Monthly Archives: July 2015

Oil Giants Band Together to Add Voice to Climate Debate

Europe’s largest oil companies are banding together to forge a joint strategy on climate-change policy, alarmed they’ll be ignored as the world works toward a historic deal limiting greenhouse gases.

Royal Dutch Shell Plc, Total SA, BP Plc, Statoil ASA and Eni SpA are among oil companies that plan to start a new industry body, or think tank, to develop common positions on the issues, according to people with knowledge of the matter. So far the largest U.S. companies — Exxon Mobil Corp. and Chevron Corp. — have decided not to participate, the people said, asking not be named before a public announcement expected as early as next month.

Efforts to reduce fossil-fuel investments and spur renewables such as solar and wind power have gathered pace in the past two years with oil companies sitting largely outside the debate. One aim of the European producers will be to push natural gas as more climate friendly in generating power than coal, the people said. Of the most used fossil fuels, gas is the one that pollutes the least while coal tops emissions.

“There are companies that are now going beyond the industry’s traditional defensive position by at least appearing to rethink strategy and practices,” said Carole Mathieu, research fellow at the French Institute for International Relations in Paris.

‘Strong Statement’

The heads of the biggest European oil producers have been pushing the idea of more active engagement with climate policy in recent weeks.

On Thursday, Shell Chief Executive Officer Ben van Beurden said his company would “put a really strong statement out on what we think should happen.” He cited the increased use of gas in power generation as key to tackling emissions.

“Targets will not be enough,” he said. “We will argue for what we think should be done to bring carbon down.”

The industry is slowly waking up to the existential danger to their operations emerging from policies designed to limit climate change. With global temperatures and carbon emissions at a record, governments are looking for a way to clamp down on pollution. The International Energy Agency, a policy adviser to industrial nations, says half of all fossil-fuel reserves may have to remain in the ground to prevent overheating.

Common Language

“We’re trying to put together a group of people to begin to speak the same language” on climate, BP CEO Bob Dudley said at a meeting hosted by IHS Inc.’s CERA consulting unit in Houston in April. “There’s a bit of different language coming out of different companies and therefore our voice is lost in this.”

His counterpart at Total, Patrick Pouyanne, said in Paris on Wednesday that the industry needs to work together. “If each of us is attacked separately, we will be stronger as a group.”

Statoil CEO Eldar Saetre has embraced the United Nations’ goal to limit global warming to 2 degrees Celsius, a level beyond which scientists say disastrous climate change will bring more violent storms and rising sea levels. He set up a renewable-energy unit and described steps the industry should follow, starting with a shift to cleaner fuels such as gas, reducing flaring and support for carbon pricing.

“If we don’t, we risk becoming an industry that neither gets access nor acceptance — and that’s not a good thing,” Saetre said at the CERA gathering.

Investments Scrapped

Shell is urging the industry to get out of its defensive crouch and make its views understood. It wants alternative arguments to counterbalance the divestment campaign, which has persuaded institutions such as the Rockefeller Brothers Fund and Stanford University to scrap fossil-fuel investments.

“In the past we thought it was better to keep a low profile on the issue,” Van Beurden said in February. “It’s not a good tactic. We have to make sure that our voice is heard by members of government, by civil society and the general public.”

The European companies are more sensitive to environmental issues because governments in the region are leading the way on climate and voters are demanding action. The 28-nation European Union plans to cut carbon emissions 40 percent by 2030, double the commitment it made for 2020.

Exxon, Chevron

For their part, Exxon and Chevron say there’s little difference in the approach between them and their European competitors. Exxon CEO Rex Tillerson has said he’ll speak more openly about the issue and has acknowledged that the risks of climate change warrant action. He is urging policy makers to consider a global price on carbon emissions and since 2007 included carbon prices in his company’s business planning.

Chevron said Wednesday in a statement that it shared the concerns of governments and the public about climate change and action was needed to address the risks. Exxon declined to comment.

While Europe’s big oil groups present a friendlier position toward climate change, they are continuing with investments that environmental groups sharply criticize, including drilling in the Arctic.

Emissions data released through the Carbon Disclosure Project show little difference between the U.S. and European oil companies over the past four years. All have reduced pollution “slightly” since 2011, with BP in the lead mainly because of asset sales needed to pay more than $40 billion in costs associated with the Gulf of Mexico disaster in 2010.

