This post is by Sheryl Canter, an Online Writer and Editorial Manager at Environmental Defense Fund.

Oil is over $100 a barrel now - an all-time high. Even if burning gasoline weren't a major cause of global warming, a price that high is motivation to conserve.

But we don't seem to be trying very hard.

Here are some numbers that make the point from Earth: The Sequel, the new book by EDF President Fred Krupp and Miriam Horn. (All profits from book sales support our global warming work.)

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This post is by Sheryl Canter, an Online Writer and Editorial Manager at Environmental Defense.

John DeCicco, Ph.D. is Senior Fellow, Automotive Strategies at Environmental Defense.

The American Council for Energy-Efficient Economy (ACEEE) just announced its eleventh annual ratings for the greenest and "meanest" vehicles. Natural gas and hybrid vehicles do best - no surprise there. But the meanest (dirtiest) list is dominated by diesels, despite their higher fuel efficiency, because they spew out high levels of nitrogen oxide and particulate matter.

I spoke about this with our resident car expert John DeCicco, who was the original creator of ACEEE's Green Book when he worked for that organization. "I do have my morbid moments", John said, "but no need to give up hope yet!"

More from John below…

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This post is by Sheryl Canter, an Online Writer and Editorial Manager at Environmental Defense.

New York City suffers from some of the worst traffic congestion in the country, costing workers and businesses billions of dollars a year in lost time, and heavily contributing to New York's nearly worst-in-the-nation air quality. One in eight New Yorkers suffer from asthma. And New York is expected to add one million residents by 2030.

New York State charged a commission of elected officials, and environmental and planning experts with solving New York City's traffic crisis. Andy Darrell, Regional Director for Living Cities at Environmental Defense, was one of the commissioners. Today the commission voted to approve an historic plan to protect New Yorkers' health.

A key element of the plan is congestion pricing, where an electronically-collected fee system charges drivers more for using the most congested roads at the most congested times. This encourages drivers to instead use mass transit or to reschedule their trip. Cities around the world are successfully using congestion pricing to reduce traffic and pollution from vehicle exhausts.

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This post is by Andy Darrell, Regional Director for the Living Cities program at Environmental Defense.

There are way too many cars in New York City - no question about that. Congestion pricing - charging a fee to cars entering the city - is a simple and effective solution.

But some people weren't so sure about this when Mayor Bloomberg first proposed the plan. So last summer, a commission - on which I serve - was formed to study the issue and make recommendations.

Today, after six months of intensive research, public hearings and debate, we released a draft of our recommendations. And we want your feedback.

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This post is by Sheryl Canter, an Online Writer and Editorial Manager at Environmental Defense.

Site member border2 posted this idea to our Suggestion Box:

I think it could be useful/interesting to have some sort of a comparison or perspective of how much oil is being consumed by the U.S. and the world. … Like every x number of minutes the U.S. consumes x number of Olympic-size swimming pools of oil. I really don't have a concept of the massive amount of oil we are using - x barrels of oil doesn't translate into something I can plug into my world.

I put this question to one of our numbers experts, Noah Greenberg, and here's what he told me.

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This post is by Mel Peffers, Air Quality Project Manager at Environmental Defense.

Many people idle their car engine in winter because they think it needs time to warm up. Not true! Today's fuel-injected engines don't need a warm-up period, and idling for long periods can lead to excessive engine wear.

Worse, cars idling for over 10 seconds use more gas and create more global warming pollution than simply restarting the engine. Surprised? It's true. The 10-second rule has been proven empirically.

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The author of today's post, Sheryl Canter, is an Online Writer and Editorial Manager at Environmental Defense.

Total greenhouse gas emissions from cars and trucks is a function of three factors: amount of driving, fuel economy, and carbon emissions per gallon of fuel (the "three-legged stool [PDF]"). The news media tend to focus on the latter two factors, but how much people drive has a huge impact.

A new report published by the Urban Land Institute says that greenhouse gas emissions cannot be reduced sufficiently by making vehicles more efficient, because growth in driving cancels out improved fuel economy. People also must drive less. And the report's solution is not just better public transportation.

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The author of today's post, Martha Roberts, is an economist at Environmental Defense, and one of the authors of the Ogallala Aquifer study.

Today Environmental Defense released a new mini-report that analyzes how expanding ethanol production might impact the environment: Potential Impacts of Biofuels Expansion on Natural Resources: A Case Study of the Ogallala Aquifer Region [PDF].

Ethanol arouses a lot of passion in people. Our goal was to produce a report that is balanced, meticulously documented, and offers solutions to potential problems.

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This is Part 3 of a three-part series on Vehicle Fuels and Technology.

1. Plug-in Cars: The Lowdown
2. Hydrogen Fuel Cell Vehicles
3. Fossil Fuels and Biofuels

The author of today's post, Sheryl Canter, is an Online Writer and Editorial Manager at Environmental Defense.

This last post in our series on Vehicle Fuels and Technology gives an overview of fossil fuels and their alternatives. You will see how crude oil pumped from the ground is transformed into everything from solvents to street tar. And you'll learn which biofuels can be substituted for fossil fuels.

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The author of today's post, John DeCicco, Ph.D., is a Senior Fellow for Automobile Strategies at Environmental Defense.

How much carbon dioxide (CO₂) are cars emitting, and is it getting better or worse? The answer is in our new report on Automakers' Corporate Carbon Burdens. It's the third in a series we began in 2002, and covers 1990-2005. Some findings of note:

• Toyota and BMW have shown that it's possible to cut the CO₂ emissions rate while enjoying strong sales growth - a lesson to the other 10 automakers we examined, whose emissions rates all increased in 2005 compared to 1990. Automakers can significantly reduce carbon emissions through creative design and incremental enhancement of conventional technologies.
• The average CO₂ emissions rate from new vehicles fell 3 percent from 2004 to 2005 - the first drop in nearly two decades. We probably can thank high gas prices for this since it made new car buyers think about fuel efficiency. Gas-guzzling truck-based SUVs became less appealing, and this accelerated the shift to car-based SUVs with better fuel efficiency.

But we still have a long way to go. Despite the one year drop, the emissions rate remains 4 percent higher than it was in 1988.

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