BIG OIL: The folly of advertisements from the fossil-fuel industry

Here’s a collection of disturbing but oddly comical oil company advertisements from the past—some are eerily prophetic while others are blatantly misleading:

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  1. Given the BP Oil Spill, where are all the Bay Skimmers? This 1980 Gulf Oil advertisement boasts, “I think the best $200,000 Gulf ever spent was for this seagoing vacuum cleaner.” The advertisement further professes, “That’s a lot of oil, and if any of it gets into the water, the Bay Skimmer can pick it up fast. It was tailor-made for this job. We can go right thought an oil slick, and a big belt in the bow simply lifts the oil off the water.” Currently, boats that skim oil are being used in the Gulf of Mexico to clean up the spill. See “Skimming surface, deep dedication,” “$89,000 oil skimmer headed to Louisiana via eBay,” and “More oil spill skimmer, spotter boats activated, mostly in Alabama waters.”

    Via

  2. Fossil-fuel companies are Earth’s antifreeze: In a 1940s advertisement for Eveready Prestone antifreeze, manufactured for the National Carbon Company, Inc., there’s a prophetic victory declared over the cold and polar bears:

    Via

  3. Humble Oil predicts the future in 1962 advertisement: “Each day Humble supplies enough energy to melt 7 million tons of glacier”

    Via The Huffington Post

  4. Fish love oil: For some reason, I doubt the fish of the Gulf of Mexico need “more oil . . .  more oil!” Humanity sure doesn’t need more oil. If the United States government is truly serious about energy independence (and there’s a corollary of environmental preservation that follows energy independence), then we need a commonsensical or prudent energy policy that doesn’t include fossil fuels.

    Via

  5. Climate Cage Change: Seriously, this 1945 Shell Oil Company advertisement does read “Climate in a Cage.”

    Via here and here

  6. Video:

  7. Nude model in 1960′s commercial for oil industry: I believe this lady does an exceptional job of capturing our blissful ignorance towards energy, the environment, and entropy.
  8. BREAK

  9. Oysters love oil: The oil industry created this video clip to refute claims made by Gulf fishermen that oil industry activities were destroying oyster beds. The video suggests that oysters love and even can be healed, if sick, by oil industry activities. The video also claims that the oyster’s natural conditions were recreated in the laboratory but note that the tanks do not use any aquarium circulation pump. Given the recent revelation that oil companies included the walrus as part of their Gulf of Mexico recovery plan, it’s not unreasonable to conclude that these oil industry scientists, in the video below, believe these oysters can live in these small tanks without flowing water. Otherwise, the white coats and the oysters in the fish tanks are merely smoke and mirrors. Historically, oysters have been decimated in areas where anthropogenic activities have caused poor water quality, since oysters are filter feeders. Oysters are Nature’s water filtration system, because they filter and clean water. In fact, “an adult oyster can filter as much as 50 gallons of water a day.” To put it another way, “the oysters in the [Chesapeake] Bay could once filter a volume of water equal to that of the entire Bay (about 19 trillion gallons) in a week. Today, it would take the remaining Bay oysters more than a year.” Furthermore, since oysters are Nature’s water filtration system, they easily pick up nasty pollutants and diseases from the water column. This video is another example of the outrageous tactics that the oil industry are willing to use in order to misinform or create doubt.

    Via NBC New York

  10. More on oysters and disease from the Maryland Department of the Environment:

    Shellfish are filter-feeding organisms; they strain the surrounding water through their gills which trap and transfer food particles to their digestive tract. If the water they are housed in is contaminated with disease-causing organisms, these organisms are also trapped and consumed as food. Because shellfish pump large quantities of water through their gills each day, even low concentrations of harmful organisms from the waters can reach dangerous levels in the shellfish. If shellfish containing these organisms are eaten raw or partially cooked, illness may result.

    Shellfish are bivalve mollusks such as clams, oysters, and mussels. [The term shellfish does not include crabs, lobsters, or shrimp.] Therefore, to protect public health, it is mandatory that shellfish be harvested from approved shellfish waters where protective standards have been met.