“All companies need to be low-carbon or zero-carbon by 2050,” said Paul Simpson, CEO of the Carbon Disclosure Project, which helps 822 institutional investors with $95 trillion in holdings analyze risks from sustainability issues. “The oil and gas sector is one that doesn’t yet show a clear transition. The longer that goes on, the more concern investors will have.”

Source: Bloomberg

Residents of Wadebridge have been amongst the fastest in the UK to install solar panels

The town where one in ten have opted for solar power

Even before she got behind her desk in Whitehall, Amber Rudd, the new energy secretary, was promising to “unleash a new solar revolution”.

A million people now live in homes with solar panels on the roof, and she says that number needs to increase further.

Yet the residents of one small town in Cornwall need no extra persuasion.

Around 500 houses in Wadebridge on the Camel estuary already have panels on their roofs – nearly 10% of homes in the area – making the town a contender for the solar power ‘capital’ of the UK.

“It is fairly likely from the information we’ve been able to gather that Wadebridge has the highest concentration of panels in the country,” says Jerry Clark, of the town’s Renewable Energy Network.

Cornwall, with 1,541 sunshine hours every year, is particularly rich in this resource.

Residents of Wadebridge have been amongst the fastest in the UK to install solar panels
Residents of Wadebridge have been amongst the fastest in the UK to install solar panels

But people living anywhere in the UK can also benefit.

Providing you are prepared to invest at least £5,000 – and wait for a decade to get your money back – the eventual savings could be considerable.

Read more: BBC

Driving from the UK to Belgium in a Renault Zoe electric car

Last year I asked if 2014 was the year to buy an electric car. Despite some reservations about cost and range, we did finally take the plunge in November and bought ourselves a lovely little Renault Zoe.

We have absolutely loved the car and found it perfect for our daily use. We actually kept our diesel car for three months in case we needed to make a long journey, but it didn’t happen. So we sold the other car and haven’t needed it since, but the one thing that was bothering me was the idea that we could no longer drive to mainland Europe on holiday, which we absolutely love doing.

Driven by this inner frustration, something snapped in my brain recently and I convinced myself that we could drive to Ghent in Belgium, one of our favourite cities. I had seen a post on the website My Renault Zoe about Surya, who drove from Belgium to the UK in a Zoe, so I thought it must be possible the other way.

Planning our first long distance electric journey

A bit of research showed me that there are a lot of charge points in Belgium, especially Type 2 Mennekes chargers that the Renault Zoe uses.  The question then was whether we could actually use the chargers and whether they were located conveniently for our route.

A bit like the UK, I found that Belgium has several charging networks that each have their own membership schemes. However, I found a Dutch network called The New Motion that has partnerships with many of these networks and whose members can therefore charge throughout Holland, Belgium, Germany and beyond. I phoned them up to ask about membership and they told me that I could not get a membership card because I would need a Dutch or German bank account to register on my account. However, they suggested contacting Charge Your Car in the UK.

I didn’t have a Charge Your Car (CYC) membership card but when I went on their website I saw that their latest news article was announcing their two way partnership with The New Motion. I emailed them to ask if this was already in action and they confirmed, so I applied for the membership card.

This should have been enough, but to be honest I was really getting worried that our car would be stranded in Belgium if the CYC card didn’t work, especially because The New Motion is a Dutch network and so by going to Belgium we would be using chargers operated by partners of a partner of CYC. I needed a backup plan!

First, I asked our friend Dan if we could borrow his Granny cable, which he kindly agreed to. This should mean that we could charge from a regular wall socket in a worst case scenario, so long as the Granny cable worked with a European plug adapter fitted.  Secondly, I found a German network called PlugSurfing that also covers much of Belgium, and would hopefully work as a fall back if the CYC card didn’t work.  I also made a long list of chargers near our route in case any were out of action, including Renault dealers in western Belgium that have charge points. If all else fails, surely Renault can charge us up!

The journey to Belgium

We headed towards Dover and charged up at the Ecotricity point at the service station in Maidstone. However, it is 34 miles from Dover and I wanted to have as much range as possible when we got off the other side in Dunkerque. We therefore made what was supposed to be a quick stop in Ashford to use the 22kW charger in the Vicarage Lane car park. The charger worked perfectly and we were back to 99% in 20 minutes, but finding the car park took us ages!! Let’s just say that Ashford’s town planners are very creative!

