Sustainablog

No doubt about it: the Chevy Volt looks like it will be one sweet ride (even the not-so-sporty production vehicle). But a group of electric vehicle enthusiasts here in the St. Louis area isn’t willing to wait for the hybrid Volt’s 2010 roll-out… so they’ve built their own fully electric vehicles.

Today’s Post-Dispatch features the Gateway Electric Vehicle Club, and a few of the EVs that members have built themselves. Retired college professor Charlton Jones (pictured above) bought a ‘74 Porsche 914 on Ebay, and with a little elbow grease and money (OK, a lot of money — $19,000) converted into a fully electric vehicle. On the Illinois side of the river, Ron Erb converted a ‘96 Ford Ranger to an EV (for a mere $7,500). Erb was able to offset some of his costs with a $4000 state tax rebate (unfortunately, we don’t have that in Missouri…).

Granted, neither of these vehicles are muscle cars: Jones’ Porsche takes a minute to get up to 60 mph, and Erb claims his Ranger can “go 80… but not very far.” And each requires significant charging time: 7 hours for the Ranger so it can go 35 miles. The cost for that recharge is hard to beat, though: 98 cents.

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By Jonathan G. Dorn

With the dramatic increase in oil prices earlier this year translating into higher prices at the gas pump in the United States, concerns over U.S. dependence on foreign oil are once again part of the national discussion on energy security. Combined with the growing understanding that carbon emissions from the combustion of fossil fuels are driving global climate change, the debate is now focused on how to restructure the U.S. transport system to solve these two problems.

While the idea of running U.S. vehicles on natural gas has lately received a great deal of attention, powering our cars with green electricity is a more sensible option on all fronts—national security, efficiency, climate stabilization, and economics.

Having a fleet of natural gas–powered vehicles (NGVs) would simply replace U.S. dependence on foreign oil with a dependence on natural gas, another fossil fuel. The United States has scarcely 3 percent of the world’s proved natural gas reserves, yet even without the increased demand that would result from a fleet of natural gas cars, the country already consumes nearly a quarter of the world’s natural gas. At current rates of consumption, U.S. proved reserves would only meet national demand for another nine years.

U.S. natural gas production has remained relatively constant over the last two decades and is unlikely to increase over the long run, despite growing consumption. Consequently, any rise in demand is likely to be met by increasing imports. Since the late 1980s, U.S. net imports of natural gas—primarily from Canada—have tripled. The U.S. Department of Energy projects that by 2016 the majority of U.S. natural gas imports will come from outside North America.

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Americans are driving less, spurred by steep gas prices for much of this year. We are also turning to transit like never before — especially for essential trips like going to work. Demand for public transit is at an all-time high, soaring to rates not seen since 1957. Across the country, places as diverse as New York City, Southern California, North Carolina and Wyoming are witnessing sharp rises.

EDF produced an interactive map (using data from the National Transit Database) showing the many places where transit ridership jumped along with gas prices.

Scroll over the map and see eye-popping jumps in people using public transit — not just in big cities but places like Terre Haute, Indiana, and Sherman, Texas, which saw huge leaps in ridership.

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My family and I awoke, greeted by a spectacular show of autumn colors while our Capitol Limited Amtrak train coasted alongside a meandering river somewhere outside Martinsburg, West Virginia. We headed to the glass enclosed lounge car to join a convivial community of train travelers, snapping photos of quaint mountain towns and even a wind farm perched atop a ridge.

Our destination was Washington D.C. and after careful consideration, we concluded that getting to the nation’s capitol by train was both the most energy efficient way (when compared to flying or driving) and a most enjoyable one. We stretched out on comfortable and spacious seats, had plenty of room to stretch our legs in the lounge or cafe car, avoided the hassles of airline check-in and security, and had ample free time to play games with our son, read a book, watch the world passing by out the windows, even sip a cup of Fair Trade Certified Green Mountain Coffee purchased at their cafe.

Hardly our first train trip on Amtrak (and no stranger to the European intercity rail system), we, as ecotravelers, found riding with Amtrak far more than an ecologically sound and more fuel efficient way to travel. We joined a community of fellow travelers eager to slow down more to enjoy the scenery, rather than flying thousands of feet overhead or speeding down boring Interstate Highways in a car.

Americans are riding the rails in a big way these days. From October 2006 to September 2007, about 25.8 million Americans took a trip on Amtrak. An average of more than 70,000 passengers ride on up to 300 Amtrak trains per day. Amtrak, officially called the National Railroad Passenger Corporation, was created by the Rail Passenger Service Act of 1970. After a 150 years of passenger rail service by private freight companies largely disappeared due to the rapid growth (and, in hindsight, disasterous ecological and social impacts) of automobile and airline travel, the U.S. government stepped in to set up a public service passenger rail service so that intercity passenger train travel could still be continued. Fortunately for us.

