[UNITED STATES] California mandates cleaner, pricier ship fuel
Published | 25-Jul-2008
"It's a terrific thing for people who live anywhere near the coast or where the sea breezes go," said David Pettit, a senior attorney at the Natural Resources Defense Council.
International shipping companies oppose the rules, adopted unanimously by the California Air Resources Board. They argue the state has no jurisdiction to regulate their operations outside the state's coastal zone.
The Pacific Merchant Shipping Association said California at best can regulate only ships within state waters that extend three nautical miles from the coast under a federal law known as the Submerged Lands Act.
"International ships running in international waters under international treaties should be handled under international laws," said T.L. Garrett, vice president of the association, which represents about 60 ocean carrier lines and cargo terminals. "We know it's the right thing to do. The question is, 'Who should be telling us to do it?'"
Shippers last year won in federal court when they blocked a 2006 California regulation requiring large ships to use cleaner fuel in their auxiliary engines. A federal judge ruled the state did not have the authority to set shipping emission standards without the approval of the U.S. Environmental Protection Agency.
The latest California regulation defines the pollution standards as a fuel requirement, a strategy state regulators say does not require them to get federal permission.
It would ban ships from using so-called bunker fuel, a dirty, heavy crude oil that has the consistency of asphalt and must be heated onboard the ships to power the engines.
Beginning July 1, 2009, ocean-going vessels will have to switch to a more expensive but cleaner-burning marine fuel to power their engines and auxiliary boilers when they sail within 24 nautical miles of California's coast. The rules apply to ships headed to ports in the San Francisco Bay area, Los Angeles, Long Beach and San Diego, as well as inland ports for ocean-going vessels in Sacramento and Stockton.
Military, government and research vessels would be exempt, as will those ships that will be modified to comply with the regulation.
In 2006, ships made nearly 11,000 port calls in California, a number that is expected to rise with the increase in international trade. Without new regulations, vessel emissions are projected to more than double by 2020, according to state air regulators. The nitrogen oxide, diesel particulate matter and sulfur oxide emissions from some large ships headed to California ports are among the largest contributors to a toxic stew permeating port communities, according to the air board. The emissions are linked to asthma, as well as respiratory and cardiac problems.
Scientists say requiring cleaner fuels within 24 nautical miles of California's coast would reduce pollution levels significantly. Cargo companies question whether their container ships will be able to buy the more expensive fuel in world ports before they make the trip to California.
While some cleaner fuels are available, the regulation eventually demands a fuel with an even lower sulfur content than is now available.
"If the refiners fail to provide the fuel, we're the ones who will be held in violation and have to pay the fees," Garrett said.
Ship operators also worry the engines on some vessels aren't designed to run on cleaner burning fuel and say it's not clear whether switching between two fuels to operate a ship would deteriorate engine equipment. The Air Resources Board intends to study both issues.
A single vessel making one visit a year to a California port would pay about $30,000 more for fuel, less than 1 percent of the cost of a typical trans-Pacific voyage. That cost would increase to several million dollars for a large fleet that makes frequent visits to California. For passenger cruise ships, increased fuel costs for a typical Los Angeles to Mexico tour would add about $15 per passenger, or a 3 to 4 percent fare increase.
Shippers would be fined $44,500 for a first offense, with the fee escalating to $227,500 for repeat offenses.
Source: Associated Press
[OIL MAJORS] Big companies amid allegations of MTBE water contamination. Suit over additive settled
Published | 09-May-2008The defendants that agreed to the settlement included BP, Royal Dutch Shell, ConocoPhillips, Chevron, Marathon Oil, Valero Energy, Citgo and Sunoco. Six other companies named in the lawsuit, including Exxon Mobil, did not agree to the deal, said Scott Summy, a lawyer at Baron & Budd and a counsel for the plaintiffs.
In the lawsuit, the plaintiffs, which include 153 public water systems in New York, California and 15 other states, claimed that the additive, a chemical called methyl tertiary butyl ether, or MTBE, was a defective product that led to widespread contamination of groundwater. The suit contended that the chemical was used by oil companies, even though they knew of the environmental and health risks that it posed.
Low levels of MTBE can make drinking water supplies unpalatable because of its "offensive taste and odor," according to the U.S. Environmental Protection Agency.
The agency has also found that the compound caused cancer in laboratory rats that were exposed to high doses.