Read more: Live Wholesome

Shell’s Arctic voyage marks beginning of peak oil era

Anglo-Dutch company’s search for resources in the Arctic is a sign that the world is running out of options for new oil reserves

In his critically acclaimed 2005 book ‘Twilight in the Desert’, the prominent oil economist Matthew R. Simmons predicted that Saudi Arabia’s oil wells would soon run dry.

His argument was based on the age of the seven main fields, which the kingdom still to this day depends upon to pump the bulk of its 10m barrels per day (bpd) of crude. These fields in the main have been producing for over a generation and, despite official figures placing Saudi Arabia’s proven reserves at over 260bn barrels, Mr Simmons argued that the kingdom would struggle to increase its output to keep pace with the projected increases in the demand over the next half century marking the beginning of a period known as “peak oil”.

The kingdom, which enjoys some of the lowest production costs in the world, has the capacity to pump 12m bpd if required and shows no signs of slowing down. However, the big question remains whether the Middle East’s energy superpower along with the world’s other major oil producers will be able to keep up with the expected increases in demand over the next 25 years?

Protests won't halt rush for Arctic oil (Image: REUTERS/J. Redmond)
Protests won’t halt rush for Arctic oil (Image: REUTERS/J. Redmond)

By 2040, the Organisation of the Petroleum Exporting Countries (Opec) predicts the world will need to produce 111m bpd of crude to meet world demand. That represents another 20m bpd on top of existing output which means the world needs to find and develop and additional 800,000 bpd of oil a year on average to keep up with supply. To put that challenge into perspective, this figure represents repeating the US shale oil boom all over again, or finding a developing a new North Sea 20 times over.

Although, Mr Simmons was perhaps wrong in focusing on a potential collapse in Saudi Arabia’s oil production he was right in warning about the dangers of “Peak Oil” but too early in predicting its onset. That time is now upon us. Despite, oil prices being forced lower over the last six months the world is entering into a “peak oil” scenario whereby the cost of a barrel could feasibly quadruple to around $200 per barrel over the next 10 years.

Read more: Telegraph

Eight manufacturers to enter Formula E next season

From Formula1 To Formula-E: Car Racing Goes Electric

Jeremy Clarkson may have something to say about it, but the testosterone and fossil-fueled sport of Formula 1 is apparently going green. The former Top Gear presenter would undoubtedly defend a sport in which 8,000 liters of fuel is burnt in a weekend, but as it turns out, Clarkson and other F1ers are dinosaurs: Formula 1 now has competition from Formula E, where, you guessed it, E is for electric.

It doesn’t take a marketing genius to assume that, to a generation brought up with Al Gore’s Inconvenient Truth, 20-odd combustion-engine cars whizzing around a track sucking gas at 375 km/h (233 mph) might appear, well, unseemly. Now there is actually an alternative. Today’s EV technology has reached a point where electric cars are more than just fancy rides for planet-saving celebrities or those who can afford a Tesla.

While F1 cars have effectively been hybrids since 2009, in 2014 new rules were put in place that cut the amount of fuel used by a third, prompting changes in design. Last year the first Formula E championship kicked off in Beijing, the first of 10 cities to host races featuring high-performance EVs.

The teams, backed by “green” celebrities like Leonardo DiCaprio and Richard Branson, race Spark-Renault SRT_01E Formula E cars using technology from F1 teams McLaren and Williams. Unlike regular Formula 1, the cars do not refuel in pitstops; rather, the drivers swap vehicles due to current EV battery limitations. The cars all have an identical chassis and drivetrain, as well as a huge lithium-ion battery that makes up a third of the car’s weight. The familiar roar of F1 engines is replaced by a high-pitched whistling sound, “a bit like a dentist’s drill” described one journalist, covering the first Formula E race in the United States this past March in Miami.

Formula E cars reach a maximum speed of 150 mph, and drivers change vehicles half-way through when the battery in the first car starts to run out.

The greening of motorsport isn’t just confined to electric vehicles, either. In 2008 the world’s first zero-emissions motorcycle race took place on the Isle of Man, UK, featuring electric bikes. A few years earlier, Dutch entrepreneurs built the world’s first fuel-cell-powered go-kart, then raced it in the 2008 Formula Zero Championship, a race series consisting of six universities that competed on a 2-mile mobile race track.

