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October 20, 2009

Is green U.S. mass transit a big myth?

From PG: A blogpost by Brad Templeton: Is green U.S. mass transit a big myth?

... These studies express transit energy efficiency in terms of BTUs per passenger-mile. The BTU is the English system unit of energy, and it's equal to 1055 joules. On pure conversion, there are 3413 BTUs in a kw/h. To turn BTUs/mile into miles per gallon, you divide into 125,000, the number of BTUs you get from burning a gallon of gas. ... The DoE figures describe the average car as using 5500 BTUs/mile (23mpg) or 3,500 BTUs/passenger mile with an average load of 1.57 passengers. This is a "fuel to wheels" number based on burning the gasoline.

Putting the car at 3,500 I was disturbed to learn that city diesel buses and electric trolley buses are both mildly worse than the car in energy efficiency. Light rail systems are also slightly worse, on average, though it varies a lot from city to city. Commuter rail and subway (heavy rail) trains tend to be a bit better, but not a lot better. (Non-hybrid cars are also better at long haul than they are short haul.)

Templeton is basically right, I have seen this data before, and we make basically the same argument in The Transportation Experience (Chapter 19). (A car with 4 passengers would be much much better, since the metal per person in a car is much less than on transit, of course cars generally have less than 4 persons most of the time).

-- dml

Traffic Congestion and Infant Health: Evidence from E-ZPass

Traffic Congestion and Infant Health: Evidence from E-ZPass by Janet Currie and Reed Walker



This paper provides evidence of the significant negative health externalities of traffic congestion. We exploit the introduction of electronic toll collection, or E-ZPass, which greatly reduced traffic congestion and emissions from motor vehicles in the vicinity of highway toll plazas. Specifically, we compare infants born to mothers living near toll plazas to infants born to mothers living near busy roadways but away from toll plazas with the idea that mothers living away from toll plazas did not experience significant reductions in local traffic congestion. We also examine differences in the health of infants born to the same mother, but who differ in terms of whether or not they were "exposed" to E-ZPass. We find that reductions in traffic congestion generated by E-ZPass reduced the incidence of prematurity and low birth weight among mothers within 2km of a toll plaza by 10.8% and 11.8% respectively. Estimates from mother fixed effects models are very similar. There were no immediate changes in the characteristics of mothers or in housing prices in the vicinity of toll plazas that could explain these changes, and the results are robust to many changes in specification. The results suggest that traffic congestion is a significant contributor to poor health in affected infants. Estimates of the costs of traffic congestion should account for these important health externalities.

Traffic Noise Ruining Frogs' Sex Lives

Researchers: Traffic Noise Ruining Frogs' Sex Lives

Saturday, August 22, 2009
CANBERRA, Australia -- 

Traffic noise could be ruining the sex lives of urban frogs by drowning out the seductive croaks of amorous males, an Australian researcher said Friday.

Another explanation for the dearth of frogs? (see section 3.7, there has been other research on this).

September 18, 2009

Monitoring the Effectiveness of HOV-to-HOT Conversions

Monitoring the Effectiveness of HOV-to-HOT Conversions

Speaker: Randall Guensler, Ph.D.
School of Civil and Environmental Engineering
Georgia Institute of Technology
Date: September 18, 2009
Time: 3:30 p.m.
Location: Civil Engineering Building Room 210

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Abstract
A critical element of the planning process is the ongoing evaluation of consumer response to transportation strategy implementation. Ongoing evaluation is especially important for high-cost intelligent transportation system (ITS) deployments and value pricing initiatives involving economic incentives that may impact user groups disproportionately. For pricing strategies to be sustained economically and politically in major metropolitan areas, policymakers need hard evidence as to the actual costs and benefits of such strategies. Too often in the debate over converting HOV lanes to HOT lanes, sweeping generalizations are made by advocates in favor of and against pricing initiatives without sufficient evidence to back their positions.

To date, studies have provided pretty clear and convincing evidence that variable toll pricing on congested freeway facilities can reduce congestion on the priced facility. Studies also indicate that managed lane facilities are used by all income groups (although not at the same levels). Previous research efforts have focused primarily on the commute trips. However, the use of HOT lanes affects mode choice, departure time, and travel time for the journey to work, as well as supplemental trip-chaining activities and even the long distance travel made by a household. Ongoing value pricing studies in Atlanta and elsewhere have yet to provide solid evidence as to the impacts of congestion pricing on total household travel and emissions. The data collected to date are inadequate to draw solid conclusions. Ongoing household panel data collection efforts that would provide a detailed look at changes in household travel behavior and emissions before and after congestion-priced facilities are opened have not been implemented concurrent with managed lane introduction due to cost. In the proposal for federal funding support for the HOV to HOT conversion in Atlanta, Georgia committed to implementing a comprehensive study to quantify the effects of the implementation on congestion, travel behavior, emissions, and equity.

