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 Washington Post report suggests the president's son-in-law and adviser sought to give Moscow information he wanted to conceal from America's own intelligence agencies.
Why did Jared Kushner seemingly trust Russian officials more than he trusted the U.S. government?
Friday evening, The Washington Post broke the story that, according to an intercepted report by the Russian ambassador in Washington to his superiors in Moscow, Kushner sought to use secure communications facilities at the Russian Embassy to correspond directly with Russian officials. The Russian ambassador, Sergei Kislyak, reported that the proposal was made in December, after Trump won the election but before he had taken office. The conversations reportedly involved Michael Flynn, the former Trump national-security adviser who was fired after it was revealed that he lied to administration officials about the content of his conversations with Russian officials.
The permissiveness of Republican leaders who acquiesce to violence, collusion, and corruption is encouraging more of the same.
In the annals of the Trump era, May 25, 2017, will deserve a special mark. Four remarkable things happened on Thursday, each of which marks a way that this presidency is changing the nation.
The first remarkable thing was President Trump’s speech at the NATO summit in Brussels. Many European governments had hoped—which is a polite way to say that they had suggested and expected—that Trump would reaffirm the American commitment to defend NATO members if attacked. This is the point of the whole enterprise after all! Here’s how it was done by President Obama at the NATO summit after the Russian invasion of Crimea:
First and foremost, we have reaffirmed the central mission of the Alliance. Article 5 enshrines our solemn duty to each other—“an armed attack against one … shall be considered an attack against them all.” This is a binding, treaty obligation. It is non-negotiable. And here in Wales, we’ve left absolutely no doubt—we will defend every Ally.
She lived with us for 56 years. She raised me and my siblings without pay. I was 11, a typical American kid, before I realized who she was.
The ashes filled a black plastic box about the size of a toaster. It weighed three and a half pounds. I put it in a canvas tote bag and packed it in my suitcase this past July for the transpacific flight to Manila. From there I would travel by car to a rural village. When I arrived, I would hand over all that was left of the woman who had spent 56 years as a slave in my family’s household.
The condition has long been considered untreatable. Experts can spot it in a child as young as 3 or 4. But a new clinical approach offers hope.
This is a good day, Samantha tells me: 10 on a scale of 10. We’re sitting in a conference room at the San Marcos Treatment Center, just south of Austin, Texas, a space that has witnessed countless difficult conversations between troubled children, their worried parents, and clinical therapists. But today promises unalloyed joy. Samantha’s mother is visiting from Idaho, as she does every six weeks, which means lunch off campus and an excursion to Target. The girl needs supplies: new jeans, yoga pants, nail polish.
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At 11, Samantha is just over 5 feet tall and has wavy black hair and a steady gaze. She flashes a smile when I ask about her favorite subject (history), and grimaces when I ask about her least favorite (math). She seems poised and cheerful, a normal preteen. But when we steer into uncomfortable territory—the events that led her to this juvenile-treatment facility nearly 2,000 miles from her family—Samantha hesitates and looks down at her hands. “I wanted the whole world to myself,” she says. “So I made a whole entire book about how to hurt people.”
While he avoided major blunders in the Middle East on his first foreign trip, he may come to regret his failure to affirm U.S. support for the alliance.
Presidential trips are hard to assess. George H.W. Bush threw up on the Japanese prime minister; he was sick. Bill Clinton went to China without going to Japan, a big no-no. Someone threw a shoe at George W Bush; he ducked. President Barack Obama failed to meet with human-rights activists in China. His speech was censored on Chinese television.
These all passed for big problems. Then again, those were different times.
The bar for President Donald Trump on his foreign trips this past week was, by comparison, unusually low. Everyone expected problems. Trump famously knows very little about foreign policy. In his March 17 meeting with Angela Merkel, the chancellor of Germany, he confessed he had never heard of the Transatlantic Trade and Investment Partnership or the G-20. She made him a colorful map of the Soviet Union’s sphere of influence, which he apparently liked. So, when Trump embarked on a nine-day trip of five countries, it seemed particularly ambitious. Most new presidents go to Canada or Mexico.
The president’s business tells lawmakers it is too difficult to track all its foreign revenue in accordance with constitutional requirements, and it hasn’t asked Congress for a permission slip.
Days before taking office, Donald Trump said his company would donate all profits from foreign governments to the U.S. Treasury, part of an effort to avoid even the appearance of a conflict with the Constitution’s emoluments clause.
Now, however, the Trump Organization is telling Congress that determining exactly how much of its profits come from foreign governments is simply more trouble than it’s worth.
