Peak Oil and The Madison Peak Oil Group

Wednesday, April 14, 2010

“America is addicted to oil.” -President Bush, State of the Union Address 2006”

"I believe we have peaked out at 85 million barrels of oil a day globally." -T. Boone Pickens, 2008.

"The Peak Oil Debate is essentially over and we have won. What remains is a quibble over timing." –Dr. James Schlesinger, first Secretary of Energy, former Secretary of Defense and Director of the CIA, 2010.

What we need to do is to alarm the governments. [Big] growth in demand is coming from China, the Middle East, India…The question is whether…we can [sufficiently] increase production…Even if demand did not grow for the next 20 years, to compensate for the decline in existing fields,…we would have to find and develop four new Saudi Arabias….

Inadequate investment by oil producers risks an "oil crunch" in the next five years which will jeopardize any hope of world economic recovery.

Fatih Birol, Chief Economist, International Energy Agency (IEA) 2008 and 2010


UNDERSTANDING PEAK OIL

The "Peak Oil" pattern is an essential key to understanding the history and the future of energy resources. Oil production from finite resources can not increase ever upward or follow a straight line forward. The natural pattern for exploitation of a limited natural resources in a limited geographic area is a bell-shaped curve peaking at approximately the mid-point of resource extraction. This was discovered by M. King Hubbert, a petroleum geologist, observing the pattern in individual oil fields and production regions. In the beginning, discovery and consumption accelerate to a peak (or wider plateau) until half of the resource has been consumed. Past this point, the most easily accessible deposits have been exploited and production must shifts to more difficult and expensive sources. Production eventually dips into permanent decline--at varying rates and with temporary humps along the way.

Those who claim that this pattern is not universal are the widespread "cornucopians"—largely economists—who believe that oil production can be expanded almost without limits as new technology and investment are applied. A related fallacy is that production will continue on an even plateau to exhaustion and that constant future oil supply can be anticipated by dividing total reserves by current consumption.

Hubbert successfully confounded these views when he predicted the peak of oil production in the U.S. in 1970 (see above chart.) Based on similar analysis, a majority of world geologists and energy analysts predict a peak of world oil production somewhere between now and 2035, with steadily declining production thereafter.

Without adaptation, high fuel prices and supply shortages may render a severe shock to the U.S. economy, because we are highly dependent on a high constant flow of oil from world markets at relatively low prices. Relatively small and temporary oil supply short falls and speculative price spikes in 1973, 1979 and 2008 caused very high gas prices and shortages and triggered severe recessions.

When oil demand finally outpaces supply, the U.S. will face a severe and permanent drag on its oil-based economy. Without unlimited cheap oil, our car-based life-style and dispersed communities will be difficult to maintain. We can adapt successfully, but not without effort and change. Preparation now avoids suffering later.

WHY IS PEAK OIL A THREAT?
#1 The key issue is the daily FLOW of OIL to the world market—not the ultimate oil in the ground—because operation of the modern economy depends on a continuous flow of liquid fuel. Complex physical, economic and governmental factors can combine to limit flow below potential. Lately, many of these forces are becoming unfavorable.

#2 The MIX OF "OIL" (or liquid fuels) of the future will be more difficult and expensive to extract per unit of energy produced. According to the International Energy Agency, the availability of "Conventional" cheap, free-flowing, reasonably-accessible crude oil peaked in 2007, and will continue to decline in the future. This oil will be largely replaced by "unconventional oil" that must be extracted from deep offshore wells, remote Arctic locations, or heavy oil embedded in sand and rock. The energy produced versus the energy required for its production will be much less favorable than for crude oil.

#3 The pace of OIL DISCOVERY has long ago fallen behind accelerated consumption. The rate of world oil discovery peaked in the 1960s and there have been few new "giant" fields found since then.

#4 The rate of DECLINING PRODUCTION from existing oil fields is very close to current capacity additions. An International Energy Agency (IEA) survey of existing world oil fields found a depletion rate of 4.5% per year (twice previously estimated). If new projects falter, there is a serious risk of oil shock in the next few years.

#5 NEW TECHNOLOGY OFFERS HOPE, but has not significantly changed the amount of oil discovered or the amount of oil that can be extracted from crude oil fields. This is despite such advances as 3-D seismic exploration mapping, directional drilling, hydraulic fracturing, and deep sea technology—and in spite of high market prices and increased investment.

#6 COST WILL LIMIT our ability to produce and use oil: Oil prices above perhaps $100 per barrel may drive our economy into recession. Unfortunately, these higher prices are needed to produce the new difficult oil. Some oil may prove too costly to produce.

#7 THERE MAY BE A "PEAK EXPORT" POINT IN WHICH OIL SUPPLIED TO THE WORLD MARKET MAY DECLINE BEFORE TOTAL PRODUCTION PEAKS. The International Oil Companies now control only 10% of the world's oil reserves, and must work in partnership with the OPEC cartel and National Oil Companies, which may not permit maximum production. 35 exporting nations have ceased exporting oil after their own production peaked.

#8 HUGE NEW CONSUMERS NOW COMPETE for limited world supplies: The oil demand of China, India and emerging nations is growing at over 10% per year. In the event of a price spike, they may be more able to pay inflated prices because of their larger financial reserves.

WHEN WILL TROUBLE COME
The peak of world oil production cannot be precisely predicted because of the complex interaction of the many forces above.

• Many informed sources see oil production precariously balanced on a bumpy plateau since 2005—about 86 million barrels/day—subject to periodic "oil crunches" as demand recovery bumps into supply limits.

• Disruptions in the next five or so years may still be followed by production growth, but a growing number of expert fear that world oil supply is nearing permanent decline.

• Major Energy Agencies—the International Energy Agency and U.S. Energy Information Agency—implicitly recognize limits on oil production in 10 to 20 years, but do not want to be responsible for predicting an early or severe crisis.

• Cambridge Energy Research Associates (CERA), consultants noted for optimism, predict a peak plateau of oil production in 2025 through 2040—hardly very reassuring.

WHAT IS TO BE DONE
Personally understand the near term risk and long term inevitability of reduced energy supplies. Overcome the psychological and political forces for denial.

Support a dynamic national energy program to encourage reduced gasoline consumption and development of replacement fuel capabilities. Prepare to support a range of measures from mileage standards to higher fuel taxes.

Support a ten year restructuring of our transportation system locally and nationally. Encourage robust local transit systems, high-speed intercity passenger rail, shifting freight from road to rail and water, and overall electrification.

Personally reposition ourselves to use less transportation. Use public transit or buy an electric or hybrid car. Live near work and vital services.

Adopt a transition lifestyle based on local resources of food and mutual assistance. Plant a garden.

THE MADISON PEAK OIL GROUP
The Madison Peak Oil Group (MPOG) was founded under the leadership of RENEW Wisconsin, an organization promoting renewable energy, to broaden the community discussion of the energy future. MPOG members closely follow of the research of the Association for the Study of Peak Oil and Gas-USA (ASPO), which leads the discussion of the risks of constrained fossil fuel supplies. Locally, MPOG supports the restructuring of the area transportation system through a strong Region Transit Authority, and improved intercity bus and local transit systems. It is also is participating in development of transitional lifestyles for the post carbon era.

What Can You Do Now?
First, educate yourself from the abundant online resources: the Madison Peak Oil Group , ASPO-USA, The Oil Drum, and Post Carbon Institute.

Then come to a Peak Oil Group meeting at 222 S. Hamilton on the first Thursday monthly. Or invite a presentation to your group.

Contact Us
Hans Noeldner, Coordinator, 608-444-6190
hans_noeldner@charter.net

Ed Blume, Website, 608-819-0748
eblume@renewwisconsin.org

Wisconsin's scaled-back global warming bill unveiled

Tuesday, April 13, 2010

From an article by Tom Content in the Milwaukee Journal Sentinel:

A revised state clean energy and global warming bill unveiled Tuesday scales back the scope of the bill but retains a commitment to expand use of renewable energy and open the door to construction of nuclear reactors in Wisconsin.

The revisions, obtained by the Journal Sentinel, were drafted in response to concerns raised by business groups and politicians that the original bill was too unwieldy, too controversial and potentially too costly.

Jettisoned from the package were mandates concerning transportation fuels, including a requirement that Wisconsin require greater use of low-carbon transportation fuels such as biofuels.

To reduce the overall cost of the package, the bill allows energy efficiency gains to count toward a portion of a mandate that 25% of Wisconsin's electricity come from renewable power sources by 2025.

A combined energy efficiency and renewable energy standard is also part of federal legislation that passed in the U.S. House of Representatives last year.

The state bill would allow one-fifth of the mandate to come through energy savings, most likely from major energy saving initiatives by factories and other big energy users.

Another change responds to concerns raised by utilities concerning a mandate that had been in the earlier bill concerning small renewable energy projects around the state. The mandate has been replaced with expanded funding for small renewable energy projects. The new proposal states a preference that much of that money be allocated toward manure digesters on Wisconsin dairy farms.

The latest version also underscores the consequences of the weak economy and declining sentiment for taking action on global warming.

Doyle signed an executive order creating the task force in April 2007 - well before the collapse in the economy. In December 2009, after details were known, many business groups attacked it and said the recommendations would harm the energy-intensive manufacturing sector.

But some other industries and companies, notably Johnson Controls, the state's largest public company, said the bill would create jobs and align the state to take advantage of emerging trends in sustainability.

At the same time, the public appears less concerned about climate change. A national Gallup Poll in March showed that the percentage of respondents who believe the seriousness of global warming is "generally exaggerated" has increased from 35% to 48% in two years.

