Emma Lee / WHYY
Pennsylvania Gov. Tom Wolf visited a school in South Philadelphia Thursday to stump for his severance tax proposal.
The location was strategic, giving Wolf a chance to highlight the kind of infrastructure projects he’d like to complete with the $4.5 billion his administration says the tax would produce.
Unlike past years, Wolf proposed the tax as a separate item from the general budget. He wants the revenue earmarked for an initiative called “Restore Pennsylvania,” which would address things such as flooding, broadband access, public transit, and, as emphasized Thursday, school repair.
By separating the money this way, Wolf said he hopes to alleviate fears that the money would disappear into the state’s general fund.
“This is for specific capital projects to address the real needs of Pennsylvanians,” Wolf said Thursday.
The governor appeared alongside other officials at John H. Taggart School in South Philadelphia. The state and city set aside a combined $15 million last year to remove lead paint at Taggart and 29 other public schools in Philadelphia.
That emergency money came after a series of articles in The Philadelphia Inquirer and Daily News highlighted dangerous conditions in the city’s aging schools.
By the district’s own account, it would take $4.5 billion to bring all of its buildings up to code.
Wolf believes some of the money raised through his proposed severance tax should go toward rehabbing old schools. He framed the idea as a money-saving initiative.
“If we do that, we’re saving ourselves the billion dollars it would cost to build each of these school buildings from scratch,” Wolf said.
Pennsylvania is the only state with a large natural gas industry that also does not impose a severance tax on producers. The commonwealth does levy an “impact” fee for each new well drilled.
Opponents of the tax say it would hamstring energy companies and kill jobs.
So far, the debate has produced stalemate after stalemate.
Wolf, however, believes separating the tax proposal from the general budget will help get it passed faster. It also allows him to highlight the potential uses of the revenue, much like Philadelphia Mayor Jim Kenney did when he campaigned for a sweetened beverage tax.
Wolf’s stop Thursday at Taggart was part of that effort.
He did not say how much of the $4.5 billion would go specifically to school construction or projects in Philadelphia.
“I’m open to having the legislature work with me and figure out exactly how we spend this money,” the governor said.
Documents indicate Sunoco has a new maximum operating pressure for the line, which is under construction. An engineer who conducted a risk assessment of the Mariner East project said a higher pressure increases risk.
These photographs depict scenes from Three Mile Island Nuclear Generating Station in Middletown, Dauphin County, and the surrounding region in the days before and after the partial meltdown at the Unit 2 reactor.
After the accident at Three Mile Island, Dickinson College teacher Lonna Malmsheimer interviewed about 400 residents. One thing she noticed was how many people turned to fiction to make sense of the real-world events around them.
In the absence of a long-term solution, the country’s nuclear power plants are left with one option: indefinite on-site storage.
Crews are investigating whether gasoline leaked from a Sunoco pipeline in Berks County, the state Public Utility Commission said in a news release.
The PUC said people reported a “strong gasoline odor” on Sunday near a home on Mountain Home Road in South Heidelberg Township, near Reading. The Bureau of Investigation and Enforcement’s Pipeline Safety Division, PUC’s independent investigation and enforcement bureau, as well as crews from Sunoco are trying to figure out whether a leak occurred.
The pipeline is a 14-inch steel line that was moving gasoline on Sunday, the PUC said. The line transports petroleum products from Sunoco’s Montello terminal near Reading to north-central Pennsylvania and New York state.
Sunoco workers dug test holes and a trench to try to find the source of the odor. “Testing of the monitoring wells and soil around the site is ongoing,” PUC spokesman Nils Hagen-Frederiksen said.
A spokesperson for Energy Transfer, Sunoco’s parent company, could not immediately be reached for comment.
The 14-inch line is not part of Sunoco’s Mariner East pipeline project. Those lines carry, or will carry, natural gas liquids.
Eugene DePasquale said he is gathering feedback for a report on how climate change-related issues could affect the state's finances, and what actions the state can take.
The 2017 Penn State College of Medicine study found a certain type of thyroid cancer to be common to those who were near the nuclear plant during the accident.
"We're getting conflicting reports too," Gov. Dick Thornburgh said in response to a reporter's question at a press conference March 30, 1979.
When it comes to electric cars, battery-powered vehicles dominate the roads. Sales of battery electric cars are set to take off. Auto companies are making more models, and countries are passing regulations to reduce carbon emissions. Even states like Pennsylvania have a plan to encourage more residents to buy battery electrics.
But Japan isn’t sure that’s the future — or, at least, the only future for electrified transportation. The country has ambitious goals to become the “hydrogen society,” and right now, the focus is on its automakers.
At Toyota’s LFA Works factory in Aichi prefecture, workers install the carbon-fiber hydrogen tanks on Toyota’s new hydrogen-powered fuel cell car, known as the Mirai — which means “future” in Japanese.
This tiny factory, within Toyota’s larger Motomachi plant, produces only about 10 cars each day. All are assembled by hand.
Plant manager Matsuo Yoshiyuki owns a Mirai and loves driving it.
“I believe in the future of hydrogen,” he said. “It’s very important for the [environment].”
But Yoshiyuki says owning a hydrogen car isn’t very convenient.
