent warms his carefully chosen words. The tension in the room made it seem especially heavy, like the atmosphere at a high-stakes poker tournament.
Stoner and five teammates were representing the United States in the 56th International Mathematical Olympiad. They figured they’d done pretty well over the two days of competition. God knows, they’d trained hard. Stoner, like his teammates, had endured a grueling regime for more than a year—practicing tricky problems over breakfast before school and taking on more problems late into the evening after he completed the homework for his college-level math classes. Sometimes, he sketched out proofs on the large dry-erase board his dad had installed in his bedroom. Most nights, he put himself to sleep reading books like New Problems in Euclidean Geometry and An Introduction to Diophantine Equations.
After a pair of poor showings in New Hampshire, Chris Christie and Carly Fiorina drop out of the race.
The Republican race is headed to South Carolina with two fewer candidates. The day after finishing sixth and seventh in the New Hampshire primaries, New Jersey Governor Chris Christie and former Hewlett-Packard CEO Carly Fiorina announced on Wednesday that they were suspending their campaigns.
Fiorina was always a long shot—she was practically a political newcomer, having only run one unsuccessful Senate campaign. And while her record at HP was vulnerable to attack, Republican figures saw in her both private-sector experience and a woman who could counter Hillary Clinton’s monopoly on a “historic” woman’s candidacy. While many political professionals sniffed at Fiorina’s candidacy, remembering that 2010 Senate race, she broke out after a commanding performance in the undercard to the first Republican debate. That earned her a promotion to the main stage at the next debate, where she scored another victory. But it was all downhill from there. Dogged by questions of honesty and unable to earn media attention, her campaign faded quickly.
Two hundred fifty years of slavery. Ninety years of Jim Crow. Sixty years of separate but equal. Thirty-five years of racist housing policy. Until we reckon with our compounding moral debts, America will never be whole.
And if thy brother, a Hebrew man, or a Hebrew woman, be sold unto thee, and serve thee six years; then in the seventh year thou shalt let him go free from thee. And when thou sendest him out free from thee, thou shalt not let him go away empty: thou shalt furnish him liberally out of thy flock, and out of thy floor, and out of thy winepress: of that wherewith the LORD thy God hath blessed thee thou shalt give unto him. And thou shalt remember that thou wast a bondman in the land of Egypt, and the LORD thy God redeemed thee: therefore I command thee this thing today.
— Deuteronomy 15: 12–15
Besides the crime which consists in violating the law, and varying from the right rule of reason, whereby a man so far becomes degenerate, and declares himself to quit the principles of human nature, and to be a noxious creature, there is commonly injury done to some person or other, and some other man receives damage by his transgression: in which case he who hath received any damage, has, besides the right of punishment common to him with other men, a particular right to seek reparation.
The Warriors star is the embodiment of basketball’s analytics revolution.
The Golden State Warriors are now some 15 months in to their turn as one of the best teams in basketball history. Last season, they won 67 games, the most in the NBA in eight years, and secured a championship in June against LeBron James and the Cleveland Cavaliers. This season’s Warriors make last season’s Warriors look like a team that hadn’t yet gotten loose. They started the year winning their first 24 games in a row, a record opening, and as of now have won 46 of 50.
Golden State’s brilliance is more than just statistical. The Warriors are a basketball idyll, a paradise of skill and collaboration. Their offense runs on nifty ballhandling, willing passing, and sublime shooting, with their point guard and reigning NBA Most Valuable Player acting as ringleader. A slim 6’3” and 185 pounds, with a bouncy jog and a barely post-pubescent tuft of beard at his chin, Stephen Curry dribbles with the intentional abandon of a card hustler, flings one-handed passes to all sectors of the court, and shoots better than anyone ever has.
For decades, some psychologists have claimed that bilinguals have better mental control. Their work is now being called into question.
In one of his sketches, comedian Eddie Izzard talks about how English speakers see bilingualism: “Two languages in one head? No one can live at that speed! Good lord, man. You’re asking the impossible,” he says. This satirical view used to be a serious one. People believed that if children grew up with two languages rattling around their heads, they would become so confused that their “intellectual and spiritual growth would not thereby be doubled, but halved,” wrote one professor in 1890. “The use of a foreign language in the home is one of the chief factors in producing mental retardation,” said another in 1926.
