|Glaciers on the summit of Mount Kilimanjaro|
I recently returned from climbing Mount Kilimanjaro in Tanzania for a great cause, and I was reminded why I left engineering to work on climate change. Mount Kilimanjaro, or Kili, is the tallest peak in Africa, and its summit is covered with beautiful glaciers (see the picture to the right). But those glaciers are rapidly disappearing, and scientists estimate Kili’s summit will be ice free by 2022. This trend is a prime example of forced adaptation to climate change and provides a serious warning of things to come unless we work together to reduce our global greenhouse gas emissions. The action we need has to come from government at all levels, businesses, and individuals as we explain in our Climate Change 101 series.
This post first appeared in Txchnologist.
It is too early to pick the ultimate car of the future. Plug-in electric, hydrogen fuel cell, and biofuel vehicles are currently in contention, but it is quite possible that no single alternative will dominate the future the way that gasoline-powered cars own our roads today. The competition will be fierce because these new technologies will not only be competing against each other, but also against the ever-improving internal combustion engine. By 2035, it’s quite possible a new gasoline-powered car will get 50 mpg and a hybrid-electric car (like the Toyota Prius) will achieve 75 mpg.
Whatever technologies win out, it is clear the societal costs of oil are too high. The price at the pump fails to include all the national security and environmental costs of exploration, extraction, distribution, and consumption of oil. Since oil appears cheaper to the consumer than its true cost to society, we end up consuming more than we should. We send hundreds of billions of dollars out of our economy each year – $330 billion in 2010 alone – to oil producers with monopoly power instead of investing the money here at home.
This blog post also appeared on Edmunds Auto Observer
In movies like the iconic Demolition Man, we’re led to believe the future will be filled with cars well advanced from those on the road today (in the case of the Sylvester Stallone action flick, our cars will instantly fill with foam upon a collision). But what do the real experts think about the cars we’ll be driving in the future? For example, will our cars drive themselves like Google’s modified Toyota Prius?
We answer some of these questions in our recently released report that focuses on reducing the U.S. transportation sector's greenhouse gas emissions and oil use. The report details options available to automakers for building the cars of the future. It doesn’t attempt to predict the makeup of the car market in the future – that’s up to the consumer. Instead, the report highlights that many combinations of vehicles could significantly reduce oil use and greenhouse gas emissions in the future.
This blog post was co-authored by Deron Lovaas of the Natural Resources Defense Council and is also posted on NRDC's blog Switchboard.
If you were a resident of Washington, D.C., in 2000 and still live in the District today, you may have noticed the number of cars in the city has dropped significantly. Between 2000 and 2008, the population of D.C. grew 3 percent (more than 18,000), while the number of registered automobiles dropped almost 8 percent (nearly 19,000 cars and light trucks). A recent Center for Clean Air Policy (CCAP) report highlighted one of the reasons for this shift in how we get around: more and more people now prefer to live in walkable communities.
There is a lot of buzz around Washington these days that plug-in electric vehicles (PEVs) are the answer to our energy security and climate problems. In the recent State of the Union, President Obama restated his goal of having 1 million PEVs on the road in the United States by 2015, and the U.S. Department of Energy (DOE) recently released a report projecting that we will meet the goal. Meanwhile, a panel I sat on for Indiana University’s School of Public and Environmental Affairs (SPEA) said the data indicates we won’t get quite that many PEVs on the road by 2015. The question is – does it matter if we precisely reach the President’s goal or not? The answer is no, so long as we are taking concrete steps towards jumpstarting PEV manufacturing and supporting infrastructure and learning from the experiences of early PEV adopters.