National efforts for efficiency and conservation continue to lead us to analyze aspects of daily life to find opportunities ripe for sustainable progress. Our transportation infrastructure is one of the largest and most energy intensive systems that our country needs to function. As a result, every time a mode of transportation is pitched it comes laden with facts and figures as to how it is responding to our needs for increased efficiency. But across the board, how do all of these various players (hybrids, buses, planes, trains) stack up in the amount of energy it takes to get someone from one place to another?

With a growing pressure from the government, our economy is beginning to weigh the costs and benefits of reviewing our means of transportation and deciding which deserve promotion while others are best left unaided. Only last week President Obama announced his landmark (albeit under-funded) promotion of High Speed Rail with the doling out of $8 billion in loans. As Americans, our transportation choices decide the course of huge amounts of GDP. When one considers automotive sales, public transit funding and commercial aircraft the order of magnitude is already in hundreds of billions of dollars. It is no surprise that industries are all fighting to shift the course of the next two decades towards their respective products.

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On his trip to Florida, President Obama revealed his list of recipients for the High Speed Rail funding portion of the federal stimulus package. Reportedly, the $8 billion pot will be split amongst projects and planning in 31 different states to promote faster, more efficient transit across the U.S. There are numerous parts of our country’s railroad network that the Department of Transportation has designated as potential high speed rail corridor and most of them would benefit from developing such a revolutionary system. On the other hand, not all track beds are alike when the available funds are supposed to promote jobs, provide perceived benefit and comprise a mere fraction of the funding ultimately needed to institute HSR on a national scale.

Existing High Speed Rail RoutesPoliticians can think of few better ways to win public support than giving out free money. Coming the night after the State of the Union, this was a perfect time to publicly dole out the public’s own cash. It is not surprising that the administration would want to make as many constituencies feel better as possible, but sometimes endeavors (such as vast, highly technological, infrastructural upgrades) need a certain degree of critical mass. Otherwise, the result can be a watered down series of half-finished, under-funded tasks that only leaves people frustrated.

In this case, the choice of how to allocate funding for projects of this magnitude are (or at least should be) rather difficult; determined by a number of different factors. Still mired in a lethargic pace of recovery, the economy is searching for job opportunities and the President is pitching this distribution as the road to job creation. This means that projects that are closer to “shovel ready,” the better.

Building new HSR systems is extremely expensive, second only to subways when considering the realm of alternative transit. An estimated example can be drawn from the proposed California line from Los Angeles to San Francisco has estimated costs upwards of $45 billion that would translate into $130 million per track mile. The distance that needs to be covered becomes important quickly. Given that this quick boost of funding is not going to bring any project from start to finish, someone should also be weighing the likelihood that state governments will have to means to complete the projects themselves. Naturally, California is a standout, seeking to create a $45 billion transit system while their government is bankrupt.

High Speed Rail StimulusIn order to have a chance at operating at higher capacities (and efficiencies), these trains should also be connecting cities that not only have considerable populations, but have mature transit systems of their own, realizing that HSR is only a piece of the ecology of alternative transit. It could be anti-climactic  to travel 400 miles in two hours only to take another hour to travel 40 blocks.

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Dear Mr. Droz,

I recently came across an article on Cleantech.com that lead me to your presentation critiquing wind power. The decree that wind power is “an insult to science and mankind” seems a bit alarmist and wrought with exaggeration. I understand that you have labeled wind power as a deficient source of power generation and based this conclusion on seven points of criteria that you claim reasonable power sources should strive to meet. These points include:

  1. Can it provide large amounts of electricity?
  2. Can it provide reliable and predictable electricity?
  3. Can it provide dispatchable energy?
  4. Can it serve as more than one grid element?
  5. Can its facility be compact?
  6. Can it provide economical energy?
  7. Can it make a consequential reduction in carbon dioxide?

According to you, wind energy has failed all but the first point, after which you claim it to be an overly expensive, intermittent and restrictive form of energy production–something the world should stop devoting time and money towards. Instead, we should focus on improving our existing technologies so that they can be improved and better utilized to achieve environmental progress.

