v4n39 :: september 29 - october 5, 2005

OUTOFENERGY?
Fuel alternatives abound, but the federal government isn’t about to fund them.
> BY PETER KOCH . PAGE 8 <

GETTING A GRIP YOU AUTO KNOW ON DVD MUSIC

PEACE PREVAILS SEXY NEWS PUNK/ PETER HOOK’S
IN D.C. MODELS ROCKERS LOW-END LEGACY
> PAGE 6 < > PAGE 19 < > PAGE 29 < > PAGE 32 <
september 29, 2005 | | 1
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OUT OF ENERGY?....................8 ���������������������������������������������
by Peter Koch
v4n39 > sep 29-oct 5, 2005
streetvoice .................................................................4

reader essay
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where are the jobs? ..............................................5 ������������������������������������
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by michael i. niman Tracey Q. Davidoff, MD • Jeffrey Leathersich, RPA-C
1-877-898-MESO (6376) • www.anewgenesis.com
in the margins ......................................................... 12 at Northeast Holistic Health Center • Williamsville

chew on this ............................................................ 13

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artist of the week: ann emo........................... 15

interview by anthony chase

avstaff on the boards ......................................................... 16

E D I TO R I A L
managing editor …………… lauren newkirk maynard
theater editor ………………………………………anthony chase stagefright ................................................................ 17
film editor ……………………………………………………… m. faust
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 OUTOFENERGY?
cover story

Fuel alternatives abound, but the federal government isn’t about to fund them.
> BY PETER KOCH <

“Where the hell’s the improvement?!” calls to mind. Its 83-mpg fuel efficiency far
Tony Fini, a retired Blasdell schoolteach- outstrips the meatier Corvette, though.
er, is standing in his Mundy Street drive- With a tiny 16-hp Kohler engine, the “Car
way, eyes wide and shoulders shrugged. of Fini” tops out around 57 mph. Like the
His frustration is palpable as he compares Jeep, though, an upgraded engine could
the fuel efficiency of two cars for me—a make it more appealing to everyday con-
2000 Mercury Grand Marquis (“the same sumers. “With a 23-horsepower engine,
as a 2005,” he says, “they didn’t change this car could probably get 70 mpg and go
’em”) and a 1973 Pontiac GTO. The dif- 70 mph,” Fini says. It’s this 70-70 formula
ference—21.5 mpg to 18.5 mpg, respec- that Fini thinks could sell if it was put into
tively—is only three miles per gallon. “You production, but for now his cars sit in a
mean to tell me in thirty years,” he says, shed collecting dust.
disbelieving, “that they really couldn’t It’s not that he hasn’t tried to get finan-