Dr. Guensler will provide some background on the Commute Atlanta Value Pricing study in which more than 1.8 million vehicle trips were monitored on a second-by-second basis. He will discuss the major research issues that the team identified in assessing consumer response to pricing and the problems encountered in conducting long term panel studies. He will also demonstrate some of the new instrumented fleet monitoring systems and online electronic travel diary tools developed for various research efforts. Finally, he will provide some information on the planned Atlanta deployment designed to quantify the impacts of HOV-to-HOT conversion.

Refreshments will be served in the rotunda following the seminar.

September 4, 2009

Cash for Clunkers Cost Exceeded Benefit

From Green Car Congress via EP: Univ. of Delaware Researchers Conclude Cash for Clunkers Cost Exceeded Benefit

2 September 2009
Burton Abrams and George Parsons of the University of Delaware evaluated the efficiency of the recently concluded Cash for Clunkers (CARS) program and concluded that the cost exceeds the benefit by approximately $2,000 per vehicle, or close to $1.4 billion in total. Their paper appears in the online journal The Economists' Voice.

Abrams and Parsons calculated the average national cost per vehicle turned in to be scrapped under CARS at $2,600. There is a $4,200 loss to the taxpayer (the average subsidy), but the CARS participant gains $1,600 per vehicle ($2,600 in the value of the price subsidy less the $1,000 loss of the clunker).

Assuming 12,000 as the average miles driven per year and using the average mpg of the retired vehicles (15.8 mpg) and the newly purchased vehicles (25.0), they calculated that the program cut gasoline consumption by some 280 gallons per year per vehicle. Assuming the average clunker would have lasted 3 more years (at which time a new, higher mpg vehicle would have been purchased), the gasoline savings works out to 804 gallons per vehicle on average.

Using an estimated cost of $0.71 per gallon for CO2 and criteria pollutant costs (Jason Hill et al., PNAS), Abrams and Parsons calculated the environmental benefits of the clunker program (ignoring discounting) at about $596 per vehicle.

With per vehicle environmental benefits at $596 and the costs at $2,600 per vehicle, the clunker program is a net drain on society of roughly $2,000 per vehicle. Given the approximately 700,000 vehicles in the program, we estimate the total welfare loss to be about $1.4 billion.

The welfare loss would be even greater if we fine tuned our estimate of the social cost per gallon to account for the spatial mix of clunkers...Even if the environmental gains were double our estimate, the net drain would still be close to $1 billion. While a more rigorous analysis would no doubt adjust these figures, we doubt that the basic conclusion would change.

--Burton and Paarsons (2009)

August 29, 2009

Solar Roadways get prototype funding from DOT

From Autoblog (via Slashdot) Solar Roadways get prototype funding from DOT

I don't see how this could be cost-effective. 5 billion 12' x 12' panels (presumably at less than $100,000 it costs to build the prototype) still has to be pricey (i.e. it would surely be more expensive than a glass window of the same size, so we are talking on the order of $10,000). 5 billion x $10,000 = $500 trillion dollars at a minimum. Mere pocket change, less than my credit limit on my credit cards.

August 21, 2009

Input Taxes, Output Taxes and Electric Vehicles.

From ArsTechnica Ford's plug-in hybrids will talk to electrical grid This is for charging the cars at the best time of day (night), but in theory could be extended to a means for charging cars for electricity different than regular electricity, in other words, a mechanism for replacing the gas tax with a different energy input tax.

Fuel (or electricity) taxes are input taxes. Theory suggests it would be better to tax outputs (actual miles traveled, by time of day and location). This would send a more direct signal to consumers about the costs they impose on the system and others. The difficulty is that this may be a much more difficult enterprise from a variety of points-of-view (collection costs, political acceptability, and even technology (GPS shadows etc.). As a second-best, input taxes are not too bad, it is better than a tax totally unrelated to usage, and the 20-30% reduction in collection costs may well make up for any inefficiencies.

July 24, 2009

High-Speed Rail and CO2

Freakonomics Blog (NY Times) on High-Speed Rail and CO2

The Transportationist blog is referenced.

June 20, 2009

Cash for Clunkers Goes Thud

By Conor Clarke (The Atlantic) Cash for Clunkers Goes Thud ... a critique of the scrappage scheme, and why it is not as bad as it might be, but still not good.

May 21, 2009

U.S. Carbon Emissions Fall by Most Since '82

From Wapo U.S. Carbon Emissions Fall by Most Since '82

May 16, 2009

Better Place EV system

From: International Business Times:
Better Place unveils tech to switch EVs batteries

Better Place is a company building a network of charging stations, and more interestingly, battery replacement stations for upcoming standardized EVs using lithium ion batteries. This is the kind of scheme that has a very high fixed cost for deployment, but potentially low variable costs downstream, and only works if it has a lot of EVs over which to spread the initial cost of deployment, and therefore needs patient capital. The whole scheme, led by Shai Agassi a software entrepreneur, and plans to deploy initially in Israel, which has obvious reasons for wanting to switch from Oil to electric.