Though your individual assessments cannot be labeled as “incorrect”, I think you are unfairly painting a grim picture of wind energy while denying it both its accolades and opportunities for further improvement. Wind energy is a great industry and one of a number of technologies that will eventually allow us to reduce our environmental impact and reach a more balanced, sustainable society. I think a full critique of wind should include not only the shortcomings (which we all know exist) but the possibilities.

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high tension power linesPerhaps the largest bane of renewable energy is its intermittent nature that fails to provide a predictable, steady flow of “baseload” power to the grid. After all, the sun is not always shining; the wind is not always blowing; waves are not always crashing—but how often are all sources weak at the same time? European countries are embarking on a renewable energy master grid that will pair different technologies in different environments to help mitigate the natural ebb and flow of any one source.

According to an article in the Guardian, nine governments are involved in planning a €30 billion ($43.5 billion) network of high voltage, direct current cable that will connect the renewable power sources indigenous to their respective climates. The players include Belgium, France, Germany, the Netherlands, Luxembourg, Denmark, Sweden and Ireland and the UK. Together they can collectively utilize energy from solar, wave generation, tidal, wind, geothermal and hydro-electric.

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wind turbine constructionWhile in the midst of an economy that is still viewed as fragile, state governments are limited in their ability to match all of their sustainability goals with appropriate funding. Money that is available, usually in the forms of grants and favorable loans, is small enough to rule out sweeping, societal changes but large enough to make people notice—and at this point that is a worthy goal. There are still far too many people far too uneducated about both threats and solutions.

Solaya Energy LLC and the State of Massachusetts are working together to install a 1.5 MW turbine near the Blandford Rest Area on the Massachusetts Turnpike. The press release from the governor’s office explains that the nearly 400-foot-tall turbine near the center of the 68-acre state-owned site, as well as a kiosk at the Service Area that will provide motorists with information about the turbine and its operation. Producing up to 3,000 megawatt-hours of electricity annually, the turbine could produce sufficient clean energy to power roughly 400 households.

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Subways: New  York & London

Even before I went to London, I had heard tales about its extensive subway system. Known as “the Tube,” many boasted that the infrastructure was easier to understand, cleaner and safer than New York’s MTA service. In short, I was hearing it labeled as “better.” While the Tube is an impressive system, a closer look at its operation and costs draw into question its existence as a system of “public transit.”

New York:

New York’s underground subway system began in 1904. Over a century later, it is made up of 26 different subway routes on 9 different lines with a total of 468 individual stations. It spans across four of the five boroughs with a total of 229 miles of route track distance and 842 miles of track bed (most of New York’s system are three or four tracks across.) Transporting an average of 5 million passengers every weekday, the system carries over 1.6 billion people annually.

London:

Beginning in 1863, the Tube is made up of 11 different subway lines with a total of 270 individual stations. 250 miles of track spread across the neighborhoods of London. An average weekday hosts 3 million passengers, bringing an annual total to around 1 billion patrons. Like New York, the Tube began as a series of privately funded ventures that were eventually encompassed by municipal oversight and direction.

The train cars, also called “rolling stock”, of the Tube feature cloth-covered seats and colored handrails. Every car I traveled on was clean. The speakers announcing stations were clear. Comfort was a clear goal in the cars’ design and it was achieved. Averaging 8’6” wide, the average train is approximately 437’ long.  New York’s cars are often wider at 10’across with trains as long as 600’ to provide a larger average capacity. Though New York subways can transport more passengers per ride, once inside the digs are not plush, merely smartly infrastructural with plastic seat surfaces easily cleaned. Finding a car where one can actually hear the announcements is hit or miss.

Subway Interiors New York and London

While the street grid of New York provides for fewer crossings of train lines, London’s web of streets forces many tracks be carved deeper beneath the road surface. Most tunnels in the Big Apple are 15-20’ underground, but London’s can go as deep as 65’ (a healthy five story building.) Not only can getting down to the tracks take longer, but air movement at such depths becomes more difficult. In the London heat wave of 2006, the temperature in Tube tunnels reached 117 degrees Fahrenheit.