A century on, things are very different. Since the 1960s, several studies have shown that bilingualism leads to many advantages, beyond the obvious social benefits of being able to speak to more people. It also supposedly improves executive function—a catch-all term for advanced mental abilities that allow us to control our thoughts and behavior, such as focusing on a goal, ignoring distractions, switching attention, and planning for the future.
Issued last summer, the rules are the centerpiece of the White House’s climate-change-fighting agenda, and they play a big part in the recent, tepid optimism about global warming. Without the proposal of the plan, the United States couldn’t have secured the Paris Agreement, the first international treaty to mitigate greenhouse-gas emissions, last December. And without the adoption of the plan, the United States almost certainly won’t be able to comply with that document. If the world were to lose the Paris Agreement—which was not a total solution to the climate crisis, but meant to be a first, provisional step—years could be lost in the diplomatic fight to reduce climate-change’s dangers.
The ancient civilization may have tracked Jupiter using sophisticated methods, but their reasons for stargazing were very different than ours.
We’ve never escaped the influence of the Babylonians. That there are 60 seconds in a minute, 60 minutes in an hour, and 360 degrees in a full circle, are all echoes of the Babylonian preference for counting in base 60. An affinity for base 12 (inches in a foot, pence in an old British shilling) is also an offshoot, 12 being a factor of 60.
All this suggests that the Babylonians had a mathematics worth copying, which was why the Greeks did copy it and thereby rooted these number systems in Western tradition. The latest indication of Babylonian mathematical sophistication is the discovery that their astronomers knew that, in effect, the distance traveled by a moving object is equal to the area under the graph of velocity plotted against time. Previously it had been thought that this relationship wasn’t recognized until the fourteenth century in Europe. But since historian Mathieu Ossendrijver of the Humboldt University in Berlin found the calculation described in a series of clay tablets inscribed with cuneiform writing in Babylonia during the fourth to the first centuries B.C.E., where it was used to figure out the distance traveled across the sky by the planet Jupiter.
Most people in the U.S. believe their country is going to hell. But they’re wrong. What a three-year journey by single-engine plane reveals about reinvention and renewal.
When news broke late last year of a mass shooting in San Bernardino, California, most people in the rest of the country, and even the state, probably had to search a map to figure out where the city was. I knew exactly, having grown up in the next-door town of Redlands (where the two killers lived) and having, by chance, spent a long period earlier in the year meeting and interviewing people in the unglamorous “Inland Empire” of Southern California as part of an ongoing project of reporting across America.
Some of what my wife, Deb, and I heard in San Bernardino before the shootings closely matched the picture that the nonstop news coverage presented afterward: San Bernardino as a poor, troubled town that sadly managed to combine nearly every destructive economic, political, and social trend of the country as a whole. San Bernardino went into bankruptcy in 2012 and was only beginning to emerge at the time of the shootings. Crime is high, household income is low, the downtown is nearly abandoned in the daytime and dangerous at night, and unemployment and welfare rates are persistently the worst in the state.
Everything that was supposed to be silenced is suddenly being said.
The tight grip of oligarchy upon the American political system slipped a little last night in New Hampshire.
On the Democratic side, voters cast their ballots for one of the most implausible candidates in modern presidential history—less because his rhetoric was so mesmerizing or his program so inspiring than as a protest against an expected winner perceived as a lavishly compensated servitor of organized wealth.
In her concession speech, Hillary Clinton boasted of her small donors. More than 70 percent had given less than $100, she claimed: “I know that doesn’t fit with the narrative.” As Ken Vogel of Politico immediately tweeted, the claim also distorts the facts. Clinton may have a lot of donors, but the bulk of the value of her donations—85 percent—has come from the biggest givers. And her family’s personal wealth, and its foundation’s assets, can also be seen as built on the largesse of banks, corporations, and foreign governments.
From Flint to New Hampshire, an angry American public is determined to challenge the status quo.
The first politician punished for the poisoning of Flint, Michigan, was Dayne Walling, the 42-year-old Democratic mayor who lost reelection in November by fewer than 2,000 votes. When he dug into the numbers, Walling discovered what he considers the source of his demise: 3,000 new voters.
In a predominately African American city, 3,000 Flint residents who did not vote for the nation’s first black president in 2008 or 2012 cast ballots in last year’s mayoral election. What motivated them? The water crisis, of course, but Walling offers another explanation—one deeply embedded in the American body politic and yet related to the lead poisoning.
“Angry, frustrated citizens raised their voice,” he said. “Trump-type voters came out of the woodwork.”