PHOTOS BY ROSE MATTREY

have done better than three miles per gal-
lon?”
Fini’s question is the same one that mil-
lions of Americans are asking themselves
in the wake of Hurricane Katrina, whose
destructive winds wiped out strategic oil
refineries and raised the average price
of gasoline to an all-time high across the
country. Fini’s is more than just a pass-
ing interest in automotive fuel-efficiency,
though. In fact, he’s spent the past 30
years hunched over the bulky machines in
his garage—a vertical milling machine, a
belt sander, a band saw, an arc welder, a
MAG welder and a drill press—construct-
ing cars that can achieve up to 100 miles
per gallon of gasoline. Fini is convinced
that one or more of his designs (he’s
made eight vehicles, including a hybrid
go-kart) could be the future of cheap,
efficient automotive travel in the United
States, but only if he gets a boost from the
right people in the auto industry or gov-
ernment. But it seems like the only event
that will prompt genuine interest in his
fuel-sipping efforts is a serious change in
the federal energy policy. Or, perhaps, a
hurricane.
THE MAD SCIENTIST
Fini has always tinkered with engines, an
obsession that began when he was a child
CN05_040 AV Okt 9.75x2.875 sep29 FINAL
and built over 100 gasoline-powered mod-
el airplanes. In high school, his favorite
subjects were math and industrial arts. He
took industrial arts classes at Buff State,
earning his BS in 1970 and a master’s by
1973. That year, the Organization of Pe-
troleum Exporting Countries (OPEC) cut
off oil to the United States, sparking an
energy crisis. Forty percent of the coun-
try’s consumer oil vanished in an instant,
sending gas prices skyrocketing. While
everyday motorists grew frustrated with
long lines at filling stations and exorbitant
prices at the pumps, Fini saw something
else—the opportunity to make money.
“The government said there was an en-
ergy crisis, so I answered the call.” Using
inventive transmission designs (he has
10 patents) and lightweight chassis, Fini
hatched several fuel-efficient vehicles that
not only look good, but work well, too.
9/27/05 10:12 AM Page 1
cial help with his cars. In fact, he applied
numerous times for grants through the
Department of Energy, the Army and the
Postal Service. But thirty years later, the
only recognition Fini has received for his
work are two $300 grants from NYSEG,
and the admiration of Saturday mechan-
ics. “I don’t see a penny from it, nothing,”
he says.
Fini is fed up with the lack of support
from the government and auto industry.
In the late morning sunshine, Fini shows All they know how to do, he says, is put
me around his cars. The designs range stumbling blocks in the way of innovative
widely, from a utilitarian jeep to a futuris- individuals. “These people need a kick in
tic solar car to a curvy sports car. The jeep the head,” he says. One example he cites
is styled roughly after a CJ-3B Army jeep, is how he lost one of his patents. The US
with an airy, open cab that closes with a Patent Office requires exorbitant mainte-
detachable roof. Its 23-horsepower engine nance fees—$450 per patent after three
gets 60 mpg and can reach a top speed of and a half years, $1,150 after eight years
57 mph (a figure that can be increased at and $1,900 after 11 and a half years—so
the price of some fuel efficiency). Despite inventors can hold onto their intellectual
its relatively weak engine, Fini insists that property. A few years ago, Fini missed a
it can handle any weather, because he en- payment on one of his patents, because
gineered it so that each tire receives an he was in the hospital recovering from a
equal amount of the vehicle’s weight. In thyroid surgery. When he realized his er-
fact, he used it to commute to Frontier ror, he sent in the payment, but they re-
High School year-round for 15 years. fused it. “So now I’ve lost a perfectly good
design for no reason other than a late pay-
“Everybody likes this one,” Fini says next,
his hand resting gingerly on his sleek red ment.”
sports car, “it’s sort of a junior Corvette.”
If he manages to find some financial
And that’s exactly what the “Auto Di Fini” support down the road, Fini would like

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1 JUST PLAIN
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October is party month at the new Casino Niagara!
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• Alexander Keith’s 210th Birthday Party at the Quench Bar on Wednesday the 5th.
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an um-pah-pah band, lots of German sausages and the appropriate
2 THE ULTIMATE IN
SPORTS BETTING
Check out our brand-new Sports Section featuring
multi-sport wagering and off-track betting. With 26 HD screens, it’s the perfect
place to watch NHL Hockey, starting October 5 and the World Series, starting
October 24. And then there’s football, Sundays and Mondays – and still time to sign
up for the “Pick the Pros” Challenge – it’s free. Submit your picks every week
between Tuesday and Sunday. It’s not too late to enter for weekly and quarterly
prizes from .

3
beverages to wash them down. Also, there is the Moosehead Party at
the Corona Bar on Friday the 14th, where you can win a beer fridge. JOIN US FOR A CANADIAN
• The Sleeman’s Party at the Corona Bar on Friday the 28th. THANKSGIVING FEAST
Sunday, October 9 and Monday,
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JUST PLAIN MORE FUN! Enjoy a full Turkey dinner with all the trimmings.
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Know your limit, play within it!
Must be at least 19 years of age.

