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#7472 From: Remy Chevalier <electrifyingtimes@...>
Date: Mon Oct 1, 2007 1:38 pm
Subject: Tesla Roadster by Tracy N. Maurer
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Tesla Roadster (Full Throttle 2)
by Tracy N. Maurer (Author)
 
Tesla Roadster (Full Throttle 2)

List Price: $28.50 
Reading level: Ages 9-12

Publisher:
Rourke Publishing
(January 30, 2008)

ISBN-10: 1600445772
ISBN-13: 978-1600445774 
 
Rourke Publishing, LLC
P.O. Box 3328
Vero Beach, FL 32964

Phone: 772-234-6001
Phone: 800-394-7055
Fax: 772-234-6622

#7471 From: Remy Chevalier <electrifyingtimes@...>
Date: Mon Oct 1, 2007 12:54 am
Subject: Fast Company ~ 6 Energy Pros
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Fast Talk: Creative Energy

Coal's Metamorphosis Man
By Cora Daniels
A Shining Biofuel Success
By Cora Daniels
Heavyweight Contender
By Cora Daniels
Chevron's Underground Researcher
By Cora Daniels
Preaching Energy Independence
By Cora Daniels
The Gas Man
By Cora Daniels
 

#7470 From: Remy Chevalier <electrifyingtimes@...>
Date: Sat Sep 29, 2007 1:04 pm
Subject: ZAP Signs Joint Venture China's Largest Luxury Bus Manufacturer
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todaysnews@ newsletter.investorideas.com

InvestorIdeas.com - ZAP Signs Electric Car Joint Venture with China's
Largest Luxury Bus Manufacturer

ZAP Signs Electric Car Joint Venture with China's Largest Luxury Bus
Manufacturer

Youngman Auto Group to Make Electric and Hybrid Cars, Trucks and Buses for
Joint Venture

JINHUA CITY, China and SANTA ROSA, Calif., Sept. 21, 2007 - In a joint
statement released today, USA electric car pioneer ZAP (OTCBB: ZAAP) and
Youngman Automotive Group, China's number one luxury motor coach and
high-quality commercial truck manufacturer, have signed a joint venture
agreement to manufacture, market and distribute electric and hybrid vehicles
for the passenger car, truck and bus markets. The new joint venture company
will also focus on the development and manufacturing of electric charging
infrastructure.

Youngman Automotive Group is a private holding company with 12 subsidiaries.
Youngman's partnership with Germany's NEOPLAN controls more than 70 percent
of the luxury motor coach market in China. Youngman is the supplier to
NEOPLAN and MAN, two of Europe's top brands for luxury motor coaches and
high-quality commercial trucking. Over the past few years Youngman has also
expanded sales in Asia (Singapore, Hong Kong, Japan and Malaysia), The
Middle East, Europe and the USA, enjoying significant market growth.

In 2004, with the support of the Chinese government, Youngman was awarded a
license to manufacture automobiles. Earlier this year Youngman made auto
industry headlines by awarding Lotus Engineering a number of vehicle
development projects, and more recently by signing a vehicle distribution
and technology licensing agreement with Proton (the Malaysian national car
company), estimated to be worth several billion US dollars. The strategic
partnership with ZAP will allow the joint venture company to bring highway
capable electric and hybrid vehicles to the market like the ZAP-X crossover
SUV.

"There are many good manufacturers out there, but to be a great manufacturer
we need to do something that can change the world," said Youngman Chairman
Pang Qingnian. "I have built Youngman group based upon three key principles:
quality product, technology and brand. With our current product line-up and
our commitment to quality, I believe we can provide a viable electric
alternative to the world. Through the integration of currently available
technologies and renewable energy, I believe we can take a leadership
position and play a significant part in providing a better alternative."

"This is the most significant relationship that ZAP has ever entered into,"
said ZAP CEO Steve Schneider. "This joint venture will provide a platform
for both ZAP and Youngman to focus each other's strengths to develop
solutions that have the potential to transform the industry. Our energy will
not stop at the vehicle engineering level. Using renewable energy to provide
a cost effective recharging infrastructure to customers, we can change the
world, one vehicle at a time," said ZAP CEO Steve Schneider.

"I applaud ZAP and Youngman for bringing the next generation of
mass-produced electric vehicles to California. Our state is leading the
nation and world in opening the market for alternative fuel vehicles and
this move is another example of bringing high-quality, high-paying jobs to
California," said Governor Schwarzenegger.

Youngman's portfolio of products includes luxury motor coaches,
inter-urbans, city and airport buses as well as premium commercial trucks
for long distance, local distribution, heavy-duty building and special
services. Youngman manufactures its motor coaches and trucking at a million
square foot factory in Jinhua. Youngman is building new factories in
Shandong province with the backing of the Chinese government to expand its
automotive manufacturing capacity.

     About Youngman Automotive Group Co., Ltd.
     -- Based in Jinhua City, Zhejiang, China
     -- Controls 70 percent of the luxury motor coach market
     -- 1 million square foot manufacturing facility in Jinhua
     -- 4,000 employees, 700 R&D staff
     -- 7 new vehicle factories under development
     -- With new production facilities, capacity to produce 200,000 vehicles
        per year
     -- July 2007 -- Youngman signed contract with Malaysia's Proton
     -- View images from signing ceremony in Jinhua at URL below:
        http://www.flickr.com/photos/11374805@N00/sets/72157602076760320/show

     About ZAP
     -- Based in Santa Rosa, California, USA
     -- Marketed and sold 100,000 electric vehicles since 1994
     -- Distributes electric scooters, ATVs, motorcycles, cars, trucks
        worldwide
     -- Completed a feasibility study in May 2007 with Lotus Engineering to
        develop a new generation of commercially viable electric vehicles.
     -- This month signed distribution agreement with Chile's largest power
        company
     -- Website: http://www.zapworld.com

     New Joint Venture
     -- The joint venture will develop, produce, market and sell electric and
        hybrid vehicles, as well as develop battery and energy recharging
        infrastructure components and technology
     -- Vehicle models include buses, trucks and passenger vehicles
     -- Youngman will manufacture vehicles and other components for the joint
        venture
     -- ZAP will manage the sales, marketing and distribution of the joint
        venture products

ZAP is a featured Company on RenewableEnergyStocks.com, TechSectorStocks.com
and EnvironmentStocks.com

For full details, click here:
http://www.renewableenergystocks.com/CO/ZAAP/Default.asp

Forward-looking statements in this release are made pursuant to the "safe
harbor" provisions of the Private Securities Litigation Reform Act of 1995.
Investors are cautioned that such forward-looking statements involve risks
and uncertainties, including, without limitation, continued acceptance of
the Company's products, increased levels of competition for the Company, new
products and technological changes, the Company's dependence upon
third-party suppliers, intellectual property rights, and other risks
detailed from time to time in the Company's periodic reports filed with the
Securities and Exchange Commission.

Source: ZAP; Youngman Automotive Group Co., Ltd.