A video of the battery replacement (say for a long trip that would deplete the standardized battery technology they propose where it is faster to replace than recharge) is below

May 14, 2009

Air-powered Car Asymptotically Approaches Reality (2)

From The Guardian: On the road with the Airpod air-powered car

Following up on a previous post here.

April 27, 2009

UK HSR Cost and Carbon estimates (FOIA release)

Several documents on a proposed HSR line in England have recently been released after a Freedom of Information Act Request. Links to these are below:

"Estimated Carbon Impact of a New North-South Line" (pdf)

1.20 (p.6) The London to Manchester base scenario results indicate that none of the rail options under consideration achieve emissions parity, even at 100% rail share. In other words if a new line is constructed and operated on this route, regardless of the rail technology employed, the amount of emissions generated would not reduce to the level emitted in the do-nothing scenario. Therefore, based on the assumptions applied, there is no potential carbon benefit in building a new line on the London to Manchester route over the 60 year appraisal period. In essence, the additional carbon emitted by building and operating a new rail route is larger than the entire quantity of carbon emitted by the air services.

1.21 Figure 1.3 illustrates the key findings for the London to Glasgow/Edinburgh route
for the base scenario. The results are substantially different than those for the
London to Manchester route, showing how emissions parity can be achieved for all
rail options, at increasing levels of rail share.

DfT New Line Capacity
Study – cost estimate
This document is redacted, i.e. key numbers are missing, because "The release of this information has the potential for disproportionate and unwarranted adverse impact on property values which may result from publication (generalised blight)." but for the HSR analyst, there is still lots of good comparable information on other systems.

The reports were prepared by Booz, Allen, and Hamilton consultants.

February 5, 2009

London's Transport recovers after wrong amount of snow

From Going Underground Blog , I am truly sorry I missed seeing London get a real amount of snow.

After yesterday's "Arctic" conditions, with London's worst snowfall in 18 years, looks like we will have an easier journey into work this morning. Most of the London Underground seems to be working and at time of writing (7.20am) only the Circle Line is completely suspended due to a broken down train. There are part suspensions on the District, Bakerloo & Hammersmith & City Lines, so check the Tube's website before you leave home.

3250122214_ee1bb9a853.jpg

Here's the view from my study today, with the District Line coming in from Richmond, so err... luckily, I'll be able to get into town.

Most of the main roads have been cleared of snow, so most of London's buses are back on the road. However TfL said "Five routes are currently suspended linked to the volume of gritting taking place on local roads and there may be reduced services on some other routes."

The Congestion Charge, which Mayor Boris Johnson lifted yesterday, is back to normal operation today. You'll be pleased to hear that the wrong type of snow wasn't blamed for our transport system not coping. Yesterday The Mayor said:

"There's no doubt about it, this is the right kind of snow, it's just the wrong kind of quantities.

"My message to the heavens is: 'You've put on a fantastic display of snow power but that is probably quite enough'."

I like how in yesterday's interview above Boris manages some clever avoidance. Johnson says "We've actually been quite successful with the Tube network". The interviewer responds rather quickly with "If this was successful I'd like to see what unsuccessful was like".

December 24, 2008

lipodiesel

From the Telegraph: Inquiry into US plastic surgeon who 'used fat from clients to run car'

Solving obesity and fuel shortages with one simple trick ...

More coverage:
Lipodieselcom – full coverage on Racked LA

Beverly Hills Doc Lipos Patients, Uses Fat To Fuel Personal SUV // Archives // ecorazzi.com :: the latest in green gossip


December 5, 2008

Honda axes formula one motor racing team

From the Guardian: Honda axes formula one motor racing team

In a sign of progress:

"Honda has come under mounting pressure from some shareholders to ditch its formula one team, which finished next to last in the constructors' standings last season and costs the firm an estimated $500m (£340.5m) a year."

It amazes me they spend that much on race cars, that is a significant fraction of their annual income. Maybe motor racing sports are on a downward slide.

Solar car complete world tour

From BBC: Solar car shines on global trip

If the panels got to be 4-8 times as efficient (not implausible), you might not even need the trailer of solar panels it is pulling.

November 25, 2008

EVs

From WaPo The Car of the Future -- but at What Cost? on the economics, or lack thereof, of hybrid electric vehicles. The article essentially argues that the Volt etc. are "fluff" and not what will save GM because they are too expensive to generate sufficient demand to be profitable.