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As Americans, one of our biggest challenges in steps towards sustainability is surmounting routine and questioning social norms. Acts of repetition, some that have lasted for generations, provide a knee-jerk adversity to progressive change in daily activities even if the resulting changes would be minor. I spent my holiday season in London for ten days and my foreign surroundings seemed to be a testament to how little most would notice a number of positive changes.

When it comes to setting a benchmark for sustainability in daily routine, what I saw in England was what I would hope the American landscape will come to emulate (even if one could argue we should already be there.) Admittedly, my time in Europe is embarrassingly limited and that could explain the intensity with which I noticed some of the encouraging differences from the American culture that I am used to.

In London, efficiency seemed to be a given. Staying in two different flats (read: apartments) while I was abroad and visiting numerous establishments, nearly everywhere I went utilized technology proven to reduce consumption. Incandescent bulbs were rare, traded for either fluorescent varieties or dimmable halogens. In both residences, every toilet had dual-flush capabilities. Every sink was low-flow. Water-heaters were smaller with less capacity and had timers to shut off at night while nearly all appliances were more compact. I was not taking any meter readings, but I have to imagine these flats (not markedly smaller than New York equivalents in terms of square footage) used much less energy and water than their American counterparts.

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The E.P.A.’s Lisa Jackson released a statement yesterday that announced the formal findings for carbon dioxide being labeled as dangerous to public health in the United States and thereby exercising its ability to regulate it under the Clean Air Act. An E.P.A. move to regulate greenhouse gases could effectively sidestep Congress which has stumbled with its attempts to pass climate legislation. Undoubtedly, this could mark one of the most powerful and proactive stances of any administration towards addressing climate change, but it could also merely be political noise used as a stop gap to try and bolster confidence both nationally and internationally in the Obama administration’s environmental agenda.

Mrs. Jackson’s speech had a distinctive activist tone, continually remarking on the overdue responsibility of the U.S. to be a leader in addressing greenhouse gas emissions.

This long-overdue finding cements 2009’s place in history as the year when the United States Government began seriously addressing the challenge of greenhouse gas pollution and seizing the opportunity of clean-energy reform.

The findings set out a road map of possibility; a series of steps that the E.P.A. could take to directly intervene in how our country deals with carbon emissions. The first step, set to begin in 2011, includes requiring facilities that emit over 25,000 tons of carbon annually to monitor and report those emissions to the E.P.A. Other measures could include a more direct and hands-on role in curbing the emissions from vehicles and requiring emitting facilities, particularly power generation companies, to employ the best available technologies to deal with greenhouse gases. This could mean that companies would no longer be allowed to sit idle on technologies that exist to improve efficiency and cleaner operation.

Opposing stances were quick to arise from parties like the U.S. Chamber of Commerce who argue that strict measures could hinder economic growth due to the added costs associated with carbon regulation. Given our recession environment, this is by far the strongest attack on carbon policy and the worries are not completely unfounded. Some degree of added cost will likely find power producers and industrial manufacturers that could, in turn, trickle down to higher prices for the end user, but I am not one that believes this is a reason not to proceed.

As a country now famous for its deficits, our low priced goods and services are a bit of an illusion that we support either at our own delayed, tax-paying expense or at the expense of the environment. We have been running countless environmental deficits for decades and are only now finding out the degree of what they are and how much they truly “cost.” If regulating carbon means that the price of power increases then maybe that means that producing power the right way is simply more expensive than we have allowed ourselves to believe.

However, planning for widespread, overarching regulation by the E.P.A. maybe a bit preemptive at this point because it is possible that this is merely some fancy political footwork to buy the Obama administration some time. The timing of the release in relation to the Copenhagen Climate Summit is far from coincidental and undoubtedly meant to supplement our lack of ability to create proactive climate legislation. At the same time, the announcement lights a fire underneath Senators and lobbyists to get a finalized bill passed to avoid E.P.A. intervention. Business interests know that compromising on climate legislation allows for their input in reaching a bargain. E.P.A. regulation does not need to ask anyone’s opinion when operating under the umbrella of the Clean Air Act. The President has also already stated that he prefers legislative action for managing carbon over unilateral direction by a governmental agency.