#7469 From: Remy Chevalier <electrifyingtimes@...>
Date: Sat Sep 29, 2007 11:47 am
Subject: LEDs lights to span the Hudson River
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Saturday, September 29, 2007

LEDs lights to span the Hudson River

25 Sep 2007

LEDs will replace conventional lighting on the George Washington bridge and the Holland Tunnel.
According to an article on the Star-Ledger news website, two Hudson River crossings linking New Jersey and New York City will be fitted with LED lights.
The plans to retrofit conventional lamps with energy-saving LED illumination on the George Washington bridge and the Holland Tunnel were approved by the Port Authority of New York and New Jersey's board of commissioners.
A $4.5 million project eventually will replace more than 4,200 fluorescent fixtures at the Holland Tunnel with 1,736 LED fixtures. The new lamps will last 15 years, compared with the roughly 18-month life span of the existing lights, providing an estimated annual saving of $340,000, says the article.
The George Washington bridge will see a one-for-one replacement of 156 mercury vapor lamps on the bridge's cables. The $200,000 project will results in annual savings of $50,000.
The current fixtures, which provide aesthetics and do not light the roadway, must be replaced as often as each year. Agency officials also are considering converting the roadway lights, says the newspaper article.
Both projects are annually expected to reduce carbon dioxide emissions by more than 3.3 million pounds and nitrogen oxides by 5,000 pounds. Work on the bridge and the tunnel is slated to start and finish in 2008.
Article courtesy LED magazine


#7468 From: Remy Chevalier <electrifyingtimes@...>
Date: Fri Sep 28, 2007 1:03 am
Subject: CT Innovations Staff
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CT Innovations Staff
Executive
Peter V. Longo   

Peter V. Longo, CPA, CFA
Deputy Director
Executive Vice President and Chief Investment Officer

In his current role, Peter's duties include managing the venture capital and other technology investment activities of Connecticut Innovations. He has over eleven years of early-stage investing experience in over 20 private equity investments and has served as a director or board representative for nine companies, playing key roles in originating, managing, and exiting these investments.

Peter joined CI as a finance associate in 1995, after having served as a senior accountant at Ernst & Young LLP. He was later promoted to controller of CI. He then joined CI's investment team as a director, investments and was subsequently promoted to managing director, investments. In 2006, Peter was promoted to his current positions of executive vice president and chief investment officer.

Peter is a Certified Public Accountant and a Chartered Financial Analyst. He is a graduate of the University of Connecticut, with a bachelor's degree in business administration, and he holds a master's degree in business administration from the University of Hartford. Peter also served six years in the Connecticut Army National Guard.

Technology and Program Management
Charlie Moret   

Charles Moret
Managing Director, Business Development

Charlie directs business development for Connecticut Innovations. He is responsible for developing and supporting business opportunities for CI and its portfolio companies. Additionally he is responsible for creating and sustaining a network of potential referral sources and business partners both within and outside of the State of Connecticut. Charlie joined Connecticut Innovations in January 2000 with more than 25 years' experience in business, finance, marketing and entrepreneurship. He holds a bachelor's degree in marketing from Pace University and a master's degree in business administration from Fairleigh Dickinson University. He is active on numerous boards and community organizations.

 

Nancy C. Rion   

Nancy C. Rion
Director, Technology Initiatives

Nancy oversees CI's Yankee Ingenuity Technology Competition and is responsible for technology initiatives that stimulate university/industry collaboration. She is also responsible for CI's administrative role for the Connecticut Stem Cell Research Advisory Committee and its grant process. Nancy has coordinated several strategic planning efforts within CI and has worked with the Connecticut technology community to develop strategies for an Innovation Network.

Prior to joining CI in 1991, Nancy directed a university/industry grant program at the Connecticut Department of Higher Education and taught writing and communications at several colleges and universities. She holds a bachelor's degree in English from Northwestern University and a master's degree in education from Kansas State University.

 

Technology and Program Management
Nancy C. Rion   

Emily C. Smith
Chief of Staff & Managing Director, External Relations

Emily joined Connecticut Innovations in 1998. She is senior advisor to CI's president and executive director assisting with the development, implementation and evaluation of CI policies, goals and objectives. Emily is responsible for communications, marketing and media relations as well as directing programs and operations related to legislation and regulation. Previously, Emily represented the state's largest managed care company before the state legislature. She is active in several community organizations and was chairwoman of the North Branford Economic Development Commission. Emily received a bachelor's degree in political science from Providence College.

 

Pamela A. Hartley   

Pamela A. Hartley
Marketing Manager, Communications and Business Development

Pamela has been with Connecticut Innovations since 1989 and is responsible for marketing communications and business development. Previously she served as director, development and director, business development. In the latter role, she was responsible for developing and maintaining relationships with outside organizations with which Connecticut Innovations could leverage its funding. Also, she previously served as director, Connecticut Technology Partnerships and was responsible for the Connecticut Technology Partnership Program, which provided loans to match federal research funding and provided commercialization funds to help launch Small Business Innovation Research (SBIR) and Small Business Technology Transfer (STTR) projects. Pamela graduated cum laude from Yale University with a bachelor's degree in biology. Pamela served for six years on the board of directors of the Yale Club of Hartford.

Suzanne Kaswan   

Suzanne Kaswan
Human Resources Manager

Suzanne recently joined Connecticut Innovations as the human resources manager. She is involved in a full range of human resource functions including recruitment, training, and employee relations. Previously, Suzanne worked at the Department of Administrative Services as a human resources consultant. She also has done consulting in the private sector in the areas of recruitment, classification and compensation. Suzanne earned a bachelor’s degree in English from the University of Connecticut.

John Murphy    

John Murphy
Marketing Manager

John joined Connecticut Innovations in November 2004. In his role as marketing manager, John is responsible for a broad range of marketing efforts, including website development, collateral material design, marketing communications, public relations, and market research. Prior to joining CI, John developed his hands-on marketing skills over the course of 16 years with Integrated Industrial Systems, a machinery engineering and manufacturing firm in Yalesville, Connecticut. He holds a bachelor of science degree in communications from Eastern Connecticut State University.

Gladys Rivera    

Gladys Rivera
Marketing Manager

Gladys joined Connecticut Innovations in January 2001. She is responsible for a variety of marketing functions designed to raise awareness of Connecticut Innovations, enhance its image, and communicate its key messages to primary markets, referral sources and other key audiences. Gladys is also responsible for event management. Gladys joined Connecticut Innovations with several years of marketing and contract administration experience.

 

Chelsey Sarnecky   

Chelsey Sarnecky
Legislative Assistant

Chelsey joined Connecticut Innovations in January of 2007 as a legislative assistant. She is responsible for tracking and monitoring legislation of importance to the organization; attending legislative committee meetings and public hearings; and, working with other interested parties to advance CI's legislative agenda. Chelsey attended Central Connecticut State University.

 

Investment Team
Kevin Crowley   

Kevin Crowley
Director, Investments

Kevin manages the $46 million Connecticut BioScience Facilities Fund that invests in the build-out of wet laboratory space and analyses venture capital investment opportunities for Connecticut Innovations.

Kevin was formerly employed by the Connecticut Department of Economic and Community Development (DECD), where he was director of the Office of BioScience, responsible for client interaction, bioscience business recruitment, bioscience related public policy strategy and day-to-day operations of the Office. Prior to that, he was director of business recruitment in DECD's Recruitment and Industry Clusters division, negotiating relocation incentive packages for both large and small corporate development projects. He holds a master of business administration degree in business management from Quinnipiac University.

Stepheni J. Harpin   

Stepheni J. Harpin
Investment Associate

Stepheni has been with Connecticut Innovations since 1992 and was promoted to investment associate in 2006. She helps with the due diligence process and assists the managing directors. Stepheni joined the investment team in 1999 as an investment analyst, screening inquiries and tracking the progress of potential investment clients. Previously, she served as finance associate, responsible for legislative reporting and investment tracking. Prior to joining CI, Stepheni worked for several years in retail management and law firm administration. Stepheni holds a bachelor's degree in business management and human resource development from the University of Connecticut, as well as a master's degree in business administration from the University of Hartford.

