Tag Archives: climate change

A prognosis of T. Boone Picken’s LNG vehicle future

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I stumbled across this piece by Alan Krupnick this morning while browsing Real Clear Energy (one of my stops along my daily morning news adventure). Essentially, he offers us an evaluation of the state of play for T. Boone Picken’s vision of a LNG vehicle future. The prognosis, by Krupnick’s account, is still to uncertain to call, but I think we can make something of it.

Liquid Natural Gas is cheaper than gasoline or diesel because of its newly accessible abundance via hydraulic fracturing and horizontal drilling, but it also has drawbacks. The vehicles themselves are more expensive than gasoline or hybrid alternatives (e.g. – Honda’s new LNG Civic as compared to its gasoline and hybrid counterparts) so the payback point takes longer to reach through savings on fuel costs alone. Of course there are subsidy programs that could bring down the cost, but they expired in 2010, and the prospect of getting Congress to agree on much of anything is, well…bleak, let’s say.

LNG vehicles also have significantly shorter range than gasoline or hybrid alternatives — and that’s before mentioning that LNG fuel tanks can take up to 50% more space than gasoline tanks or hybrid batteries, and even with severely reduced cargo or passenger space they still have shorter ranges (LNG: 218 miles per tank v. Gas: 383 mpt v. Hybrid: 504 mpt [looking again at different models of the Civic]). So, given the space issue, it may make more sense to focus on using LNG in large trucks, vans, and buses. But forecasts of the costs of maintenance are unclear, so fleets of LNG vehicles will have to struggle with uncertainty on that front for some time.

Finally, there is the question of infrastructure for LNG vehicles, which Krupnick frames as a ‘chicken or the egg’ conundrum. Infrastructure developers want there to be plenty of LNG vehicles on the road before taking on big projects, but consumers want infrastructure to be in place before they’ll be willing to take the risk of buying a non-gasoline or non-hybrid vehicle. Perhaps this gap can be bridged through commercial cooperation, where prospective LNG truck fleet purchasers coordinate with infrastructure developers to start building refueling stations in strategic locations along pre-established routes. Maybe if LNG starts showing up at Love’s or Buc-ee’s it’ll start making more sense for people to make the change (the same applies for electric vehicle plug-in stations, or even hydrogen powered vehicles), but until that happens most will probably see it as too risky, especially considering the reduced range of LNG vehicles.

Of course, there are still plenty of concerns worth raising about how we get our natural gas these days (fracking), the actual economic ripples of the industry, and the climate change/air pollution impacts of carbon dioxide and methane emissions associated with natural gas production. But T. Boone Pickens is convinced that LNG should be the future of transportation and Krupnick nods toward optimism, despite citing “uncertainties” about the environmental dimensions of such a transition.

So ask yourself — what is the real issue at hand? Cheap energy? Energy security? Environmental stewardship? Climate change mitigation? Energy independence? Economic growth?

At its core this represents one of the latest technological stabs at perpetuating our energy intensive standard of living while attempting to accommodate other competing values — but for all that it’s worth, we’re still talking about a short-term fix. And it’s one with many uncertainties surrounding it. Switching from oil to natural gas, at best, is like a first stitch in mending a deep wound. It may stop the bleeding a little, but we’re still lost in the woods if sustainable energy is our goal. Natural gas is, in many ways, desireable, questionable, risky, and perhaps inevitable (though not in some cases re: Longmont, Boulder, Yellow Springs, Broadview Heights, Meyers Lake, Cincinnati & the State of Ohio), so if we are going to use it, we ought to use it as best we can to pave the way for or to buy us time until sustainable, renewable energy technologies become competitive. In the meantime, I would still recommend going the Hybrid route or carpooling if you must drive — and even further, consider alternatives to personal automobiles like walking, biking, or public transit. Of course this isn’t always feasible, practical, or compatible with our established ways of life (especially living in places like North Central Texas) but small steps eventually traverse the world. We must, in this case and many others, take Ghandi’s advice and be the change we wish to see.

Cheers,

JM Kincaid

When in RoME…

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As expected, the Rocky Mountain Ethics Congress (RoME) in Boulder, CO, which I had the pleasure of attending, inspired some welcome moral pondering. In particular, the keynote address on Thursday of the congress, “What rights may be defended by means of war?” given by Dr. Jeff McMahan of Rutgers University, struck a chord.

McMahan’s talk was one about the permissibility of responding to lesser aggression with force or violence, and what conditions justify such retaliation. His talk was not environmentally related, but naturally, that’s the direction that my own thinking took his conclusions. In the interest of suspense, I won’t go into exactly what I’m thinking about because it will soon become an actual paper, so I’ll preface it with a question:

If the United Kingdom can permissibly defend its territory in the Falkland Islands from Argentine lesser aggression, could the Maldives defensibly wage war (making some generous assumptions about the Maldivian capacity to wage war) against the US, China, India, or other culpable European nations, in response to territorial losses from anthropogenic climate change related sea-level rise?