Meanwhile NASCAR, yet another symbol of the combustion engine at the apex of its power, has made strides in making the sport more politically palatable. According to NASCAR Green, the sport has cut its carbon emissions by 20 percent through the use of biofuels, and a “significant number” of NASCAR tracks rely on solar power as an energy source. These include the 3MW solar farm at Pocono Raceway and a 9MW solar facility at Indianapolis Motor Speedway.

Technologies developed for Formula E are also finding their way into mainstream applications, possibly even a supermarket near you. Williams F1, the British Formula 1 motor racing team and constructor, in April “unveiled plans to fit aerofoils developed from racing cars to supermarket fridges so as to save energy, while a fuel-saving F1 flywheel is being tried out in buses. It is even supplying ecologically- correct supercars for the next Bond film,” reported The Telegraph.

The aerofoils redirect the flow of air to stop cold air from escaping from supermarket refrigerators into the aisles. Sainsbury’s, the UK supermarket chain, has used the aerofoils to cut energy use by 30 percent, according to the Telegraph.

Whether Formula E garners the same global following as Formula 1 remains to be seen, but it is clear that the greening of motorsport is aimed at a new demographic where “green is sexy” and new, sustainable technologies are the way of the future. As Alain Prost of e.dams Renault put it,

“F1 is for people over 40.”

Source: Oil Price

Nissan Leaf taxi (Image: eConnect)

Paddington Trainriders Now Have Option Of EV Taxis

Those that often take the train from Paddinton (in London) now have a new means of getting to and from the stations — and a new, electric means at that — according to recent reports.

Thanks to a new partnership between the taxi service eConnect cars and First Great Western services, travelers will now be able to pre-book taxi transfers to + from the train stations in a Tesla Model S or a Nissan LEAF.

For those that can’t afford to actually own a Model S, but still love the things, this might be a good way to get your fix, I suppose.

“This is the first time a train operator has partnered with an electric vehicle operator in London to create a transport solution that truly represents smarter, greener travel for those coming to and from London,” stated Alistair Clarke, owner and managing director of eConnect cars.

For a bit of background here, eConnect cars was established just last January (in 2014) in London, and has, to date, provided more than 10,500 customers with taxi service and traveled over 93,000 miles doing so. All in electric vehicles of course.

According to the company, the use of an all-electric fleet for such service resulted in the prevention of 40 tonnes of carbon dioxide emissions last year.

All in all, if I take that route anytime in the near future, I think that I’ll probably have to give the service a try. Probably beats a gas taxi pretty handily.

Source: EV Obsession

2015 Kia Soul EV first drive

Kia is set to launch its first electric car in the UK. The Soul EV looks great, but high-tech typically brings high prices. Can this stylish EV really ever add up?

[From November 2014] According to figures compiled by Kia, the fastest growing segment in the car market is electric vehicles, so it’s not surprising that the Korean giant has chosen to make it’s popular mini SUV, the Soul, available as an electric-only version. The Soul EV goes on sale in the UK before Christmas.

Far from simply ditching the conventional engines in favour of an electric motor and a battery, the Soul has undergone a fairly radical rethink in order to go zero-emission. With Kia also working on hybrid, plug-in hybrid and hydrogen technologies, it is fair to say that the firm is hedging its bets a little, but the Soul is its first attempt in the UK, at least, to push something that doesn’t run on petrol or diesel.

Kia is going to appoint a selection of its dealers to sell and service the EV, but it has modest sales expectations, with around 170 units a year expected to find homes. As a result, only one trim level and two colour schemes are available.

What’s the 2015 Kia Soul EV like to drive?

The standard Soul drives pretty neatly anyway, but it would reasonable to expect the extra weight of the batteries and electric motor to dull things dynamically. Oddly, that is not really the case. From behind the wheel, the Soul feels more than eager enough, as many electric cars do, thanks to instant availability of torque from rest. It can sprint to 60mph in around 11.5 seconds which is around a second slower than 1.6 diesel models, but the EV does so in virtual silence. The claimed range for the EV is 124 miles on a single charge and the top speed is 90mph, which mirrors the official figures of the Soul EV’s natural predator, the Nissan Leaf.