Pauline M. Murphy   

Pauline M. Murphy, CPA
Director, Investments

Pauline joined Connecticut Innovations in 2002 as its controller and in May 2005 became a director of investments. Prior to joining CI, Pauline was controller of an early stage software development company. Pauline joined CI with over ten years of experience in both manufacturing and service organizations and began her career at Ernst & Young, LLP. She graduated magna cum laude with a bachelor's degree in accounting from the University of Connecticut and is a registered CPA in the State of Connecticut.

Julie F. Rader   

Julie F. Rader
Director, Business Investment & Analysis

Julie, director, business investment and analysis, has been with Connecticut Innovations since 1993, and is responsible for assisting the investment team with due diligence on investments. She also screens inquiries and tracks progress on potential investment clients. Julie maintains the information and resources for all staff. Previously, Julie worked as a media specialist in Connecticut school systems for 15 years, as well as in public libraries. Julie graduated from the College of St. Theresa, Kansas City, with BA and attended Southern Connecticut University as a library science major.

Maneesh Sagar   

Maneesh Sagar
Director, Investments

Maneesh joined CI as a director of investments in August of 2006 and is responsible for sourcing, evaluating, investing in, and managing portfolio companies primarily in the software sector.

In some ways, this was a homecoming for Sagar. CI was an investor in a Shelton-based software company that Sagar co-founded and was instrumental in growing, NeuVis (acquired by IBM Rational). He brings over ten years of hands-on operational experience with technology start-ups, such as NeuVis, DataEase and Vendavo, to CI. In addition, Sagar worked with various Fortune 500 companies as a management consultant at Booz Allen Hamilton. Over the past decade, he has held positions in corporate and business development, enterprise sales, product marketing and executive management.

Sagar graduated magna cum laude from Ohio Wesleyan University with a bachelor of arts degree in economics management and earned a master of business administration degree from Columbia Business School. He is actively involved with and has served as a speaker at events hosted by the Connecticut Venture Group (CVG), The Indus Entrepreneurs (TIE) TriState, Yale Entrepreneurial Society (YES), Connecticut Technology Council (CTC) and Columbia Business School.

Matthew B. Smith   

Matthew B. Smith
Managing Director, Investments

Matt joined Connecticut Innovations in 2005 and is responsible for making new investments in Connecticut-based bioscience companies and managing many of CI's current bioscience investments. In his role as managing director, investments, he serves on the board of directors of several CI portfolio companies.

Matt brings to CI broad-based experiences in the life science, medical device and healthcare arenas. He was a co-founder of CompreMedx Cancer Centers Corporation and Health Excel Management, Inc., both healthcare services companies, and was a co-owner of Kramex Corporation, a radiology equipment supplier. Matt also served on the board of directors or in management capacities for a variety of bioscience companies - focused on robotics, healthcare services, and medical devices. Additionally, he made venture capital investments in medical device companies while at GTE New Ventures Corporation.

Matt has also shared his business experiences in an academic setting, having served as the first executive director of the Entrepreneurship and Small Business Management Institute at Quinnipiac University and served on the faculty of the Albert Einstein College of Medicine of Yeshiva University.

Matt holds both a master's degree in business administration and a bachelor's degree from Boston University.

 

#   

Russell E. Tweeddale
Managing Director, Investments

Russell has been with Connecticut Innovations and its predecessor organization since 1985. Prior to joining CI, he was director of data processing for Scientific Leasing Inc. and the Robert E. Nolan Co. Russell also spent 20 years in various positions with United Technologies Corp. Russell has a background in economic and venture analysis, engineering cost accounting and systems analysis. His experience also includes scientific and commercial programming, math analysis, EDP auditing and computer modeling. Russ earned a bachelor's degree in electrical engineering and a master's degree in business administration from the University of Hartford.


Finance and Administration
George D. Bellas   

George D. Bellas
Vice President, Finance and Administration

George joined Connecticut Innovations in May 2005 as its controller and in 2006 was promoted to vice president, finance and administration. Previously, he worked for twenty years as the controller of two divisions of BKM. He also spent five years at Price Waterhouse as a senior accountant. George served as a committee chair of the Continuing Education Committee of Connecticut Society of CPA's and has been a volunteer at Community Accounting Aid and Services. He is a CPA and has a BSBA in Accounting from Western New England College.

Heidi J. Bieber   

Heidi J. Bieber
Administrative Assistant

Heidi joined Connecticut Innovations in November 1995. She provides administrative support for CI senior managers. Previously, she assisted the president of the Connecticut Clean Energy Fund and the Fund's staff. When she joined CI, Heidi assisted the investment team of Connecticut Innovations as its secretary. Before joining CI, Heidi worked for eight years as an administrative assistant at Education & Training Programs (ETP). Prior to that, she worked for Wetzel Tool and Joseph H. Bertram & Co. Heidi attended Manchester Community College and Hartford College for Women

 

Jillian Carbone   

Jillian Carbone
Administrative Assistant

Jillian works as an administrative assistant to the president of the Connecticut Clean Energy Fund and supports the programs of Energy Market Initiatives and Operational Demonstration. She began as a temporary employee in August of 2006, and became a permanent employee of CCEF in December 2006. Prior to joining CCEF, she worked as a sales assistant and administrative manager for a 3M window film dealer servicing commercial and residential markets in Connecticut. Jillian holds her BA in English from Southern Connecticut State University.

 

Joseph J. Casparino   

Joseph J. Casparino
Director, Information Technology

Joe began consulting for Connection Innovations in August 1996. He became an employee in June 1998. He is responsible for all computer hardware, software, network and phone systems, as well as the systems infrastructure for Connecticut Innovations. Joe brought to Connecticut Innovations 20 years of experience in computer systems. Joe is a graduate of the University of Hartford Samuel Ward College and served for four years in the United States Air Force.

Donna Connolly   

Donna Connolly
Senior Accountant

Donna Connolly joined Connecticut Innovations in 2005 as a senior accountant. She is responsible for generating financial statements for both Connecticut Innovations and the Connecticut Clean Energy Fund. Donna brings with her eight years of corporate financial accounting experience with a manufacturing company.

Donna graduated from Central Connecticut State University with a bachelor of science degree in accounting.

Loyola French   

Loyola French
Administrative Assistant

Loyola brings over 20 years of both administrative and legal experience to Connecticut Innovations and is working as a adminstrative assistant to the Connecticut Clean Energy Fund's general counsel, as well as supporting various team projects. She has worked in law offices, as well as the Connecticut court system, and most recently worked in the mortgage lending industry.

Loyola attended Elms College, Eastern Connecticut State University and Manchester Community College, earning her paralegal degree

Bonnie K. Greenwell   

Bonnie K. Greenwell
Payroll Administrator

Bonnie has been with Connecticut Innovations since 1994 and is responsible for payroll, personnel, and employee benefits. Bonnie was hired as a secretary and promoted to an administrative assistant in July 1997. In February 1999, Bonnie was promoted to database administrator. As database administrator, she was responsible for the management of Connecticut Innovations' database. Bonnie assumed the duties and responsibilities of human resource administrator in July 1999. Prior to joining Connecticut Innovations, Bonnie was employed as a secretary at Western Connecticut State University, a senior clerk at the Connecticut Department of Public Works and a data entry operator for the State Comptroller. She also worked for six years in the data processing department of Bethlehem Steel Corporation as a data entry operator/supervisor.