    More on oysters and poor water quality from the Chesapeake Bay Program:

    How do diseases and poor water quality affect oysters?

    In addition to harvest pressure, the Bay’s oysters face a number of other challenges. One of these is disease. Since the 1950s, the oyster diseases MSX and Dermo have decimated the Bay’s remaining oyster population.

    The Bay’s oysters have also been impacted by poor water quality.

    • Changes in land use over the past century—more agricultural and urban and suburban areas and fewer forested areas—have increased the amount of nutrients and sediment that enter the Bay.
    • Excess nutrients fuel the growth of algae blooms that deplete oxygen in deeper waters and can hinder the development of oyster larvae.
    • Oysters that are under stress from poor water quality or burial by sediment are likely more prone to disease.


    Spoofs & irony:

  11. This parody illustrates the truth behind BP’s television commercials:

  12. Greenwashing:

    BP or British Petroleum campaigns on the idea that BP is synonymous to “Beyond Petroleum.” However, the use of beyond petroleum to describe BP’s energy strategy and policy is contradictory or even misleading. More from Slate.com:

    So what’s with this “Beyond Petroleum” stuff? BP has a huge investment in an intensively competitive commodity business. By and large, you’ll get virtually the same performance, price, and customer experience at Sunoco as you will at BP. Cars don’t develop tastes for brands of gas the way humans develop tastes for brands of soda or potato chips. Neither, by my own unscientific polling, do people. Oil retailers differentiate themselves by offering premium coffee in the stores or providing ease of payment through gizmos like Mobil’s Speedpass or, in BP’s case, by projecting a favorable brand image.

    Highlighting environmentally friendly products has emerged as a popular way for retailers and consumer-product companies to strengthen bonds with discerning customers. Think Home Depot’s rainforest-free lumber, McDonald’s biodegradable Big Mac wrappers, and the entire Body Shop. Ford briefly aspired to eco-friendliness with its drive for greater fuel efficiency but canned it when the financial going got tough.

    By running these ads and by doing things like powering gas pumps with electricity generated by photovoltaic cells, BP sends a message to conflicted SUV drivers—I’m one of them—who sleep better after filling the 14-mile-per-gallon Jeep from an energy-efficient pump. What’s more, it obtains what no global oil conglomerate can buy: positive coverage in the media. (The New York Times in particular seems to have a soft spot for anything that smacks of renewable energy.)

    BP’s campaign inspires no small amount of cognitive dissonance. The company proudly notes that it will invest $15 billion in oil properties in the next 10 years. But while a release notes that “BP holds a leading share in the global market for photovoltaic modules, which turn sunlight into electricity,” you’ll search far and wide on its Web site without finding any dollar figures attached to it. You can be sure that “leading share” is a lot closer to $15 million than $15 billion.

    More significantly, the Beyond Petroleum campaign seems to argue for the disappearance of the company’s core product. If our kids should be so fortunate as to live in a world beyond petroleum, one in which cars, factories, and electricity plants are powered by an alternative power source—hydrogen, fuel cells, electric batteries, ethanol, fission, or fairy dust—it’s a virtual certainty BP won’t be the one to get us there.

    Big players in industries—especially dominant ones—can survive and even profit from dramatic inflection points. IBM adapted from the mainframe to the PC, and Microsoft has survived the transition to the Internet. But giant companies in competitive, capital-intensive businesses, which are owned by shareholders with short time horizons, have difficulty mustering the will to develop a new product that will render existing ventures obsolete.

    In The Innovator’s Dilemma, Harvard Business School’s Clayton Christensen argued that established players are constitutionally disinclined to develop disruptive technologies on their own. Why? Incumbents spend too much time and resources satisfying their customers’ current needs—in BP’s case, the need for cheap oil and gas. As a result, they fail to latch on to new technologies that may turn into products that customers might need or don’t even know they need.

