Biofuel Carbon Footprint Not As Big As Feared

Publications ranging from the journal Science to Time magazine have blasted biofuels for significantly contributing to greenhouse gas emissions, calling into question the environmental benefits of making fuel from plant material. But a new analysis by Michigan State University scientists says these dire predictions are based on a set of assumptions that may not be correct.
"Greenhouse gas release from changes in land use – growing crops that could be used for biofuels on previously unfarmed land – has been identified as a negative contributor to the environmental profile of biofuels," said Bruce Dale, MSU University Distinguished Professor of chemical engineering and materials science. "Other analyses have estimated that it would take from 100 to 1,000 years before biofuels could overcome this 'carbon debt' and start providing greenhouse gas benefits."

But as Dale and his co-authors point out in their research, published in the journal Environmental Science & Technology, earlier analyses didn't consider a number of variables that might influence the greenhouse gas emissions associated with biofuels.

"Our analysis shows that crop management is a key factor in estimating greenhouse gas emissions associated with land use change associated with biofuels," Dale said. "Sustainable management practices, such as no-till farming and planting cover crops, can reduce the time it takes for biofuels to overcome the carbon debt to three years for grassland conversion and 14 years for temperate zone forest conversion."

The discrepancies between the time it will take biofuels to offer environmental benefits is due to the models used for each analysis, Dale explained.

"There are no real data on what actually happens as demand increases for land for biofuel production in one part of the world potentially leads to land clearing, because it is impossible to track these relationships in the real world," Dale said. "All the estimates are based on economic relationships and theoretical models with various data and assumptions. It's really one set of assumptions versus another set. The other scientists believe their assumptions are more reasonable, and we believe ours are more reasonable.

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World’s first flying car prepares for take-off

Is it a car? Is it a plane? Actually it’s both. The first flying automobile, equally at home in the sky or on the road, is scheduled to take to the air next month.

If it survives its first test flight, the Terrafugia Transition, which can transform itself from a two-seater road car to a plane in 15 seconds, is expected to land in showrooms in about 18 months’ time.

Its manufacturer says it is easy to keep and run since it uses normal unleaded fuel and will fit into a garage.

Carl Dietrich, who runs the Massachusetts-based Terrafugia, said: “This is the first really integrated design where the wings fold up automatically and all the parts are in one vehicle.”

The Transition, developed by former Nasa engineers, is powered by the same 100bhp engine on the ground and in the air.

Terrafugia claims it will be able to fly up to 500 miles on a single tank of petrol at a cruising speed of 115mph. Up to now, however, it has been tested only on roads at up to 90mph.

Dietrich said he had already received 40 orders, despite an expected retail price of $200,000 (£132,000).

“For an airplane that’s very reasonable, but for a car that’s very much at the high end,” he conceded.

There are still one or two drawbacks. Getting insurance may be a little tricky and finding somewhere to take off may not be straightforward: the only place in the US in which it is legal to take off from a road is Alaska.

Dietrich is optimistic. He said: “In the long term we have the potential to make air travel practical for individuals at a price that would meet or beat driving, with huge time savings.”

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China revs up hybrid war with first production plug-in car

The F3DM is a small four-door saloon equipped with an electric motor and a 1-litre petrol engine, both of which can drive the car.

With its batteries fully charged it can travel up to 60 miles on electricity alone. When the batteries become depleted the petrol engine takes over. And while the engine can charge the batteries, as in existing hybrids such as the Toyota Prius, the F3DM is intended to be recharged overnight by plugging into the domestic mains.

Initially, the F3DM will be sold in China's metropolitan areas starting in Shenzhen, the company’s home city. The price of 150,000 yuan (£14,400) is little more than half that of the Prius in the Chinese market. BYD expects to have several plug-in hybrid models on sale in Europe and America within three years.

The company says that the key to these products is its “iron battery”. This lithium iron-phosphate battery is related to the lithium-ion cells used in laptops and mobile phones (for which BYD is the world’s biggest supplier) but cheaper to produce, and smaller and lighter than those being adopted by other carmakers.

Toyota and Honda show their latest petrol-electric hybrids at the Detroit show this week but neither the new Prius (coming to the UK in the summer) nor the Honda Insight (on sale in March) are offered with the plug-in facility. The Japanese manufacturers remain uncertain about the safety and reliability of lithium batteries but Toyota expects to have a plug-in version of the Prius available next year.

Beleaguered General Motors will launch its plug-in electric car, the Chevrolet Volt, in 2010. Technically this is also a hybrid as it has a small auxiliary petrol engine, but that does not drive the car – it is there to charge the batteries to extend the car’s range.

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Traditional 100 watt light bulbs to be phased out

Retailers have stopped stocking the bulb, which has been illuminating British homes for more than 120 years, and anticipate that they will have run out within weeks.

The withdrawal is part of a Government campaign, launched by Gordon Brown in 2007, to push people into buying fluorescent bulbs.

It is hoped the switch will reduce emissions of carbon dioxide by around five million tonnes a year.

Low energy lightbulbs are small versions of the fluorescent strip lights found in offices and public buildings.

They use just a quarter of the energy of a conventional bulb. Replacing just one ordinary 100 watt can knock £7 a year off a household energy bill.

Under the voluntary ban, retailers have already stopped stocking 150 watt bulbs and agreed to stop replenishing stocks of 100 watt and 75 watt bulbs at the start of 2009.

By 2010 60 watt bulbs will start to be phased out and all incandescent bulbs will be banned by 2012.

A spokesman for Tesco, Britain's largest light bulb retailer, said: "All the 100 watt and 75 watt incandescent lightbulbs will be gone in the next couple of weeks."

However, there is concern that compact fluorescent bulbs contain mercury, making them dangerous to dispose of, and give off a harsh light.

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