Lynne Lewis   

Lynne Lewis
Administrative Assistant

Lynne joined Connecticut Innovations in July 2005 after a temporary assignment with CI starting in April 2005. Lynne provides administrative support to the members of the investment team and the director of technology initiatives. Before coming to CI, Lynne worked in many diverse areas in a corporate environment for over 20 years. Most recently, she had been the program administrator for Aetna's Fleet Car Safety Program. Prior to that, she had worked as a consultant in the company's Ergonomics Consulting Department. Lynne has volunteered in various capacities for a number of civic, social, and health organizations/groups including the American Cancer Society of Connecticut, Connecticut Valley Girl Scouts, Community Involvement Team at JFK Elementary School and the Windsor Giants cheerleaders.

 

Kimberly Maron   

Kimberly Maron
Administrative Assistant

Kimberly joined Connecticut Innovations in December 2006. She provides administrative support to the managing director of business development, as well as members of the marketing department and the director of technology initiatives. Previously, Kimberly worked in the development department at the New Britain Museum of American Art as their membership associate. She brings to CI a variety of technology experience through college internships and coursework. She earned a bachelor of arts degree from Saint Joseph College.

 

Connecticut Clean Energy Fund
Lise Dondy   

Lise Dondy, President
Vice President, Connecticut Innovations

Lise Dondy is the president of the Connecticut Clean Energy Fund, having joined the team in March 2004 as its chief operating officer. Previously, she had been managing director, investments for Connecticut Innovations, and served on the board of CiDRA Corporation. She formerly served as a director of LinkSoft Technologies. She holds a bachelor's degree from Lake Forest College and a master's degree in business administration from the Yale School of Management.

 

Konstantine Drakonakis   

Konstantine Drakonakis
Project Associate

Konstantine Drakonakis evaluates emergent renewable energy technology proposals for funding and manages existing CCEF projects. Konstantine is responsible for designing and launching new programs; performing due diligence, research and analysis related to financial assistance requests; and performing program-related marketing, outreach, and project pipeline development. Drakonakis is a civil and environmental engineer and worked for several years as a consultant. Konstantine holds a master's degree in environmental management from Yale University and a bachelor of science degree in civil and environmental engineering from the University of Vermont.

 

Keith Frame   

Keith Frame
Associate Director, New Technologies and Project Management

Keith Frame evaluates proposals from developers seeking funding to support the development of new clean energy technologies or innovative combinations of existing clean energy technologies. Keith coordinates and oversees CCEF project budgets and disbursements.  He had previously spent nearly 20 years in the power industry at Northeast Utilities.  Keith holds a bachelor of science degree in aeronautics and astronautics engineering from the M.I.T.

 

Dale Hedman   

Dale Hedman
Director of Project Development

Dale evaluates project proposals involving commercially available fuel cell, solar, biomass, landfill gas and wind equipment technologies and determines what financial and/or technical support CCEF may be able to offer to make the projects economically viable. Previously, he was with US Energy Biogas Corporation and Yankee Energy Services Company's Energy Division, and the Public Utilities Commission of Ohio. Dale holds a master's degree in business administration from Xavier University and a bachelor's degree from Ohio Wesleyan University.

 

Dondy   

Dave Ljungquist
Project Manager

Dave's career has been concentrated in new business and product development for both large companies and small, entrepreneurial companies. His involvement in the energy field began in 1990, when he worked for Nitech, Inc., a joint venture between Niagara Mohawk Power Co. and a small Connecticut product design/engineering firm. He subsequently joined Northeast Utilities as that organization was gearing up to meet the challenges of deregulation. Following his time with NU, and before joining CCEF, he helped with the startup of Nxegen, Inc., a company that provides energy monitoring and management services.

 

Paul Michaud   

Paul Michaud
General Counsel and Policy Manager

Paul serves as in-house general counsel for the Connecticut Clean Energy Fund. He handles all legal work connected with the implementation of renewable energy generation projects and other clean energy programs run by CCEF. He also represents CCEF in regulatory proceedings before the Department of Public Utility Control. Paul earned a Juris Doctor degree from the New England School of Law, Boston, Massachusetts, a master of business administration degree from Southern New Hampshire University, Manchester, New Hampshire, and a bachelor of science in finance degree from Bentley College, Waltham, Massachusetts.

 

Patrick O'Neill   

Patrick O'Neill, P.E.
Project Manager

Patrick is a project manager for the On-site Renewable DG Program and Project 100. Previously, Patrick worked for UTC Power and Duke Engineering and Services (Now Areva NP Inc.) and Yankee Atomic Electric Corporation. Patrick holds a bachelor of science degree in nuclear engineering from the University of Massachusetts at Lowell, a master's degree in mechanical engineering from Worcester Polytechnic Institute and a professional engineer's license from the State of Connecticut. Additionally, Patrick is pursuing a master's degree in business administration at New York University's Stern School of Business.

 

Angela Perondi-Pitel   

Angela Perondi-Pitel
Program Associate

Angela supports voluntary market initiatives and educates the public about the benefits and availability of clean energy. She manages CCEF's formal education initiatives and informal museum-based initiatives. Previously, Angela was an MIT project fellow, introducing clean energy technologies into educational institutions and community groups to promote community empowerment and social change. Angela earned her master's degree in environmental management and policy from Rensselaer Polytechnic Institute and a bachelor's degree in psychology from the Sao Paulo Catholic University.

 

Mary Vigil   

Mary C. Vigil
Project Assistant

Mary started with the Connecticut Clean Energy Fund of Connecticut Innovations in October 2004 as a temporary employee and became part of the staff in January 2005. She previously worked at United Healthcare as a facility coordinator. Mary brought to CI over 15 years of secretarial and administrative experience.

 

Bob Wall   

Bob Wall
Director, Energy Market Initiatives

Bob develops and manages programs intended to increase consumer awareness of clean energy and its benefits to society. Prior to joining CCEF, he worked on clean energy marketing and grass roots initiatives in various New England states with non-profits, SmartPower and Clean Water Action. Bob also practiced complex civil litigation for nearly two decades in which he concentrated on environmental and public health issues. He earned a bachelor's degree from Wesleyan University and a juris doctor degree from Fordham University, School of Law.

 


#7467 From: Remy Chevalier <electrifyingtimes@...>
Date: Wed Sep 26, 2007 11:04 pm
Subject: LED CHINA 2008, March 4-6 Guangzhou
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Show Dates & Hours: March 4, 2008, 8:30 to 17:00 , March 5-6, 2008, 9:00 to 17:00

In the recent years, LED industry develops rapidly in China, especially in the market of sign industry and city illumination project. Based on various buyer data of sign and neon industries, LED CHINA has dedicated to offer an international platform for business communication and cooperation in the past three years, so as to promote the specialties of LED products and let more people get to know them.

Opening Hours for Visitors:
March 4-6, 2008, 9:15 to 17:00 (Closing hours for entrance will be 16:30.)

http://www.ledchina-gz.com/english/syly.asp

Trust Exhibition Co., Ltd.
Add: Rm 1306, Tian He Fu Li Business Mansion, No.4, Hua Ting Rd, Lin He Dong Rd,
Tian He Bei District, Guangzhou, 510610, China

Tel : + 8620 - 3810 6261 or 3810 6263
Fax : +8620 - 3810 6200
Email:
LED@...
Website: http://www.LEDChina-gz.com
For Exhibiting: Miss Grace Zhou ext.820
For Visiting: Miss Lillian Luo ext.823

PHILIPS, OSRAM, GE, NEO-NEON, DOMINANT, ENOMOTO, COTCO, GRAND CANYON, MOKSAN, NATIONSTAR, CHAINZONE, DSM, LAMP, LIANCHUANG JIANHE, HONGLI, LITEMAGIC, REFOND, HONGCAI, BRIGHTEK, WAHWANG, PURPLE OX, UNILIGHT, SINOLIGHT, CHUANTIAN, KINGLED, LINONG, 45th RESEARCH INSTITUTE OF CETC, ITM, and so on.