"As introduced, the Clean Energy Jobs Act would reduce greenhouse gas emissions, create jobs, and help keep rising energy bills in check," said Keith Reopelle, senior policy director at the environmental group Clean Wisconsin, said in a statement. "The substitute amendment represents a compromise that will still accomplish all of these goals, but to a lesser degree than the original bill."

Clean Wisconsin is still reviewing the details of the changes.

"As we understand them, the changes in the substitute amendment will result in even more jobs and lower energy bills in the next few years by increasing short-term commitments to energy efficiency," Reopelle said. "However, paring back the renewable energy standard will likely result in less rate relief in the long term, because renewable energy helps hedge against the rising cost of fossil fuels."

Dane County Cow Power is farming for the future

Sunday, April 11, 2010

From a guest column by Scott Schultz, executive director of the Wisconsin Farmers Union:

Manure happens. Farmers know that all too well.

Farmers also know that well-managed manure can be a valuable resource instead of being a waste with the potential of polluting lakes or drinking water.

Dane County Executive Kathleen Falk has recognized manure’s resource capabilities, so has championed a novel manure solution. The Dane County Cow Power project, a community digester in the town of Vienna, will take the manure from 2,500 cows and produce electricity. In the process, manure is broken down by bacteria, releasing gases that can be burned in an electric-producing generator. The project will power more than 2,500 homes, and special technology in the digester will remove much of the phosphorus -- the nutrient that stimulates lake algae.

The idea of turning waste into energy has been around for centuries. But removing phosphorus in the process is new -- and a very big clean-water innovation. Only a handful of digesters are doing it. This project can be a model that can be replicated across the Midwest.

The project has three winners -- dairy farmers who need better solutions to manage their manure, utilities that can buy electricity produced from cows rather than coal, and people who want clean water to drink and clean lakes to swim and fish in.

The United States has 140 biogas digesters while the European Union has nearly 10,000. Wisconsin leads the nation with 32 digesters counting Dane County’s Cow Power project. Germany, about twice the size of Wisconsin, is the world leader in biogas production and has 5,300 digesters, mostly from small farms. They employ more than 10,000 people in the biogas industry.

Moving toward a more renewable energy economy will take big ideas. Making renewable energy from manure is one of them. Dane County’s Community Cow Power project is smart farming for the future.

Don't blame Greyhound!

Thursday, April 08, 2010

Sent: Thursday, April 08, 2010 3:59 PM

To: Various city officials and alders

Subject: You can't be serous in blaming Greyhound for the "recent chaos"

On behalf of the Madison Peak Oil Group, Inc., we were incredulous to read the following statement, blaming Greyhound for the "recent chaos:"

Throughout the discussions Greyhound was repeatedly told that the recent chaos was not acceptable. They were specifically told that the recent chaos could not happen again. Greyhound stated that they are committed to serving Madison and to finding a location that works for the city and their customers.

The Madison Peak Oil Group was the first and one of the only voices in Madison to raise concerns in February of 2009 about the demolition of the Badger Bus Depot on West Washington Avenue. Our members testified to numerous city committees and the council about the need for the city to plan for a bus stop.


The city's response: Absolute disinterest! Completely blank faces when we asked whether staff and committee members had any questions or comments!

If a city staff person again says, "this chaos is unacceptable," we hope that the person is looking in a mirror.

Sincerely,

Ed Blume
Facilitator, Madison Peak Oil Group, Inc.
222 S. Hamilton St.
Madison, WI 53703
608.819.0748


________________________________________
From: Schmidt, Chris
Sent: Thursday, April 08, 2010 11:55 AM
To: ALL ALDERS
Cc: Piraino, Janet; Mikolajewski, Matthew; Harmon, Ray; Dryer, David; Cieslewicz, Dave; Kamp, Charles; Cooley, Timothy
Subject: City meeting with Greyhound recap

Dear Alders,

At 4pm Wednesday, April 7 there was a meeting called by Ray Harmon that brought together several city staff members (from Traffic Engineering, Metro, and Planning and Economic Development), three representatives from Greyhound, Alders Bidar-Sielaff, Maniaci, and Schmidt, and former Alder Robbie Webber (acting in her position as chair of the LRTPC). The purpose of the meeting was to discuss short, mid, and long range plans for a Greyhound location. The Greyhound representatives included their Regional Vice President out of Dallas, their District Manager from Chicago, and their Area Manager from Minneapolis.

Greyhound updated everyone on their plan to have the station, with ticketing, at the TA truckstop at I-90 and US 51. During the discussion they were advised that Kelley Williamson Mobil on West Washington was available as a site for an intercity bus stop. It was decided that Greyhound would contact KW to explore the feasibility of using that location. Our ordinance does allow that, however there could be space issues with putting two buses at the curb at the same time, so Greyhound will contact Badger Bus to determine if there will be a problem with conflicting schedules. KW could work as just a loading site, especially if they retain a ticketing site at the TA trusckstop. In light of that Greyhound will also look for a site that can act as a mid-term solution, something they can use for a few years without moving. City staff offered to help Greyhound locate a site if they desire. Greyhound currently has a local broker working to find them a site. The long-term solution that was discussed was a multi-modal station. Greyhound is very interested in being involved in those discussions at an early stage. They've worked with other cities on such stations.

Throughout the discussions Greyhound was repeatedly told that the recent chaos was not acceptable. They were specifically told that the recent chaos could not happen again. Greyhound stated that they are committed to serving Madison and to finding a location that works for the city and their customers.

To summarize:
1) In the short term, Greyhound will continue to open their station at the TA truckstop. They will contact Kelley Williamson to see if they can do pickup and possibly sell tickets there. We also stressed the importance of contacting Alder Veveer since KW is in his district.
2) They will look for a mid-term solution to serve in the interim until we have a multi-modal station in place. City staff is ready to help as needed.
3) They support the concept of a multimodal station and want to be engaged in related discussions.

Alder Bidar-Sielaff contacted Alder Verveer on Wednesday night to update him on the discussion that had occured.

Best,

Alders Schmidt, Manaci and Bidar-Sielaff

More fed funds may be available for high-speed rail plans

Wednesday, April 07, 2010

From an article in The Milwaukee Business Journal:

Although opponents are still trying to stop a high-speed rail project between Milwaukee and Madison in its tracks, the Federal Railroad Administration (FRA) announced this week that it is making even more federal dollars available for states to plan additional rail lines.

The FRA said it will begin accepting applications this week for $115 million in planning and construction project funds for more high-speed intercity passenger rail.
Wisconsin could apply for some of that additional federal money to help with the planning to extend the line to the Twin Cities.

The agency will make available $50 million in planning project funds appropriated under the U.S. Department of Transportation fiscal 2010 budget and approximately $65 million in residual construction project funds appropriated under its 2009 budget.
“We are excited to move forward the President's vision on high-speed rail and are working quickly to get funding in the hands of states,” said U.S. Secretary of Transportation Ray LaHood.

“We look forward to working with states to lay the groundwork for their high-speed rail programs and also help other states get specific projects off the ground so that jobs can be created in the near-term,” said FRA Administrator Joseph Szabo. “These funds supplement the President’s initial down payment on high-speed rail and represent a commitment to developing a world-class transportation network.”
Applications and proposals for the funds will be due back to FRA by May 19, with selection announcements to be made over the summer.

RTA talk with Steve Hiniker

Tuesday, April 06, 2010

Date: Tuesday April 13, 2010
Time: 7:00 pm - 9:00 pm
Location: 455 N Park (Humanities Bldg.) Rm. 2619
Notes: Co-sponsored by UW Student Bus Advocates and Madison Area Bus Advocates

Rate dispute might doom local wind power project

Monday, April 05, 2010

From an article by Karen Rivedale in the Wisconsin State Jounral:

A local company's plan to build a small wind farm just outside Madison and create more than 100 jobs is hanging by a thread amid a standoff with Madison Gas and Electric Co. over the price of electricity to be generated at the site.

The company, Wave Wind LLC of Sun Prairie, says it needs 8 cents per kilowatt-hour to make the project viable. MGE is only willing to pay 2.9 cents.

"That rate won't even allow us to put a shovel in the ground," said Tim Laughlin, president of Wave Wind at 4589 Highway TT. "The utilities have to recognize that (green power) will be part of the culture. It will be part of what we're dealing with on all levels, and they'll have to figure out a way to make it work."

Wind-farm supporters say the project - which the company likely will move to another state if a deal can't be worked out - would produce clean energy for 2,400 homes annually, for just a few pennies more on a $50 monthly bill.

But MGE says it can get renewable energy even more cheaply now and potentially well beyond 2020.

Renewable energy expert Michael Vickerman agreed that locally produced wind energy wouldn't be the cheapest option, given competition from states like Iowa and Minnesota, which have stronger, steadier wind patterns.

But he said a local wind farm could still generate significant energy and would cost only "marginally more" than other sources, with benefits beyond dollars and cents.

"MGE has a customer base that is deeply committed to sustainable energy," said Vickerman, executive director of RENEW Wisconsin, a Madison nonprofit that promotes clean energy. "It sends a powerful signal to component manufacturers, to the construction and building trades, to local governments and to economic development officials."

MGE officials did not return calls for comment.

Tenney neighborhood association president goes solar

Monday, March 29, 2010

From an article in the newsletter of the Tenny Lapham Neighborhood Association:

Richard Linster and Patty Prime, 432 Sidney Street, have bounded into the future by converting their home into a minipower plant that uses the sun to produce clean renewal energy.