Since the mid-1990s, hundreds of lawsuits have been brought against oil companies for their use of the chemical. This deal, if approved, would be the largest settlement to date. MTBE has been used since 1979 to increase octane levels in gasoline but its use became more widespread after the 1990 Clean Air Act mandated the use of an oxygenate in certain cities to reduce smog and other pollutants.
When mixed with gasoline, the additive ensured that the fuel burned more thoroughly, thereby reducing air pollution.
But after being widely adopted, it was found to corrupt groundwater. Even in small amounts, the additive makes water smell and taste like turpentine.
In 2005, some 130,000 barrels a day of MTBE were produced, involving about 1 percent of the nation's gasoline. Oil companies stopped using it in 2006.
The oil industry has fought hard to avoid penalties related to its use of the additive, arguing that it should not be forced to pay for the cleanup of a product that it was mandated to use. Estimates of the cost of a total cleanup of MTBE have run to the tens of billions of dollars.
"No court has ruled that gasoline with MTBE is a defective product," said Rick Wallace, a lawyer at Wallace King Domike & Reiskin in Washington, who represents Chevron and Shell. "This settlement does not concede the point. Quite the contrary, the settling companies are prepared to vigorously defend the product."
The risk has prompted the oil industry to stop using it and look for another additive. That eventually led to the development and use of ethanol.
Source: The New York Times| By JAD MOUAWAD
CALIFORNIA: New Nanostructured Thin Film Shows Promise For Efficient Solar Energy Conversion
Published | 09-Jan-2008
Two nanotech methods for engineering solar cell materials have shown particular promise. One uses thin films of metal oxide nanoparticles, such as titanium dioxide, doped with other elements, such as nitrogen. Another strategy employs quantum dots--nanosize crystals--that strongly absorb visible light. These tiny semiconductors inject electrons into a metal oxide film, or "sensitize" it, to increase solar energy conversion. Both doping and quantum dot sensitization extend the visible light absorption of the metal oxide materials.Combining these two approaches appears to yield better solar cell materials than either one alone does, according to Jin Zhang, professor of chemistry at the University of California, Santa Cruz. Zhang led a team of researchers from California, Mexico, and China that created a thin film doped with nitrogen and sensitized with quantum dots. When tested, the new nanocomposite material performed better than predicted--as if the functioning of the whole material was greater than the sum of its two individual components.
"We have discovered a new strategy that could be very useful for enhancing the photo response and conversion efficiency of solar cells based on nanomaterials," said Zhang.
"We initially thought that the best we might do is get results as good as the sum of the two, and maybe if we didn't make this right, we'd get something worse. But surprisingly, these materials were much better."
The group's findings were reported in the Journal of Physical Chemistry in a paper posted online on January 4. Lead author of the paper was Tzarara Lopez-Luke, a graduate student visiting in Zheng's lab who is now at the Instituto de Investigaciones Metalurgicas, UMSNH, Morelia, Mexico.
Zhang's team characterized the new nanocomposite material using a broad range of tools, including atomic force microscopy (AFM), transmission electron microscopy (TEM), Raman spectroscopy, and photoelectrochemistry techniques. They prepared films with thicknesses between 150 and 1100 nanometers, with titanium dioxide particles that had an average size of 100 nanometers. They doped the titanium dioxide lattice with nitrogen atoms. To this thin film, they chemically linked quantum dots made of cadmium selenide for sensitization.
The resulting hybrid material offered a combination of advantages. Nitrogen doping allowed the material to absorb a broad range of light energy, including energy from the visible region of the electromagnetic spectrum. The quantum dots also enhanced visible light absorption and boosted the photocurrent and power conversion of the material.
When compared with materials that were just doped with nitrogen or just embedded with cadmium selenide quantum dots, the nanocomposite showed higher performance, as measured by the "incident photon to current conversion efficiency" (IPCE), the team reported. The nanocomposite's IPCE was as much as three times greater than the sum of the IPCEs for the two other materials, Zhang said.
"We think what's happening is that it's easier for the charge to hop around in the material," he explained. "That can only happen if you have both the quantum dot sensitizing and the nitrogen doping at the same time."
The nanocomposite material could be used not only to enhance solar cells, but also to serve as part of other energy technologies. One of Zhang's long-term goals is to marry a highly efficient solar cell with a state-of-the-art photoelectrochemical cell. Such a device could, in theory, use energy generated from sunlight to split water and produce hydrogen fuel. The nanocomposite material could also potentially be useful in devices for converting carbon dioxide into hydrocarbon fuels, such as methane.
The new strategy for engineering solar cell materials offers a promising path for Zhang's lab to explore for years to come.
"I'm very excited because this work is preliminary and there's a lot of optimizing we can do now," Zhang noted. "We have three materials--or three parameters--that we can play with to make the energy levels just right."
In essence, the team has been trying to manipulate materials so that when sunlight strikes them, the free electrons generated can easily move from one energy level to another--or jump across the different materials--and be efficiently converted to electricity.
"What we're doing is essentially 'band-gap engineering.' We're manipulating the energy levels of the nanocomposite material so the electrons can work more efficiently for electricity generation," Zhang said. "If our model is correct, we're making a good case for this kind of strategy."
Via: SPX News
TEXAS: Wind farms could chew up migrating birds
Published | 08-Jan-2008
The report was prepared for the Coastal Habitat Alliance, a coalition of landowners and environmental organizations, by EDM International, a Colorado consulting firm, The San Antonio Express-News reported. EDM's report was based on a review of environmental impact statements provided by PPM Energy, one of two companies involved in the wind farms.EDM rejected PPM'S conclusion that the wind farms would have little impact. The wind farms would consist of as many as 500 wind turbines up to 400 feet tall.
The state of Texas does not have the authority to regulate wind farms. The coalition has filed state and federal lawsuits trying to block the project.
Via: Texas/UPI
CALIFORNIA: First-Ever Study To Link Increased Mortality Specifically To CO2 Emissions
Published | 07-Jan-2008
While it has long been known that carbon dioxide emissions contribute to climate change, the new study details how for each increase of one degree Celsius caused by carbon dioxide, the resulting air pollution would lead annually to about a thousand additional deaths and many more cases of respiratory illness and asthma in the United States, according to the paper by Mark Jacobson, a professor of civil and environmental engineering at Stanford. Worldwide, upward of 20,000 air-pollution-related deaths per year per degree Celsius may be due to this greenhouse gas."This is a cause and effect relationship, not just a correlation," said Jacobson of his study, which on Dec. 24 was accepted for publication in Geophysical Research Letters. "The study is the first specifically to isolate carbon dioxide's effect from that of other global-warming agents and to find quantitatively that chemical and meteorological changes due to carbon dioxide itself increase mortality due to increased ozone, particles and carcinogens in the air."
Jacobson said that the research has particular implications for California. This study finds that the effects of carbon dioxide's warming are most significant where the pollution is already severe. Given that California is home to six of the 10 U.S. cities with the worst air quality, the state is likely to bear an increasingly disproportionate burden of death if no new restrictions are placed on carbon dioxide emissions.
On Dec. 19, the Environmental Protection Agency denied California and 16 other states a waiver that would have allowed the states to set their own emission standards for carbon dioxide, which are not currently regulated. The EPA denied the waiver partly on the grounds that no special circumstances existed to warrant an exception for the states.
Stephen L. Johnson, the EPA administrator, was widely quoted as saying that California's petition was denied because the state had failed to prove the "extraordinary and compelling conditions" required to qualify for a waiver. While previous published research has focused on the global effect on pollution-but not health-of all the greenhouse gases combined, the EPA noted that, under the Clean Air Act, it has to be shown that there is a reasonable anticipation of a specific pollutant endangering public health in the United States for the agency to regulate that pollutant.
Jacobson's paper offers concrete evidence that California is facing a particularly dire situation if carbon dioxide emissions increase. "With six of the 10 most polluted cities in the nation being in California, that alone creates a special circumstance for the state," he said, explaining that the health-related effects of carbon dioxide emissions are most pronounced in areas that already have significant pollution. As such, increased warming due to carbon dioxide will worsen people's health in those cities at a much faster clip than elsewhere in the nation.
According to Jacobson, more than 30 percent of the 1,000 excess deaths (mean death rate value) due to each degree Celsius increase caused by carbon dioxide occurred in California, which has a population of about 12 percent of the United States. This indicates a much higher effect of carbon dioxide-induced warming on California health than that of the nation as a whole.
Jacobson added that much of the population of the United States already has been directly affected by climate change through the air they have inhaled over the last few decades and that, of course, the health effects would grow worse if temperatures continue to rise. Jacobson's work stands apart from previous research in that it uses a computer model of the atmosphere that takes into account many feedbacks between climate change and air pollution not considered in previous studies. Developed by Jacobson over the last 18 years, it is considered by many to be the most complex and complete atmospheric model worldwide. It incorporates principles of gas and particle emissions and transport, gas chemistry, particle production and evolution, ocean processes, soil processes, and the atmospheric effects of rain, winds, sunlight, heat and clouds, among other factors.
For this study, Jacobson used the computer model to determine the amounts of ozone and airborne particles that result from temperature increases, caused by increases in carbon dioxide emissions. Ozone causes and worsens respiratory and cardiovascular illnesses, emphysema and asthma, and many published studies have associated increased ozone with higher mortality. "[Ozone] is a very corrosive gas, it erodes rubber and statues," Jacobson said. "It cracks tires. So you can imagine what it does to your lungs in high enough concentrations." Particles are responsible for cardiovascular and respiratory illness and asthma.
Jacobson arrived at his results of the impact of carbon dioxide globally and, at higher resolution, over the United States by modeling the changes that would occur when all current human and natural gas and particle emissions were considered versus considering all such emissions except human-emitted carbon dioxide.
- Higher temperatures due to carbon dioxide increased the chemical rate of ozone production in urban areas
- Increased water vapor due to carbon dioxide-induced higher temperatures boosted chemical ozone production even more in urban areas.
Interestingly, neither effect was so important under the low pollution conditions typical of rural regions, though other factors, such as higher organic gas emissions from vegetation, affected ozone in low-pollution areas. Higher emissions of organic gases also increased the quantity of particles in the air, as organic gases can chemically react to form particles.
And in general, where there was an increase in water vapor, particles that were present became more deadly, as they swelled from absorption of water. "That added moisture allows other gases to dissolve in the particles-certain acid gases, like nitric acid, sulfuric acid and hydrochloric acid," Jacobson said. That increases the toxicity of the particles, which are already a harmful component of air pollution.
Jacobson also found that air temperatures rose more rapidly due to carbon dioxide than did ground temperatures, changing the vertical temperature profile, which decreased pollution dispersion, thereby concentrating particles near where they formed.
In the final stage of the study, Jacobson used the computer model to factor in the spatially varying population of the United States with the health effects that have been demonstrated to be associated with the aforementioned pollutants.
"The simulations accounted for the changes in ozone and particles through chemistry, transport, clouds, emissions and other processes that affect pollution," Jacobson said. "Carbon dioxide definitely caused these changes, because that was the only input that was varied."
"Ultimately, you inhale a greater abundance of deleterious chemicals due to carbon dioxide and the climate change associated with it, and the link appears quite solid," he said. "The logical next step is to reduce carbon dioxide: That would reduce its warming effect and improve the health of people in the U.S. and around the world who are currently suffering from air pollution health problems associated with it."
Via: SPX
CALIFORNIA: No product yet, but lots of buzz. Chevron
Published | 30-Dec-2007A year after casually launching a blog devoted to General Motors Corp.'s ambitious efforts to build a battery-powered Chevy, Dennis, a neurologist from Suffern, N.Y., has become an online celebrity of sorts.
"I just wanted to do anything I could to make it happen, and I thought it might be fun to have a blog," Dennis said. "I didn't expect all this. It can be challenging."
His Web site, www.GM-Volt.com, gets about 100,000 visitors a month, he said. More than 7,400 people have signed a waiting list he's compiling that he says he'll send to the company to convince it that there's a market for the product.
Discouraging pre-orders
One site even claims to be taking pre-orders for the vehicle, though the operation has no link to GM or its dealers. Since GM hasn't even started building the car, paying someone for a spot on any waiting list is a bad idea. GM spokesman Rob Peterson said the automaker is aware of that site and looking into it to ensure that would-be buyers aren't cheated out of money.
The spotlight on Volt adds another dimension to the already intense pressure on GM to deliver the vehicle the automaker has billed as this country's best solution to dependence on foreign oil.
GM has said it's shooting for a 2010 production date and hopes to have early test vehicles ready next spring.
The automaker, fighting an image of environmental apathy in the era of green, announced at last year's Detroit auto show its intention to build the Volt. GM thought it needed a breakthrough product to compete with Toyota Motor Corp.'s wildly successful Prius hybrid.
Depends on the battery
Whether the Volt becomes reality, however, hinges on whether GM can develop a lithium-ion battery capable of powering a mass-market car. A battery would drive the Volt's powertrain, and an onboard fueling system would recharge the battery while on the road. GM is trying to develop fueling systems that would run on gasoline, diesel fuel and hydrogen fuel cells.
Dennis, who said he was fascinated by the possibility of a car powered by batteries that could reduce the nation's dependence on foreign oil, said he thought GM's efforts to make the Volt a mass-market vehicle could be helped by pooling a large number of would-be buyers before the vehicle enters its production phase.
"It just resonated with me that this vehicle would revolutionize the auto industry," he said.
GM has taken notice.
Blogger's perk
The Detroit automaker arranged for Dennis to meet the Volt team and Vice Chairman Bob Lutz earlier this year, and it provides access and news to Dennis much like it does to the mainstream media.
Dennis now spends his already limited free time — evenings, weekends and breaks between neurology patients — keeping the site fresh with the latest Volt-related news.
The Web site draws mostly supporters but also its share of critics.
Dozens of online debates are ongoing and in many cases drawing hundreds of posts from people arguing about everything from the vehicle's design to whether GM is taking the right approach to battery technology.
'Regular people' excited
Either way, that buzz is what GM was looking for when it introduced the Volt.
"You hear from regular people who are so excited to know when it's coming — it makes you feel good about the company and the future," GM spokesman Scott Fosgard said. "We're in the court of public opinion now."
Blog is devoted to Chevrolet Volt, which is still in development
Via: Detroit News|By SHARON TERLEP
UNITED STATES: Lawmakers Set Deal on Raising Fuel Efficiency
Published | 01-Dec-2007The proposal, which would require automakers to achieve 35 miles per gallon on average, is similar to a measure that was passed in the summer by the Senate but was bitterly opposed by the auto companies, who argued they did not have the technology or the financial resources to reach that goal.
The auto companies gave up their long-held opposition to fuel- economy increases not long before the Senate version was passed, but proposed a much weaker alternative. In recent weeks, the chief executives of General Motors, the Ford Motor Company and Chrysler visited Capitol Hill in an effort to fend off a stronger measure, but the compromise announced Friday showed those efforts had little effect.
The compromise emerged after days of difficult negotiations between House and Senate members and their staffs. The final deal was hammered out by the two main antagonists, the speaker of the House, Nancy Pelosi, Democrat of California, and Representative John D. Dingell, the Michigan Democrat who is the auto industry’s most effective advocate on Capitol Hill.
The compromise should ensure passage in the House, although the Senate may insist on changes. It does not appear to include provisions, like $16 billion in new taxes on the oil industry, that drew a veto threat from President Bush.
The latest version of the measure, if it becomes law, will force wrenching changes on the American car companies, from design studios to new-car showrooms to executive suites. Automakers now have to achieve 27.5 miles per gallon on cars, a figure that has not changed since 1984, and 22.2 miles per gallon for light trucks, including minivans, sport utility vehicles and pickups. Under the compromise, the companies will retain the distinction between the classes of vehicles, but must still meet a combined 35 m.p.g. fleetwide standard.
Ms. Pelosi called the compromise on mileage “an historic advancement in our efforts in the Congress to address our energy security and laying strong groundwork for climate legislation next year.” She said that she was confident it would win the backing of environmentalists, auto makers and labor and would clear Congress by the end of this year.
Mr. Dingell, in a statement, called the new mileage standard “aggressive and attainable.”
“After weeks of productive discussion and negotiation, we have achieved consensus on several provisions that provide critical environmental safeguards without jeopardizing American jobs,” he said. Critical to his agreement, he said, were incentives to the American auto industry for producing small cars in the United States and cars that run on a combination of gasoline and ethanol.
The Big Three automakers have warned that complying with the new fuel economy rules will cost them tens of billions of dollars and rob consumers of choices. But even if they meet the law’s mandate, the fuel efficiency of the American car fleet will still lag far behind that of other major industrialized countries.
European auto companies, for example, must average 40 miles per gallon and China requires a 35 m.p.g. standard. Automobiles sold in those countries are generally smaller and less powerful than the most popular models in the United States, however.
Lawmakers and aides were still ironing out the other major parts of the pending energy legislation Friday night, including details of a provision calling for a huge increase in production of fuels made from corn and other renewable sources.
The package will also include a requirement that most electric utilities produce 15 percent of their power from renewable sources, like wind and solar, by 2020.
A multibillion-dollar package of tax measures to pay for the other provisions was still under discussion Friday night but was not expected to be in the legislation to be brought to the House next week.
The energy bill faces opposition from segments of the auto, oil and utility industries, among the best organized and well financed lobbies in Washington. But House and Senate leaders expressed confidence on Friday that they could win passage before the end of the year.
The energy package, intended to reduce the nation’s dependence on fossil fuels and slow the production of the gases that contribute to global warming, would bring major changes to America’s highways, farms, factories, refineries and power plants. It contains not only the fuel-economy rules, which will alter the American auto fleet, but will divert vast tracts of farmland to produce ethanol and other renewable fuels and bring a bonanza for solar and wind power.
Under terms of the auto mileage deal, the cars and trucks sold in the United States must meet a fleetwide average of 35 miles per gallon by 2020. The Senate passed a bill with this standard in June, but the House version of the legislation, passed in August, did not include any new mileage mandate because of opposition led by Mr. Dingell.
Speaker Pelosi supported the new mileage standard and vowed that she would restore it in the final bill. She appears to have prevailed but Mr. Dingell won some important concessions.
The package nearly fell apart this week when Mr. Dingell insisted on leaving sole authority to regulate automobile mileage standards with the National Highway Traffic Safety Administration, an arm of the Transportation Department. That would have weakened the power of the Environmental Protection Agency and the states, led by California, to regulate auto emissions of carbon dioxide, which are in large measure a function of the amount of fuel burned.
Federal court rulings this year have decided this so-called pre-emption issue in favor of the E.P.A. and the states, decisions that Mr. Dingell hoped to undo by Congressional action. The traffic safety administration has had authority over fuel-efficiency standards since 1975 but has not imposed any significant increase since 1985. The E.P.A. is currently writing rules to comply with a Supreme Court ruling this year that gave it the authority to regulate carbon dioxide emissions and is weighing an application by California and 14 other states to set their own emissions standard.
The authority of the E.P.A. to regulate tailpipe emissions and the right of California and other states to set their own, higher standards were considered deal-breakers by Ms. Pelosi and her fellow California Democrat, Senator Dianne Feinstein. Arnold Schwarzenegger, the Republican governor of California, weighed in late in the week to tell negotiators that he would oppose the bill if the Mr. Dingell’s preemption language stayed in.
Mrs. Pelosi and Democratic leaders in the Senate rejected Mr. Dingell’s preemption effort, but softened the blow by agreeing to allow the car companies to retain a credit for vehicles capable of running on a blend of gasoline and ethanol. That credit was set to expire in 2008 but now will begin to decline in 2014 and be eliminated entirely by 2020.
The compromise also contains incentives for American auto companies to continue producing small cars in the United States, a measure that the autoworkers union has estimated would save 17,000 autoworker jobs.
Via: The New York Times |By JOHN M. BRODER and MICHELINE MAYNARD
Tags:
OCEANIA: Peak oil educator to visit New Zealand
Published | 08-Oct-2007Richard Heinberg, one of the world's foremost Peak Oil educators and Research Fellow of Post Carbon Institute, is coming to New Zealand in October hosted by the Green Party and the Eco Show to give talks in Auckland, Wellington and Taupo.
"The end of cheap oil is a problem the world will have to face, and I am honoured to be able to host Richard Heinberg here at Parliament for a briefing to all MPs on this topic," Green Party Co-Leader Jeanette Fitzsimons says.
He is the author of eight books including The Party's Over: Oil, War and the Fate of Industrial Societies (2003), Powerdown: Options and Actions for a Post-Carbon World (2004), and The Oil Depletion Protocol (2006). He is also a journalist, educator, editor, lecturer, and a Core Faculty member of New College of California where he teaches a programme on "Culture, Ecology and Sustainable Community". Since 2002, he has given over 300 lectures on Peak Oil to a wide variety of audiences—from insurance executives to peace activists, from local and national elected officials to Jesuit volunteers.
Richard Heinberg appears prominently in the film The End of Suburbia, which has been widely screened in New Zealand, as well as contributing to more recent documentaries such as; 11 th Hour, Crude Impact and Oil, Smoke & Mirrors.
Via:Scoop