Furthermore, even if the E.P.A. was prepared and willing to police carbon for the country, it would likely be years before any real weight of change would be felt. We are still over a year away from merely reporting numbers let alone forcing companies to implement technologies to change them. When the possibilities of lawsuits are added in, it is much more likely that we will see climate legislation passed before the E.P.A. ever has the chance to draw lines in the sand.

As much as I would welcome a chance to move faster and cut through red tape, I fear it is more likely that this a political threat that the administration has little intention of actually exercising. That is not to say that it will not work. These efforts may help us secure a climate bill in the first half of 2010. If not, I only hope the administration has the brass to call the bluff of congress and the business community if no progress is made.

European Ford TechEven proponents of sustainability know that the desire for change cannot trump technological capability. Systems like compressed air power storage, algae-based jet fuel or wave power generation have moved passed discovery and would be great additions to society but simply have not reached a level of commercial viability. When interests lie on the bleeding edge this is simply part of the game. However, there are few things more troublesome and disenchanting than a technology that exists to improve the level of function and efficiency of products and is simply not executed. I came across an article on Matter Network that highlighted the fact that a Ford Focus model for Europe is set to achieve 62 MPG, yet the Focus for Americans achieves only 35. This means that the technology for increased fuel economy is here, but not utilized. Things like this are amazingly frustrating. Continue Reading…

farm skylineAlong with transportation and energy production/distribution, agriculture is one of our country’s largest opportunities to make progressive steps in achieving a more sustainable economy. Being extremely resource intensive, farming is intrinsically linked to our use of energy, oil and water. But as one of our oldest industries, food production takes a place at the core of American values and given that food is considered to be a non-negotiable necessity it is given a great deal of breathing room. Its place in politics and the kitchen of every American household could make any fundamental changes to its operation a long time coming.

What has to change:

There is a tendency to think of farmers as “one with the land.” Still having romantic roots in American heritage, farming can be thought of as a natural process with hands buried in rich, clean soil. Once upon a time, perhaps it was. However, American farming of today is a science that requires large inputs of resources.

As I touched on in a previous article, agriculture uses vast amounts of water. Second only to thermoelectric power generation, irrigation comprises 31% of our national water usage. Some of these methods still use surface water flood systems for distribution—markedly less efficient than advanced sprinkler technologies, though unsurprisingly cheaper. As a nation that is seeing longer and deeper droughts that lead to municipal water deficits, an opportunity to lower irrigation even 10% could provide four times the amount of water we use in all homes every year.

Though thought of as natural, farming is closely tied to the petroleum industry and oil prices. Fertilizers, pesticides and herbicides all have their roots in oil and the more we over-farm land, the more chemicals we need to generate a constant volume of crops. According to biologist and writer Janine Benyus, “since 1945, pesticide use has risen 3,300 percent, but overall crop loss to pests has not gone down. In fact despite our pounding the United States with 2.2 billion pounds of pesticides every year, crop losses have increased 20 percent.”

A challenge to change the way we farm can quickly irk oil interests. In 2001, over $11 billion of pesticides were sold in the U.S.–accounting for 34% of the global volume–according to the E.P.A. Some experts say that we have placed ourselves in a cyclical process where oil products beget oil products. In her book Biomimicry, Benyus argues that our current industry requires $2.70 of oil products to produce $4.00 worth of crops. Additionally, all of those chemicals require energy to produce, package, transport and apply.

We also throw a great deal of money at farming. Next to the oil industry, agriculture is one of the most bountiful recipients of government subsidies used to help keep the prices of food cheap for the American consumer. Taxpayers spend tens of billion dollars a year helping to pay farmers so that our trips to the supermarket cost less.

Why it won’t change:

Despite the ways that farming could become a more streamlined industry, arguably better for U.S. citizens, few sectors of the economy can claim such an entrenched position in our society.

