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Old 07-02-2022, 08:23 PM   #1
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Default carbon capture, EVs, EPA squishes ICEs

https://www.realclearenergy.org/arti...on_838968.html

The Silliness of Carbon Capture and Sequestration
By Benjamin Zycher
June 27, 2022

Beltway nostrums are a dime a dozen, and the climate problem threat emergency crisis existential threat is tailor-made to elicit hundreds of them. An old one now receiving increasing attention is carbon capture and sequestration (CCS), a technology designed to capture greenhouse gas (GHG) emissions as they are produced as byproducts of such industrial processes as power generation, and then to sequester them underground in caverns or fossil-fuel reservoirs instead of releasing them into the atmosphere.

The basic argument usually promoted in favor of CCS subsidies begins with the observation that fossil fuels are here to stay regardless of the propaganda trumpeted by the environmental left about the “clean energy transition.” Unconventional energy is “clean” only if we ignore the attendant heavy metal pollution, wildlife destruction, noise, flicker effects, massive and unsightly land use, landfill problems, and on and on. And the argument that unconventional energy has become cost-competitive with fossil fuels is preposterous, which is why the former cannot survive in the market without massive subsidies, guaranteed market shares, and many other types of policy favoritism.

So far, so good: Fossil fuels indeed will supply the vast bulk of global energy needs over the long term precisely because the energy content of fossil fuels is concentrated, unlike the case for wind flows and sunlight, which is why wind and solar power require massive amounts of land. And they are unreliable — they have low “capacity factors” — and so require expensive backup capacity, longer transmission systems, and other costly investments. Accordingly, fossil fuels by far are the most efficient sources of needed energy notwithstanding the efforts of governments, international bureaucracies, and the environmental left to increase their costs artificially.

Step two in the CCS argument: Because fossil fuels are here to stay, we need to do something about GHG emissions because there is a climate crisis. The effects of increasing atmospheric concentrations of GHG are detectable in the data, but there is no actual evidence of a climate “crisis” in the data on sea levels, cyclones, droughts, flooding, and the other changing dimensions of climate phenomena, driven by both natural and anthropogenic influences with relative weights that are the subject of intense scientific debate. But put that aside. Whatever the evidence on climate phenomena, the proponents of CCS subsidies — and other climate policies — never quite tell us what temperature/climate impact, say, in 2100, would result from a large expansion of CCS technological implementation.

Let us make the wild assumption that a large CCS subsidy program would cut U.S. GHG emissions by half. If we apply the Environmental Protection Agency climate model and make assumptions that exaggerate the future effects of reductions in GHG emissions, that 50 percent cut would reduce global temperatures in 2100 by 0.087 degrees C. That would not be detectable: The standard deviation of the surface temperature record is 0.11 degrees C. Assume instead, again wildly, that an international CCS effort would reduce global GHG emissions by 25 percent. Temperatures in 2100: 0.343 degrees C lower than otherwise would be the case. How much are such outcomes worth?

The International Energy Agency estimates (Table 2.1) that achievement of the global GHG emissions requirements for the “Sustainable Development Scenario” (SDC) would require capture of 840 million metric tons of CO2 in 2030, 5.6 billion metric tons in 2050, and 10.4 billion metric tons in 2070. A generous estimate of the amount of GHG captured by a given facility annually is 1 million metric tons. Accordingly, the number of facilities needed for the IEA SDC rises from 840 to 10,400 over those four decades. At a capital cost of $500 million each, that is a total of $420 billion to $5.2 trillion over forty years, or about $10 billion to $130 billion per year. Precisely who is going to pony up that kind of cash?

The IEA total cost estimates for GHG capture using CCS technologies are around $50-120 per ton. Global GHG emissions are about 53 billion tons per year. Capture of merely 10 percent — less than the approximate advertised but not credible 15 percent Paris goal, and far less than the IEA SDC — at, say, the low-end figure of $50 per ton would cost about $265 billion per year. Is this supposed to be serious?

In short, there is no plausible benefit/cost test that would justify a large CCS effort. In the major climate-economy integrated assessment models (DICE and FUND in particular) a change in only one assumption — the choice of a discount rate that reflects the actual opportunity cost of capital — reduces the per-ton social cost of carbon to something close to zero, or even a negative number in some cases. In the DICE model and in the IPCC 1.5 Degree Report, global GDP in 2100 is lower by 3 percent and 2.6 percent, respectively, in the absence of policies to reduce GHG emissions. Those numbers almost certainly are not statistically significant, and would be swamped in any event by the increase in global per capita GDP — the IPCC projection is 400 percent — certain to occur between now and then.

The arguments in support of CCS subsidies assume that GHG emissions create a negative externality. That may be true, but it is very far from obvious, as there are important benefits from increasing GHG emissions, among them planetary greening, increased agricultural productivity, increased water use efficiency by plants, reduced mortality from cold, etc. Moreover, temperatures and other climate phenomena are driven by both natural and anthropogenic influences, the relative weights of which, again, are the subject of intense scientific debate. Because CCS and other climate policies cannot affect natural phenomena, it is very easy to make highly unrealistic assumptions about their efficacy.

Let us recognize that the current campaign to promote CCS subsidies is being driven in substantial part by old-fashioned rent-seeking rather than some sort of environmental/climate imperative, whatever the usefulness of the latter in terms of making excuses for the former. There also is the timeless but futile effort of corporate executives desperate to ingratiate themselves with the environmental left in the hope that the green alligators will eat them last. The executives’ basic assumption is that the environmental left is sincere in its pursuit of “solutions” to the climate “crisis,” and that therefore they will support some CCS projects politically. After all, they claim to support CCS if the GHG are simply pumped into underground storage facilities, even as they oppose CCS used to enhance oil recovery (by injecting carbon dioxide into oil reservoirs so as to increase reservoir pressures).

Well, no. The environmental left will never support the pipelines and other massive infrastructure investments needed to make CCS a reality precisely because the only reason to support CCS is as an adjunct to the production of fossil fuels, cement, modern agriculture outputs, and the like so as to reduce GHG emissions. The environmental left opposes all of that as a matter of ideological imperative — it simply opposes modern industrial society — and so it will never support CCS in practice because the central purpose of CCS is to allow modern industrial processes to continue.

That is a central intellectual problem with the argument in favor of CCS subsidies. The environmental left will not and cannot support any given CCS program as actually proposed because their opposition to modern industrial society is a matter of principle. They oppose fossil fuels because they allow billions of people to escape poverty, thus increasing resource consumption and environmental degradation. (The environmental left has never quite explained why wealthier societies are also cleaner.) They oppose technological advance — human ingenuity — as the long term answer to such problems because it is inconsistent with their stance that resource consumption is not “sustainable.” That term has no definition and is wrong in any event as markets are perfectly capable of allocating a finite (“depletable”) resource over time.

In the ideological view of the left, humans are not moral agents with the ingenuity and inventiveness to solve problems; instead they are little more than environmentally destructive mouths to feed. Accordingly, the ideological stance of the left is fundamentally anti-human in that investments in human capital — education, training, health care, etc. — have the effect of increasing the demand for fossil fuels, an outcome that is anathema.

It is not only businesses that engage in rent-seeking. Recall that for years the official “safe” limit for planetary warming was 2 degrees C by 2100. The 1979-2019 satellite record for the mid-troposphere is a warming of 0.17 degrees C per decade, or 1.7 degrees C over a century. So by the time the 2015 UNFCCC 21st Conference of the Parties (COP-21) was held in Paris, the climate industry realized that it had a real problem on its hands: Not that the planet was burning up, but instead that the 2 degree C “safe” limit was going to be achieved without any climate policies at all. This meant that it was not the planet threatened with conflagration but instead their sinecures, their taxpayer- and foundation-funded sojourns on private jets to conferences in five-star resorts, and their broad political interests generally. So at COP-21 they moved the goalpost: The new “safe” limit now is 1.5 degrees C. Science? What’s that?

Back to CCS: There is no argument in favor of subsidizing it that can withstand scrutiny. Will that actually affect Beltway policymaking? Let us pray.

Benjamin Zycher is a senior fellow at the American Enterprise Institute.
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Old 07-02-2022, 08:59 PM   #2
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https://www.msn.com/en-us/money/othe...per/ar-AAYZXp3


Stellantis Warns of Car Market Collapse If EVs Don’t Get Cheaper
Tara Patel - Wednesday

(Bloomberg) -- One of Europe’s biggest automakers warned after a landmark deal to phase out combustion engines that the industry is doomed unless electric vehicles get less expensive.

Stellantis NV is aiming to cut the cost of making electric vehicles 40% by 2030, Chief Manufacturing Officer Arnaud Deboeuf said Wednesday. The producer of Fiats and Peugeots plans to manufacture some parts in-house and also pressure suppliers to cut the price of their products.

If EVs don’t get cheaper, “the market will collapse,” Deboeuf said at the company’s Tremery factory in France. “It’s a big challenge.”
Stellantis is planning to introduce more than 75 fully electric models this decade and transform at least some of its French car plants to make EVs. While the company is spending big on the rollout, it’s pledging to maintain strong returns, relying on extra revenue from software and services as well as some premium vehicles.

EV prices are going up at a dizzying pace these days. Tesla Inc. raised prices by as much as $6,000 per car this month, following similar hikes earlier this year from Rivian Automotive Inc. and Ford Motor Co. Rising raw-materials costs are rendering some battery-powered models unprofitable, Ford Chief Financial Officer John Lawler said at an investor conference earlier this month.

European Union countries this week endorsed a push to eliminate carbon emissions from new cars by 2035. With EU lawmakers in favor of giving up fossil fuels in the auto industry, it’s highly likely that most manufacturers will have to shift to producing EVs in little more than a decade.

Materials Crunch

While Stellantis will comply with the decision, policy makers appear to “not care” whether automakers have enough raw materials to underpin the shift, Chief Executive Officer Carlos Tavares said Wednesday.
Greater demand for EV batteries between 2024 and 2027 -- a period before more European capacity is due to come online -- will benefit Asian producers and “put at risk” cell output in the West, Tavares said during a factory visit in Metz in northeastern France.

Stellantis is developing five large battery factories across North America and Europe to produce 400 gigawatt-hours of cells by 2030. He added the company won’t rule out buying a mine to secure raw-material supplies.

Stellantis is also considering to what extent it may produce its own energy to buffer rising prices in case of supply disruptions as a result of Russian’s invasion of Ukraine.

“We have significant areas where we could put solar panels,” Tavares said.

The executives were speaking during a trip aimed at showcasing how the automaker is transforming some of its French combustion-engine and gearbox plants to make EV parts. Tavares offered no guarantees that all European factories will make the transition, saying that depends on whether the overall auto market holds up.

(Updates with CEO comments from seventh paragraph.)

©2022 Bloomberg L.P.
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Old 07-02-2022, 09:12 PM   #3
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https://humanevents.com/2022/06/22/n...-car-shortage/


New MPG Rule Will Exacerbate Existing Car Shortage
By Tim Benson | June 22, 2022

In April, the National Highway Traffic Safety Administration (NHTSA) announced the new Corporate Average Fuel Economy (CAFE) standards that automobile manufacturers must adhere to through 2026. Unfortunately, the new rule is likely to lead to a shortage of new gasoline-powered cars in the coming years while massively hiking the price of battery-powered electric vehicles (EV) as well as cars powered by internal combustion engines (ICE).

In 1975, CAFE standards were created by the Energy Policy Conservation Act in response to the oil embargo imposed by the Organization of Arab Petroleum Exporting Countries in 1973. CAFE imposes fines on car and truck manufacturers if they fail to achieve minimum targets for sales-weighted average fuel economy, which is expressed in miles per gallon (mpg).

NHTSA’s new rule requires a massive 40 percent increase in mpg from now to 2026. Fuel efficiency must rise 8 percent in 2024 and 2025 model year automobiles, and 10 percent in 2026 model year automobiles, to a 49-mpg car and truck fleet average. Historically, the most manufacturers have been able to increase mpg year-over-year is about 3 percent. So, surging average mpg by a whopping 10 percent is a tall order.

Adding insult to injury, the Environmental Protection Agency (EPA) has separately set carbon dioxide (CO2) emission limits on automobile fleets. By 2026, cars will have to produce an average of 132 grams of CO2 per mile (g/mile) and light trucks an average of 187 g/mile for a fleet average of 161 g/mile, a 28 percent decrease from 2022. If vehicles do not meet this standard, EPA will not certify them for sale.

The challenge with this ruling is no cars with an internal combustion engine, that is, every automobile that runs on gasoline, currently emit CO2 at this extremely low level. The lowest-emitting car is the 2022 Toyota Prius Eco at 159 g/mile. Trucks like the Ford F-150, Dodge Ram, and the Chevrolet Silverado, the three most popular automobiles in the country in terms of sales, emit 407 to 550 g/mile, depending on engine size.

Meeting these new NHTSA and EPA standards so quickly will require manufacturers to dramatically increase expenditures on research and development, which will increase the price of new ICE-powered vehicles and force manufacturers to build an extensive portfolio of EV models.

Another factor that will exacerbate this shortage is the waiver provided to California to make the Golden State exempt from Section 209 of the Clean Air Act, which prohibits any state from adopting emissions standards more stringent than the federal standard. California’s Advanced Clean Cars Program requires that 35 percent of car sales in the state must be EV sales by 2026, rising to 50 percent of all sales in 2030. What’s more, 16 states and the District of Columbia have opted in to California’s program.

NHTSA, EPA, and California are essentially pushing manufacturers to eliminate ICE-vehicle production in favor of EVs. Naturally, this will accelerate the demand for commodities required to manufacture car batteries, which will increase the cost of EVs. Ford recently announced that due to rising material costs, the Mach E EV costs $25,000 more to manufacture than the equivalent sized gasoline-powered Edge. Nationally, the average price of EVs is currently more than $15,000 higher than the cost of gasoline-powered vehicles, and the gap is widening.

Moreover, we are likely looking at a shortage of ICE-powered vehicles, as there will be few models that meet the new emissions requirements. Vehicle affordability will be made worse with rising interest rates. With a smaller volume of sales, manufacturers will be forced to increase prices on both EVs and gasoline-powered vehicles. Customers priced out of the market will keep their older, less-safe vehicles that have higher emissions and consume more fuel. Of course, the lack of new vehicles will likely intensify the shortage of used vehicles, which has led to soaring prices for used vehicles in recent months.

The law of unintended consequences almost always follows even the best-intentioned law or regulation, and that will certainly be the case here. Few people have any concept of what the total impact of these regulations will be, though we will all certainly find out soon. My advice is simple: prepare to pay a whole lot more for a new car in the coming years, if you’re able to find one.

Written By: Tim Benson

Tim Benson (tbenson@heartland.org) is the senior policy analyst at The Heartland Institute, a national free-market think tank headquartered in Arlington Heights, Illinois.
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Old 07-02-2022, 09:21 PM   #4
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i post 3 articles in this thread.

this carbon sequestration is pretty stupid. wasting good money where it could be spent elsewhere.

biden is burning candles on both ends of the stick by way of EPA.

if the manufacturers can't meet the new standards, they won't be able to sell cars.

they're forcing refiners on new cafe standards. a number of refiners are shutting down their crackers here and there because its no longer profitable to refine them. most can't get ethanol exemption.

hes picking up where obama left off, he tried to do this but did not succeed.

looks like he might pull this off and damage the sector for years to come.

what a POS.
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