In order to take the additional weight of the batteries, the floor of the Soul has been beefed up with extra steel crossmembers, which has the effect of making it more rigid than the standard car. There’s also some 277kg of batteries beneath the floor, although if you are going to add weight anywhere, between the wheels and low down is not a bad place to do it. Aerodynamic improvements have also been made to make the EV slip through the air as cleanly as possible and this has reduced the wind noise at speed.

The effect of all this is that the Soul EV drives really very well. For town driving, there is a mode with extra regenerative braking to keep the batteries topped up, which allows one-pedal operation, where backing off the accelerator pedal essentially applies enough braking force. For most conditions, the standard drive mode requires less thought.

Refinement is usually a strong point of any electric car and so it is here. The ride is a touch firm, but is never uncomfortable, even over poor road surfaces.

What’s the 2015 Kia Soul EV like inside?

At a glance, the interior of the EV looks much like the standard Soul’s, but there are a few key differences. First up, Kia is keen to ensure that buyers know the EV is as green as it can manage, which means a lot of the interior materials are greener versions than those seen on the standard car. Items such as the dashboard panel, headlining and various plastic panels are made using bio- rather than petroleum-based plastics with a view to the car being more recyclable at the end of its life. It is nice place to be, though, regardless of what it is made out of.

There is only one interior finish available, and no options, because it’s already very well equipped with a large colour touch-screen infotainment and nav system. The cabin is finished in light grey with light blue piping; despite the floor being 80mm higher than in the standard car, to accommodate the batteries, the EV has reprofiled seats which ensure headroom is just as good as in the very roomy normal Soul. Both front and rear seats are comfortable and there’s plenty of room for four adults.

Boot space is also slightly reduced by the need to house all the electric paraphernalia under the floor, reducing the regular capacity by 30 litres, at 324 litres with the seats in place. All told, though, the boot is big enough for a car in this class and easily eclipses the BMW i3’s.

One thing that Kia is very proud of in the Soul is the hyper-efficient heating system. Typically, running the heater or air-conditioning in an electric car has a devastating effect on the range. Kia has developed two key technologies to mitigate this as much as possible. First is a setting which heats or cools only the occupied part of the cabin when there is one person on board. This means considerably less energy is expended and there is no detriment to the comfort of occupants.

The other clever development is that, rather than having an electric heating element to put a bit of warmth in the car on a cold morning, the Soul harvests warm air from around the car’s complex electronic systems, and from the ‘back end’ of the air-conditioning system, to ensure that no warm air is wasted when it might be put to good use. Kia reckons this system gives the car a significant advantage over rival cars, which lose considerable range in order to keep the cabin comfortable in hot or cold conditions.

Should I buy one?

Maybe.

Kia suggests the price is likely to be around £30k, with the government grant for plug-in cars dropping that to around £25k. That puts it at a slight disadvantage to the Nissan Leaf, which costs £23,590 after the grant when comparably equipped, and assuming you want to own the batteries – which is your only option with the Soul.

Nissan also offers the option of leasing the batteries for a monthly cost with the Leaf, which means you won’t be responsible for any maintenance, and also brings much lower initial purchase costs, with the top-spec Leaf Flex costing £18,590. Renault offers the an even cheaper rival to the Soul – the Zoe, which is smaller and can only be had if you lease the batteries from £70 per month, but will still seat four comfortably and be practical to live with, and costs from just £13,995.

Viewed in isolation, the Soul EV is a very appealing, technically clever and nice to drive electric vehicle but even with the government discount for plug-in cars, it is still likely to be too pricey for the majority to consider as a stylish second car. If you like the Soul, a petrol version in a comfortable trim level will be £10,000 cheaper, and that buys you a lot of petrol.

That said, if an electric car fits into your lifestyle, the Soul EV is a very likable, practical addition to the market and should be considered a genuine rival to the Nissan Leaf, Renault Zoe and even the BMW i3.

Source: What Car

Climate March poster on the Underground (Image: T. Larkum)

One magical politician won’t stop climate change – It’s up to all of us

Lots of people eagerly study all the polls and reports on how many people believe that climate change is real and urgent. They seem to think there is some critical mass that, through the weight of belief alone, will get us where we want to go. As if when the numbers aren’t high enough, we can’t achieve anything. As if when the numbers are high enough, beautiful transformation will magically happen all by itself or people will vote for wonderful politicians who do the right thing.