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For many of us who take environmental protection into our own hands daily, a bicycle is an indispensible part of the dream.  Throw off those winter blues… bicycling can make your winter green!

Bicycles are an efficient way to transport yourself daily for a number of reasons.  To me, the most important benefit to using a bicycle is that it improves my health and fitness.  Probably the next most important to me is a bike’s economy.  You pay for occasional maintenance throughout the year, but on the whole, it is far cheaper than using a car, or even travelling by public transportation!

On the environmental front: unlike motor vehicles, bicycles produce no greenhouse gases from their use.  Their parts can often be manufactured from recycled materials.  Overall, while not perfect, bikes make for a significantly smaller footprint than any other existing mode of efficient, long-travel transportation out there.

The distance from my home to my work is 1.8 miles.  (Another good way to think green: move close to your essentials!)  Walking, that might take me 40 minutes!  But on my bike, I am there in 9-12 minutes.  As the nights get longer and the air gets crisper, however, I am reminded that unless I take certain measures, I will soon be prevented from using my bike to get to work by the “elements.”  Common enemies to the bicycle include: snow, slush, ice, gravel, and salt.

But if you’re like me, you strive to think green in all seasons… not just the warm and sunny ones.  Surely, winter is the least popular time to ride bikes–it’s cold and difficult, and just plain inconvenient!  However, who doesn’t need to keep fit in the winter months?  And with a few quick steps and some basic knowledge, you can equip yourself and your bike with the necessities to keep it sturdy and rideable throughout the winter months. Read the rest of this entry »

Every day, half a million school buses safely carry 24 million American children to school, field trips and athletic events.

Unfortunately, most buses are powered by diesel engines that actually pollute the air inside the bus. Studies show the pollution gets trapped inside the bus, where kids breathe it in.

Dr. John Balbus, EDF’s chief health scientist, answers common questions about school bus pollution and your child’s health.

Q:  I don’t see billowing clouds of black smoke behind the school bus. Does that mean the bus exhaust is clean?

Unfortunately, it’s not that simple. Even clean-looking exhaust from tailpipes, and from the engine itself, can contain small particles and other toxic pollutants that can get inside the school bus, and in children’s lungs.

Q: How does diesel pollution get inside a school bus?

Diesel pollution can enter a school bus from both the tailpipe and the engine. In school buses, the engine is in the front, right near the door, so every time the door opens, engine and tailpipe exhaust get sucked inside.

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Greg Frenette, a lead engineer at Ford Motors, said last week that it may take at least 20 years before hydrogen-powered cars become widely available because obtaining the fuel is so costly and difficult. However the latest news from the Reuters Global Environment Summit is that these zero emissions cars could become a reality in California very soon. The state plans to build out “Hydrogen Cities” to support the hydrogen car industry.

How Does the Hydrogen Car Work?

Fuel cells create electricity in a chemical process that combines hydrogen and oxygen, emitting water vapor as a by-product. instead of greenhouse gases such as carbon dioxide. Since the conversion of the fuel to energy takes place via an electrochemical process rather than combustion, the process is clean and highly efficient. The hydrogen car reduces greenhouse gas emissions while also reducing dependency on crude oil. Read the rest of this entry »

It’s official, India must work towards the use of biofuels. On September 12th the Indian government announced a new national biofuels policy: By 2017 it will aim to meet 20% of India’s diesel demand with fuel derived from plants rather than fossils.

But where will it come from? According to the National Council of Applied Economic Research, a Delhi think-tank, it means setting aside 14m hectares of land, for the growth of jatropha, a key biofuels raw material. Read the rest of this entry »

Earlier this week, I posted a section of the “Missouri State Law for Motorists Interacting with Bicyclist“ for two constructive reasons:

1. To communicate actual-factual, useful information straight from a government horse’s mouth which could benefit the too-common misunderstanding that occurs between motorists and cyclists on the road
2. And as an example that is likely similar to statutes across the country, although each state — and at least some cities — have their own laws. (Read up on your area statutes through Mass Bike’s state-by-state list online.)

Some read that post and selectively seized on certain tidbits, neglecting the rest. Folks, folks, folks. As they say, “You can lead a horse to water, but…” Read the rest of this entry »

What is it that makes cyclists so untolerable to some motorists? Is it the occasional momentary delay that a street without bike lanes, which forces a cyclist to ride in the lane (as the law dictates acceptable), sometimes creates?

Where is Dr. Phil when we need him? There are some issues here that need to be resolved. In his absence, I’ll give it a go, Dr. P-style.

Motorist listen up:

“Now, Motorist, do you accept that Cyclist really means you no affront or harm by choosing to be healthy and strong, fiscally unbound to pay record gas prices for a fuel economy-suppressed SUV and self-sufficient in his commute to work, where he too spends his time as an educated, gainfully-employed and productive member of society?” Read the rest of this entry »