8 | | september 29, 2005


above: The “Auto Di Fini” flanked by Tony Fini’s other high-efficiency vehicles.
to open a non-polluting automobile fac-
tory on the old Bethlehem Steel site that
produces “a couple of lines of energy-ef-
ficient” Finis. While the economic benefit
for Fini, himself, is obvious, he also points
out that thousands of WNYers could be
employed there and an attractive new
low-cost, fuel-efficient vehicle would be
available to American consumers. But he
doesn’t see that happening anytime soon.
“I quit, really,” he says, and then trails off,
“I’ve spent enough time...”
Fini refers often to what he calls his “three
enemies”: oil companies, automobile
companies and the federal government.
In his mind, they are enemies of innova-
tion and of the enterprising individual,
mostly because they profit from ineffi-
cient automobiles (especially the oil com-
panies and politicians) while everyday
consumers suffer. Tony’s inability to gen-
erate interest from the car companies is
really a symptom of a much more deeply
rooted, complicated problem: a lackluster
energy policy geared toward short-term
profit and, more importantly, long-term
collapse.
A BRASH NEW WORLD
America’s current energy policy is fool-
hardy at best. Nowhere is this more clear
than in the transportation sector, which
accounts for a full 65 percent of our en-
ergy consumption. We’ve been lagging
behind our European counterparts in in-
frastructure and new, clean technologies
for nearly 30 years, and Bush’s new $14.5
million energy policy indicates that we
won’t be catching up anytime soon.
America is Big Car Land when compared
to the rest of the world. The nation roared
out of WW2, riding an economic boom.
The federal government built a national
interstate system and gave out housing
loan guarantees, allowing people to leave
the crowded inner cities for the new subur-
bia. The burgeoning middle class bought
cars en masse and began commuting to
work and going on road trips. As trips
became longer, cars got bigger and more
comfortable. They grew in importance
and size across the board throughout the
’50s. However, a few hiccups—namely the
environmental movement in the 1960s
and temporary oil shortages in 1973 and
1979—put the brakes on behemoths.
The 1973 shortage, created by an OPEC
embargo, ushered in an era of change
for most industrialized nations. European
car companies, with help from govern-
ment agencies, began producing smaller
vehicles and developing alternative fuels.
America initially made some promising
changes, creating the Strategic Petroleum
Reserve, setting Corporate Average Fuel
Economy (CAFE) standards on cars and
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trucks and passing 55 mph speed limits na-
tionwide. Despite these actions, Asian car
companies were finally able to get a foot-
hold in the American marketplace. Toyo-
ta, Nissan and Honda produced small, re-
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liable, efficient cars that Detroit coudn’t
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compete with. In the mid-1980s, however, ���������������
oil prices collapsed and consumer myopia
������������������������������
set in as Americans again asked for larger,
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safer, more powerful vehicles. Detroit had
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lost its hold over the small car market, so
it was happy to accomodate the new de-
mand for bigger vehicles by refocusing its
efforts on high-margin trucks and SUVs. ������������������������������������������������� ���
While the bigger, more powerful gas-hun- ����������������������������������������� ��
gry vehicles became the norm here, small,
diesel-powered cars grew fashionable and
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affordable in Europe. ������������������������������������������������� ������������������������������������ �������� ��
What most people don’t realize is that ��������������������������������������������� �������������������������������������� ��
these sorts of changes don’t start with the �������������������������������� ��
automakers. European carmakers didn’t
make smaller, fuel-efficient fleets because �
they were concerned about the environ-
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ment. They did it because they were
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forced to. The governments changed
their energy policies, including raising ��
FREE or LOW-COST
taxes on gasoline to reduce consumption. ��
Europeans became conservation-minded, ���
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health coverage from
and decided they really couldn’t afford to
fuel big vehicles. It’s as simple as that, and Children under the age of 19 ��
it’s sound energy policy, accepted by the ���
rest of the world.
In Britain, for instance, where about two-
thirds of gas prices are taxes, they’ve got
Fidelis Care. ���
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it down to a formula—raising fuel prices Family Health Plus, Child Health Plus and Adults ages 19–64 ���
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by 10 percent reduces fuel consumption Medicaid are New York State-sponsored health
by seven percent, as consumers start us- ��
insurance programs offered by Fidelis Care.
ing fuel more efficiently. Currently, Euro- ���
peans pay an average of $6 per gallon for
gasoline, and about $4 of that is govern- • Choose your own network doctor or pediatrician ��
ment taxes. All that tax money is then re- • Quality care from hospitals and specialists ��
invested in transportation infrastructure • Emergency services, eye care, dental care and more ��
and alternative fuels research.
Health insurance from Fidelis Care
A love of big cars is not an intrinsic value provides the benefits of quality healthcare, and ��
for Americans. The British didn’t arrive
here and try to trade in their horses for the security of knowing your family is protected. ��
So if you’re a New York State resident and don’t
moose. The simple difference is that, un-
like other countries, our government has have health insurance, or need coverage for your child,
given neither the auto industry nor con- call Fidelis Care today and see how we can help. ���
sumers any reason to make cars smaller ���
or more efficient. Detroit certainly isn’t
going to change its tune without a govern- ���
ment-induced change in the marketplace.
Quite frankly, Detroit’s Big Three couldn’t ��
afford to invest in new programs if they
wanted to right now. They are rapidly los- ��
ing ground in the only market in which ��
they have any substantial hold: trucks and ��
SUVs. That’s because foreign companies ��
have jumped head-first into the SUV
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dai, BMW, Lexus and Nissan are among (1-888 - 343- 3547)
those companies currently offering SUVs
(Toyota and Nissan are also doing well in
Proof of age, income and address necessary to enroll. �
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continued on page 10 > | |
ENGLISH 5x6 AAF2.indd 1 september 29, 20054/29/05 2:57:31 PM
 tives to buyers (0% APR or $6,000 cash
back, employee discounts to the public),
rendering the once huge margins they
made on these vehicles paper-thin.
Lynn Hardie, director of Clean Commu-
nities of WNY, agrees that car companies
aren’t entirely at fault for the gas-guz-
zling status of the American automobile
fleet. She says that the Bush administra-
tion pulled the plug on companies that
were previously working to develop al-
ternative fuels. “In the 1990s, the auto
industry started developing alternative
fuel options using federal funds, because
none of them knew which would capture
the imagination of the marketplace,”
she says. Some of these options included
compressed natural gas (CNG) vehicles,
electric vehicles and SSVs for ethanol us-
ers. “When George W.’s administration
stepped in, it wanted to look at fuel cells
that would be implemented 30 years out,”
Hardie says. “As a result, they cut funding
for technologies that they thought would
be rendered obsolete as soon as fuel cells
became available.” So American manufac-
turers simply stopped working on alterna-
tive fuels. According to Hardie, it’s hard
to blame them. “Every time they want to
make 100 of this or 500 of that, they’ve
A WNED-TV Production got to stop an entire line and re-tool it.
They can’t build an entire plant until
they’ve got a market for it.” And without
Visit many of the most important and historic houses of worship in the government incentives, it doesn’t pay to
United States including Western New York’s Our Lady of Victory Basilica. stop a line.
However, the Big Three have shown that
they are willing to be innovative if the mar-
Wednesday, October 5 at 8 pm ket demands it. General Motors, a com-
pany known here for making some of the
world’s biggest autos—Hummers, Chevy
www.wned.org Suburbans and GMC Yukons—is mak-
ing a splash in China by building a tiny
minivan called the Wuling Sunshine (a
joint venture with Chinese car companies
S.A.I.C. and Liuzhou Wuling). The Sun-
shine, which averages 43 mpg city driving,
sells for the equivalent of $5,000 USD.
While it’s short on creature comforts, with
seats only a third as thick as those in West-
ern models, a quarter the horsepower of
American mini-vans and a top speed of
81 mph, the Sunshine is a wildly popular
model in China. That makes perfect sense
in a country that has only recently become
industrialized. Small business owners and
fine arts interior design music business photography graphic design relatively affluent peasants are forming a
middle class there—one that has enough
money to afford automobiles, but only
inexpensive models. The other determin-
ing factors are strict government policy
regarding fuel-economy regulations and
taxes on gasoline. All these things have
Fall “Visit Villa” Nights added up to the Wuling Sunshine vault-
ing GM to number one in the world’s fast-
est growing market. What could they do
Oct. 13 and Nov. 9 here with the right incentives?
Careers But Bush’s new energy bill does little
FINE ARTS Art Education - Gallery Staff - Stage Design - Cartooning - Illustration more than maintain the status quo. It
INTERIOR DESIGN Architecture - Construction - Commercial Furniture casts our lot wholly with hydrogen fuel
Dealerships - Historic Preservation - Corporate Space Planning cells, a technology that won’t be readily
MUSIC BUSINESS Recording - Promotion Management - Music Education - available for at least 15 years, and it does
Music Therapy - Performer almost nothing to promote alternative
PHOTOGRAPHY Commercial Advertising - Fashion - Forensic -
fuels in the meantime. Huge tax breaks