At this point, I absolutely do not suggest an affirmative or negative response to this particular question (and may never land on a suggestion within that dipole), but what this question fundamentally gets at (whether it’s at all or ever permissible for a state to wage war for environmental purposes) is certainly worth considering and may be increasingly pertinent in the future of geopolitics and moral philosophy.

Cheers!

JM Kincaid

All roads lead to RoME

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This coming week I will be taking a quick drive up to Boulder, Colorado, to attend the Rocky Mountain Ethics (RoME) Conference starting on Thursday. The conference was organized by Dr. Ben Hale, graduate director at the Environmental Studies department at CU Boulder, who has written some very interesting work in environmental ethics. Recently he wrote a chapter critiquing the ambiguity and vagueness of ethical objections to using geoengineering as a climate change mitigation tool — some of the objections he addresses are reminiscent of the Jevons Paradox. You can find the full paper here or just read the abstract here.

More to come soon from RoME!

JM Kincaid

Debunking “climategate”

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The “climategate” controversy is a frequent refrain for those who deny anthropogenic climate change. In reaction to the so-called scandal, last year the Union of Concerned Scientists put together this great resource debunking the misinformation about the contents of the leaked emails. Climate change denial is still alive and well, so those of us more confident in the integrity of the international scientific community should keep resources like this on hand. Cheers!

JM Kincaid

If Occam were an environmentalist…

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We’ve all heard Occam’s old adage that the simplest explanation is probably best. Well, extrapolate that logic to problem solving, and you get something like the simplest solution is probably best. In January 2012, we graduate students at Bard CEP explored an easy and promising new treatment for a variety of environmental woes. In a hyphenated word: Bio-char.

Short for “biological charcoal,” bio-char can be added to soil to improve crop productivity, reduce expensive, eutrophication-causing fertilizer run-off, mitigate the effects of flooding or drought, and serve as a climate stabilization wedge by sequestering carbon that would otherwise find its way up to the atmosphere. Together, these benefits make bio-char an incredibly simple way to help mitigate several of humanity’s looming environmental concerns. Yet as of now it is relatively unknown and almost completely unregulated.

Bio-char is a carbon-rich material made by burning plant matter in a low oxygen environment, a process called pyrolysis. “Pyrolysis” may sound high-tech, but in reality everyone could do this at home with two, preferably clean, 1-gallon paint cans and an empty economy-size can of tomatoes. I won’t explain exactly how all that’s done here, but look up Hugh McLaughlin (Alterna Biocarbon’s bio-char guru) and the 1-G Toucan TLUD (Top-lit Updraft) pyrolysis unit if you’re interested.

The product is a dark, crumbly substance that looks like the end of a campfire. Crush it up, charge it with nutrients using compost or fertilizer, and mix it into the dirt. You will have officially improved the quality of your soil and sequestered carbon for thousands of years to come. We know this because ancient Amazonians did something similar to maintain their agriculture with what’s called terra preta, and the carbon they put in the ground is still there.

Now, when I say bio-char is good for agriculture, I mean it in two ways. The absorbent properties of bio-char can help farms save money on fertilizer and irrigation, while simultaneously producing bigger yields of larger crops. My colleagues and I recently paid a visit to the Small Farms Institute in Massachusetts where they’re doing some practical experimentation – they were pretty excited about some organic tomatoes they’d grown. Because of bio-char’s active molecular structure, it grabs onto nutrients and moisture and, like a battery, saves them for plants for when they really need it. This means that less water and fertilizer escape as run-off, saving farmers money and water from pollution (non-point source pollution, which the Clean Water Act has trouble controlling anyway).

So bio-char would be good for drought stricken, nutrient deficient regions like the southwest United States today because it keeps moisture in the ground. And, the same molecular structure that can absorb water and nutrients is very porous, which can make flood-prone areas drain faster, while simultaneously providing homes for nitrogen fixing microbes that help make soil fertile. These same principles could be applied to make people’s yards and gardens more water efficient, saving money on home watering costs.

Bio-char could also be of great value as carbon emissions offsets should the United States create a national carbon market and the bio-char community create a protocol for crediting offsets. In the same way it could be a powerful source of carbon offsets for states participating in the Regional Greenhouse Gas Initiative (RGGI), the first voluntary market-based regulatory greenhouse gas emissions reduction program in the US. In the meantime, any businesses looking to reduce their carbon footprint and improve their public image could use bio-char for sequestration projects. Not to mention the fact that making bio-char from renewable organic waste streams like down tree limbs and yard trimmings means less space taken up in landfills, and fewer greenhouse gases getting to the atmosphere via decomposition.

Bio-char presents an opportunity to do something simple, cheap, and effective. It could be Occam’s environmental panacea. Of course, anything taken to an extreme can yield unintended consequences, but bio-char is fairly straightforward, and if used in moderation could be very worthwhile. Let’s get it together humans.

JM Kincaid