  13. Oil companies have been greenwashing with the idea of “Beyond Petroleum”—which is mere self-serving propaganda—for years. For example, this 1977 Exxon advertisement highlights the importance of solar energy and energy conservation. However, although solar energy and energy conservation have increased since the 1970s, renewable energy and energy conservation would certainly represent a higher share if both the United States government and energy companies had implemented energy policies that required and incentivized more renewable energy and conservation projects. The advertisement states that the United States’ top priority should be the development of more domestic oil and gas—despite oil and gas being fungible. Also, allowing our growing society to become so dependent on fossil fuels, which are a nonrenewable resource, raises national security concerns. Secondly, the advertisement highlights the importance of coal—despite the negative externalities associated with coal. Lastily, the advertisement states that “solar power can make a contribution.”

    Via

  14. These advertisements from the 1970s suggest that you can fight air pollution by burning certain petroleum products. Despite technological advances in the development of cleaner fuels and “despite America’s growing ‘green’ movement, the air in many cities [is becoming] dirtier.” Air pollution from tailpipe emissions impacts human health and the human environment by contributing to ozone pollution, global warming, pollution that damages infrastructure, and ocean acidification.

    Via

    Via

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NATURE: Sundews are little jewels of the plant kingdom

Sundews are plants that use sticky “hairs” to capture insects. More specifically, sundews are “members of the family Droseraceae[, which] lure, capture, and digest insects using stalked mucilaginous glands covering their leaf surface.”

These plants, like most carnivorous plants, grow in nutrient-deficient soils. As a result, carnivorous plants use various methods to capture and kill insects and other small animals in order to extract their nutrients. Below are fifteen photographs illustrating these beautiful jewels.

Image of Drosera madagascariensis via DrWurm on Flickr.

Image of Drosera sp. via pierre pouliquin on Flickr.

Image of Drosera sp. via Peter from Perth on Flickr.

Image of the spoon-leaved sundew (D. spatulata) via dmpop on Flickr.

Image of Drosera sp. via Ferdi’s – World on Flickr.

Image of D. admirabilis via DrWurm on Flickr.

Image of D. longifolia via JH from Finland on Flickr.

Image of D. neocaledonica via scott.zona on Flickr.

Image of Drosera sp. via kaibara87 on Flickr.

Image of D. rotundifolia via cmoray1 on Flickr.

Image of D. cuneifolia via Nick Turland on Flickr.

Image of D. sargentii via DrWurm on Flickr.

Image of D. macrantha via Peter from Perth on Flickr.

Image of D. glanduligera via Peter from Perth on Flickr.

Image of Drosera sp. via Marylise Doctrinal on Flickr.

The authors or licensors of these images do not endorse my work or me and their images are protected under an attribution license.

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EARTH DAY 2010

Today is the 40th Anniversary of Earth Day. The environmentally-themed day was “founded by U.S. Senator Gaylord Nelson [of Wisconsin] as an environmental teach-in held on April 22, 1970.” Of course, everyday should be Earth Day, but today represents a special remembrance of where our livelihoods, our goods and services, or our well-being derives. The images below represent a mere sample of Earth’s unique possessions, and these images are a reminder of why it’s important to conserve our one and only home and her unique natural possessions.

Environment-themed art with a message (click on any image to enlarge it):

Environment-themed art by Tomás Sánchez, Walton Ford, and Alexis Rockman—some of my favorite artists.


Photo source for attribution here, here, here, here, here, here, here, here, here, here, here, here, here, here, here, here, here, here, here, and here. The authors or licensors of these images do not endorse my work or me and their images are protected under an attribution license.

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ELECTRIC VEHICLES: Nissan’s all-electric Leaf + installed charging station to cost under $30,000‎ with tax credits

Image via

Nissan is bringing an all-electric vehicle—known as the Leaf—to mass market for a reasonable price. The actual price varies according to federal tax credits and any state tax credits available. The manufacturer’s suggested retail price is around $33,000. Furthermore, the Nissan Leaf will come in two versions the SV and the SL. From Autoblog Green:

Starting with the base (SV) trim, buyers can expect an abundance of standard features. The SV comes with all of the expected features of a modern car plus an advanced navigation system with Internet / smart phone connectivity which allows the vehicle to be remotely pre-heated and pre-cooled. The advanced navigation system also allows the owner to control car charging features. In addition, the SV comes equipped with Bluetooth connectivity, push button start, satellite radio, stability control, six airbags and a buyer-reassuring three-year roadside assistance plan.

