shared, $122 million contract to a team headed by Ford Motor Co. to develop a car with both an electric and an alternative-fueled propulsion system. For example, this hybrid electric car might also run on natural gas. In theory, this dual propulsion system overcomes the distance limitations of current electric car designs while delivering increased fuel efficiency and lower tailpipe emissions. Also in December, another governmentcar manufacturer venture, the Advanced Battery Consortium, awarded its largest grant to date— $32.9 million over two years—for the development of light-weight lithium-polymer batteries for use in electric cars. The grant goes to a team led by 3M that includes Argonne National Laboratories and Hydro-Quebec. The Battery Consortium hopes to develop a battery that has a power-to-weight ratio of 200 Wh/kg and a 5-year
lifetime and that costs less than $150/kWh by the late 1990s. Companies with a history of pollution problems are among the leaders in adopting new environmental management initiatives, according to a report released by the Investor Responsibility Research Center, Inc. (IRRC, Washington, DC). The analysis was based on a survey of Standard & Poor's 500 companies with past compliance problems, high toxic chemical emissions, and large numbers of hazardous waste sites. Of the 237 companies that responded to the IRRC survey, 80% have implemented environmental auditing programs, and more tiian one-third had waste minimization and pollution prevention projects under way. On the negative side, one-third disclosed paying government penalties, and 20% admitted to involvement in private environmental lawsuits during 1988-90.
Along with its financial statement, you can now request a report on Dow Chemical Co.'s progress toward sustainable development. The multinational chemical manufacturer released in December its first global Environment, Health & Safety progress report, which contains case studies and quantitative data on Dow's global emissions reduction programs and goals, updates on environmental incidents, health and safety information, company energy use, and U.S. Pollution Prevention Act figures. According to David Buzzelli, Dow vice-president and co-chair of the President's Commission on Sustainable Development, "We invite employees, the public, and other stakeholders to track our performance and help us be more accountable to their expectations." Copies are available by calling 1-800-258-2436.
Clinton Pushes Alternatively Fueled Vehicles BY A L A N
NEWMAN
B
uilding on a campaign promise, President Clinton has committed the federal government to a program of replacing its gasoline-powered cars and trucks with alternatively fueled vehicles (AFVs), which are powered by natural gas, electric, propane, and alcohol. The commitment came at a reception Dec. 9 in the Old Executive Office Building. There Clinton and VicePresident Gore received an implementation plan drawn up by a presidential task force. "This effort is very important to me," declared the president. "Protecting the environment goes hand-inhand with higher rates of economic growth." The task force's plan initially targets eight urban regions that fail to meet clean air standards. By fiscal year 1996, 38 cities and regions will be covered (see box). Commitments to join the program and decisions about which types of AFVs to purchase will be made at the local level. Primary responsibility for putting the plan into action falls to the Department of Energy (DOE) under the Clean Cities Program. The White House Office of Environmental Policy is coordinating the plan across the federal government. 60 A
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The task force envisions that this program will serve as a model for conversion of some of the approximately 14 million private fleet vehicles in the United States. "Conversion of the federal fleet is a catalyst to create an infrastructure for and manufacturing of alternative fueled vehicles," said Texas Land Commissioner Gary Mauro, who chaired the task force. "It's the dawn of a new era in American transportation." Mauro may be correct about a new era. A decade ago mass transportation was viewed as the environmentally sound answer to the car. The idea that a new genera-
tion of cars could be environmentally friendly gained credence in the Bush administration with the formation of the Advanced Battery Consortium, which advocated electric cars, and the passage of the Intermodal Surface Transportation Efficiency Act (ISTEA) to create intelligent highway systems and cars. At the same time, California challenged auto makers by mandating a future market for ultra-low and zero-emission cars. The Clinton administration has accelerated that policy by launching in its first year the Clean Car Initiative, the Climate Change Ac-