#7466 From: Remy Chevalier <electrifyingtimes@...>
Date: Wed Sep 26, 2007 7:07 pm
Subject: Wind Power Climbing Accidents
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Europe August 24, 2007

The Dangers of Wind Power

As wind turbines multiply around the globe, the number of dangerous accidents is also climbing, causing critics to question overall safety

It came without warning. A sudden gust of wind ripped the tip off of the rotor blade with a loud bang. The heavy, 10-meter (32 foot) fragment spun through the air, and crashed into a field some 200 meters away.

The wind turbine, which is 100 meters (328 feet) tall, broke apart in early November 2006 in the region of Oldenburg in northern Germany—and the consequences of the event are only now becoming apparent. Startled by the accident, the local building authority ordered the examination of six other wind turbines of the same model.

The results, which finally came in this summer, alarmed District Administrator Frank Eger. He immediately alerted the state government of Lower Saxony, writing that he had shut down four turbines due to safety concerns. It was already the second incident in his district, he wrote, adding that turbines of this type could pose a threat across the country. The expert evaluation had discovered possible manufacturing defects and irregularities.

Mishaps, Breakdowns and Accidents

After the industry's recent boom years, wind power providers and experts are now concerned. The facilities may not be as reliable and durable as producers claim. Indeed, with thousands of mishaps, breakdowns and accidents having been reported in recent years, the difficulties seem to be mounting. Gearboxes hiding inside the casings perched on top of the towering masts have short shelf lives, often crapping out before even five years is up. In some cases, fractures form along the rotors, or even in the foundation, after only limited operation. Short circuits or overheated propellers have been known to cause fires. All this despite manufacturers' promises that the turbines would last at least 20 years.

Gearboxes have already had to be replaced "in large numbers," the German Insurance Association is now complaining. "In addition to generators and gearboxes, rotor blades also often display defects," a report on the technical shortcomings of wind turbines claims. The insurance companies are complaining of problems ranging from those caused by improper storage to dangerous cracks and fractures.

The frail turbines coming off the assembly lines at some manufacturers threaten to damage an industry that for years has been hailed as a wild success. As recently as the end of July, the German WindEnergy Association (BWE) crowed that business had once again hit record levels. The wind power industry expanded by a solid 40 percent in 2006, according to the BWE, and it now provides work for 74,000 people.

Germany, moreover, is the global leader when it comes to wind power: More than 19,000 windmills now dot the countryside—more than in any other country. Green power has become a point of pride in Germany in recent years, and Environment Minister Sigmar Gabriel would now like to construct vast new wind farms along the country's North Sea and Baltic Sea coasts.

No Time for Testing

Generous government subsidies have transformed wind power into a billion-euro industry within just a few years. Because energy providers have to purchase wind power at set prices, everyone, it seems, wants in.

But it is precisely the industry's prodigious success that is leading to its technological shortcomings. "Many companies have sold an endless number of units," complains engineer Manfred Perkun, until recently a claims adjuster for R+V Insurance. "It hardly leaves any time for testing prototypes."

Wind power expert Martin Stöckl knows the problems all too well. The Bavarian travels some 80,000 kilometers (49,710 miles) across Germany every year, but he is only rarely able to help the wind farmers. It is not just the rotors that, due to enormous worldwide demand, take forever to deliver, but simple replacement parts are likewise nowhere to be found. "You often have to wait 18 months for a new rotor mount, which means the turbine stands still for that long," says Stöckl.

"Sales Top, Service Flop" is the headline on a recent cover story which appeared in the industry journal Erneuerbare Energien. The story reports the disastrous results of a questionnaire passed out to members of the German WindEnergy Association asking them to rank manufacturers. Only Enercon, based in Germany, managed a ranking of "good." The company produces wind turbines without gearboxes, eliminating one of the weakest links in the chain.

Even among insurers, who raced into the new market in the 1990s, wind power is now considered a risky sector. Industry giant Allianz was faced with around a thousand damage claims in 2006 alone. Jan Pohl, who works for Allianz in Munich, has calculated that on average "an operator has to expect damage to his facility every four years, not including malfunctions and uninsured breakdowns."

Many insurance companies have learned their lessons and are now writing maintenance requirements—requiring wind farmers to replace vulnerable components such as gearboxes every five years—directly into their contracts. But a gearbox replacement can cost up to 10 percent of the original construction price tag, enough to cut deep into anticipated profits. Indeed, many investors may be in for a nasty surprise. "Between 3,000 and 4,000 older facilities are currently due for new insurance policies," says Holger Martsfeld, head of technical insurance at Germany's leading wind turbine insurer Gothaer. "We know that many of these facilities have flaws."

Flaws And Dangers

And the technical hitches are not without their dangers. For example:

• In December of last year, fragments of a broken rotor blade landed on a road shortly before rush hour traffic near the city of Trier

• Two wind turbines caught fire near Osnabrück and in the Havelland region in January. The firefighters could only watch: Their ladders were not tall enough to reach the burning casings

• The same month, a 70-meter (230-foot) tall wind turbine folded in half in Schleswig-Holstein—right next to a highway

• The rotor blades of a wind turbine in Brandenburg ripped off at a height of 100 meters (328 feet). Fragments of the rotors stuck into a grain field near a road.

At the Allianz Technology Center (AZT) in Munich, the bits and pieces from wind turbine meltdowns are closely examined. "The force that comes to bear on the rotors is much greater than originally expected," says AZT evaluator Erwin Bauer. Wind speed is simply not consistent enough, he points out. "There are gusts and direction changes all the time," he says.

But instead of working to create more efficient technology, many manufacturers have simply elected to build even larger rotor blades, Bauer adds. "Large machines may have great capacity, but the strains they are subject to are even harder to control," he says.

Even the technically basic concrete foundations are suffering from those strains. Vibrations and load changes cause fractures, water seeps into the cracks, and the rebar begins to rust. Repairs are difficult. "You can't look inside concrete," says Marc Gutermann, a professor for experimental statics in Bremen. "It's no use just closing the cracks from above."

The engineering expert suspects construction errors are to blame. "The facilities keep getting bigger," he says, "but the diameter of the masts has to remain the same because otherwise they would be too big to transport on the roadways."

Not Sufficiently Resilient

Still the wind power business is focusing on replacing smaller facilities with ever larger ones. With all the best sites already taken, boosting size is one of the few ways left to boost output. On land at least. So far, there are no offshore wind parks in German waters, a situation that Minister Gabriel hopes to change. He wants offshore wind farms to produce a total of 25,000 megawatts by 2030.

Perhaps by then, the lessons learned on land will ward off disaster at sea. Many constructors of such offshore facilities in other countries have run into difficulties. Danish company and world market leader Vestas, for example, had to remove the turbines from an entire wind park along Denmark's western coast in 2004 because the turbines were not sufficiently resilient to withstand the local sea and weather conditions. Similar problems were encountered off the British coast in 2005.

German wind turbine giant Enercon, for its part, considers the risks associated with offshore wind power generation too great, says Enercon spokesman Andreas Düser says. While the growth potential is tempting, he says, the company does not want to lose its good standing on the high seas.


#7465 From: Remy Chevalier <electrifyingtimes@...>
Date: Wed Sep 26, 2007 7:05 pm
Subject: Wave Power Attracts Investors
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Industry in Focus August 27, 2007

Wave Power Attracts Investors

Energy from the ocean—more predictable than wind or solar power—is being tested in various ways on an international drawing board

From Standard & Poor's Equity ResearchAnyone who has ever been swimming in the ocean knows the awesome power of waves: They can toss large boats about like bathtub toys even during mild weather, or crush buildings to bits during storms. As oil prices rise and concerns over the environmental consequences of burning fossil fuels keep growing, more companies are becoming interested in capturing the energy contained in those massive walls of water to help meet the ever-rising demand for electric power.