Stepping up to the SL trim, at a price premium of only $940 (MSRP), Nissan adds a few more touches including fog lights, automatic headlights, a rear-view monitor and a solar panel spoiler. The spoiler will not charge the vehicle’s main batteries, but it can be used to trickle charge an accessory battery.

The Nissan Leaf will have a range of about 100 miles per charge, which is based on the LA4 test cycle. According to the EPA, the “‘LA4′ or ‘the city test’ . . . represents city driving conditions.” Darryl Siry via Wired.com criticizes the use of the LA4 test cycle:

Nissan overpromised on the realistic range by consistently quoting a number tied to the most optimistic benchmark, the LA4 cycle. Drivers who stick to stop-and-go traffic on city streets in temperate climates may indeed consistently see 100 miles of range, but most drivers will see significantly less in a mix of city and highway driving. Driving in California, the country’s top market for electric vehicles, involves a lot of time on highways where the 65 mph speed limit is rarely observed. The LA4 cycle Nissan quotes mostly stay below 30 mph with one two-minute “sprint” at 55 mph every 22-minute cycle.

Undoubtedly, the actual driving range of your Leaf will vary according to a number of conditions, so adequate recharging infrastructure will be crucial to offset range anxiety. More on range anxiety via GM-Volt.com:

In 2007 Aerovironment installed a fast charging station in Tokyo to support a group of 93 mile range EVs that made up a test fleet operated by the Tokyo Electric Power Co.

They found that drivers very rarely ventured far from the charging station, and when the EVs were returned to the base all were generally at greater than 50% state of charge (SOC).

When a second further charging station was added, drivers were noted to immediately expand their driving radius. Furthermore when EVs were returned to the base all were at <50% state of charge.

The drivers actually rarely used the distant charger, they just felt more comfortable having it around.

This alteration in behavior objectively demonstrates the reality of range anxiety.

“They mostly didn’t use the second charger,” said Kristen Helsel director-EV solutions at Aerovironment. “They mostly used the first charger. The availability of the second charger made them comfortable to drive (farther).”

This study indicates that a highly developed charging infrastructure will be needed for EVs to achieve widespread penetration. Aerovironment believes consumers will need more than a million public charging stations to support 1 million EVs, Obama’s goal for the US by 2015.

To offset range anxiety, Nissan is working to get quick charging stations established throughout the United States. For example, Nissan is collaborating with eTec and San Diego Gas & Electric to get these quick-charging stations established in California. Furthermore, Nissan will offer roadside assistance, but “AAA could [also] provide roadside electric vehicle charging.” Battery swapping has been implemented in other markets to offset the problem of range. Unfortunately, some believe that battery swapping technology isn’t feasible in the United States. To extend the Leaf’s range, the option of a sizable solar roof to help recharge the battery seems prudent (see the Prius hacks at Solar Electrical Vehicles), but it’s not an option. However, the Leaf will have some solar recharging capacity via a solar panel spoiler. According to Autoblog Green, the “spoiler will not charge the vehicle’s main batteries, but it can be used to trickle charge an accessory battery.” Also, the Leaf will recapture energy via regenerative braking technology, but the “combination of the Leaf’s regenerative braking system and lithium ion battery pack delivers [the] driving range of about [100 miles] — a distance, according to Nissan, that satisfies ‘the regular driving needs of around 70% of the world’s driving public.’”

Before, I wondered if Nissan was going to share its infrastructure with other electric vehicle companies like Tesla and whether the home recharging stations will be universal or specifically tailored for Nissan’s electric vehicles. However, Japanese automakers want to make its EV recharging protocol and technology—or CHAdeMo—the global standard, and “Nissan plans to use CHAdeMo as its fast-charging technology in the United States.” The promotion of one type of EV recharging protocol seems prudent to me, so now I wonder if American electric vehicle manufacturers and other stakeholders will sign onto CHAdeMo. However, “Daimler, Nissan and Renault confirmed . . . a wide-ranging partnership that includes joint development of vehicles — from small cars to light commercial vehicles to possibly luxury vehicles — and technology sharing on engines, batteries and electric cars.” More from Nissan:

Including the $7,500 federal tax credit for which the Nissan LEAF will be fully eligible, the consumer’s after-tax net value of the vehicle will be $25,280. The Manufacturer’s Suggested Retail Price *(MSRP) for the 2011 all-electric, zero-emission Nissan LEAF is $32,780, which includes three years of roadside assistance. Additionally, there is an array of state and local incentives that may further defray the costs and increase the benefits of owning and charging a Nissan LEAF – such as a $5,000 statewide tax rebate in California; a $5,000 tax credit in Georgia; a $1,500 tax credit in Oregon; and carpool-lane access in some states, including California.

.       .       .

The vehicle at the standard SV trim level is well-equipped with a variety of standard features, including an advanced navigation system and Internet/smart phone connectivity to the vehicle, including pre-heat/pre-cool and charging control. Nissan LEAF is equipped with energy-efficient LED headlights and makes extensive use of recycled and recyclable materials, such as seat fabric, instrument panel materials, and front- and rear-bumper fascias. Other standard amenities include Bluetooth connectivity; Intelligent-key with push button start; Sirius/XM satellite radio capabilities and roadside assistance. Safety features include vehicle dynamic control (stability control), traction control and six airbags. The SL trim level, available for an additional $940 (MSRP), adds features including rearview monitor, solar panel spoiler, fog lights, and automatic headlights.

.       .       .

In tandem with the purchase process, Nissan will offer personal charging docks, which operate on a 220-volt supply, as well as their installation. Nissan is providing these home-charging stations, which will be built and installed by AeroVironment, as part of a one-stop-shop process that includes a home assessment.

Nissan claims the Leaf is a zero-emissions vehicle, but what’s zero emissions? From The Energy Collective:

The biggest battle in the EPA’ s new rule was over how to treat electric cars. While the industry likes to use the term ‘zero emissions vehicle’, a plug-in car requires electricity from the grid. Several estimates I’ve seen put the amount of energy used in the range of 3 miles per kWH. If you’re connected to the hydroelectric-powered clean grid up in Washington, your plug-in would be six times less carbon intensive than a gas powered vehicle. But if you operate that same car in coal-dependent North Dakota, then your ‘zero emissions vehicle’ would actually be 20% more emissions intensive than if it used gasoline. Of course you can offset this electricity use by supporting wind farms in North Dakota, but the vehicle itself is far from ‘zero emissions’.

Some questions and answers on the Nissan Leaf via the Leaf’s official website where you can ask questions and get answers:

Q: What kind of battery will be in the Nissan LEAF?
A: Nissan LEAF uses a unique laminated Lithium-Ion battery with a capacity of 24kWh.

.       .       .

Q: What is the acceleration and top speed of this car?
A: The LEAF handles and accelerates like a V6 car and has a top speed of up to 90mph.

.       .       .

Q: How far can you drive on a single charge?
A: The LEAF will have a range of 100 miles per charge under average, everyday driving conditions.

.       .       .

Q: About what would the 100 mile range reduce to if carrying 4 people at 200 pounds each?
A: Load and driving style have an impact, as they do in any car. Range is based on LA4 test cycle ratings.

.       .       .

Q: What do I do if I want to go farther than 100 miles in one trip?
A: The Nissan LEAF’s nav system will be able to show you charging locations along your route where service is available.

.       .       .

Q: Is battery swapping technology being considered?
A: All technologies are being considered to best fit our customers’ needs. That said, at launch, the Nissan LEAF will not be equipped with a battery swapping system.

.       .       .

Q: How does driving in cold weather affect the performance and battery life?
A: Your driving habits and patterns and accessory use (including heat and a/c) all play a role in driving range.

.       .       .

Q: What is the estimated time for full charging with 110v, 220v and fast charge stations?
A: Starting from a depleted battery, 16-18 hours at 110V, 8 hours at 220V (depending on amperage), 26 minutes to 80% at a quick-charge station.

.       .       .