Also a story in the Strib on independent enthusiasts and their EVs: Electric cars: Plug 'n' go


November 13, 2008

Calif dirty air kills more than car crashes

Ah, the fresh air of Fresno ... Calif dirty air kills more than car crashes

From the article: "If pollution levels were to improve to federal standards, the study says residents of the two air basins would suffer 3,860 fewer premature deaths, 3,780 fewer nonfatal heart attacks and would miss 470,000 fewer days of work annually. School children would miss more than 1.2 million fewer days of school, a savings of $112 million in caregiver costs. There also would be more than 2 million fewer cases of upper respiratory problems.
"As a society we make decisions to spend money on things such as railroad crossings or air traffic control - things that improve safety," Brajer said. "There are a lot of ways society spends money to make things safer, and that's what we're trying to get at." "

October 30, 2008

We gonna rock down to Electric Strasse

In EV World: Berlin to Deploy Largest Electric Car Network in World

Daimler + RWE (the electric utility) are bringing 100 pure electric cars to the mean strasse of Berlin.

August 30, 2008

Natural Gas Cars Popular in Utah and Oklahoma

In the NYT, an article about the (relative) popularity of natural gas cars in Utah: Surge in Natural Gas Cars Has Utah Driving Cheaply

Natural gas still is hardly dominant, but suggests with the right economics (cheap natural gas, expensive petrol), a fleet conversion is plausible.

August 14, 2008

Wind Turbine Syndrome

From Oregonian ... Wind whips up health fears

In the category of "the leading cause of death is life", it seems some are saying windmills will make you ill.

Whether or not this is scientifically correct (which I think remains to be convincingly demonstrated, the sample sizes in the newspaper article looked awfully small), one suspects windmill operators will have to buy out neighboring land owners to deal with this noise externality (as airports do today), driving up the price of "clean" wind power.

August 7, 2008

Minimum noise requirements for cars

From Autopia: Lotus Makes Hybrids Sound Like Real Cars

Apparently some people are worried that quiet cars will not give auditory clues about their presence, and will run over pedestrians (esp. blind pedestrians). So Lotus is developing a technology that will cause the car to make noise even if it is not running on a conventional engine.

July 23, 2008

Embodied Energy

Via Kottke, from Preservation Magazine:
A Cautionary Tale

"Embodied energy. Another term unlovely to the ear, it's one with which preservationists need to get comfortable. In two words, it neatly encapsulates a persuasive rationale for sustaining old buildings rather than building from scratch. When people talk about energy use and buildings, they invariably mean operating energy: how much energy a building—whether new or old—will use from today forward for heating, cooling, and illumination. Starting at this point of analysis—the present—new will often trump old. But the analysis takes into account neither the energy that's already bound up in preexisting buildings nor the energy used to construct a new green building instead of reusing an old one. "Old buildings are a fossil fuel repository," as Jackson put it, "places where we've saved energy.""

Think about this applied to transportation, and the logic for the construction of new highway and transit facilities. Often the claim is made the new facility will reduce energy consumption or carbon emissions, which may be true on an operating basis, either because it switches people away from the internal combustion engine or it allows this engine to be operated more efficiently on a less congested facility. However, those analyses exclude the energy and environmental cost of construction, which is often quite large, a point which has been known for a long time, see e.g.

Lave, Charles. 1976. The Negative Energy Impact of Modern Rail-Transit Systems. Science, February 11, 1977. Vol. 195, pp. 595-596.

though the argument is not without controversy.

A similar point is the delay imposed by construction of a facility designed to reduce delay. Rarely if ever is the construction delay compared with the long-term reduction in delay. I suspect many projects would no longer be beneficial if that were included, especially if we consider the time value of money, and that current delay is worth more than downstream delay.

July 7, 2008

Solar powered cars on solar powered roads

In the news,

Toyota to add solar panels to Prius hybrid
, or at least is thinking about it, this follows a story about a 100 mpg plug-in solar hybrid being developed at NREL I mentioned a few weeks ago.

We now also see some stories about solar powered roads (or rather solar power from roads) in Ode Magazine:
Solar power from road surfaces

One such idea: "Dutch firm Ooms Avenhorn Holding BV has developed a way to siphon solar heat from asphalt road surfaces" ... which was a notion I had when I was in 5th grade or so and still had some imagination. Since blacktop asphalt absorbs heat, we should be able to use it for energy I reasoned. Of course I never implemented it, but I did write my Congresswoman (Beverly Byron, MD 6th District) about the idea and some others, to which I got a perfunctory response, though admittedly a better response than I get nowadays when I write to my federal legislators.

Another idea is solar powered road stud lights, which seem reasonable (just like my garden lights) unless you have snowplows tearing up the road.

But the main idea, turning the road into a solar panel may not withstand the heavy loads of trucks, though a company says it is testing the idea in Idaho.

June 19, 2008

Archiving the freeway political sign ...

This one on global warming: Tales of the Freewayblogger: On Global Warming

June 15, 2008

Memo to the Next President of the United States on Transportation Policy

I have drafted a Memo to the Next President of the United States on Transportation Policy.