Although there are companies currently working on devices to capture the power of waves, their technologies are not nearly as refined as those for wind and solar power. They are beginning to attract the interest of large electric utilities and industrial equipment manufacturers hoping to cash in if wave power becomes commercially viable.

The utility Pacific Gas & Electric (PCG) announced plans in February to test the commercial feasibility of wave power at two sites on the northern coast of California. PG&E said it would assess the offerings of at least three prominent wave power vendors—Princeton (N.J.)-based Ocean Power Technologies, Vancouver-based Finavera Renewables, and Ocean Power Delivery of Edinburgh, Scotland. Two other companies, Sydney-based Oceanlinx and Wavegen of Inverness, Scotland, are also actively involved in wave power projects.

Making Waves

Wave power is much more predictable than either wind or solar energy: Wave patterns can be accurately forecast three days in advance. Also, because the energy in waves is highly concentrated, large, landscape-marring facilities are not needed. The downside to wave power is that it is unknown whether these devices can withstand the harsh environments where wave power is strongest.

Ocean Power Technologies (OPTT) has invented a device it calls the PowerBuoy, a floating buoy anchored to the sea, which moves up and down with the waves to drive a shaft connected to a generator. Iberdrola hired the company to build and operate a small wave power station off Santona, Spain, and is talking with French oil major Total (TOT) about another wave energy project off the French coast. It is also working on projects in England, Scotland, Hawaii, and Oregon.

Ocean Power Delivery is privately held, but has several deep-pocketed backers, including General Electric (GE) and Norwegian oil giant Norsk Hydro (NHY). It offers the Pelamis, a long, snake-like structure of floating steel tubes linked by hinged joints. Waves that move along the device cause the joints to move and drive hydraulic fluid that turns a generator. The company's flagship project is a wave farm off Aguçadoura, Portugal, in partnership with a unit of Spanish utility Endesa (ELE) that it plans to develop into a full commercial-scale power supplier by the end of 2007. The Pelamis is also being studied for use by Chevron (CVX), which has applied to build a wave power facility off the coast of Northern California.

Beachfronts and Buoys

Wavegen is a unit of Voith Siemens Hydro Power Generation, a joint venture between Voith and Siemens. Wavegen's device is known as an oscillating water column, which is normally sited at the shoreline rather than in open water. An enclosure is built with a roof on which a fan is mounted. Waves entering the enclosure force air upwards through the fan, which turns the generator. A small facility is already connected to the Scottish power grid, and the company is working on another project in Northern Spain.

Finavera Renewables has projects in Oregon and Washington states, Portugal, Canada, and South Africa using a buoy technology. Passing waves create an up-and-down motion for the buoy, which is used to create pressurized seawater that drives a generator. Its shares are listed on the Toronto Stock Exchange's Venture Exchange.

Australia's Oceanlinx offers an oscillating wave column design and counts Germany's largest power generator RWE as an investor. It has multiple projects in Australia and the U.S., as well as South Africa, Mexico, and Britain.

Scully is a reporter for Standard & Poor's Editorial Operations.


#7464 From: Remy Chevalier <electrifyingtimes@...>
Date: Wed Sep 26, 2007 10:43 pm
Subject: LEDdynamics creates direct LED replacements for fluorescent tubes
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LEDdynamics creates direct LED replacements for fluorescent tubes
Replacing a fluorescent tube with an LED luminaire becomes very easy when you don't need to worry about drivers, ballasts and wiring, writes Tim Whitaker.
 
 
The EverLED TR from LEDdynamics (Randolph, Vermont) is billed as the first commercially available, direct "drop in" replacement for standard fluorescent lamps. The fitting is able to work directly with "almost all" of the wide range of fluorescent ballasts in use today, says Mason Alling, the company's sales and marketing manager, so there is no need to change the fitting or alter the wiring. "Most retrofit/replacement solutions require wiring around the ballast, which needs a qualified electrician," he says. "There is also the need to take down the power, with the resulting loss of productivity."

The secret lies in LEDdynamics' patent-pending driver technology. This is capable of drawing power from different ballasts and then supplying constant current to the LEDs. An automatic sensing system detects the type of ballast and supplies a constant current level that enables the LEDs to provide the same amount of light that would be produced by a fluorescent tube in the same housing.

Order:
http://shop.everled.com/main.sc
48 in., Daylight (6500K), Model S

Price Each: $149.00

+++++++

This article was published in the August 2007 issue of LEDs Magazine.
http://www.ledsmagazine.com/features/4/8/8

 
About the Author 
Tim Whitaker is the Editor of LEDs Magazine
 
LuxDrive
P.O. Box 444
44 Hull Street Suite 100
Randolph, Vermont 05060-0444
everled_sales@...
http://www.leddynamics.com
 
802.728-4533
802.728-3800 Fax

#7463 From: Remy Chevalier <electrifyingtimes@...>
Date: Wed Sep 26, 2007 11:09 am
Subject: "Holy Grail" of LEDs: Pure White Light Achieved
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"Holy Grail" of LEDs: Pure White Light Achieved
Written by Jozef Winter   
Tuesday, 25 September 2007

Many of us keep hearing about the wonders of LED lights; how they have life spans of between 50,000 and 70,000 hours, how they use only a fraction of the power that even a CFL requires, and their small size. Why then, are we not using them to light our homes? The answer lies in the type of light emitted by existing LEDs. A lot of the light is muted, faded, and doesn't have the crisp white light we enjoy with conventional bulbs... until now.
 
Physorg reports that scientists in India have just made a breakthrough, a so-called "Holy Grail in the illumination industry" in producing an LED that emits pure white light, suitable for interior lighting of homes, offices, etc. The challenge has been developing a combination of materials that will produce this light, which they believe they have now discovered. Unfortunately, this combination includes cadmium, which is toxic, though it is likely to be an extremely small amount, much smaller than the amount of mercury currently in CFLs.
 
The scientists now are working to boost the efficiency of the bulb so that it is practical for everyday use. So we'll still have to wait a while longer before we get our hands on them.
 
Comments (24)Add Comment
India lighting the way forward
written by weee recycling, September 25, 2007
Even though it involves the use of Cadmium I think it's a great green step forward.
Longer lasting?
written by iDevin, September 25, 2007
They may have Cadmium in them but much like CFLs last longer than incandescents, don't LEDs last even longer than CFLs? I have a couple devices from the 90s with LEDs that still work perfectly. So theoretically because of their longer life span less of these will be thrown out. With their lower energy consumption and low heat output LEDs should take over once they can manufacture them at a reasonable price.
Creative Commons
written by iDevin, September 25, 2007
PS: Don't forget to attribute that image! smilies/smiley.gif

http://en.wikipedia.org/wiki/I...e_LEDs.jpg
Cadmium
written by Zach W, September 26, 2007
Also, isn't cadmium very expensive? I know cadmium based pigments are ridiculously expensive, and even in small quantities it can't be very economical.
Rigorous Testing...
written by Sam Law, September 26, 2007
Lets just hope adding these chemicals doesn't have some weird side-effect 30 years down the track when everyone has been under their light each and every day.
Its not profitable to American Corporati
written by ANARCHY-TV.COM, September 26, 2007
Is 70,000 hours really that long of a life. Seems like if corporations made incandescent lights correctly, with a pure vacuum, instead of tainting them with some oxygen, they would burn forever. I know some have been burning for a long time, those made in the old days. Russian bulbs reputedly last a *lot* longer than bulbs made in the US.
Oh yeah
written by JDP, September 26, 2007
That's right, we can attain a pure vacuum.