Richard wanted to be part of the alternative energy future. The first step was an appointment with Larry Walker, Madison’s “Solar Agent”. His services are provided free of charge through the MadiSUN Solar Energy Program. solar@ cityofmadison.com. Larry Walker evaluated their property to see if it was suitable for solar power collectors and determined that it was. Richard and Patty were on their way to “green”.

Maximum power production from solar collectors requires that the solar panels face the sun at an optimal orientation and that the view of the sun be unobstructed. The amount of power generated by the panels and an early payback time rely on this optimal orientation.

Having a site that works well, Richard and Patty chose to install a solar electric system known as a photovoltaic or PV system. This system produces electricity as opposed to other solar systems that produce heat, often for hot water. They installed 25 (PV) solar panels that will generate 5.8kW (kilowatts) of electricity.

Wisconsin group to look at how Germany does green

Friday, March 26, 2010

From a letter to the editor of the Capital Times by John Imes, executive director of Wisconsin Environmental Initiative:

Ask me why I’m going to Germany.

Yes, it’s partly because I can celebrate the 20th anniversary of the Wisconsin/Hessen sister state relationship and the 20th anniversary of the fall of the Wall.

Yes, it’s partly because the delegation going with me includes the likes of Ambassadors Tom Loftus (Norway) and Rick Graber (Czech Republic), as well as Roberta Gassman, secretary of Wisconsin’s Department of Workforce Development, and other distinguished leaders from business, academia, and nonprofits.

But mainly it’s because Berlin, Frankfurt and Munich are rolling out a red carpet to showcase their bright green economic growth, which includes cutting-edge high-speed rail technology, advanced water systems, large-scale solar and biogas facilities, and new directions in environmental and economic cooperation.

I’m going on the March 21-29 trip because I want to help Wisconsin look beyond the traditional approaches and solutions to new strategies and policies that let us achieve the environment, quality of life and healthy business climate we deserve. I expect to capture, study, learn and bring back lessons on energy, transportation, manufacturing and higher education that are keys to the emerging green economy.

Where are we going? Here are a few stops:

•Cutting-edge high-speed rail stations, technology and systems: The largest employer in Germany and a major economic driver is the Deustche Bundesbahn (German National Railroad). Every 500 million euros invested in the network expansion creates approximately 12,500 jobs during the construction phase and roughly 2,500 to 3,400 jobs from related business and service providers. We will get behind-the-scenes tours of high-speed rail stations, construction, maintenance, control and virtual training centers.

• Clean-tech exchange program: We will study green building design and offshore wind generation that will provide up to 15 percent of German power by 2020.

• Reliable and environmentally friendly energy and water resources management: Wisconsin values balanced and diverse energy investments. So we’ll get to see examples of that with a large solar farm and a biogas facility that feeds refined biogas into the German natural gas grid. Another highlight will be a presentation on Bavaria’s water resources management, one of the most advanced water systems in the world.

• New directions in environmental governance: What sets Germany apart is its “can-do” attitude and demonstrated ability to bring all the players to the table. Germany’s National Association of Manufacturers and the Federal Environmental Ministry work together to address issues like climate change, set meaningful environmental goals, and provide flexibility and incentives for superior environmental performance. We know some of this because we borrowed similar ideas 10 years ago to help set up our bipartisan, groundbreaking Green Tier law, which was championed by Sen. Mark Miller and Sen. Neal Kedzie and signed by Gov. Jim Doyle.

County focuses on local transportation via RTA

Thursday, March 25, 2010

From an article by Ryan Rainey in The Badger Herald:

As Madison continues to grow and area officials consider more transit options, the Regional Transit Authority has the sole responsibility of determining the best form of public transit for the area.

The Madison-area RTA, which state authorities established last year after increased interest on the County Board, had its first meeting this month. The board will meet in the coming months and years to develop new transit plans for the Madison area.

RTA Board of Directors Vice Chair and Dane County Sup. Mark Opitz, District 26, said the RTA is a freestanding authority which does not make recommendations to regional governing bodies like the Dane County Board of Supervisors or the Madison Common Council.

Opitz said the RTA would be focusing mainly on improving services of the already existing Madison Metro bus service and assessing the volume of commuters between Middleton, the University of Wisconsin campus, Downtown Madison and Sun Prairie.

“We are trying to get our hands around all of the issues pertaining to transit,” Opitz said. “What we are doing in the next meeting is going through existing studies that have been completed pertaining to bus, commuter and any aspect of transit service”.

One hanging question the RTA will consider in the years to come will be whether to utilize light commuter rail or Bus Rapid Transit for use in the Middleton-Madison-Sun Prairie corridor, Opitz said.

BRT systems, which Opitz said have been successful in cities such as Kansas City, Mo., use dedicated lanes solely for bus use. The lanes can either be elevated to avoid stoplights or constructed at grade level, usually in the medians of major thoroughfares.

City and state officials have talked in the past of including a connection to a BRT or commuter rail link at the yet-to-be-determined site of a high-speed rail station. Opitz said the RTA’s priority is ensuring a strong bus system that additional transit resources support.

Case Builds for the Clean Energy Jobs Act Bills

Wednesday, March 24, 2010

From Wisconsin Renewable Quarterly, Spring 2010, the newsletter of RENEW Wisconsin:

After holding five public hearings on the Clean Energy Jobs Act (CEJA) legislation, the committees’ co-chairs signaled their plan to hammer out a set of substitute proposals in meetings among themselves.

While waiting for the expected substitute amendment sometime in late March, proponents continue to build the public case for passage in this legislative session.

The refashioned bill will likely retain the core provisions in the original, specifically:
+ 25% renewable energy standard(RES) by 2025;
+ 10% in-state renewable energy set-aside, also by 2025; and
+ Energy efficiency goals to begin reduction of consumption in 2011.

The original legislation (AB 649/SB 450) also contained a requirement that the Public Service Commission (PSC) increase buyback rates for small renewable systems. This controversial section is likely to be reworked substantially in the substitute amendment.

Since the introduction of the bills in early January, many affected interests have bombarded the print and electronic media with news releases, advertisements, economic analyses, news conferences, commentaries, and photo opportunities in hopes of influencing the Legislature before the session ends.

Just to list a few examples from the proponents:
+ RENEW Wisconsin released a study in February showing that increased renewable energy buyback rates, by themselves, would have a minimal impact on base residential electricity rates;

Other newsletter articles:
Tour Spotlights Homegrown Renewables
Energizing Fort Atkinson Schools
Clearing Up Lakes with Clean Energy
Of Molehills and Renewable Energy
Calendar

Dane County gets $2.2 million for "Green Energy Dane Plan"

Tuesday, March 23, 2010

From a news release issued by Dane County Executive Kathleen Falk:

Dane County Executive Kathleen Falk announced today that the U.S. Department of Energy (DOE) has approved over $2.2 million in economic stimulus funds for county energy efficiency and renewable energy projects that will save taxpayer dollars, create green jobs and reduce greenhouse gas emissions. The county submitted its "Green Energy Dane Plan" to DOE last fall and just received notification the plan has been approved.

"Dane County has been a leader in implementing energy efficiency, renewable energy and green government programs," said County Executive Falk. "These economic recovery funds allows us to go a step further and make a major investment in energy solutions that will strengthen our economy by saving taxpayer dollars, creating local jobs and reducing greenhouse gas emissions."

The federal dollars will fund a number of projects to make more than 50-year old county buildings much more energy efficient and less costly to operate. That includes installing solar panels on the roof of the City-County building to help provide hot water. Energy-saving lighting and modern heating and cooling systems will also be purchased and the building’s vintage 1956 hot water system will be replaced with energy-efficient tanks. Solar panels will also be installed at various county facilities and Dane County will sell that solar-generated electricity back to local utilities. . . .

Included in the "Green Energy Dane Plan" is nearly $350,000 to conduct a feasibility study to explore the economic, job creation, and renewable energy potential of building a food waste digester plant. Waste food that now goes into the garbage or down kitchen disposals could one day generate up to $4-million in locally-produced green energy. Dane County is reviewing proposals from firms interested in doing the feasibility study and developing an initial site design. A company will be selected later this spring to perform the study.

Marquette Neighborhood Assn. supports central station

Monday, March 22, 2010

From a letter from the Marquette Neighborhood Association sent to Mayor Dave Cieslewicz and others:

The Marquette Neighborhood Association (MNA) is excited about high speed passenger rail service coming to Madison. We support increasing multi-modal transportation options in our city and the region. MNA urges that the city plan for a rail station as far into the East Rail corridor as is feasible.

The rebirth of passenger rail is also a unique opportunity for the city to plan for a transportation hub around the passenger rail station. The recently formed Regional Transportation Authority (RTA) adds another element of support for our automobile alternative transportation systems.

The city of Madison needs a transportation hub that is convenient for its residents and visitors. The rail station should also be located in an area that can support development. This is why the MNA board listened to a recent presentation on the Yahara Station proposal with great interest. The location at First Street would build connections to existing bus lines, bike paths and would be close to proposed commuter rail. It is also located on the edge of the Capital East development corridor. We were excited about the possibility of a station at that location.

There are other alternatives however, and we support a location in the East Rail corridor, closer to the city center. There is more space and development opportunity in the heart of the East Rail Corridor between Blair and Baldwin Streets. This area would also be to the South of East Washington Avenue for easier connections to proposed commuter rail. The first passenger trains will be travelling between Madison and Milwaukee. Regardless of where the station is located the train will need to be redirected to Milwaukee. This would be the case at the airport or First Street. There are existing rails in the corridor for outbound trains to head to Milwaukee or Minneapolis when that route becomes available in 10 or more years. We would like our neighborhood to be considered in the environmental assessment studies for the Madison station.