The memo outlines ten visions, which are summarized here, for fuller discussion, see the full memo:

  1. Within eight years more cars sold in the United States will be powered primarily by electricity and bio-fuels than by fossil fuels. All buses and passenger trains will use electricity or bio-fuels.
  2. Within eight years Americans will be able to ride autonomous smart cars that drive themselves in mixed traffic.
  3. Within a year, an independent federally-funded Bridge Inspection Service will begin to inspect and publicly report on the quality of all bridges on the National Highway System.
  4. After thorough evaluation, within eight years, bridges and pavements on the US Interstate Highway System will be upgraded to handle trucks carrying up to 100,000 pounds, increasing the efficiency of the trucking industry and by reducing the number of vehicle trips, increasing safety for other road users. These improvements will be paid for by the trucking industry, which directly benefits from the improved system. In heavily traveled corridors, a system of truck-only toll lanes will be constructed.
  5. Within eight years American travelers can choose to travel congestion-free by car or bus through America's largest metropolitan areas.
  6. Within four years American travelers will enter airports and transit, and train stations and cross borders, passing both security and immigration controls without delay while ensuring security.
  7. Within eight years a new source of transportation revenue based on time and place of use will be deployed, replacing the federal and state gas tax. This funding will support highway and transit networks.
  8. Returning to the vision of Democratic President Andrew Jackson, items in federal transportation legislation that do not serve a national purpose will be vetoed.
  9. Extending the bipartisan efforts of transportation deregulation in the late 1970s and early 1980s, within four years, highway and transit services and infrastructure will begin to be competitively provided by independent (public, private, or non-profit) organizations under appropriate local or federal oversight. Infrastructure will be provided under a public utility model, ensuring quality of service in exchange for earning a rate of return.
  10. Within one year, the United States federal government will establish separate capital and operating budgets. This will be coupled with a federal program to guarantee loans and bonds for highway and transit infrastructure projects.

  11. Full memo after the jump

    Continue reading "Memo to the Next President of the United States on Transportation Policy" »

June 10, 2008

100 mpg plug-in/solar/hybrid

From the Rocky Mountain News, the National Renewable Energy Lab tested a souped up Prius that gets 100 mpg:Lab drives car to 100 mpg

Press release here
It is modified to be plug-in with supplementary roof-top solar panels. For the first 60 miles it averages 100 mpg (and then needs recharging to maintain that rate.

May 27, 2008

Carbon ration cards

From the Daily Mail (via Ahmed): Every adult in Britain should be forced to carry 'carbon ration cards', say MPs.

Everyone gets carbon credits, but they can be traded.

My first reaction: The transactions costs seem like they would be especially high, isn't this why "money" was invented? Wouldn't a carbon tax be more efficient (yes I realize it wouldn't raise awareness as much, but isn't that a good thing).

May 22, 2008

Bay Area implents Carbon Tax

First In Nation 'Pollution Fee' Coming To SF

The rate is 4.4c per ton of CO2. It is a start, but quite symbolic (after all, it is called global warming for a reason and local efforts are unlikely to reduce CO2 emissions notably, real polluters will move to untaxed areas if the cost is too high.


April 22, 2008

Government to release proposed fuel economy rules

Government to release proposed fuel economy rules

These rules implement the law that requires Corporate Average Fuel Economy (CAFE) standards of 35 mpg by 2020.

Historically CAFE standards seem to correlate with progress in fuel efficiency, rising from 12.9 MPG for new cars in 1974, though the present standard has been unchanged since the early 1980s and as a consequence, with the shift from passenger cars to light trucks, the combined fleet fuel economy has dropped slightly from a peak in 1987 of 26 mpg to about 25 mpg presently.

See Automobile and Light Truck Fuel Economy: The CAFE Standards for more background information and discussion as of 2006. See especially Figure 1.

For some historical reason CAFE standards were the provenance of NHTSA, the safety agency. (probably because the agency regulated vehicles).

I suspect the CAFE standard could be raised higher, which would push technology faster, and more toward battery-based and hybrid systems. It is too bad the market can't do this on its own, (i.e. why don't people buy their own fuel efficient vehicles rather than relying on govt. standards and forced cross-subsidies by automakers between gas guzzlers and gas sippers) and this is a very inefficient way of internalizing externalities, but it is apparently politically easier to regulate automakers than to raise gas taxes.

April 8, 2008

CO2 Emissions Map

From the (UK) GuardianCO2 map zooms in on emissions in the United States. US CO2 emissions are more important in Europe than the US judging by media play.

See this YouTube for the really cool visualizations:

February 17, 2008

Minnesotans for Global Warming

M4GW: Minnesotans for Global Warming ... just remember where you stand depends on where you sit.

January 8, 2008

GM demoes at CES

From the New York Times: G.M.s Fuel-Cell Car Makes a Statement. GM demoed a fuel cell powered Cadillac (the poorly named Provoq) and a modified Chevrolet Tahoe that drives itself. Neither is ready for production, but maybe we are finally asymptotically approaching the long-forecast future of cars that drive themselves and do not pollute.