Climate March poster on the Underground (Image: T. Larkum)
Climate March poster on the London Underground (Image: T. Larkum)

But it’s not the belief of the majority or the work of elected officials that will change the world. It will be action, most likely the actions of a minority, as it usually has been. This week’s appalling Obama administration decision to let Shell commence drilling in the Arctic sea says less about that administration, which swings whichever way it’s pushed, than that we didn’t push harder than the oil industry. Which is hard work, but sometimes even a tiny group can do it.

Take San Francisco, population 850,00, which is near the very top for percent of people who believe in climate change, according to a pollster I spoke to recently. I wish that meant that there were 850,000 climate activists in my town, or even 425,000. But I’ve watched for two years (and sometimes joined) the group of people pushing the San Francisco Retirement Board to divest its half billion dollars or so in fossil fuel investments. In April of 2013, the San Francisco Board of Supervisors passed an exhilarating unanimous (but nonbinding) resolution asking the Employee Retirement Board to divest.

Out of the 850,000 San Franciscans, seven or eight dedicated people have kept the divestment initiative alive, while the retirement board balks, stalls and grumbles about how straightforward changes in a modest portion of their portfolio are difficult, impossible, dangerous (even as they lost tens of millions when petroleum and coal stocks crashed). The activists pushing this forward are not one percent of San Franciscans, which would be 8500 people, or .1%, 850, but about .001% of people in the city.
Advertisement

They’ve come this far by being dedicated, tenacious, deeply informed on the issue and on board policy, and by regularly meeting among themselves and attending most of the meetings. Occasionally they get more people to show up, but they’ve carried the weight for two years. Recently they had a substantial victory, and they may yet win. For all of us. Otherwise divestment might have slipped away in San Francisco. It’s been the same at schools from Rutgers to Stanford: small groups of students and allies have pushed divestment and, sometimes, won. This is the kind of race that tortoises, and not hares, tend to win.

Sometimes small groups matter. Larger groups often do. People have the power, when we choose to use it, to act on it, to dedicate ourselves to change. We have so many stories about how power is elsewhere. As the Obama Administration nears its end, I keep hearing from the bitterly disappointed and the generally bitter, who seem to believe that one man should have reversed the status quo more or less singlehandedly. They blame, credit, and obsess about the 53-year-old in the White House. But Obama is just the weathervane, and he knew it when he was elected.

Then, he implored the great wind that lifted him up and carried him along to keep going. Instead, people believed the job was done when it had just started and went home. Had the exhilarating coalition of the young, the nonwhite, the progressive, the poor who are usually excluded from political power kept it up, had they believed the power was ours, not his, we could have had an extraordinary eight years. The failures are not his alone – we can’t expect more of politicians than of the civil society that could push them. We can expect more of ourselves.

The climate movement is picking up steam – or rather wind. This January you could even see Mitt I-Will-Build-the-KXL-Pipeline-Myself Romney start to waver on the reality of climate change and its causes.

Yes, that’s the same Mitt “I’m not in this race to slow the rise of the oceans or to heal the planet” Romney we heard from in 2012.

In 2004 Senator John McCain actually said, while pushing emissions-control legislation:

“There is strong scientific consensus about the fact that global climate change is occurring, and occurring as a result of human activity.”

By 2008, he was picking a climate denier as his running mate. Corporate wind machines make them spin and spin, these ambitious men.

“Marco Rubio Used to Believe in Climate Science. Now He’s Running for President”, ran a Mother Jones headline.

He knows, as my mother would’ve said, on which side his bread is buttered.

We complain about politicians spinning, rather than recognizing that this is exactly what we want a weathervane — or hey, a wind turbine — to do, or recognizing that it’s up to us to be that wind. That’s why the ordinary people of Richmond, California, managed to beat the candidates mighty Chevron Corporation backed to elect a full sweep of green populists to city government last November. It’s also popular to say that we need to get money out of politics, but the people in that Chevron-refinery-dominated town proved that even money can’t buy everything if people are passionately engaged. As my friend Jamie Henn of 350.org said, we don’t need to get money out so much as we need to get people in (and by that I don’t think he means obediently voting at the end of the process, but transforming the process, inside and outside electoral politics).