tion Plan to reduce greenhouse gas emissions, and now the conversion of the federal fleet. According to Clinton, this policy will protect the environment, create American jobs, and reduce U.S. reliance on foreign oil. Clinton got into the spirit of the policy by letting it be known that he wanted a presidential limousine powered by natural gas. Conversion will require what Clinton called a "modest federal investment." AFVs carry extra costs that range from zero to $7000 per vehicle, according to the task force. To make up these costs, the task force recommends
"Protecting the environment goes hand-inhand with higher rates of economic growth." shifting some of the monies allocated to the Congestion Mitigation Air Quality section of ISTEA to AFV purchases. The ISTEA would also be tapped to help fund the necessary infrastructure to support these alternative vehicles. Establishing an infrastructure of refueling stations, trained mechanics, sales outlets, and parts distributors stands as a major barrier to AFV introduction in general. A local federal fleet of AFVs could help build a reliable market base to create this infrastructure. The plan calls for any infrastructure developed for the government to also be available to the public. In addition, the AFV marketplace must answer the concerns of most new car buyers about type of warranty, long-term costs, and resale value. The task force recommends that DOE track these issues as part of the program. Ironically, the federal government itself currently impedes AFV introduction. The conversion plan identified a host of reg-
ulatory issues, from federal procurement rules to safety and fire testing to federal specifications and standards for alternative fuels (e.g., establishing a gallon gasoline equivalent for compressed natural gas), that must be solved. As Gore pointed out, the "momentum and inertia" that favors gasoline-powered engines must be overcome. The presidential task force also outlined a number of incentives to enlist local governments into the program. For instance, states with "nonattainment areas"— regions that fail Clean Air Act standards—could use involvement in the program as a credit toward developing federally required plans to achieve compliance. The task force predicts a public relations bonus for participating cities and regions that would flow from demonstrations and displays of AFVs, education and information activities, and endorsements from high-level government officials. Private companies that purchase AFVs for their fleets or that join the AFV infrastructure could receive tax credits or zero-interest loans to finance these changes. According to the plan, any private sector incentive package would need to be in place at least five
years to jump-start the general market. What is unclear from the program is the role of major U.S. auto makers. Some members of the task force complained privately about what they saw as the reluctance of the "Big Three" to embrace the market, especially in light of the federal funds and programs U.S. auto makers receive to develop AFVs. They warn that Japanese and European manufacturers are poised to enter even the tough California market with, for instance, electric cars. The task force report seems to recognize this and includes plans to buy from alternative U.S. sources such as "small-volume manufacturers" and "qualified vehicle converters" (firms that transform conventional vehicles into AFVs). Overall, the federal government is sending a clear message that it wants to achieve environmental improvements with new technologies. As Gore stated at the reception, "The automobile is essential for our future. What is not essential is the 400 million tons of carbon they send each year into the air." Alan Newman is associate editor on the Washington staff of ES&T.
Recommended localities for federal alternative fuel vehicles Fiscal year 1994 Atlanta Philadelphia-Wilmington-Trenton Boston - Lawrence-Worcester Phoenix Chicago-Gary-Lake County San Francisco-Sacramento Dallas-Fort Worth Seattle-Tacoma Denver Washington, DC Los Angeles-South Coast Air Basin Miami-Ft. Lauderdale-West Palm Beach New York-Northern New Jersey-Long Island Fiscal year 1995 Bakersfield-San Joaquin Valley Las Vegas Baltimore Milwaukee-Racine Baton Rouge Minneapolis-St. Paul Detroit-Ann Arbor Norfolk-Virginia Beach-Newport El Paso San Diego Houston-Galveston-Brazoria St. Louis Knoxville Albuquerque Charleston, SC Colorado Springs Greater Connecticut Honolulu Louisville
Fiscal year 1996 New Orleans Pittsburgh-Beaver Valley Rhode Island Salt Lake City-Ogden Western Massachusetts Tampa-St. Petersburgh-Clearwater
Source: Federal Fleet Conversion Task Force Interim Report, August 1993.
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