Madisonians look to Arlington Heights for ideas on train station

Friday, March 19, 2010

Village of Arlington Heights Director of Planning Charles Perkins (facing camera) briefed a Madison delegation in front of the Metra train station, designed to fit into the transporation oriented design of downtown Arlington Heights.



From an article by Joe Tarr on the Isthmus Daily Page:

When Ed Blume saw Arlington Height’s downtown area, he realized that Madison had some work to do if it hoped a high-speed rail station could be an impetus for development.

“I guess I was thinking we’ll just plop the station down some where and let development happen around it,” says Blume, a representative with RENEW Wisconsin, which organized a field trip Wednesday to the Chicago suburb. “Well that’s probably not the best way to do urban planning.”

“You have to have a vision,” he says. “And if you want it to work really well, you’ve got to lay that vision out. And then you’ve got to look for developers who want to fulfill that vision.”

But Blume was inspired by what he saw in Arlington Heights, which has a downtown station on Metra’s Harvard commuter line. And he thinks Madison could learn a lot from the community. The city is looking for examples on how to develop its own train station as it prepares for a high-speed rail link from Chicago.

The Arlington Heights downtown area is a new urbanist development, with lots of shops, offices and retail surrounding the train station. It’s high-density neighborhoods constructed of red brick.

“If the development around a [Madison] train station could mirror what they have done, it would be a remarkable success,” he says. But not every community on the Chicago commuter line has made a train station work for them. “In other locations where the train stopped all you would see is a field of cars in this gigantic parking lot,” he says. Like Dutch Mill park and ride, only 10 times bigger.”

Time out for education on clean energy bill

Thursday, March 18, 2010

A letter to the editor of The Capital Times by Keith Spruce:

Dear Editor: Some opposition to the Clean Energy & Jobs Act (SB 450 & AB 649) rests on allegations of increases in the cost of energy under the act. This opposition could not find more contradiction when compared with the recent energy cost study report by Wisconsin’s Public Service Commission.

The Feb. 19 PSC study concludes that in all likelihood Wisconsin will be spending more on electricity in the long run if we don’t act to embrace renewable portfolio standards and take more aggressive action on energy efficiency. Somehow the cited a Wisconsin Policy Research Institute/Beacon Hill Institute study used as a basis to argue increased energy costs by some of the opposition could not be more off-key from our own state’s PSC analysis.

Every year, $16 billion leaves Wisconsin to pay for fuel. The Clean Energy Jobs Act is designed to improve our economy, save money and create jobs.

Maybe it’s a good to time to find common ground as we enter the post-peak-oil era and leave behind cheap fossil fuel that threatens us even more than a warm bottle of beer from global warming could.

Keith Spruce
Milwaukee

PSC appoints wind siting council

Wednesday, March 17, 2010

A news release from the Public Service Commission:

The Public Service Commission (PSC) today announced appointments to Wisconsin’s Wind Siting Council, an advisory body created by 2009 Wisconsin Act 40 (Act 40). Act 40 directs the PSC to develop administrative rules that specify the restrictions that may be imposed on the installation or use of wind energy systems. The new law also requires the PSC to appoint a Wind Siting Council that will advise the PSC as it develops uniform wind siting standards for Wisconsin.

“I am very pleased to have the Wind Siting Council up and running,” said PSC Chairman Eric Callisto. “Wind siting regulation is complex and sometimes controversial. I look forward to the Council’s input as we develop these rules for Wisconsin, and I thank the Council members for their service.”

Council members were selected to adhere to Act 40’s specific categorical requirements. The following people have been appointed to serve on Wisconsin’s Wind Siting Council:

Dan Ebert, WPPI Energy
David Gilles, Godfrey & Kahn
Tom Green, Wind Capital Group
Jennifer Heinzen, Lakeshore Technical College
Andy Hesselbach, We Energies
George Krause Jr., Choice Residential LLC
Lloyd Lueschow, Green County
Jevon McFadden, University of Wisconsin School of Medicine & Public Health
Tom Meyer, Restaino & Associates
Bill Rakocy, Emerging Energies of Wisconsin, LLC
Dwight Sattler, Landowner
Ryan Schryver, Clean Wisconsin
Michael Vickerman, RENEW Wisconsin
Larry Wunsch, Landowner
Doug Zweizig, Union Township

PrairieFire BioFuels Cooperative Fundraiser

Tuesday, March 16, 2010

Help Keep Your Local Biofuels Co-op Open!

On March 21 at the Brink Lounge (701 East Washington Avenue), PrairieFire is holding a fund-raiser in support of its new direction.

Here's how the evening will go:
5:00pm: Doors open. Donations accepted. Grab a bite to eat and a drink.
6:00-9:00pm: be entertained by local musicians and peruse items in a silent auction

We hope you and your family can join us for music, food, beer and fun! This will be a kid-friendly event. See pfbf.org for more information on entertainment or call 242-1689.

Arlington Heights: A Model for Yahara Station? A field trip, March 17

Monday, March 15, 2010

Arlington Heights: A Model for Yahara Station?
A Field Trip, March 17

The Arlington Heights, Illinois, stop of the Metra’s Harvard commuter line may reveal insights into the proposed Yahara Station for the intercity train between Madison and Milwaukee.

A field trip (via bus and train) to Arlington Heights will let citizens, policy makers, developers, and opinion leaders explore the Meta stop’s impact on the community and its transportation system with Charles Perkins, Arlington Heights’ Director of Planning & Community Development. (Plans are still underway to meet with other business and community leaders.)

Some questions in the search for transportation and development planning insights include:

1. Did the train stop spur development around the station? If so, did the development occur solely through private initiatives or were tax credits, TIF, or other incentives needed?
2. What sort of development occurred near the station--retail, commercial, residential, or a little of all three?
3. How does the train stop interconnect with other modes of transportation? Does it fit into a regional transportation plan?
4. Has automobile travel and air pollution been reduced? Or has congestion increased due to the train stopping and people driving to the station?
5. Did the downtown train station increase jobs in the area?
6. Who paid for the station? What was the cost? Who maintains it, at what cost?
7. What's the public reaction to the station?

Trip details
Depart Madison by chartered bus from the Dutch Mill park-and-ride lot at 7:45 a.m. Arrive at Harvard, Illinois, to board Metra train to Arlington Heights at 9:35. Begin meetings with Arlington Heights representatives at 11:00 a.m. Lunch at 12:00 noon. Depart Arlington Heights at 2:15 p.m. Arrive back in Madison at 5:00 p.m. Note: The time to depart from Arlington Heights depends on the number of people available to talk about the station in Arlington Heights.

Cost
Some of the cost depends on the number of people who go on the trip. However, the bus will cost about $13/preson, lunch will be around $6, and the round trip train ticket costs about $15. Pay the day of the trip.

Registration
Simply RSVP to Ed Blume, eblume@renewwisconsin or sign up online.

More information
Ed Blume, RENEW Wisconsin, 608.819.0748, eblume@renewwisconsin.

From Canada to the Coulee Region: Where our gas comes from

Thursday, March 11, 2010

From an article by Richard Mial in the La Crosse Tribune:

On a map of northern Canada, Fort McMurray marks where the highway ends. But it’s the starting point for much of the fuel that runs vehicles in the Coulee Region.

The sands of north Alberta — not the Middle East — provide most of the petroleum that becomes gasoline sold in the La Crosse area.

A pipeline channels that Canadian crude to the Flint Hills Resources Pine Bend Refinery in Rosemount, Minn.

La Crosse-based Kwik Trip is among its primary customers. A fleet of 110 tanker trucks ferries gasoline and diesel fuel 24 hours a day from the refinery to the company’s 363 convenience stores in Wisconsin, Minnesota and Iowa.

The Tribune traced petroleum’s path from the forests of Canada to the pumps.

It’s a route that keeps the region from relying on crude oil from overseas. But it also has raised questions about the environmental costs, both to Canada and Wisconsin.

Oil sands
Alberta’s oil sands region yields about half of the petroleum converted into local gasoline. Production averages about 1.5 million barrels a day, and that’s expected to go up to 1.8 million by 2012, according to estimates by the Canadian Association of Petroleum Producers.

The mixture of sand and thick, tar-like bitumen is mined from the earth with huge shovels, many of them Wisconsin-made.

Large amounts of water are used to separate the oil from the sand — about two to three gallons of water for every barrel of oil, said Don Thompson, president of the Oil Sands Developers Group. Natural gas-fired power plants provide the electricity needed for the energy-intensive process.

Large-scale oil sands mining in the Fort McMurray area dates back to the late 1960s through the Great Canadian Oil Sands, now known as Suncor Energy Inc., said Thompson, a former oil company executive who now lives in Calgary.

Another company, Syncrude, began mining the oil sands in the late 1970s, Thompson said in a telephone interview.

But oil sand production remained limited until the price of a barrel of oil rose enough to justify the expense of oil sand mining, and the quality of technology improved, Thompson said.

Now, about 208 square miles of northern Alberta have been cleared for mines, tailing ponds and “upgraders,” plants that provide some refining before the oil is sent by pipeline to the United States and elsewhere.

A story in National Geographic Magazine includes dramatic photos of tar sands mining.

Missing the bus

Wednesday, March 10, 2010

From an editorial in the Milwaukee Journal Sentinel:

Failure to get behind one plan threatens to again doom state legislation that local transit systems desperately need to continue serving their communities.