October 22, 2007

Who will kill Project Driveway?

From News.com: Hydrogen fuel cell cars from Chevy hit the streets . "Chevrolet is in the midst of launching "Project Driveway," an ambitious program where more than 100 fuel cell electric vehicles will be put in the hands of select consumers for the largest market test ever of its kind."

Let's hope this has a better impact than the General Motors EV1, their first electric vehicle, cancelled in 2003 just as the Hybrid market was taking off. This was featured in the film "Who Killed the Electric Car?".

October 6, 2007

Clever Plants 'Chat' Over Their Own Network

Via Boing-Boing, from Science Daily:Clever Plants 'Chat' Over Their Own Network. This is just cool, ... everytime you think the world is complicated, it just gets more so.

May 13, 2007

An illusion of certainty

From the Guardian: UN scientists warn time is running out to tackle global warming

The UN's Intergovernmental Panel on Climate Change (IPCC) apparently says, according to the article ". But there could be as little as eight years left to avoid a dangerous global average rise of 2C or more."

1. Where is this actual report that was supposedly published, maybe I am missing something, but all I can find on the IPCC website is the summary for policy makers.

On the attrociously designed IPCC page
Working Group III Report "Mitigation of Climate Change"
Release on 4 May 07 in Bangkok
* Download the webcast of the press conference
* SUMMARY FOR POLICYMAKERS

Nowhere obvious is the full report of Working Group III. Perhaps because it is not actually done. Yet the conclusions have been drawn and the press conferences given and articles written as if this report is available for public and peer review. This is not science.

Working Group 1 report (from February) is now online. (with pending supplementary materials). Working Group II Report is not yet online either. Maybe the press conferences can wait until the reports are ready?

2. Why is this false level of precision being given as truth. Scientists are discrediting themselves by sinking to the level of diplomatic politics. Of course the newspapers are complicit here suggesting certainty where there is none. In this politically-driven story of how we must change, there is always time to redeem ourselves. (In this case, a full 8 years before the temperature rise changes from 1.9999 degrees to 2.00001 degrees apparently if the Guardian's implications were to be believed). Just once I would like to hear someone say that "This is actually irreversible. Too bad, we can't fix it, no point in changing our ways, it won't matter anyway. We broke the planet for good." That however is politically unacceptable because it won't inspire change. There must be enough time for the diplomats to get their next treaty in place.

3. What if this "consensus" of scientists is wrong, will they be believed next time?

Let's hope for science this is not a case of crying wolf. Let's hope for the planet it is a case of crying wolf.

4. There are strange assumptions underlying the policy analysis, e.g. there is in the analysis a pre-industrial "temperature equilibrium". Maybe I missed something in school (or Al Gore's video), but I don't know what this mechanism for equilibrium is, it seems like the climate is something that is continuously changing, sometimes up on some parameter, sometimes down.

5. Science is not about consensus, politics is. Science is about developing and testing falsifiable hypotheses. Models are useful for generating and hypotheses and clarifying theories, but data is required to test them, and the future is a grand experiment we need to measure carefully. A consensus of scientists, even if one exists, proves (and disproves) nothing.

April 27, 2007

Power companies and eminent domain

From today's Washington Post: Power Companies' Reach May Expand

The key issues:
1) Federal vs. state authority
2) Granting private for-profit power companies the "power" of eminent domain to condemn private property owned by others.

In general, the United *States* probably needs a more robust electrical grid, but the federal government is not the right agent to bring this about, and private firms should not be given eminent domain powers without strong local oversight. But a free market does not exist today in electric power distribution, so the situation is quite distorted already.

March 31, 2007

Ethanol-blend auto emissions no greener than gasoline

According to CBC, a Canadian study says Ethanol-blend auto emissions no greener than gasoline. Of course, using farm products for energy will drive up the price of food, a point the keen economic analyst Fidel Castro makes .

An interesting book on the consequences of energy extraction is Peter Huber's Hard Green . The book makes the point that the consequences of oil extraction on the land are quite small, as an oil drill is not large, compared with the visible environmental consequences on the land of extracting energy from other sources.

March 29, 2007

From Today's The Guardian

From Today's The Guardian:

No Not Coal:
Coal comeback pushes up UK emissions | Climate change | Guardian Unlimited Environment

No, Not Biofuels:
Castro warns poor will starve for greener fuel | Energy | Guardian Unlimited Environment

Yes, let's get a soccer coach to spread the word ...
Sir Alex Ferguson joins Gore's climate A-team | Climate change | Guardian Unlimited Environment

The Oblivous
BMW unveils assembly plant in India | | Guardian Unlimited Business

So if Britain has an annual uptick in carbon despite long term progress (presumably because of trends not government policy), there is a round of self-flagellation. If the western countries think about substituting bio-fuels for petroleum, there is condemnation (from Fidel Castro, what else is he going to say, the US is pursuing the right policy?), and if Al Gore meets with a football (soccer) coach to propound his messianic (Cassandric) propaganda campaign, there are cheers. But if BMW builds a car factory in India, a country 20 times the size of England which is growing quickly and will eventually consume more cars, produce more pollution, and be stuck in traffic far longer, nary a peep on the environmental consequences is mentioned.