“Sometimes I have problems [filling up] with hydrogen,” he said. “There are not enough stations and the hours are very limited.”
A hydrogen fuel cell doesn’t burn anything — it uses a chemical reaction between the hydrogen and the oxygen from the air to produce electricity — and hydrogen-powered cars emit only water. So in a world striving to reduce its carbon emissions, it sounds like a great alternative to the internal combustion engine.
But the Mirai is expensive — even with generous Japanese government subsidies that bring it down from the equivalent of $70,000 to $50,000. The largest cost is the fuel cell, which Toyota says will drop as production ramps up.
Hiroo SasoHydrogen’s chicken and egg problem
The lack of hydrogen fuel infrastructure challenges automakers. Only about 11,000 fuel cell vehicles are on the road worldwide, according to Juan Pontes with EV Volumes. About half are in California, where strict emission regulations and tax credits incentivize electric vehicles. It’s hard to convince consumers to buy a car they can’t easily fuel up. And it’s just as difficult to get energy companies to build the infrastructure if there aren’t enough vehicles to make it profitable.
Part of Japan’s goal to be the first “hydrogen society” includes a target of building 900 hydrogen fueling stations by 2030. The country’s roughly 100 stations were subsidized by the government with continued operational support from manufacturers like Toyota.
The energy ministry has ambitious goals in the lead-up to the 2020 Olympics. The city of Tokyo plans to deploy 100 hydrogen fuel cell buses for the games, with a longer-term goal of 200,000 such vehicles in the next six years.
Hydrogen vs. battery electric
With about five million plug-in battery electric cars worldwide, fuel cell cars are in their infancy. Hydrogen’s detractors say the fuel cell doesn’t make sense given the greater energy efficiency of plug-in battery powered vehicles.
But in countries like Japan, where much of the population lives in dense urban areas, it’s not easy to charge up a battery electric vehicle. It’s here where companies like Toyota are banking on the convenience of hydrogen over plug-ins.
Matthew Klippenstein, co-author of online publication Fuel Cell Industry Review, says without a garage, or regular parking space that has access to an electrical outlet, hydrogen fuel cells make more sense.
“There’s just no behavior change as long as you have [hydrogen] infrastructure in place,” he said. “We go to the same gas station and fuel up in the same few minutes and just keep on tootling on. And I think that is ultimately the reason that Toyota and other carmakers now have more interest in fuel cells.”
Klippenstein says he sees the divide between hydrogen fuel cells and battery electric plug-ins tracking the parallel path as the gasoline and diesel split familiar to American consumers.
“We will see a similar split where batteries will, for decades at least, dominate the light duty vehicle passenger cars whereas fuel cells will ultimately win out in the heavier applications.”
In South Korea, where the majority of residents also live in urban areas, automaker Hyundai just announced that it plans to produce 700,000 fuel cell cars a year by 2030.
The Hydrogen Society
A new hydrogen fuel plant is rising several yards from Fukushima’s Daiichi nuclear power plant, the site of the nuclear plant meltdown after the 2011 tsunami.
That accident forced Japan to shut down all of its nuclear reactors, which had provided about one-third of the country’s electricity. Eight have since re-opened. Despite that energy source, Japan has always had to import all of its fossil fuels and is the world’s No. 1 importer of liquefied natural gas, according to the U.S. Energy Information Administration.
But hydrogen is abundant, and the fuel could be produced anywhere.
Ken Koyama from the Institute of Energy Economics, a Japanese think tank, agrees that hydrogen is a good bet for Japan.
“We are always talking about the long run future,” Koyama said. “It’s not the next year or a five-year time horizon. It’s a 20-year, 30-year, 40-year, 50 years because if we are really thinking about climate change it’s a long-, very, very long-term strategy is critical.”
Producing the hydrogen fuel is itself energy intensive. And critics point out that while the hydrogen fuel cell car emits only water, if fossil fuels are used to produce the hydrogen fuel, then the vehicles still contribute to global warming, just as battery electric vehicles charged with energy produced by coal plants can’t be considered completely carbon-free.
“So it’s not really clean if that is the case,” says Kimiko Haraka of the Kiko Network, a Japanese environmental group.
Haraka is critical of a plan by a number of Japanese companies, including Kawasaki Heavy Industries, J-Power, Iwatani Corporation and Marubeni, to build a plant in Australia that would use lignite coal to produce hydrogen for fuel cell vehicles. She also worries that the many subsidies for hydrogen come at the expense of promoting renewable energy.
Still, Bertel Schmitt, a former car industry advertising executive who lives in Tokyo, says it makes sense for Japan and its automakers to include hydrogen vehicles in their long-game plan.
“They pretty much realize that the exhaust regulations will get tougher and tougher,” he said. “What is being enacted right now, in 2020 in Europe, is nothing compared to what will come five years later, 10 years later.”
For now, though, Schmitt says the internal combustion engine remains the cheapest and most convenient car on the market. Despite massive investment, he says Toyota knows hydrogen won’t be taking over the roads anytime soon.
“They know that the guy sitting in the hydrogen fueling station will be very, very lonely for quite a while.”
Travel for this story was made possible with help from the International Center for Journalists.