There is widespread support for the creation of regional transit authorities that would provide the dedicated funding necessary for transit systems in southeastern Wisconsin - especially the Milwaukee County Transit System. But there is a possibility that nothing will happen in the current legislative session. And if that proves to be the case, supporters in the Legislature should look no farther than their mirrors for someone to blame.

Instead of uniting behind one sound proposal - such as that offered by the governor and legislative leaders in January - legislators have offered different versions of RTA legislation that only serve to confuse the issue.

On Thursday, legislators are expected to hold a public hearing on the issue in Madison. Transit riders, business leaders, union leaders, local officials and others should make sure their voices are heard. They should stress the importance of transit in building jobs and the economy, and they should tell legislative leaders to unite behind one proposal and make sure it is approved this spring. Transit systems and the families and businesses that rely on them cannot afford to wait much longer for relief.

Ridership on the Milwaukee County Transit System was down 9% last year to a 35-year low, as Journal Sentinel reporter Larry Sandler reported on Monday. The reasons are wide-ranging: the economy, the loss of a contract with Milwaukee Public Schools and certainly a continuing pattern of fare increases and/or route cuts that discourages riders.

And things won't get any better as long as governments that fund transit have to rely on an already overburdened property tax. To provide the funding that systems require and at the same time offer property taxpayers relief, legislators need to approve legislation that would authorize the creation of regional transit authorities.

That legislation should include a 0.5% sales tax increase for Milwaukee County, as the governor's bill proposes and other funding means in other counties.

Bus fare hike proves successful

Tuesday, March 09, 2010

From an editorial in the Wisconsin State Journal:

Metro Transit posted its highest ridership numbers in three decades last year -- despite a fare hike.

It's vindication for the mayor and bus system officials who took plenty of grief from critics predicting doom and gloom if the cost of a bus pass increased.

Metro Transit raised its cash fare 50 cents to $2 per ride last April. Other fares, such as monthly passes, increased proportionally.

Madison Mayor Dave Cieslewicz and a thin majority of the City Council had to overrule a stubborn transit commission to adopt the needed hike.

The higher fare has so far done just what it was supposed to do.

It has given the city more revenue from riders to help cover soaring costs that were unduly burdening city property taxpayers. The bus fare increase also has helped Metro Transit give riders more of what they wanted: better service and more routes.

Metro Transit had predicted bus ridership for 2009 would increase about 1.4 percent, and that's just what happened. In fact, bus rides last year totaled 13,588,426, slightly higher than Metro Transit's target.

Note to critics: Roads, freeways subsidized, too

Monday, March 08, 2010

From an editorial in the Milwaukee Journal Sentinel:

But costs and stops in fast rail should be discussed as part of the gubernatorial and legislative races this year. Fast rail can work for Wisconsin if done right.

Building a fast rail line to connect Chicago to Milwaukee to Madison and, eventually, to Minnesota's Twin Cities could pay off for business travelers and economic development. It could be a boon for the states and communities along the line. It's a proposal that could have everyone winning when it is fully completed, and if it's done right.

Critics need to remember that Milwaukee to Madison is one link in building a fast rail network in the Midwest. To reach its full potential, that network needs to be fully completed. The Milwaukee-Madison connection has intrinsic value, but it will have more value as part of a route that eventually links Chicago to the Twin Cities and points in between. Building a fast rail network has become a national priority, and it will be done in stages, just as the freeway system was built in stages.

A fast rail network isn't the only answer to transportation challenges, but it can be an important part of a balanced transportation picture that includes, air travel, freeways, mass transit on buses and trains. That's especially important in Snowbelt states, where winter storms can shut down airports and roads but rail can often keep running.

Critics - many of whom support expanding rail - have raised two legitimate concerns: One is how the Milwaukee-Madison line will be funded once the line is up and running; the other involves an effective Madison connection. State officials need to address both issues, and voters need to ask candidates in this year's elections for governor and the state Legislature for serious answers.

In January, the federal government awarded the state $810 million in federal stimulus money to build a passenger rail line between the two cities as an extension of the Hiawatha. Service on the Milwaukee-Madison route would start with six round trips at 79 mph in 2013, increasing to 110 mph in 2015. Another $12 million in federal cash would be used to upgrade the Milwaukee-Chicago line.

With approval last month from the Legislature's Joint Finance Committee, state officials expect to complete final engineering and start construction by the end of this year, said Chris Klein, executive assistant to state Transportation Secretary Frank Busalacchi.

It has been estimated that state support for operating the Milwaukee-Madison line will be $7.5 million in 2013, plus $8.1 million for the Milwaukee-Chicago leg, with the combined annual total growing from $15.6 million to $28 million by 2022.

The line already has resulted in the announcement of new jobs through the state's contract with Spanish train manufacturer Talgo, which will be making trains in Milwaukee. That development will in turn create other jobs, all of which will be a boost to the state's economy.

The line is also expected to spur growth at stops along the route. That growth could be a source of funding for operational expenses. That potential needs to be more fully explored. But it also should be remembered that roads, too, are taxpayer-funded - freeways through the gasoline tax and other driver fees and city streets through other sources. Perhaps officials can find a balance for funding freeways and rail; if drivers benefit from improved rail service that yields less congestion, maybe a portion of the transportation fund should be set aside for rail.

But those officials also need to fix the Madison problem. As currently planned, the train would stop at the Dane County Regional Airport, far from anywhere most people going to Madison want to go. Most people going to Madison generally want to go to the downtown area, and, specifically, the University of Wisconsin-Madison and the Capitol.

If the train takes them to the airport and they have to wait for a connecting bus, shuttle van or light rail car to take them into town, they're probably not going to take that train. Taking their own cars or buses that already stop at the university and near the Capitol would make more sense.

The issue has raised hackles among both proponents and opponents of rail. Proponents talk about the importance of providing what is called a single-seat ride, the ability to take the train and get off at or within reasonable walking distance of one's destination.

If travelers have to switch to a bus or taxicab, "they just won't do that," said Milwaukee Ald. Bob Bauman, a longtime passenger rail supporter who believes the Madison station should be built downtown. He's right - if travelers have to wait for any length of time.

That's why planners have to consider reasonable alternatives, such as the stop closer to downtown that has been proposed by urban planner Barry Gore. Alternatively, if the stop remains at the airport - which planners favor because it provides faster service to the Twin Cities - they have to find a quick connection from there to downtown, a connection that would not require passengers to wait long. If they could get off and in short order step onto a fast connection to downtown, they still might take the train.

At its first meeting, RTA supports a referendum on a sales tax

Friday, March 05, 2010

From an article by Matthew DeFour in the Wisconsin State Journal:

The Dane County Regional Transit Authority Board at its first meeting Thursday pledged not to raise a sales tax for local transit without voters first approving a referendum.

As for whether such a referendum would be held in November as some have anticipated, Dick Wagner, who was unanimously elected chairman at the meeting, declined to hazard a guess.

"Nothing is definite," he said.

The 45-minute meeting drew a packed house of about 75 people. About a dozen of them spoke, some asking the board to set a date for the referendum in the coming months, and others noting that it might take more time to develop a transit plan.

Oregon resident Hans Noeldner asked the board to set a "no-later-than" date for the vote.

"Then the public would have an expectation," Noeldner said. "A lot of us have waited for it and we want to see results."

PSC chair: No action on Clean Jobs = increase in electricity bills

Thursday, March 04, 2010

Excerpts of a letter from PSC Chair Eric Callisto to the special legislative committees on clean energy jobs:

February 19, 2010

Assembly Special Committee on Clean Energy Jobs
Wisconsin State Assembly
Madison, WI 53702

Dear Committee Members:

I am writing in response to a letter dated February 9,2010 from Representatives Huebsch, Montgomery, and Gunderson requesting a Commission analysis of the expected costs to utilities and ratepayers of meeting a 25% by 2025 Renewable Portfolio Standard (RPS) as proposed in the Clean Energy Jobs Act. As I have testified to both the Assembly and Senate Select Committees, the electric utility sector policies in the proposed legislation - namely, the enhanced RPS and energy efficiency provisions - represent sound energy policy for Wisconsin. The Commission's analysis shows that if we continue with business as usual, if we decide to do nothing, we are taking on great financial risk in a changing world, and our ratepayers will be leaving substantial dollars on the table.

. . . [W]hat follows is a summary of preliminary PSC cost modeling of the RPS and energy efficiency components of the CEJA. PSC staff modeled the costs of the RPS and energy efficiency policies together, because the RPS requirements are expressed as a percentage of retail electricity sales. It would be unrealistic to estimate the costs of the RPS requirements in the proposed legislation while ignoring that the same legislation seeks to reduce the growth in demand for electricity. The two policies are inherently connected.

The modeling shows that in every case in which GHGs are monetized (i.e., there is a compliance cost associated with emitting GHGs), the cost of the CEJA is less than the cost of the status quo over the long run. That is, we will in all likelihood be spending more on electricity in the long run if we don't act now and enact enhanced renewable portfolio standards and take more aggressive action on energy efficiency. . . . (emphasis in original letter)

Watertown's ambitious vision for rail

Wednesday, March 03, 2010

From an article by Barry Adams in the Wisconsin State Journal:

WATERTOWN -- There is spirited debate over where to put a train station in Madison.

But about 40 miles east, Watertown officials know exactly where they want passengers to board and disembark and believe a three-acre site on the Rock River could be a catalyst for redevelopment.

If the city can secure enough funding, a soon-to-be-closed Pick 'n Save grocery store would be torn down to make room for a $33 million development that includes a new train station.