The U.S. has long since taken the stance of wanting to be a food-rich nation that can provide enough produce to leave a net-exporting. Wheat, for example, is one of our countries largest exports and goes all over the world. This can easily be spun as a national security precaution for the country. According to the U.S. Department of Agriculture, in 2007 there were $70.9 billion of agricultural exports.

Efforts to revamp the agriculture industry can meet an uphill battle at Capitol Hill. Farming interests have a protected position in the government for a number of reasons. The middle of the country is responsible for bulk of our farming with produce coming from states with lowest population densities. Farther away from the coasts, economies become less varied in the heartland, leaving agriculture interests as a larger portion of total economic fuel than a given industry could achieve in a coastal state. The result is a larger percentage of voters being aligned on larger range of political issues, making their government representatives less likely to veer far from constituent opinion if they have goals for re-election.

When it comes to fashioning new laws on the federal level, while state population may be rewarded in the House of Representatives, the fact that Kansas has one sixth of the population of New York (3 million vs. 19.5 million) makes no difference in the Senate. Both states get the same two senators, making the political presence of the agricultural heartland a force to be reckoned with since it can take only 11% of the nation’s population to block a bill.

We have also become rather reliant on cheap food prices and our society is calibrated to its current price levels. It is easy to believe that any efforts to reshape the farming industry that raise costs would be passed onto the end-buyers. No politician wants to be responsible for making meat, potatoes and milk more expensive to low-income voters.

A recent article in the Economist also points out that the life in the rural Midwest is much more carbon-dependent than their coastal, urban brethren. Notions like mass transit and hybrid electrics are few and far between in the Great Plains where the long drives of trucks and hard hours of farm equipment are tied closely to gas prices. While not necessarily against sustainability, many farming families do not see how they can live their lives without the use of fossil fuels.

What are the options?

So what about organic? Organic farming does do away with the chemical base behind engineered crops and could drastically change the way that farming is practiced. As a resident of New York, I see organic food as a common occurrence in high demand, but it is easy for those of us living in the coastal United States to lose site of what is still a very small, expensive market. According to the Organic Consumer Association organic sales totaled $17 billion in 2006 leaving it as only 3% of the country’s retail food and beverage market. Furthermore, only 31% of sales came from mainstream grocery stores with the majority coming from natural chains like Whole Foods and Trader Joe’s or small independent operations.

Permaculture is an evolving practice that suggests food can be planted not in single-crop, plowed, chemical soaked fields, but diverse combinations of plants combined on the same plot that use each other to control pests, weeds and nutrients. The Land Institute is one of the leading entities in permaculture study as it tests combinations of crops to see which are most successful. These fields reportedly use less water, no artificial additives and produce higher yields. Naturally (no pun intended), the catch comes in the lack of affordability in maintenance and harvesting—but they are working on it.

An example is the Native American tradition of Three Sisters Farming, or companion farming, that combines corn, squash and climbing beans in the same plot with each helping the others grow. The corn provides a climbing surface for the beans, which in turn add nitrogen to the soil. Meanwhile, the squash helps retain moisture in the soil as a ground cover that blocks out the sun. The synergy of the system strikes a familiar chord with a well balanced ecosystem. This type of exploration takes time. Native Americans likely had generations to master their practice. We have been working on it for one.

The size of the subsidies that farmers receive should also give the government a large bargaining chip for beginning to gradually implement change. Requirements for percentages of alternative energy or mandating certain efficiencies for irrigation equipment can be accomplished by linking goals to the prospect of tax-payer cash.

I am also not convinced that sustainability and renewables cannot play a larger role in changing the landscape of a common farmer’s lifestyle. The roofs of barns and homes are prime for solar power collection that can be used to power cars, farm vehicles or water pumps. We are already beginning to see fields being planted beneath wind turbines. Food and animal waste has a future in anaerobic power generation were oxygen deprived chambers can help bacteria compose food into methane gas. Hydroponics and vertical farming are also possibilities dotting the horizon. Unsurprisingly, one of the largest hurdles to overcome is a population’s resistance to change.

Photo Credit: Flickr Uncle Phooey