Medical - Photojournalism
are still available on Hummers, even as
GRAPHIC DESIGN Commercial Printing - Advertising - Multimedia -
federal tax breaks have been reduced
Web Design - Desktop Publishing
for those buying hybrids. The bill only
suggests that CAFE standards (currently
Villa Maria College
...everything you’re looking for!
27.5 mpg for cars and 22.5 mpg for light
trucks and SUVs) be raised, something
which hasn’t happened for 20 years!
Meanwhile, the European Union recently
committed to making its passenger cars
Villa Maria College | 240 Pine Ridge Road, Buffalo 716.896.0700 get an average of 39 mpg by 2008. Even
China, which hasn’t generally developed
villa.edu an environmental sensibility, is working
on CAFE standards that are more strict
10 | | september 29, 2005
than ours. On top of it all, the new energy
bill gives $8.1 billion of its $14.5 billion
in tax breaks to none other than the oil
companies, whose profits are up nearly 50
percent already. I guess one hand washes
the other, right?
David Garman, the U.S. Energy Depart-
ment Under Secretary, summed it up
pretty well in a recent interview with Busi-
nessWeek: “We have not begun to turn the
corner. We are utterly dependent on oil.”
WHAT KATRINA SHOWED US
On August 28, while Hurricane Katrina
was whirling just off the Gulf Coast, very
few Americans were thinking seriously
about conserving gas. Sure, gas prices had
been steadily rising for about three years,
but we weren’t about to cancel our vaca-
tions because we had to pay a few extra
bucks at the pump. But then the storm
swept over the Gulf’s oil and gas refiner-
ies, halting their production and sending
the average price of gas to over $3 per gal-
lon.
Conservation was suddenly on the lips of
every American. Commuters took public
transportation and rode bicycles to work.
And those who had neither option suf-
fered economically. Prices rose on every-
thing from produce to steel as the price
of transporting goods climbed. In a single
day, I overheard three separate people
(one of whom owned a hot rod) say they
were considering a hybrid for their next
vehicle. Our only fuel source—gasoline—
was priced out of our reach, and the vul-
nerability of our energy policy was laid
bare practically overnight.
While the idea of a nation’s energy policy
is abstract, it is easy to understand when
you have to fork over an exta fifteen bucks
everytime you fill your SUV. Katrina was
a catalyst, of sorts, fast-forwarding us to
a time when gasoline will no longer be a
cost-effective energy source, showing us
what happens when you don’t have alter-
natives built into your infrastructure.
All of the comparisons to the oil shortages
of the ’70s revealed what environmental-
ists and inventors like Tony Fini have been
screaming for years: Our energy policy
hasn’t changed in 30 years, and we need
to do more.
In short, Katrina served as a wake-up
call to a country that badly needed one.
It caused consumers to change some
of their consumption habits, and to call
for more fuel efficient vehicles. Unfor-
tunately, though, as gas prices slide back
down to around $2.80, people are already
settling back into their routines. Katrina
came close to forcing change, but it will
be impossible without help from the gov-
ernment.
BIODIESEL AND THE WNY OF
TOMORROW
Fortunately, despite our government’s
failure to earnestly promote alternative
fuels, there are many people, both entre-
preneurs and environmentalists, who are
working locally to bring alternative fuels
to your vehicles.
The current nationwide alternative fuel
craze is biodiesel, a completely renewable
fuel that can be made from a variety of
sources, including soy, canola and plain
old restaurant grease (that’s right, the
stuff they make your fries in). It burns
as efficiently as petroleum diesel, or pet-
rodiesel, but much cleaner because of
its higher oxygen content. And the best
thing about it is that when it’s properly re-
fined, it can be used in almost any diesel
engine without any modifications.
While such grassroots efforts usually fail
to take off, some local entrepreneurs are
looking to establish a long-term market
here in WNY.
People like Mark Kubiniec, owner of the
Sunoco station at the corner of Elmwood
and Amherst, and Tonawanda’s Noco En-
ergy Corp. have long been working to cre-
ate inroads for biodiesel. Kubiniec wants
to add a biodiesel pump at his station, a
$50-60,000 investment. He’s counting
on a government grant to help cover the
costs, though. “I’m looking to devise a way
to afford it,” Kubiniec says, “it’s not going
to be lucrative. It will probably be a break-
even scenario, at least until it catches on.”
And that’s the key, really. As Kubiniec
says, “It’s a chicken and egg situation.”
What he means is
that lower prices
are necessary to
create a demand, “There is no magic bullet.
We must learn to niche,
but until there’s a
market, prices are
generally high. So
which will come where appropriate, in what-
first, the demand
or low prices? ever form of alternative fuel
Kubiniec says he
has commitments
or energy resources make
from a number of
small fleets, but
sense.”
“they’re not going
to do it out of the
goodness of their hearts.” In other words,
it has to be priced competitively with pet-
rodiesel.
Noco is encountering the same problem.
The energy company has been importing
biodiesel to WNY for three years and sell-