The project, along 750 feet of the Canadian Pacific rail line, would include a two-story parking structure, an annex with meeting space and shops, and bike and walking paths that would link the train station with the downtown, just to the north.

Private housing and retail development nearby could add millions of dollars in tax base, according to city officials.

"I believe we'll be able to get a train station, but I don't want it to be just a train station that doesn't do anything for the rest of the community, as far as development," said Mayor Ron Krueger.

"We are pulling out the stops and using our contacts at the state to let them know how important this site is."

This act is not just about jobs; it's about the future

Monday, March 01, 2010

From an editorial in the Milwaukee Journal Sentinel:

It's about whether the quality of our future is seriously diminished by climate change. Wisconsin must do its part. Tweak it, but approve the Clean Energy Jobs Act.

The tone and tenor of the debate over the Clean Energy Jobs Act was determined the moment the legislation was named.

Supporters built into the name what they, not unreasonably, believed would be one of the bill's principal virtues: job creation. But, with recession-induced trauma still fresh in everyone's minds, it is simply too easy and expedient - facts be damned - to call virtually any new legislation a jobs killer, from health care reform to even a jobs bill.

We believe the jobs will be there, but it is important at this juncture to recognize that this bill is not really intended as an economic stimulus measure. In very real terms, it is an attempt at economic and environmental reinvention - done with the specter of climate change and all its effects looming.

Yes, climate change, with humanity as a major contributor, is real. But even if you don't believe that, there is little to no downside to a future in which a good portion of our energy comes from renewable sources - 25% by 2025 - and no downside to a future in which energy efficiencies mean we are doing the same or more with less energy.

The reinvention comes in two other goals: growing new technologies and fostering energy independence. Doing this will have far more enduring effects on those bottom lines in the future than any short-term benefit derived from doing nothing now to cushion today's corporate bottom lines.

On jobs, there are two dueling studies cited most often on whether the Clean Energy Jobs Act will actually create jobs.

One is by researchers at Michigan State University and the University of Southern California for the Center on Climate Strategies, the results of which are similar to findings by various state agencies. It forecasts a net increase of more than 16,200 new jobs in Wisconsin by 2025. It predicts a boost to the state's economy of $4.85 billion total "in net present value" from 2011 to 2025.

The other study was done by the Wisconsin Policy Research Institute. It contends that policies similar to those in the bill would kill 43,000 Wisconsin jobs. The problem: It did not model the actual policies in the bill.

The Michigan study is more believable.

Doyle says renewable energy standard key to bill

Friday, February 26, 2010

From an Associated Press story on Channel3000.com:

MADISON, Wis. -- Gov. Jim Doyle said he's open to approving a scaled-back clean energy bill as long as a key provision setting new renewable energy standards remains in tact.

Doyle says the crux of the sweeping measure being debated in the Legislature would require 25 percent of Wisconsin's energy to come from renewable sources by 2025. He said that provision is what's critical to creating new jobs in fields like solar and wind energy.

Doyle told reporters he is open to changes on other details that he didn't specify and that he expects "significant changes" as it moves through both houses.

I am scared!

Thursday, February 25, 2010

A submission from Hans Noeldner, a peak oil activist:

I am scared to death of scared people who "overcome" their fears by surrounding themselves with automobiles.

I am REALLY scared of scared people who don't realize – or won't admit – that by "solving" their fears with power and speed and crash-resistant steel, they force this "solution" on everyone who lives in their midst.

I am scared of you. I am scared of many people in my own family. I am scared to say anything, because when I am scared, I nearly always scare other people. I am terrified of how scared we are.

Sometimes, in my fear, I have struck out with angry words at people who force their vehicular “solution” on the world. I have found myself surrounded by people who vociferously condemn my words. I have found myself bereft of allies in the battle against those who “speak” with a metallic force that often maims and kills. Or perhaps I should say, in the battle against the fear that drives the speakers.
Sitting comfortably on our rear ends inside a room and taking and or watching a video will make exactly zero (0) difference where it matters – on the streets and sidewalks of our communities. Nor will casting a ballot once every two or four or six years. No one else is going to make Change happen for us.

Solvitur ambulando.

Middleton considered for large solar installation

Wednesday, February 24, 2010

From a post on Carol's Energy Notes:

12 Toxic Sites Across America Eyed for Renewable Energy
A Middleton site is being looked at by NREL, EPA and WI DNR for placement of a large solar electric installation. “Refuse Hideaway Landfill” located on 7812 Highway 14 in Middleton, Wisconsin is on a list of 12 Superfund sites that NREL thinks may be feasible for renewable energy installations. The Wisconsin DNR says it wants to offset 48,000 kWh annually with solar at Refuse Hideaway.

Verona Road project will do great harm

Tuesday, February 23, 2010

A letter to the editor to The Capital Times:

The state Department of Transportation held a farce of a meeting on its redesign of the Verona Road interchange with the Beltline. Our public officials proclaim to listen to, and incorporate, neighborhood concerns into their project plans — only to turn around and choose the options that suit themselves.

The reality is that despite neighborhood concerns about this project’s increase in traffic, pollution, noise levels and this project’s destruction of community homes, businesses and public space, the DOT has selected a project design that does the most possible harm to this already struggling neighbor! It will remove families from their homes and remove businesses that provide tax dollars to our city.

— Jeff Glazer, president, Dunn’s Marsh Neighborhood Association

Brought to its knees

Monday, February 22, 2010

A commentary from Hans Noeldner, an active member of the Madison Peak Oil Group:

Imagine the world’s largest, most powerful corporation brought to its knees, bankrupt, and begging for a bailout. Then think back…

Imagine that corporation spending untold millions in advertising to compel Americans to buy the biggest, baddest “armored personnel carrier” on the road.

Imagine the hundred million people (or thereabouts) who bought these gas-guzzling monstrosities – many of them safety-minded soccer moms who wanted to make damn sure that if there was an accident, the other guy would get the worst of it.

Imagine the steadily-escalating arms race on our nation’s highways and streets as motorist after motorist Escaladed his vehicular footprint in a never-ending quest to outdo the next guy.

Imagine how profitable this arms race was for that corporation; how it racked up billions in sales.

Imagine that corporation being one of the few in our nation which still employed union labor; one of the few which made a sincere effort to honor its pension obligations.

Imagine the consumer turning his back on that corporation when he woke up one day and realized that cheap motor fuel was not a birthright.

Imagine the consumer abandoning his “social contract” with the union employees and retirees whose salaries and pensions vastly exceeded the obscene “compensation packages” which the handful of corporate executives rendered unto themselves.

Imagine the consumer condemning that corporation for failing.

Imagine the consumer still fuming about the power of corporations to force him to drive everywhere.

Clean Energy Jobs Act would boost economy and employment

Friday, February 19, 2010

From a news release issued by the Center for Climate Strategies:

Implementation of the recently introduced Clean Energy Jobs Act (CEJA) would expand the state’s economy and create thousands of additional new jobs for Wisconsin. These impacts are reported in a recent Center for Climate Strategies (CCS) analysis of the macroeconomic effects of the proposed law, conducted by Michigan State University and the University of Southern California in association with the State of Wisconsin. The analysis focuses on nine proposed policy actions that address clean and renewable energy, energy efficiency, industrial processes, transportation and agriculture.

Based on a state-of-the-art macroeconomic analysis, implementation of these CEJA actions would result in the following outcomes for Wisconsin:
 Create a net increase of more than 16,200 new jobs in the state by 2025;
 Boost the state’s economy (Gross State Product) by
o $254 million in the near term (2015),
o more than $700 million in 2020,
o $1.41 billion by 2025, and
o $4.9 billion total over the 2011-2025 period.

Reactions to the study: Governor Doyle and CREWE.

Study projects minimal impact from renewable buyback rates

Thursday, February 18, 2010

From a letter to State Rep. Spencer Black and State Sen. Mark Miller from RENEW Wisconsin:

RENEW is pleased to provide the enclosed copy of the narrative and appendix of tables from an economic analysis that we commissioned.

The analysis concludes that special buyback rates (sometimes called Advanced Renewable Tariffs) designed to stimulate small-scale renewable energy installations would have negligible impact on residential utility bills, averaging about $10 a year. That’s less a dollar a month for the typical customer. And it’s less than a household’s cost of purchasing the smallest block of green power from Madison Gas and Electric, for instance.

Compared with other forms of economic stimulus, promoting small-scale renewables through utility buyback rates would deliver a substantial and long-lasting economic punch with minimal impact on the Wisconsin citizen’s pocketbook.

Prepared by Spring Green-based L&S Technical Associates, the study modeled rate impacts from the legislation’s provisions for ARTs on the state’s five largest utilities. The modeling predicts cost impacts ranging from a low of $8.12 a year for a residential customer of Wisconsin Public Service to as high as $11.07 for a Wisconsin Power and Light (Alliant) customer. The projected impact would amount to $8.81 a year for a We Energies customer, $9.71 for a Madison Gas and Electric customer, and $10.11 for an Xcel Energy customer.

The projections assume that when each utility reaches its maximum threshold of 1.5 percent of total retail sales. In the aggregate, this percentage equates to 1/70th of total annual sales. That’s one billion kilowatt-hours a year, out of total annual sales of 70 billion kilowatt-hour.

Though the principals of L&S Technical Associates serve on RENEW’s board of directors, they have prepared numerous renewable energy studies for other clients, including the U.S. Department of Energy, Energy Center of Wisconsin, and the Wisconsin Department of Natural Resources. L&S has also co-authored renewable energy potential studies in response to requests from the Wisconsin Public Service Commission.