Q: When plugging the car in, will it be possible that the car is “smart” enough to pull electricity during non peak hours?
A: You can program the car to charge whenever you like. Most people will charge overnight at off-peak times like their cell phone.

.       .       .

Q: Has anyone considered solar panels on the vehicle for recharging the battery?
A: The Nissan LEAF will have an available small solar panel on the rear spoiler to help charge the 12V accessory battery.

.       .       .

Q: Will it be equipped with a 4-wheel disc break or drum?
A: Braking will be regenerative to help maintain battery charge and optimize driving range. It will be 4-wheel disc.

.       .       .

Q: Can the Nissan LEAF tow a small boat or garden trailer?
A: At this point, we don’t recommend towing. Longer-term, we hope to provide options for specific needs like yours.

.       .       .

Q: How much torque does the Nissan LEAF have?
A: The exact specs of the Nissan LEAF are still under development. It does, however, have 100% torque available at 0 RPM!

.       .       .

Q: Is it true that the Nissan LEAF has no fluids like coolant, transmission, steering, brake…?
A: Most fluids associated with engines are eliminated, (motor oil, transmission fluid, etc). It will have brake fluid and washer fluid, though.

.       .       .

Q: Will the car’s body be made of recyclable material?
A: The Nissan LEAF is partially made from recycled material and is designed to be almost fully recyclable at the end of its life. We hope that appropriate third-party recycling facilities will soon be common.

.       .       .

Q: It’s great to cut down on vehicle emissions, but shouldn’t I worry about the power plant used to generate the electricity too?
A: Even in its dirtiest form, the electrical grid is much cleaner than burning gas. And the grid will get cleaner over time, unlike gas.

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ENERGY: Biofuels from the sunlight: Algae-to-fuel technology promising, but challenges exist when going from the lab to the field with algae-to-fuel technology, and a new study suggests significant environmental impacts from algae-based biofuels

Through photosynthesis, algae can produce oil. In turn, algae-based biofuel can be used as an alternative to petroleum-based fuels. Fuels derived from algae are an attractive alternative energy source, because unlike petroleum-based fuels, which add trapped carbon dioxide into the atmosphere following combustion, biofuels do not.

However, research suggests that algae-based biofuels have several hurdles to overcome before becoming practical on a commercial scale. For example, proponents of algae-based biofuel argue that this type of biofuel produces less greenhouse gases, but recent research suggests otherwise. From The New York Times:

Proponents of algae oil say that the technology will perform significantly better than older generations of biofuels — that it will produce less greenhouse gas in its lifecycle, that it uses less land, that it can be grown anywhere — bypassing the concerns about competition with food crops that have come to plague corn ethanol.

Some environmentalists say water availability could be a problem for algae to fuel in the desert, though they say the issue has not been explored in depth. But some algae-to-fuel companies are already looking at using saltwater or wastewater — from sources like the Salton Sea — so that they won’t be shipping water to the desert.

.       .       .

Unexpected problems include other algae or microorganisms — borne by the winds or the birds — eating or outcompeting the cultivated algae (“equivalents of weeds,” Melnick says). Temperature fluctuations could range high. There could be too much sun. “All the variables that farmers are constantly exposed to,” Melnick says.

So going from the lab to the field, some strains live and others die. Demattia can brace for some forces — for example, hold off on adding water when he expects rain — and adjust for others, such as through tweaking fertilizer amounts. But some things he cannot help.

“Algae’s a mystery,” Demattia said. “It dies on you, you never know why it died. You just have it die overnight, and you’ll come in and no one will know, even the guys who’ve been doing it for 30 years won’t know what killed it. So there’s still a lot more to learn.”

Algae-to-fuel technology can be carbon and energy intensive. More from Yale Environment 360:

Growing algae for biofuels is an energy-intensive process that can generate more greenhouse gases than the process sequesters, according to a new study. Examining the life cycle of algal biofuels, researchers from the University of Virginia found that the process emits high levels of greenhouse gases because algal production requires using large amounts of fertilizer. Those fertilizers often come from petroleum-based sources, and fertilizers also emit nitrous oxide, a greenhouse gas, according to the study. The study, published in the journal Environmental Science and Technology, said that while biofuel production from crops such as corn, canola, and switchgrass can result in a net carbon dioxide uptake, that is not yet the case with algal biofuels. The paper said that one promising way to overcome the environmental impact of using fertilizers to grow algal biofuels is to produce them with effluent from sewage treatment plants. Proponents of algal biofuels also said it is too early to make firm conclusions about the environmental impact of the technology because it is still in its infancy.