January 31, 2007

Chelsea Tractors must pay to park in Richmond

Another London transport topic that has made its way across the Atlantic, The Canadian Press (via Breitbart) reports: London suburb to charge drivers parking fees based on emissions. Richmond upon Thames, a Borough of London, wants to charge £300 for cars to park in front of their houses if the cars are of models that are classified as big polluters (the local term: Chelsea Tractors).

The irony is that they are charging the cars when they are not polluting (i.e. when they are parked) rather than when they are.

Again, the technology could relatively easily be assembled to charge cars based on how much they pollute, that would be in the long run both more fair and more efficient. Robert Harley was doing tests on the measurements of this more than 10 years ago at Berkeley, see this paper for an example. That would just need to be tied to transponders or license plate matches (a la electronic toll collection or the London Congestion Charging scheme) and a price developed.

The continued use of second (or third) best solutions when much better ones are available is unnecessary.

Its *global* warming, not *local* warming

From today's Strib: Legislators told to act fast to slow global warming

"Legislators told to act fast to slow global warming
Science, morality and politics came together in a rare, bicameral session. Minnesota could be a much hotter and probably drier place in the next 70 to 90 years, with an altered or dwindling forest, Kansas-like summers and Illinois-like winters. But that's if Minnesotans don't seize opportunities to reduce greenhouse gas emissions now, three scientists and explorer Will Steger told a rare assembly of legislators Tuesday. More than 90 senators and representatives from committees on the environment, energy and transportation -- nearly half the elected body -- gathered in the House chamber for an informational session on global warming that included state Catholic and Lutheran leaders casting the issue as a moral and ethical challenge."

The point that is being missed is that even if Minnesotans seize every opportunity, no measurable change could possibly come of it unless most of the rest of the world does as well. That is why it is called *global* warming. Further, if Minnesota missed every opportunity, but the rest of the world didn't, Minnesota could free ride its way to the supposed benefits of avoiding global warming while skirting the costs.

[Frankly, I don't want religious leaders explaining science (or the ethics of science) to the state legislature, it reminds me too much of Kansas .]

(Leaving aside whether a warmer Minnesota, if that were the outcome, is actually a bad thing for Minnesotans).

Despite the feel-good nature of such convocations, the requirement of local media and local politicians to have a local spin on stories ("Global warming, can it happen here?") and the "think global act local" ethic, a set of incentives for good behavior, and a contract (constitution) enforcing them, are necessary to obtain the desired outcome. People behave in the community interest not out of personal good will but out of incentives, otherwise we wouldn't need constitutions and laws and jails. Advocates should read James M. Buchanan's: The Calculus of Consent on the matter.

September 26, 2006

A Tax on Gore: Truth and Carbon Taxes,

A Tax on Gore: Truth and Carbon Taxes, some thoughts

Al Gore, in a recent speech at New York University about the appropriate response to global climate change said
“For the last fourteen years, I have advocated the elimination of all payroll taxes - including those for social security and unemployment compensation - and the replacement of that revenue in the form of pollution taxes - principally on CO2. The overall level of taxation would remain exactly the same. It would be, in other words, a revenue neutral tax swap. But, instead of discouraging businesses from hiring more employees, it would discourage business from producing more pollution.

Global warming pollution, indeed all pollution, is now described by economists as an ‘externality.’ This absurd label means, in essence: we don’t to keep track of this stuff so let’s pretend it doesn’t exist.�

It sounds like a neat trick, killing two birds with one stone. Certainly, I am open to taxing externalities based on the difference between their social and private costs. In contrast to Mr. Gore’s aspersion on economists, the word “externality� doesn’t mean we should pretend it doesn’t exist, it means the relevant actors (the polluters) pretend it doesn’t exist, which is a problem because it does.

Economists suggest several alternatives. Nobel Prize winner Ronald Coase suggests establishing legally enforceable property rights. The reason we have air pollution is because nobody owns the air. The reason we have less land pollution (e.g. dumping) hither and yon is because people do own the land.

The problem of course is (a) establishing ownership of the air and (b) tracking air pollution back to its source so that polluters can be legally charged.

The second solution is regulatory. With regards to traditional “criteria� pollutants in the US (ozone, carbon monoxide, oxides of nitrogen, sulfur dioxide, lead, and particulates), tailpipe pollution is regulated by the Environmental Protection Agency, and cities have to ensure their transportation plans don’t pollute beyond a certain threshold. Currently, CO2 is not a criteria pollutant because it does not have health effects, at least not in the same way. This is a quantity-based strategy. Mr. Gore advocates this when he suggests “freezing� carbon emissions.