The bill’s renewable energy buyback provisions would unleash a steady flow of investment that would lead to new economic activity and jobs while moving us toward energy independence – exactly what we all hope to accomplish by passage of the Clean Energy Jobs Act legislation.

Madison spending millions on new streets: Is that a good idea?

Wednesday, February 17, 2010

From an article by Kristin Czubkowski in The Capital Times:

Pleasant View Road is little more than a dirt path in places right now. Drive west on Mineral Point Road past Target and it is easy to miss the beginning of Pleasant View’s southern extension, which will connect it to Valley View Road and the city’s burgeoning southwest side.

But stand at the intersection of Pleasant View and Mineral Point at 5 p.m. on any weeknight and look east toward Madison, and it’s easy to see why Pleasant View may become one of the most important new roads in the city. Cars turning left from Mineral Point onto Junction Road (County M) to head south back up nearly to the Beltline at rush hour, and it’s not unusual to have to wait through two light cycles before making a left turn anywhere at the intersection.

And that’s before most of the area west of Junction Road has even been built up, which will bring even more traffic. The majority remains farmland, waiting for the recently approved University Research Park II to be built as one of the city’s largest new economic development projects. Neighborhoods that surround the research park site are still in their infancy, with developers’ signs dotting the landscape for future houses and apartments.

Roads like Pleasant View that will serve these areas, however, do not come cheap. The price tag on Pleasant View Road for 2010 is $8.57 million, with the city paying about $1.9 million after special assessments and federal money are factored in. . . .

All told, Madison’s budget for major road construction and maintenance has more than doubled since 2000, leaping from $27.5 million in 2000 to $59.3 million in 2010. The portion of that coming from city borrowing, not state or federal money, has nearly quintupled, from $6.83 million in 2000 to $34.11 million in 2010.

Panel OKs federal funding of Milwaukee-Madison rail link

Tuesday, February 16, 2010

From an article by Jason Stein in the Wisconsin State Journal:

An up to $810 million project to establish high-speed passenger rail service between Madison and Milwaukee cleared its final obstacle Tuesday as the Legislature's budget committee signed off on the project.

The 12-4 party-line vote means the state can use federal stimulus money to begin construction work by the end of this year and to start passenger service as early as 2013 -- the first such service in Madison in four decades.

Democrats on the Joint Finance Committee pointed to support from business groups that say the line will create thousands of construction jobs in the early years as well as increasing commerce and investment.

"It's going to be very positive for the region and for the entire economy," committee chairman Rep. Mark Pocan, D-Madison, said.

Republicans criticized it as a "train to nowhere" that would be a waste of federal money and require ongoing state subsidies once it begins.

Railroad chief makes the case for federal stimulus for freight rail, too

Monday, February 15, 2010

From an article by Jane Burns in the Wisconsin State Journal:

There's been much talk about passenger rail lately. But Bill Gardner is trying to get people to talk about freight rail, too.

The president and CEO of Wisconsin & Southern Railroad has spent the past year speaking to federal and state elected officials and community leaders about his plan to spur economic growth if federal stimulus dollars are earmarked for freight rail improvements.

Gardner proposes that with $90 million, three sections of state-owned track could be repaired. The sections, totaling some 91 miles, are between Madison and Whitewater; Brodhead and Avalon through Janesville in Rock County; and between Slinger and North Milwaukee.

"We heard (President Barack) Obama was ready to do some shovel-ready projects," Gardner said. "We can have this thing up and running in less than 90 days. We're ready to go to fix a state-owned property."

Wisconsin & Southern Railroad is a Class 2 regional railroad that operates 600 miles of track it leases from the state and another 100 miles of privately leased track. While the railroad is responsible for routine maintenance of the system, capital improvements such as track upgrades are a joint effort by the railroad, the state and 18 Wisconsin counties that are part of rail transit commissions.

Gardner says he has met with representatives of Gov. Jim Doyle, Sens. Russ Feingold and Herb Kohl, and Assembly Speaker Mike Sheridan.

Ron Adams of the state Department of Transportation said he didn't think there is any money left from the federal stimulus package, as the state DOT earmarked the $529 million it was granted to local governments for road and bridge projects. In addition, the state was awarded $810 million in stimulus money for high-speed passenger rail.

"There's certainly talk of a subsequent bill that might have stimulus implications but we don't know what might be eligible," Adams said. "But Bill is certainly making the pitch that he's got work that can be done and started very quickly."

High-speed rail carries high costs, Walker says

Friday, February 12, 2010

From an article by Steve Schultze of the Milwaukee Journal Sentinel:

Milwaukee County Executive Scott Walker said Thursday the state should pass up the federal government's offer of $823 million for a high-speed rail line linking Milwaukee to Madison and Chicago - unless millions more for operating the line come with the deal.

That's unlikely, he said. Based on what's known about the high-speed rail plan, Walker said he would reject the federal largess.

The county executive, a Republican candidate for governor, said he might back the high-speed rail idea if "there was a model that could be shown where it was self-sufficient, where the operating costs were covered by the users." He acknowledged that also was unlikely.

Walker warned against hidden costs linked to the line, which he said ultimately could lead to cannibalizing other state transportation projects or prompt some new tax or fee. "There's no appetite for a tax increase," Walker said.

He also questioned the basic premise of the line, saying the ticket cost likely would be too high to attract enough riders. Walker said the fast trains wouldn't be as swift as driving a car, when factoring in time needed to get to the Amtrak station in Milwaukee and time to get from a proposed rail station at the Madison airport to the state Capitol or other Madison destinations.

Gov. Jim Doyle and other high-speed rail advocates must show where the money would come from to operate the rail line, Walker said.

"If they can't, then I don't know how you take" the money President Barack Obama announced for Wisconsin last month, Walker said. He compared that large sum of federal money with a person winning a Maserati sports car in a raffle and not being able to afford the insurance.

Coalition calls for limits on idling

Thursday, February 11, 2010

From a news release issued by the Wisconsin Clean Diesel Coalition:

Madison, WI—17 members of the Wisconsin Clean Diesel Coalition today called on the State Senate Clean Energy Committee to strengthen the Clean Energy Jobs Act (SB 450, AB 649) to reduce unnecessary commercial vehicle idling. The groups supported stronger language after a yearlong discussion with local and state officials following a proposed Dane County idling ban.

“This stronger statewide commercial unnecessary idling ban will create jobs and reduce fuel costs, while protecting the safety of truck drivers and emergency equipment operators,” said Dane County Supervisor Brett Hulsey, who proposed the Dane County ordinance and negotiated the statewide language with a broad range of stakeholders.

The letter was signed by a diverse group from all over the state including the Wisconsin Transportation Builders Association, Wisconsin Motor Carriers, Associated General Contractors of Wisconsin, Dane County, American Lung Association in WI, Inland Power Group, Associated Builders & Contractors of Wisconsin, Brooks Tractor Inc., Wisconsin Grocers Association, Antigo Construction, Owner-Operator Independent Drivers Assn., Inc., Capitol Underground Inc., WI Engine Manufacturers and Distributors Alliance, Transport Refrigeration Inc., Miller-Bradford & Risberg, Inc., Leonardo Academy, and Wisconsin Kenworth Madison.

Their proposal is stronger than the current bill and Global Warming Taskforce language by:
1. Covering commercial gasoline and diesel engines, both large sources of emissions;
2. Covering commercial on-road and off-road vehicles, both large sources;
3. Having fair exemptions to protect the health and safety of drivers and operators; and
4. Was created by the industries that will be impacted, ensuring higher compliance.

Fast trains are something to celebrate

Wednesday, February 10, 2010

From a commentary by Dave Zweifel in The Capital Times:

Someone called in to that renowned passenger rail naysayer Mitch Henck’s talk radio show the other day to fulminate about the money that the federal government is giving to Wisconsin for high-speed rail between here and Milwaukee.

The money would be better spent on building more and bigger highways, the caller huffed. He was joined by others who I’m sure spend most of their waking hours worshiping the car gods.

Like we don’t spend money on highways! The callers are blissfully unaware that the $800 million in American Recovery and Reinvestment Act funds that Wisconsin is getting for rail would barely cover the price tag of the Marquette Interchange, which was rebuilt in downtown Milwaukee two years ago. Nor would it be enough to cover half the costs of the new Zoo Interchange, which will be rebuilt in coming years on the western edge of Milwaukee County (emergency repairs costing up to $15 million are now under way at that location).

It’s also far short of the cost estimates to redo the Verona Road-West Beltline intersection, which the state Department of Transportation will undertake in the next few years.

And those are just interchanges — not 80 miles of roadbed and track and new train stations and passenger platforms along the way.

That cars-are-the-only-thing attitude has led to the neglect of passenger rail in America, putting us at the bottom of the world’s developed countries in providing citizens with transportation options. It has played a big part in the nation’s rating as the No. 1 waster of fossil fuel energy in the world. Of that, we should be proud?

Legislature could "Just Say No" to rail money

Tuesday, February 09, 2010

From an article by Mike Ivey in The Capital Times:

Some Legislators are already complaining about the strings that will come attached to the $810 million in federal stimulus money to connect Madison and Milwaukee by passenger rail.

The gripe for those like Sen. Alberta Darling (R-Menomonee Falls) is that Wisconsin cannot afford the ongoing operational subsidies that would be required for a new train line.

So could Wisconsin "Just Say No" to High Speed Rail?

Yes, says Chris Klein of the state Department of Transportation.