Too many of us seem far too fond of narratives of our powerlessness, maybe because powerlessness lets us off the hook. As we head into that most dismal of situations, another unbearably long electoral cycle, many who care about climate change will say that we need an elected official who will represent us or a great majority who agree with us. But we don’t need everyone on board; we don’t need one magic person in office; we need ourselves. To act. It’s the wind, not the weathervanes.

Source: The Guardian

Energy consumption in the transportation sector, 1949-2014 (Image: US EIA)

How The Transportation Sector Is Moving Away from Petroleum

More than 8% of fuel used by the transportation sector came from non-petroleum sources in 2014

The transportation sector is moving away from oil slowly but surely. Driven by growth in the use of biofuels and natural gas, non-petroleum energy now makes up the highest percentage of total fuel consumption for transport since 1954, according to a new report from the U.S. Energy Information Administration (EIA).

In total, 8.5% of fuel used by the transportation sector came from non-petroleum sources in 2014. Biomass from corn-based ethanol—still supported by generous government subsidies—represented the largest non-petroleum energy source and was used primarily to fuel cars and other light vehicles. Use of natural gas to operate pipelines followed close behind. The report also shows smaller but still significant increases in the use of electricity, biodiesel and natural gas in vehicles.

Climate change and fluctuating oil prices has made moving away from petroleum when possible a priority for governments and corporations alike. But it’s still uncertain which fuel will be the best and greenest replacement, according to Christopher R. Knittel, an MIT professor of energy economics . Ethanol, natural gas, hydrogen and electricity are all possibilities.

“We don’t know where we’ll be 50 years from now,” said Knittel. “There are four potential replacement for petroleum, and, ultimately, we don’t what’s going to win out.”

Energy consumption in the transportation sector, 1949-2014 (Image: US EIA)
Energy consumption in the transportation sector, 1949-2014 (Image: US EIA)

While the overall trend away from petroleum is encouraging—petroleum accounts for over a third of global greenhouse gases—the newfound reliance on biomass might be seen as a double-edged sword. Using ethanol, which is currently mixed with petroleum and represents around 10% of the gas sold for most cars in the U.S., provides only “marginal benefit” over petroleum in terms of greenhouse gas emissions, according to Knittel. Using electricity in the transport is generally better and cleaner, but the technology is still in its early stages. Where it does exist, as in Tesla cars, it’s often expensive and impractical for large-scale use.

Source: Time

Fossil fuels subsidised by $10m a minute, says IMF

‘Shocking’ revelation finds $5.3tn subsidy estimate for 2015 is greater than the total health spending of all the world’s governments

Fossil fuel companies are benefitting from global subsidies of $5.3tn (£3.4tn) a year, equivalent to $10m a minute every day, according to a startling new estimate by the International Monetary Fund.

The IMF calls the revelation “shocking” and says the figure is an “extremely robust” estimate of the true cost of fossil fuels. The $5.3tn subsidy estimated for 2015 is greater than the total health spending of all the world’s governments.

The vast sum is largely due to polluters not paying the costs imposed on governments by the burning of coal, oil and gas. These include the harm caused to local populations by air pollution as well as to people across the globe affected by the floods, droughts and storms being driven by climate change.

Nicholas Stern, an eminent climate economist at the London School of Economics, said:

“This very important analysis shatters the myth that fossil fuels are cheap by showing just how huge their real costs are. There is no justification for these enormous subsidies for fossil fuels, which distort markets and damages economies, particularly in poorer countries.”

Lord Stern said that even the IMF’s vast subsidy figure was a significant underestimate:

“A more complete estimate of the costs due to climate change would show the implicit subsidies for fossil fuels are much bigger even than this report suggests.”

The IMF, one of the world’s most respected financial institutions, said that ending subsidies for fossil fuels would cut global carbon emissions by 20%. That would be a giant step towards taming global warming, an issue on which the world has made little progress to date.

Ending the subsidies would also slash the number of premature deaths from outdoor air pollution by 50% – about 1.6 million lives a year.

Furthermore, the IMF said the resources freed by ending fossil fuel subsidies could be an economic “game-changer” for many countries, by driving economic growth and poverty reduction through greater investment in infrastructure, health and education and also by cutting taxes that restrict growth.

Read more: The Guardian