In response to a document request from the House Oversight Committee, Trump’s company sent a copy of an eight-page pamphlet detailing how it plans to track payments it receives from foreign governments at the firm’s many hotels, golf courses, and restaurants across the globe. But while the Trump Organization said it would set aside all money it collects from customers that identify themselves as representing a foreign government, it would not undertake a more intensive effort to determine if a payment would violate the Constitution’s prohibition on public office holders accepting an “emolument” from a foreign state.
Should you drink more coffee? Should you take melatonin? Can you train yourself to need less sleep? A physician’s guide to sleep in a stressful age.
During residency, Iworked hospital shifts that could last 36 hours, without sleep, often without breaks of more than a few minutes. Even writing this now, it sounds to me like I’m bragging or laying claim to some fortitude of character. I can’t think of another type of self-injury that might be similarly lauded, except maybe binge drinking. Technically the shifts were 30 hours, the mandatory limit imposed by the Accreditation Council for Graduate Medical Education, but we stayed longer because people kept getting sick. Being a doctor is supposed to be about putting other people’s needs before your own. Our job was to power through.
The shifts usually felt shorter than they were, because they were so hectic. There was always a new patient in the emergency room who needed to be admitted, or a staff member on the eighth floor (which was full of late-stage terminally ill people) who needed me to fill out a death certificate. Sleep deprivation manifested as bouts of anger and despair mixed in with some euphoria, along with other sensations I’ve not had before or since. I remember once sitting with the family of a patient in critical condition, discussing an advance directive—the terms defining what the patient would want done were his heart to stop, which seemed likely to happen at any minute. Would he want to have chest compressions, electrical shocks, a breathing tube? In the middle of this, I had to look straight down at the chart in my lap, because I was laughing. This was the least funny scenario possible. I was experiencing a physical reaction unrelated to anything I knew to be happening in my mind. There is a type of seizure, called a gelastic seizure, during which the seizing person appears to be laughing—but I don’t think that was it. I think it was plain old delirium. It was mortifying, though no one seemed to notice.
Preston Brooks, Greg Gianforte, and the American tradition of disguising cowardice as bravery
You wouldn’t say that Preston Brooks sucker-punched Charles Sumner in the Senate chamber in 1856—but only because he used a cane. Brooks, a South Carolina congressman, began bludgeoning Sumner, the anti-slavery Massachusetts senator, while Sumner wasn’t looking, and beat him unconscious as Sumner was still bent under his desk trying to stand up.
Brooks and his supporters in the South saw the incident as an act of great valor, as the historian Manisha Sinha writes. Brooks bragged that “for the first five or six licks he offered to make fight but I plied him so rapidly that he did not touch me. Towards the last he bellowed like a calf.” The pro-slavery Richmond Enquirer wrote that it considered the act “good in conception, better in execution, and best of all in consequence.” Other “southern defenders of Brooks,” Sinha writes, praised Brooks for his “manly spirit” and mocked Sumner for his “unmanly submission.” It would have been manlier for the unarmed Sumner not to have been ambushed.
I traveled around the country interviewing happy couples; this is what I learned.
I’m a single, 20-something woman, so I should note off the bat that I don’t know much about marriage. But most young singles go into what is meant to be a lifelong commitment relatively clueless. Our perceptions of marriage often stem from some mix of romantic comedies, mainstream media, and the example set by our parents, which can leave us with an unrealistic, decidedly negative, and, at best, incomplete picture of what it really means to build a committed, fulfilling relationship.
Coming from a single-parent household (which is increasingly common—the number of single-parent households has doubled since 1950), my feelings toward marriage are cautious, but hopeful. Many of my peers, after watching their parents get divorced or experiencing a divorce of their own, are more cynical about the institution of marriage. They say 50 percent of marriages end in divorce (though that is an inflated statistic). The Huffington Post has an entire section dedicated to divorce, with the despondent tagline, “Marriages come and go, but divorce is forever.”
The founding member of the Allman Brothers Band passed away in Savannah, Georgia.
Founding member of the Allman Brothers Band, Gregory LeNoir "Gregg" Allman, who with his Hammond B-3 organ, and soft but growling voice helped create a sound that was simultaneously jazz, rock, blues, and parts San Francisco jam band, and that became the defining tone of Southern rock music, died on Saturday. He was 69.
His death was announced on his website, and gave no official cause. Allman struggled much his life with health issues and drug addiction, and the statement on his death said, “During that time, Gregg considered being on the road playing music with his brothers and solo band for his beloved fans, essential medicine for his soul. Playing music lifted him up and kept him going during the toughest of times." It added that he “passed away peacefully at his home in Savannah, Georgia."