Oh wait, no we can't. Your bad.
think of the size
written by sancho, September 26, 2007
how big is a LED? i mean the actual diode? it is smaller then a pin head. the rest is just colored plastic. the cadmium would be sealed in plastic. unless someone chews on it there will not be any problem. and like plama screen, they do not leak. even if it used platinum, the amount is soo small in comparisson to the rest of the LED. yes there is a price increase. but not big. oh hey guess what, you know integraded circuits? like CPUs and GPUs? guess whats on the inside? gallium, arsenic, GOLD!!!! and there is neve a problem cuz it is sealed in silicon. oh and in circuit boards... high tech ones (a comp mobo is low tech I have worked in a circuit board facility so yes i would know) like telecoms and cell phones, the wires are copper and plated in GOLD!!! oh noes!!!. you know those air ionizers... STOP THE PRESS THEY ARE PLATINUM PLATED!!!!
basically they article mentions they are currently inefficent and thus they dont commercialize it yet. no ware did it mention safty, enviromental or cost an issue.
Led's are here now and available.
written by Nick Perry, September 26, 2007
Led's are being sold in the USA and Canada. I found this web page where they are available at reasonable prices now. www.ledKoolight.com
there is a full range and all of the specifications are listed there as well as charts and graphs of light output and longevity. regards. Nick
Really Now!
written by lolmao, September 26, 2007
Wikipedia sucks HUGE Donkey's Balls!! smilies/cool.gif
response to anthony.
written by sancho, September 26, 2007
ther is no oxygen. the white hot tugnsten would burn instantly. the air in ther is an inert gas. most commonly argon. this has been done since the beggening. actully 11 months after edison introduced his bulb. yes bulbs can be made to last longer but they are inefficent. even moden incadecent bulbs are 8% efficent. CFL are between 40-60%. LEDs are in the range of 80-95%.
Leave it to the Indians to "invent" some
written by Chris, September 26, 2007
White LEDs were invented years ago. They're already out in the market for sale.

http://www.thinkgeek.com/clearance/7aa8/
http://www.ccrane.com/lights/led-light-bulbs/index.aspx
...
written by Craig, September 26, 2007
Chris.
How right you are. Here i am viewing this on my LED backlit LCD Screen'd Apple Macbook Pro.
I've seen white before
written by zune, September 26, 2007
I've seen white LED's before. Can you quantify "whiteness"
Cadmium
written by Drew, September 26, 2007
Mmmmmm, Cadmium....love chocolate bars.
Thinkgeek's sold out of them lol.
written by icdmize, September 26, 2007
-------------------------
Cadmium in plastic
written by plastic is eternal, September 26, 2007
Sancho: "the cadmium would be sealed in plastic. unless someone chews on it there will not be any problem."

Like plastic is eternally harmless. And when the plastic polymers break down, releasing hormone altering toxins, and the cadmium is released, our great(x10^3) grandmutants will be really happy about your musings.
A different kind of white
written by Ted, September 26, 2007
Currently, white LEDs actually emit ultraviolet but have added materials that fluoresce with a white spectrum.

This development is significant because the energy is emitted directly as white light, so not as much energy is required.
Wait, crisp white light we've always had
written by Alex, September 26, 2007
I'm going to have to disagree. We haven't always had white light from bulbs. Generally incandescent bulbs emit far more yellow light, same with early generations of fluorescent. While fluorescents have gotten nice and white, incandescent bulbs have always needed a blue coating on the glass to fake the white color. Even those frosted bulbs, look right at them and you'll see yellow in the center.
Yet another development from India
written by bharath, September 26, 2007
Seems Indian scientists are in the news lately, good deveopment, dr from bangalore devlops HIV destroying enzyme few days back and now white LED developed by Indians, thats really GREAT !
Where from ?
written by Cartel, September 26, 2007
Led's are being sold in the USA and Canada... but where can i find some of this in europe ?
LED Efficiency
written by Bob, September 26, 2007
"LEDs are in the range of 80-95%."

No. LEDs are NOT more efficient than compact fluorescent, or HID lighting ... yet. The best output currently appear to be the Philips Lumiled Rebels at somewhere around 75 lumens per watt (
http://www.luxeon.com/pdfs/DS56.pdf). HID lighting and can yield around 100 - 150 lumens per watt, and CFL can be around 80 - 100. This also ignores the fact that, even factoring in the service life of LEDs, the total cost of ownership is about twice that of CFL.
...
written by marving, September 26, 2007
This article is about what is commonly referred to as the CRI (Color Rendering Index) of a light source. CFL lamps are in the 80% complete range while tungsten is closer to 100% complete but lacking in blue. What this all means is that the range of frequencies in these new LEDs is complete. That is, it has a broad spectrum of red, green, and blue primary colors.

In the past, LEDs only made one color. Red, green, and blue can be combined to make white, but there may be frequencies missing between narrow RGB bands. Those missing frequencies will make the light seem a bit colorless. It will not make colored objects look the same as if lit by sunlight. Yes, it is possible to quantify what makes white.

LEDs are more efficient at lower wattages and can attain very impressive numbers but the efficiency goes down at higher energy levels. The area where white LEDs will provide benefit is where point sources are needed. Small spot lights like those under cabinets or in track lighting that illuminate something like a wall portrait don't really work with CFLs. CFL lamps are a very general soft source of light and aren't good for projecting a beam. They also are impossible to make very small. As you know, LEDs can be very small and cool while making a respectable amount of light. CFLs always will need a ballast which makes them large.
Crap
written by Miguel Lopes, September 26, 2007
There goes Amateur astronomy. y dont they stick with narrowband leds??

#7462 From: RemyC <electrifyingtimes@...>
Date: Wed Sep 26, 2007 1:21 am
Subject: DuPont Microcircuit Materials Introduces New SolametR Photovoltaic Metallization Paste System
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Thursday, August 30, 2007 3:52 PM
Subject: DuPont Microcircuit Materials Introduces New SolametR Photovoltaic Metallization Paste System

Dear Remy,

 

DuPont Microcircuit Materials has introduced a new series of screen printable thick film materials that enable solar cell manufacturers to significantly reduce their cost per watt by achieving higher cell efficiencies, higher production yields and lower material consumption.
 
Key to the new DuPont™ Solamet® thick film metallization product range developments are improvements in n-type emitter front side silver contacts, high coverage solderable tabbing silvers and silver aluminum inks, and low bow high electrical performing aluminum metallization.  For various thin film applications and special applications on crystalline silicon cells, new polymer based conductor materials are available.  
 
DuPont is highlighting these and other new developments as it exhibits the full range of DuPont Photovoltaic Solutions offerings at the 22nd European Photovoltaic Solar Energy Conference and Exhibition.  Visitors to the show will find DuPont Photovoltaic Solutions in Hall 20, Booth 3.  
 
Please find the full announcement below. If you are interested in setting up a briefing with a DuPont expert regarding the Solamet® Photovoltaic Metallization Paste System or are interested in additional information, please do not hesitate to contact me at 202-729-4211.
 
Best,
Jesica

 

 

 

Contact:   Ellen Pressley
              
919-248-5598

               ellen.g.pressley@...