Algae biofuel companies respond to the study in the journal Environmental Science and Technology. From the New York Times:

One industry member said that while the University of Virginia research was conducted in a sound fashion, it was extremely outdated.

“It’s absolutely right if you think of it as last generation algae,” said Riggs Eckelberry, chief executive of the algae biofuel company Origin Oil, based in New Jersey. “But we’ve got to make this stuff viable now.”

One of the challenges to large-scale algae production noted by the paper was the need for large amounts of fertilizer to be added to the water in which it is grown. But Mr. Eckelberry said his company plans to use wastewater in algae production.

“Identifying wastewater is a homerun for algae production, probably the best there is,” he said. “There are lots of nitrates, and algae love dirty water — they can remove toxins, such as medical drugs from that water.”

In response, Andres Clarens the lead author of the study said he used the most recent data that he could, which was about 10 years old. Algae biofuel companies keep their research a closely guarded secret, he said.

He invited companies to share any more recent and relevant data they had with him.

“Everybody talks about the next generation – what is the next generation?” he said. “I’d be happy to model it if somebody produces it.”

He may get what he wishes for – the whole blow-out may result in a partnership.

On Tuesday, Mary Rosenthal of the Algal Biomass Association called him, and if member companies agree to make data available, Dr. Clarens may do a follow-up study.

One project is recycling dairy waste to produce algae-based fuel. From Sandia National Laboratories:

Recently Williams and other Sandia researchers have grown green algae in a 12-by-30-foot greenhouse using a simulated dairy effluent, the nutrient-rich liquid remaining after bacterial digestion of dairy manure. The solids from the digestion of dairy manure can potentially be used to develop fertilizer and feed and the liquid serves as a nutrient source for algae. The algae are typically cultured for several days, followed by harvesting and dewatering, after which the algal oil is extracted. The algae produce lipids, the most useful being neutral oil made up largely of triacyglycerides (TAG) that can be converted to biofuels.

Williams said that growing algae for biofuels eliminates many problems associated with traditional biofuels.

“The current generation of biofuels [starch- and sugar-based ethanol and oil crop-based biodiesel] rely on the use of commodity crops and therefore compete for use of food crops, primarily corn,” she said. “Also, they are very farm-intensive and use a lot of good farming land, fuel and fertilizer inputs and fresh water.”

Algae ponds, on the other hand, can be put on marginal land and grown with non-fresh brackish water produced from energy mineral extraction (petroleum, natural gas, coal-bed methane), or nutrient-loaded wastewater from municipal and agricultural sources. The Southwest has the potential for being a leader in manufacturing this new type of biofuel because “it has lots of barren land that can’t be used for anything else, lots of sunlight and a lot of marginal water,” Sandia researcher Brian Dwyer said.

.       .       .

Williams anticipates that the Sandia research will have the potential to provide new jobs and economic development to New Mexico, the seventh largest dairy-producing state in the nation. The state’s dairy industry employs more than 5,000 people and has an annual impact of nearly $2.7 billion.

The 340,000 dairy cows in New Mexico produce large quantities of manure and nutrient-rich effluent water that represent a significant waste management problem and regulatory expense to the state’s dairy industry. These and other agri-industrial waste streams represent a valuable and underused feedstock for recycling of energy, biofuels, reusable water and other coproducts. The DOE Algal Biofuels Technology Roadmap currently in draft suggests the use of non-fresh water sources, including agricultural effluent, for algal biomass production. Besides providing a source of non-fresh water and the recycling of needed nutrients, the use of these waste streams in an integrated biorefinery will help to alleviate disposal regulatory requirements on dairies and other confined animal feeding operations in New Mexico and the broader United States.

Images via Randy Montoya

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