A third solution, as Mr. Gore also suggests, is taxing pollution. In its pure form, we would allow anyone to pollute as much as they want, so long as they pay the carbon tax, which if properly set, would constrain the amount of pollution produced by providing the correct incentives. That tax (say X$/ton) would equal the social effect of the pollution. Establishing that social cost is not simple, nor is it uncontroversial. About 10 years ago I read a book about this by William Nordhaus, (the updated version is Warming the World: Economic Models of Global Warming by William D. Nordhaus and Joseph Boyer). The tax per ton would rise over time (as presumably would the impact of climate change, and our ability to pay for it). This is a price-based solution. The recent emergence of emissions trading combines quantity and price-based solutions.

Figuring out the proper level of the tax is no simple matter either. We can think about it in terms of damages: if the pollution went unprevented, what would it cost to fix. Or we can think about it in terms of prevention: how much would it cost to avoid the damage. If the cost of damage exceeds the cost of prevention, we should prevent, if the cost of damage is less than the cost of prevention, we should accept the damages. In practice we may prevent some damage and accept some damage.

Another point is that an externality requires two actors: the polluter and the pollutee. If I pollute, but no one is damaged, no harm is done. Think about noise: As the old koan goes, If a tree falls in the woods and no one is there to hear it, does it make a noise? No, the noise externality is only present if someone hears it and is harmed. By moving into the way of the harm, you are imposing costs on the polluter. Another example is the conflict that occurs with suburbanization into agricultural areas. As much as our politicians romanticize the family farm, farms smell. This isn’t a problem so long as only cows and farmers live there, but when suburbanites move in, this becomes a problem. Should the farmer pay, after all it is his farm producing the externality? Or should the suburbanites bear the cost, since without their presence, no externality would exist?

With climate change, because of its global nature, we might think consider the polluter clearly at fault. But what about people who move into low-lying, flood-prone areas? If no one lived below sea level in New Orleans, the economic and social damage of Hurricane Katrina would have been much less. Who should pay, the polluters (worldwide), who changed the climate and according to Mr. Gore, made the hurricane more likely, or those who moved into a vulnerable position? If you say some combination of both (which is of course the right answer), what is the combination?


So even if we have achieved consensus that we are spewing CO2 into the atmosphere, and are in agreement about the direction of that effect (it will make things warmer rather than colder in general), we are still in disagreement about the magnitudes of the climate effects resulting from that CO2, and in even greater disagreement about the economic cost that the climate effects imposes. I have worked with enough large-scale models to conclude that a plethora of assumptions founded on inadequate evidence must produce huge uncertainty.

Into this environment, Mr. Gore proposes a multi-part acronym-filled scheme that would make a Washington policy wonk swoon. Which leads us back to the carbon tax, which, if set correctly, is perhaps the most effective strategy. Mr. Gore proposes eliminating the Social Security payroll tax and replacing it with a carbon tax, ensuring the policy is “revenue neutral�. This reminds me a lot of 1980 presidential candidate John Anderson’s proposal for a 50 cent tax on a gallon of gasoline in exchange for dropping the Social Security tax. So the idea is at least 26 years old.

The payroll tax has elements of unfairness. However Social Security has nothing to do with climate change (except, I guess, that old people pollute). This is an illogical linkage, and will produce a perverse result. If the carbon tax is successful, we lose our funding base for Social Security, which as popular polls suggest, already fails to engender much faith in its fiscal health.

Two more Nobel Prize winning economists have suggested some rules about managing economic policy:

1) Jan Tinbergen's rule: Achieving a multiple number of independent policy targets requires an equal number of policy instruments.
2) Robert Mundell's rule: Each policy instrument should be assigned to a policy target on which it has greatest relative effect.

source

In other words, these economists posit one policy target per policy instrument (or one stone per bird). Trying to solve two problems requires two policy instruments, and so on.

If we levy a carbon tax, the revenue should be used to fix the damage global climate change causes or to prevent that damage in the first place. The amount of money that should be charged in a carbon tax is independent of the amount of money required for the payroll tax. By making the plan “revenue neutral� we are either raising too much money (and wasting money by reducing more carbon than would economically efficient) or not enough money (and wasting the opportunity to provide incentives to invest in more carbon-reducing strategies).

That said, Social Security should be financed appropriately as well, but that bird deserves another stone. I believe that there should be one policy analyzed per policy essay.

July 17, 2006

An Inconvenient Truth

We saw Al Gore's An Inconvenient Truth this weekend. I had actually already read the book, and was curious to see his Apple Keynote based presentation, just to see what state of the art is in presentations (not a bullet-point to be seen), as well of course to be warned that the world as we know it is coming to an end, and if I do nothing, it is my own damn fault. The movie basically stars Keynote, with Al Gore as a supporting actor.

Continue reading "An Inconvenient Truth" »