ing it to local fleets (Town of Tonawanda’s
municipal truck fleet, regionally head-
quartered NYS vehicles). It costs about
20 cents more per gallon than petrodie-
sel, making it a hard sell for high-volume
customers. In 2003, they ran a demonstra-
tion program with the NFTA, where the
NFTA used 168,000 gallons of biodiesel to
power 140 of its buses for six months. As
soon as the grant money from NYSERDA
ran out, though, the NFTA dropped the
program. Noco also sells biodiesel to in-
dividuals, but it has to be purchased in
expensive 55-gallon drums. So how can
Buffalo establish a biodiesel market? En-
ter Tara Mancini and Linda Hardie.
Tara Mancini is the president of Blue Sky
Optimum Energy, a young company that
is in the process of building a biodiesel
production facility here in Buffalo. Man-
cini claims that her company can manu-
facture biodiesel so efficiently as to make
it competitive with petrodiesel.
A native of the Boston Hills area of Or-
chard Park, Mancini discovered biodiesel
while working at Rich Products. One day
three years ago, while listening to NPR’s
“Science Friday,” Mancini heard a report
about biodiesel. “They were saying all
these wonderful things about biodiesel,”
she says. “But they had one problem: they
couldn’t get the cost down.” As it turns
out, that’s what Mancini was doing for a
living. Her job was to redesign processing
lines (in Rich’s vegetable oil processing
plant) to make them more cost effective.
Mancini saw her opportunity to run a
green business, and she jumped at it.
She spent the first couple of years on R&D,
finding the best ways to process different
types of vegetable oil, and then built a
pilot plant at the University of Texas. All
the reseach had paid off, and Mancini
says that her company can produce the
“green” fuel for ten cents cheaper than
��
petrodiesel. The new production facility ��������������������������������
����������
� ������
will employ about 20 people over the next
couple of years, and its doors should open ��������������������������
by Jan. 1. The plant will have a capacity of
about two million gallons per year, all of
which have already been sold to a buyer.
That buyer will sell the fuel across the �����������
state. But there will also be some sold lo- � � � �� � � � � � � � � � ��� � � � � � �
cally, Mancini says. “I’ve been speaking to
a couple of local gas stations that would �������������������������������
�������������
like to put in biodiesel pumps.”
“The ultimate goal is to develop an alterna- �������������
tive energy cluster of companies and uni- ����
versities working together to create a new ����������� ����������������
economy and market for Buffalo,” Man- ����� ������������������
cini says. Now we are onto something—a
“green” economy for WNY. Another great ���������������� ��������������������������������
feature of biodie-
�������������������������������������������������������������������
sel is that soy,
one of the main
base products
for biodiesel, can
���������������
be and already is
grown in WNY.
The byproduct
of turning soy ��������������������������������������������
into biodiesel is
livestock feed.
������������������������������������
As Lynn Hardie
points out, “Now �������������
it’s a sustainable
cycle.”
����������������������������������������������������������������������������
��������������������������������������������������������������������������������
Lynn Hardie’s ��������������������������������������������������������������������� �����������
Clean Communities of WNY grew out of
����������������������������������������������������������������������������
the Department of Energy’s Clean Cities
program. When funding was lost three
■ ���������������������������������■ ���������������
years ago, she started it up as a non-profit
organization. Now she obtains govern-
ment grants to improve alternative fuel ■ ����������������������������
infrastructure and to educate local fleet
managers about alternative fuels.
Hardie thinks that the ultimate solution
���������������������������������������������������������
to America’s energy dependence is a
WhatYou Want
crazy quilt of alternative fuels. “There is
no magic bullet. We must learn to niche, ���������������������������������������
where appropriate, in whatever form of ������������������������������������������
alternative fuel or energy resources make
sense.” She thinks that New York will have
����������������������������������������
to better develop compressed natural gas
(CNG) and biodiesel, since we sit on top
of a lot of natural gas and already grow
soy. She also points out that, contrary to
the national energy policy, our state has
been progressive regarding alternative
fuels. The Senate is currently reworking
some incentives for biodiesel and ethanol
that Pataki put into his latest budget. She
thinks that we will see those incentives ap-
pear in legislation by early 2006. Also, the
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A greener WNY does seem within reach.
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One can picture local famers growing soy
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And as for Tony Fini, if he can’t get the
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Call to register:
off the ground, maybe he can start tinker- 8 0 0 .4 6 2 . 76 5 2 C O L L E G E
ing with diesel engines, instead.
september 29, 2005 | | 11