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.
Most presidents view inaugural addresses as a rare opportunity to appeal beyond “the base.” This was base-only.
For my sins, I have read every U.S. presidential inaugural address ever given, and played a small part in writing one of them—Jimmy Carter’s, delivered 40 years ago today.
The first one I remember hearing, John F. Kennedy’s in 1961, I saw on a fuzzy black-and-white TV from my 7th-grade American history classroom in California. The arctic conditions that day in Washington practically radiated through the TV screen. I remember seeing the revered 87-year-old poet Robert Frost hunch against the wind and squint in the low-sun glare as he tried to read the special inaugural ode he had composed. Then Richard Nixon, just defeated by Kennedy in a hair’s-breadth race, reached across to block the glare with his top hat. Frost waved him off and began reciting from memory one of his best-known poems, “The Gift Outright.”
Donald Trump will take the oath of office on Friday, becoming the 45th president of the United States.
Donald Trump takes the oath of office on Friday, to become the 45th president of the United States.
The day’s inaugural festivities will get underway in the morning and continue through Saturday. The swearing-in ceremony, which will take place outside of the Capitol, is expected to begin at 11:30 a.m., followed by an inaugural parade at 3 p.m. and inaugural balls in the evening.
Thousands of attendees are expected to descend on Washington, DC for the ceremonies, which will likely be met with celebration and protest. We’ll bring you the latest updates from the nation’s capital as events unfold. Also see our continuing coverage:
From the nosebleed section of the National Mall, Donald Trump’s supporters watched his inauguration with high hopes for his presidency.
Friday’s inauguration ceremony was the calm after the storm.
The crowd on Washington, D.C.’s National Mall could have easily turned into one last Trump campaign rally, with thousands of red-topped supporters screaming for their leader and boo-hissing any Democrat spotted on the Jumbotrons.
But the mood inside the security barricades was affable, a byproduct, perhaps, of collective exhaustion from the hassle of navigating through security lines. Or perhaps Trump’s supporters simply realized they didn’t need to shout anymore. After all, they’d already won.
“I feel amazing. I feel like this is Christmas,” Josh Hammaker, a Trump voter from Calvert County, Maryland, told me in the minutes before the ceremony began. Hammaker considers himself a Democrat, but broke for Trump in November. “This is the best day of my life.” Or, at least, “one of ‘em. We’re finally getting our country back.”
Commentators love to praise the peaceful handover of power—but this year, it stands as a reminder of the system’s fragility and shortcomings.
Every presidency is different, but inaugural coverage is always the same. Commentators congratulate Americans on the peaceful transition of power and intone solemn sentences about democratic renewal.
There is something unnerving about these reassurances, something overstated, even hysterical. When a British prime minister loses the confidence of the House of Commons and must suddenly trundle out of 10 Downing Street (as some six dozen of them have done since the job was invented in the 1740s; a few more than once), nobody marvels on television how wonderful it is that he or she doesn’t try to retain power by force of arms. Nobody in Denmark thinks it extraordinary when one party relinquishes power to another. Ditto New Zealand or Switzerland—all of them treat peaceful transfers of power as the developed world norm, like reliable electricity or potable water.
On January 20, 2017, the peaceful transfer of American power took place in Washington, DC, as Barack Obama, passed the office to Donald J. Trump.
On January 20, 2017, the peaceful transfer of American power took place in Washington, DC, as the 44th President of the United States, Barack Obama passed the office to President-elect Donald J. Trump. Hundreds of thousands attended the ceremony, gathering in the National Mall to hear the swearing in and Trump’s inaugural address, while groups of protesters clashed with police in some of Washington’s streets. President Trump, Vice President Mike Pence, and their wives then bid farewell to former President Obama and his wife, as the Obamas headed to Air Force One for one last flight.
A history of the first African American White House—and of what came next
In the waning days of President Barack Obama’s administration, he and his wife, Michelle, hosted a farewell party, the full import of which no one could then grasp. It was late October, Friday the 21st, and the president had spent many of the previous weeks, as he would spend the two subsequent weeks, campaigning for the Democratic presidential nominee, Hillary Clinton. Things were looking up. Polls in the crucial states of Virginia and Pennsylvania showed Clinton with solid advantages. The formidable GOP strongholds of Georgia and Texas were said to be under threat. The moment seemed to buoy Obama. He had been light on his feet in these last few weeks, cracking jokes at the expense of Republican opponents and laughing off hecklers. At a rally in Orlando on October 28, he greeted a student who would be introducing him by dancing toward her and then noting that the song playing over the loudspeakers—the Gap Band’s “Outstanding”—was older than she was.
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.
He’s moved to establish his dominance of his party, of Congress, and of the media. Now, he turns to the nation.
Even for some Republicans, it is still a bit unbelievable. They have it all now—all the power. They won it fair and square. Donald Trump is assuming the presidency, and Republicans control the House and Senate.
They streamed into Washington this week to collect their reward, the activists and party hacks and true believers who helped make it happen. The members of the Republican National Committee, representing every state and territory, gathered in the ornate, slightly dowdy ballrooms of Washington’s Omni Shoreham hotel, where they took care of the party’s business between being feted at lunches, receptions, and inaugural balls. The mood was jubilant: Against all odds, after years of frustration, everything they worked for had come to pass.
After a promising debut last fall, NBC’s quirky, metaphysical comedy enjoyed a terrific first season—only to brilliantly upend its entire premise in the final episode.
When NBC’s The Good Place premiered last September, even early fans seemed uncertain of its future. It was, after all, a non-workplace sitcom with an unusually ambitious premise: A woman named Eleanor (Kristen Bell) dies and finds herself in a non-denominational heaven reserved for only those who led the most selfless and ethical of lives. The problem is she was a terrible person on earth who ended up in the so-called “good place” by mistake, so to avoid being sent to “the bad place,” she hides her identity and tries to become a better person in the afterlife.
My colleague David Sims praised the show’s debut but wondered how the story’s apparent plottiness would work in a genre that tends to be more episodic: