As part of the U-M Energy Survey’s ongoing reports regarding the affordability of energy, this brief focuses on the newest wave of data through January 2016. We measure American consumers' views of their energy costs with two affordability indices, one for home energy and the other for gasoline. Each index is based on the costs that consumers say they would find unaffordable compared to their actual energy costs—that is, their own home energy bills and the national average price of gasoline—during the month they were surveyed
It’s Friday, so it’s okay to goof off and watch a video, right? Here’s a short animation by Faculty Affiliate Ming Xu, showing 1500 vehicles moving through Ann Arbor during the day: https://vimeo.com/160034086
Low gas prices create a detour on the road to greater fuel economy
New York Times, feat Michael Sivak and UMEI board member Christopher Grundler
As business between the United States and Cuba grows following President Obama’s historic Havana trip this week, forging ties in the energy sector would benefit both countries.
Cuba’s energy infrastructure is an odd mix of old and new. On the one hand, Cuba still burns crude oil for most of its electricity (one of very few countries to do that). Its antiquated electric grid includes decaying, half century-old equipment. Its vehicle stock is famous for Buicks and Pontiacs dating to the 1950s.
Up for debate: RFS has increased rather then decreased the amount of CO2 entering the atmosphere (scroll to bottom)
Bloomberg Government, feat. John DeCicco
The claims that biofuels reduce CO2 emissions rely on lifecycle analysis, a method for comparing the so-called carbon footprint of various fuels. When it expanded the RFS through the Energy Independence and Security Act of 2007 (EISA), Congress required EPA to evaluate the lifecycle emissions impact of non-grandfathered biofuels. The agency also adapted the method for its RFS impact assessments. EPA did not originate lifecycle analysis. Rather, the methods used were largely developed by the Department of Energy and academic proponents of renewable energy, and their use was advocated by green groups that back the RFS.
Unfortunately, these lifecycle analysis methods make a serious mistake by assuming that biofuels are automatically carbon neutral. In reality, only under certain conditions does replacing a fossil fuel with a biofuel neutralize the CO2 leaving the tailpipe. For that to occur, harvesting the corn or other feedstock must greatly speed up how quickly cropland pulls CO2 from the air.
Retail gasoline prices are now as low as they were in the “roaring ‘90s.” The 1990s, that is, when the energy crisis of the 1970s had faded from American consumers’ memories, the economy was strong and the market share of sport utility vehicles (SUVs) had more than tripled over the decade.
Energy Institute Research Professor John DeCicco testified on March 16 before the U.S. House Committee on Oversight & Government Reform's Subcommittees on Interior and on Health Care, Benefits and Administrative Rules. The purpose of the hearing was to "examine the Environmental Protection Agency's management of the Renewable Fuel Standard program," which mandates a certain percentage of biofuels from corn be added to commercially sold gasoline in the United States with the twin goals of reducing greenhouse gas emissions and reducing reliance on imported oil.
Three University of Michigan professors are among the 126 early career scientists and scholars from the United States and Canada selected as 2016 Alfred P. Sloan research fellows.
The foundation honors researchers it deems "rising stars, the next generation of scientific leaders." The fellows, who were nominated by their peers and chosen by a panel of senior scholars, each receives $55,000 to further their research.
Each year, investors eagerly await Warren Buffett’s annual letter to Berkshire Hathaway’s shareholders. And well they might: under his leadership, Berkshire’s compounded annual growth rate from 1965 to 2015 was 20.8%, far better than the 9.7% achieved by the S&P 500.
Receive up to $100K in funding from the U-M MTRAC Transportation program. The goal of the program is to accelerate the development and commercialization of advanced materials, robotics and autonomy, sensors, electric vehicle drivetrain/propulsion, software/controls/data, and advanced manufacturing processes. Awarded projects are financed through a 12-month grant and mentored by a team of industry experts and venture capitalists.
The University of Michigan Energy Institute and the Michigan Institute for Teaching and Research in Economics will host the third annual TE3 conference on Friday October 28, 2016. Held in the heart of the nation's automotive industry, leading researchers and members of the automotive, energy, and regulatory communities will debate key fuel-economy and emissions issues in the current economic and policy landscape.