Showing posts with label environmental issues. Show all posts
Showing posts with label environmental issues. Show all posts

Wednesday, June 3, 2009

On Why We Need To Fund Education, Part Two

ThinkProgress has this little gem up for consideration:
Yesterday on the House floor, Rep. Todd Akin (R-MO) launched into a nonsensical tirade against legislation aimed at addressing global warming by reducing carbon emissions. Akin demonstrated his lack of understanding of climate issues by erroneously celebrating the seasonal change from winter to spring as “good climate change” and confused “weather” with “climate.” He dismissed the threat of global warming as a “comedy” and wondered who would “want to put politicians in charge of the weather anyways.”

Who, indeed, if they know this much little about the subject.

Sunday, April 26, 2009

On Oil and The Recession

Almost as footnote to my earlier post "Green or Not," The Atlantic dished this little item up a few days ago.

In it, Derek Thompson reviews a Brookings Institution paper written by James Hamilton forecasting a drastic market downturn should oil prices spike, and compares the forecast with the last two years when oil prices did spike.
Hamilton went back to 2003, when crude oil was around $30 a gallon and forecast what an oil shock like the one we experienced in 2007-08 (when oil peaked around $140) would do to GDP. He graphed the result through the end of 2008 and, lo and behold, it was damn close to actual GDP.

...

What about real estate, subprime mortgages and defaults? Hamilton says the housing industry had been tightening up long before the recession -- "subtracting 0.94% from the average annual GDP growth rate over 2006:Q4-2007:Q3." And housing is factored into Hamilton's analysis. It was just one of a handful of multipliers that always turn down during oil shocks.

The Real Time Economics Blog at WSJ moves the theory forward with a pretty interesting bit of revisionist history. The grand retelling goes something like this. Cheap gasoline from the 1990s into this decade encouraged families to set up their homes farther from the cities where they worked. But as the price of gas began to increase, it put a big strain of these families' commutes. With gas rising from $2 to $4, the price of these long drives doubled, straining those families' most expensive payments, namely: mortgages. When families realized they could not afford their exurban commutes, they sold their homes for a big loss. Voila: Their mortgage crisis became a bank crisis and the rest is our living history.
I find Thompson's closing comments particularly telling:
My head's still spinning a bit, but it's interesting to think about the political consequences of a report like this being mainstreamed. If the idea somehow stuck that an oil shock was responsible for the financial crisis, it could be a significant catalyzer for the push toward energy reform. Today we're seeing a great national movement to change Wall Street because the general consensus is that Wall Street caused this crisis. Whether Hamilton's theory is wacko or brilliant, just imagine what a national movement to revolutionize America's energy consumption would look like. What if we had oil parties instead of tea parties, demanding more government investment in alternative fuels and subsidies for green technologies. That would really be something.
Also of note are Hamilton's own words, on his own 'blog:
My paper uses a number of different models that had been fit to earlier historical episodes to see what they imply about the contribution that the oil shock of 2007-08 might have made to real GDP growth over the last year. The approaches surveyed include Edelstein and Kilian (2007), who examined the detailed response of various components of consumer spending, Blanchard and Gali (2007), who studied the extent to which the contribution of oil shocks has significantly decreased over time, my 2003 paper, which emphasized the role of nonlinearities, and a model-free data summary of the observed behavior of different economic magnitudes following this and previous oil shocks. Although the approaches are quite different, they all support a common conclusion: had there been no increase in oil prices between 2007:Q3 and 2008:Q2, the U.S. economy would not have been in a recession over the period 2007:Q4 through 2008:Q3. [emphasis added]
Progressives have long maintained that the US suburban/exurban lifestyle is inefficient to the point of waste, and encourages overexpenditure on energy and materiel. Hamilton now shows us that this may well be true, and adds on a layer of vast economic vulnerability incurred through energy dependency.

If Hamilton's theories are to be believed in whole, the US needs a far more radical rethinking of its preferred lifestyle for the long term than has been discussed to date. Interim solutions, such as alternative energy and hybrid vehicles, are just that: temporary solutions to what will likely become a permanent problem. Unless vast resources of cheap, non-polluting energy can be sourced and managed domestically, the exurb is ultimately finished, since it will become economically unfeasible to commute any substantial distance or to travel far for shopping. Commercial distribution channels will also need to be rethought in this light: the great centralised warehouse may also become a thing of the past.

Regardless of the long-term implications of the paper, the work is a clear demand for a new, more conscientious approach to energy policy and urban development. This should also include industrialised agriculture, as that behemoth is a voracious consumer of petroleum products yet, due to its nature, frequently left out of petroleum-based energy policy debates.