"It will have to go through Joint Finance" the budget controllling committee of the Legislature, he notes.

And the Legislature could say "We don't want no stinkin', half-empty, traffic clogging, whistle-blowing train just so Madison libs can feel good about themselves."

But rejecting the rail funds would mean the federal money is lost and could not be applied to other transportation uses.

"The money is a grant, like any other grant," says Klein. "It is for a specific purpose."

The question, of course, is how much would it cost the state each year to operate the Madison-Milwaukee train including repairs, maintenance and purchase of replacement equipment.

Klein says those figures have not been calculated and won't be known until further down the road.

But he notes that all modes of transportation in Wisconsin -- buses, highways, bicycles, harbors, etc. -- are subsidized through the state's $6.8 billion transportation fund.

‘Yahara Station’ will improve city corridor

Monday, February 08, 2010

From a letter by Brian Grandt to the editor of the Wisconisn State Journal:

First, thanks to our local leaders for their efforts to get high-speed rail to come to Madison. It is long overdue. Now let’s make sure the train stops at the right location so it can be an overwhelming success.

The “Yahara Station” proposal for a stop at First Street and East Washington Avenue is exactly what Madison needs. This is where the population density is, not at the airport. The airport should be the second stop in Madison so that we can coordinate all the transportation needs for people traveling to and from the Madison area.

It makes no sense to make the airport the only stop — we will pay the price in reduced ridership. For the train to truly be successful, we need both stops.

Wisconsin needs Clean Energy Jobs Act

Friday, February 05, 2010

A letter to the editor of The Capital Times:

Dear Editor: We applaud President Obama for making clean energy and global warming legislation a priority in his State of the Union address. We have already begun to see the benefits of the unprecedented $80 billion in clean energy and green transportation in his economic recovery plan. This investment has created jobs, saved Americans money and reduced global warming pollution.

Yet America cannot fully transition to a clean energy economy without making long-term investments in clean energy and finally holding polluters accountable for their global warming pollution.

It is time to put American ingenuity and technological know-how to work designing 21st century solutions to our economic, energy and pollution problems. And Wisconsin can be a leader on all fronts. The Wisconsin state Legislature must act to prioritize homegrown, renewable energy right here in Wisconsin by passing the Clean Energy Jobs Act.


Megan Severson
federal field organizer
Wisconsin Environment
Madison

Editorial: Green Bay needs to get on fast track

Thursday, February 04, 2010

From an editorial in the Green Bay Press Gazette:

As the state and federal governments press forward to improve passenger rail service through the Midwest, Green Bay and other points north of Madison and Milwaukee must have a respected voice in that discussion.

With the announcement last week that the federal government will send Wisconsin $823 million under the American Recovery and Reinvestment Act, the state is on track to start construction of a high-speed railroad line between Milwaukee and Madison by the end of this year. The line would carry people between those cities and Chicago at speeds of up to 110 mph by 2013.

The project also includes planning and environmental work to lay the groundwork to continue the line through to Minneapolis-St. Paul.

Wisconsin Commerce Secretary Richard Leinenkugel said he saw the economic development implications when he accompanied Gov. Jim Doyle to Spain last year. During a visit with the Green Bay Press-Gazette editorial board Monday, he described a community about an hour's drive south of Madrid that has blossomed since a high-speed rail station cut the traveling time in half. . . .

The White House fact sheet describing the Madison-Milwaukee project notes that 76 percent of Wisconsin's total population lives within 30 miles of the stations in that corridor. But a review of the latest U.S. Census estimates reveals that half of the rest of the state's population lives in Brown, Outagamie, Winnebago and Fond du Lac counties.

In other words, advance the link between Green Bay and Milwaukee and almost 90 percent of the state's population would have access, and the possibilities of widening economic beyond the Milwaukee-Madison corridor also would improve. To put a finer point on the matter, the state will be called upon to pay its share of any high-speed rail project and Northeastern Wisconsin must be considered more than an upstate revenue source for a downstate project.

Possible field trip by train to Arlington Heights, IL

Wednesday, February 03, 2010

Several cities along the Metra line between Harvard, Illinois, and downtown Chicago seem to have leveraged the train stop into development opportunities and more coordinated transportation planning.

The Madison Peak Oil Group could join with other groups and individuals to plan a field trip to Arlington Heights, IL, one of the stops.

The trip would feature meetings with private and public people to learn about the pros and cons of a stop, as a way to evaluate the proposals for train stops in Madison (at Yahara Station, Dane County Airport, or other locations).

A possible schedule might look like this:
7:30 a.m. Meet someplace in Madison
7:45 a.m. Carpool to Harvard, IL
9:35 a.m. Arrive in Harvard, board train
10:32 a.m. Arrive in Arlington Heights
11:00 a.m. Meet with city officials, developers, retailers, etc.
Noon Lunch (possibly with other local people)
2:16 p.m. Leave Arlington Heights
3:20 p.m. Arrive in Harvard
5:00 p.m. Arrive in Madison

If you might be interested in helping plan the trip and make the necessary arrangements, please contact Ed Blume at RENEW Wisconsin or attend the Group's February meeting.

The Group will talk about the field trip at its monthly brown bag meeting on Thursday, February 4, at noon in the lower level conference room at 222 S. Hamilton St., Madison.

RENEW testifies in support of Clean Energy Jobs Act bill

Tuesday, February 02, 2010

Michael Vickerman (left), Josh Stolzenburg (center), owner of North Wind Renewable Energy, LLC, Stevens Point, and Dave Miller, Wave Wind, LLC, Sun Prairie, testify in support of the Clean Energy Jobs Act bill before the Special Assembly Committee on Climate Change. Vickerman leans forward to show the committee members a map of renewable energy installations.

From a summary of Michael Vickerman’s (RENEW Wisconsin)
testimony before the Assembly Special Committee on Clean Energy
February 2, 2010:

RENEW Wisconsin strongly supports the provisions in SB450/AB649 to expand the state’s Renewable Energy Standard to 25% by 2025, which includes a 10% in-state renewable energy set-aside. RENEW has evaluated the availability of specific resources to reach that standard and has concluded that meeting such a target is technically feasible. If adopted, the in-state set-aside will become the most powerful engine for job development and capital investment over the next 15 years.

We expect such a requirement to be achieved through a combination of utility-scale power plants and smaller-scale generating units dispersed throughout Wisconsin. With respect to distributed renewable generation, we note the following:

1. The vast majority of the distributed renewable generating units installed in Wisconsin serve schools, dairy farms and other small businesses, churches and local governments.

2. Utilities are not in the business of installing these systems themselves.

3. In many cases the renewable energy installation went forward because there was a special buyback rate available to accelerate the recovery of the original investment made by the customer. Last week, I gave the example of the Dane County community anaerobic digester project that, once operational, will treat manure taken from several nearby dairy farms in the Waunakee area and produce two megawatts of electricity with it. The electricity will be purchased by Alliant Energy through a voluntary biogas tariff worth 9.3 cents/kWh. Unfortunately, Alliant’s biogas program is fully subscribed and is no longer available to other dairy farmers, food processing companies and wastewater treatment facilities served by Alliant.

4. Companies that install solar, wind and biogas energy systems are quintessentially small businesses, many of them family-owned. Renewable energy contractors and affiliated service providers constitute one of the few market sectors where young adults who have acquired the necessary skills to do the job well can find meaningful work at decent pay.

5. By its very nature, distributed renewable energy delivers nearly 100% of its economic punch to the local economy.

Energy bill reflects science, consensus

Monday, February 01, 2010

From a letter by Rob Nelson to the editor of the Baraboo News Republic:

If anyone is guilty of espousing "ideology, not reality," and taking a stand based on "politics rather than science or economics," it is clearly Rep. Jeff Fitzgerald in his recent column attacking the legislature’s Clean Energy Jobs Act (AB-649).

The bill is based largely on the 2008 report by the Governor’s Task Force on Global Warming. After 14 months of research, discussion, and compromise, this diverse group suggested more than 60 wide-ranging policy recommendations in order to enhance Wisconsin’s energy independence and reduce our state’s greenhouse gas emissions.

Reflecting an extraordinary amount of consensus, 26 members of the Task Force ultimately endorsed the entire document, while three members objected to individual components of the plan.

Keep in mind that this was no mere collection of tree-huggers: The 29 members of the Task Force included representatives from six utilities (MGE, We Energies, Alliant, Xcel Energy, WPPI, and Integrys Energy Group); two of the state’s largest unions (International Brotherhood of Electrical Workers, United Steel Workers); several of Wisconsin’s most prominent manufacturers (Ariens, SC Johnson, General Motors, NewPage, General Electric, and Plum Creek Timber); plus the Dairy Business Association, the Wisconsin Federation of Cooperatives, and a Democratic senator.

A member of Mr. Fitzgerald’s own party, Rep. Phil Montgomery, (R-Ashwaubenon) was included in this bi-partisan effort and agreed with the Task Force’s recommendations.

Not all of the steps outlined by the Task Force are found in the Clean Energy Jobs Act, but many are, including:

— enhancing statewide energy efficiency and weatherization programs;

— requiring that 25 percent of Wisconsin’s energy come from renewable source by 2025;

— offering incentives for producers of agricultural energy crops;

— promoting carbon sequestration in Wisconsin forests; and

— a guarantee that utilities purchase electricity from small-scale generators at fair, reliable prices.

The Wisconsin Office of Energy Independence estimates the Green Energy Jobs Act "will create a minimum of 15,000 new jobs for Wisconsin by 2025, and more than 1,800 of those jobs will be realized in the first year."