Doing so, it would necessarily distinguish between the rural - farming, ranching, etc - and the urban/exurban markets: rural communities should be supported even as the larger urban/exurban communities are revisited in light of this new information. Too little thought is given to the distinctions between the rural landscape, isolated from the major energy consuming markets and largely self-sufficient, and the ever more costly urban environments that drive most energy and civic planning policies, and most resistance to urban-centred efforts at energy efficiency stem from their unthinking application to the countryside where such concerns are measurably smaller and less immediate.

Regardless of the planning remaining to be done, the paper presents an excellent take on the correlation between the costs of sprawl and the economic health of the industrial West. The built-in inefficiencies of the suburb and exurb, coupled with the uncertainty of energy supply - particularly oil - to maintain that sprawl, can be seen to have substantial impact on market sectors not immediately connected to those inefficiencies and uncertainties. Whether or not Hamilton's paper spawns the movement for energy independence Thompson describes, the mumbers deserve the attention of policymakers, and the implications demand public dialogue on the correlations between imported resources and community development.

H/T Andrew Sullivan.

Tuesday, February 24, 2009

Dumping For Dollars

A Japanese shipping firm has been found guilty of dumping oily sludge into ocean waters in violation of US environmental standards.
Prosecutors say chief engineers falsified an oil record book kept aboard the Balsa-62, a 9,000-gross-ton bulk cargo vessel registered under the flag of Panama. Federal and international law requires ships pass the sludge through filtering equipment aboard the vessel or burn it in the ship's incinerator.

Federal law also requires ships to record every disposal and to make those records available for the U.S. Coast Guard when the vessel is within U.S. waters, prosecutors said.

On Oct. 14, the Balsa-62's former chief engineers pleaded guilty to federal charges, admitting they rigged the ship to bypass pollution controls and discharged the sludge into the ocean.

From June 2007 to February 2008, Francisco Bagatela was the ship's chief engineer. He and other senior engineering officers and crew installed a "magic pipe" to bypass the pollution prevention equipment, according to a plea agreement Bagatela signed.

The pipe consisted of a length of plastic hose with flanges at either end and was used to transfer oily sludge and mixtures from a holding tank through a valve in the side of the ship and overboard.

The firm is facing a $1.75M fine and is submitting to fleetwide monitoring for three years.

Monday, February 9, 2009

I May Be Going to Miami This Weekend...


... for the boat show.

One of my favorite builders, Island Pilot, is finally showing off their green cruiser - the DSe Hybrid 39. This charming little lady is powered by a combination of diesel-electric and solar power, and can cruise at 5+ knots on the solar array alone.

I've been watching the evolution of this boat for the last two years, eagerly awaiting the time when Island Pilot would have an example to exhibit. At last the prototype is making the rounds and getting some good press while doing it.

As most of you will know by now, I'm a powerboater, or "stinkpot driver" as the sailboat skippers would say. I'm far from averse to wind power, but as a liveaboard, anything smaller than a Perini Navi seems just too cramped: with power one can get around all the space needed for the rigging and the space lost to the hydrodynamics of sailpower (it's been said that in terms of habitability, for a sailboat to match a powerboat's living quarters one adds ten feet at the waterline). On the other hand, I'm fairly sensitive to the fuel consumption such boats exhibit (typical cruising fuel economy runs to 2 gallons per nautical mile - my late lamented baby got about quadruple that but still a day's cruising on San Francisco Bay meant about $100 at the fuel dock). Even the most efficient cruisers on the market these days fall into the 3-4 nmpg range at cruising speeds, and drop below 1 nmpg at top speed. The DSe, in contrast, burns ZERO fuel until you pass about 7 knots, and from there to the 7 knot top speed the consumption is a comparatively stingy 5 nmpg (or about 7 mpg on land). For a 12-meter yacht this is phenomenal. Plus, with the catamaran architecture, the interior is surprisingly spacious: two staterooms and a salon worthy of boats half again her length. I'm a bit disappointed by the top speed (preliminary specifications hinted at speeds above 15 knots), but that's a small price to pay for green cruising.

The DSe has been featured in PassageMaker, Motor Boating (which awarded the DSe "Best of the Year" for 2008) and Power & Motoryacht, three very big names in the yachting and liveaboard worlds.

If the current version is not precisely to your tastes, Island Pilot was working on a smaller (35' I believe) and larger (65') versions, though information on those models is no longer posted on their Website.

I'm hardly about to run out and reserve one of these beasties just now (asking price is about $600,000), but it's definitely on the wish list. In the meantime, with the Miami show only a week or so away, I might just be taking the trek down and showing Mustang Bobby how I'd LIKE to live.