 

DuPont Microcircuit Materials Introduces

New Solamet® Photovoltaic Metallization Paste System

New Offering Enables Significant Cost Reduction for Solar Cell Manufacturers

 

BRISTOL, U.K., Aug. 30, 2007DuPont Microcircuit Materials, part of DuPont Electronic Technologies, has introduced a new series of screen printable thick film materials that enable solar cell manufacturers to significantly reduce their cost per watt by achieving higher cell efficiencies, higher production yields and lower material consumption.  Key to the new DuPont™ Solamet® thick film metallization product range developments are improvements in n-type emitter front side silver contacts, high coverage solderable tabbing silvers and silver aluminum inks, and low bow high electrical performing aluminum metallization.  For various thin film applications and special applications on crystalline silicon cells, new polymer based conductor materials are available.  

The new front side n-type silvers exhibit low contact resistance, high conductivity, high aspect ratio, high print speed and excellent mechanical properties.  Depending on the cell configuration, the new front side silver is also available as in cadmium and lead free variants.

For back side solder applications, DuPont is introducing silver metallization with significantly lower material consumption, and excellent initial and soldered aged adhesion, employing leaded and lead free solders.  In addition, DuPont customers can choose solderable pastes with aluminum (Al) additions for increased back surface field (BSF) and enhanced electrical performance.  All these new compositions are cadmium and lead free.

The new material system is completed by a series of new Al compositions for wafer thicknesses down to 180 microns.  The new Al compositions are designed for low bow below the industry standard of 1.5mm of 6’’x6’’ cells sizes, low material deposit and superior electrical performance, with excellent printing and handling properties as well as high adhesion and abrasion resistance.

In addition, DuPont is offering new polymer based silver conductors for use on Indium Tin Oxide (ITO) transparent conductor oxide layers for front side grid applications in thin film Copper Indium Selenide (CIS), Copper Indium Gallium Selenide (CIGS) and amorphous silicon cell structures.

DuPont is highlighting these and other new developments as it exhibits the full range of DuPont Photovoltaic Solutions offerings at the 22nd European Photovoltaic Solar Energy Conference and Exhibition in Milan, Italy, September 3-7, 2007.  Visitors to the show will find DuPont Photovoltaic Solutions in Hall 20, Booth 3.  For more information about DuPont Photovoltaic Solutions, please visit photovoltaics.dupont.com.

DuPont Microcircuit Materials has over 40 years of experience in the development, manufacture, sale, and support of specialized thick film compositions for a wide variety of electronic applications in the display, photovoltaic, automotive, biomedical, industrial, military and telecommunications markets.  Microcircuit Materials is part of DuPont Electronic Technologies, a leading supplier of electronic materials, including materials for the fabrication and packaging of semiconductors, materials for hybrid, rigid and flexible circuits, and materials for advanced displays.

DuPont is a science-based products and services company. Founded in 1802, DuPont puts science to work by creating sustainable solutions essential to a better, safer, healthier life for people everywhere.  Operating in more than 70 countries, DuPont offers a wide range of innovative products and services for markets including agriculture and food; building and construction; communications; and transportation.

 

#   #   #

 

8/30/07

The DuPont Oval Logo, DuPontÔ , The miracles of scienceÔ, and Solamet® are registered trademarks or trademarks of DuPont or its affiliates.

 


#7461 From: "Noel Adams" <evfinder@...>
Date: Tue Sep 25, 2007 3:06 pm
Subject: Myers Motors named to the GoingGreen 100 list
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Always On (http://alwayson.goingon.com) named Myers Motors to the
GoingGreen 100  list as one of the "100 hottest" private greentech
companies. The GoingGreen 100 focuses on the innovators that are
"transforming the global energy, water, agriculture, transportation,
construction, manufacturing, and resource recovery establishments."
Industry thought leaders supplied over 500 global nominations for
this honor and GoingGreen selects companies that demonstrate that
they excel in five primary areas:

*      Innovation

*      Market Potential

*      Commercialization

*      Media Buzz

*      Stakeholder Value Creation

Myers Motors sees inclusion in the GoingGreen 100 as validation for
their unique electric vehicle solutions to the problems of global
warming, oil addiction, congestion, and energy efficiency made worse
by traditional transportation options

#7460 From: Remy Chevalier <electrifyingtimes@...>
Date: Sun Sep 23, 2007 10:47 pm
Subject: Army's Diesel-Electric 'Aggressor' Vehicle Could Be Iraq's First Hybrid
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Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
http://www.popularmechanics.com/blogs/automotive_news/4217017.html
May 22, 2007

The diesel-electric hybrid hype has met its match: the U.S. Army. After focusing on hydrogen fuel cells in its original version of “The Aggressor,” a high-performance, off-road Alternative Mobility Vehicle (AMV) for military ground exploration and scouting missions, the Pentagon is now going the way of Detroit—with batteries.

The new, second-generation prototype will still utilize the same basic chassis and exterior design for light-duty capacity. But the Army’s auto research arm—part of the Tank Automotive Research, Development and Engineering Center (TARDEC)—has developed a battery-dominant, hybrid-electric drivetrain with a diesel engine-generator. That could make the new Aggressor the first hybrid to hit the streets of Baghdad en masse.

A wider, 66-in. body design makes room for high-performance acceleration—as military vehicles go—with the second-gen Aggressor set to rev from 0-40 mph in four seconds and top out at 80 mph. But speed is not the main attraction here; stealth is. The Aggressor’s design provides battery-only operations, allowing it to switch into “silent mode” with a reduced thermal signature. Combine that with extended range and exportable power, and this should be one tough-to-detect AMV for missions involving communications, surveillance and targeting.

While the first prototype, built in 2004, never made it beyond military testing and evaluation, the new pre-production Aggressors aim to be energy- and mission-sustainable. “We believe that the AMV program offers an innovative solution as a long-range reconnaissance vehicle that fills a technology gap for the U.S. Army in its national defense efforts while reducing its fuel logistic burden,” said Alan Niedzwieki, president and CEO of Quantum Fuel Systems Technologies, which the Army contracted for both versions of the Aggressor.

There have also been internal discussions about the benefits of the Aggressor and Quantum’s innovative, hybrid drivetrain for other commercial applications, including homeland security, border patrol, park service operations and light-duty automobiles. A military-powered hybrid future? Now that’s one for the comments section.... —Brittany Marquis

SPECIAL REPORT: Detroit Searches for the 110-Volt Solution to Power Our Future with Plug-in Hybrids

PLUS: Why Army Soldiers Don't Like Their New High-Tech Land Warrior Gear

Reader Comments
41. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
It is about time the military and equipment designers grew up and faced the reality of operations needs. The trouble is that, when you show these over-grown teenagers a shiny new "toy", their brains dribble out of their backsides and all they can do is goo and gurgle in excitement at the prospect of playing with it.

40. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Look at the uses they named for this vehicle..."communications, surveillance and targeting." This isnt meant to be a vehicle for going on show of force patrols in downtown Baghdad. If you get blown up or seen on a ssurveillance mission you're in bad shape anyways. Lack of armor has other uses

39. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Interesting concept but as others have already said with out some type of shielding on the side (maybe just not show in pic), this does not do well for military applications on the field. If anything this would make a amazing civilian off road toy.

38. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
It looks nice, sounds great, but... I dont see this getting wide use in the field in Iraq. I came back from Iraq in January and I dont think that an open vehicle like that is very functional. No cover, nothing to hunker down in, etc. But what I think it will replace, especially on the camps (former FOBs) is the John Deere Gator (http://www.deere.com/en_US/ProductCatalog/HO/series/HO_gator_compact_series.html). So, in conclution I think it will only be an expensive replacement get around for fobbits and toc roaches, there's a better way to spend America's money.

37. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
scouting missions? hmmm..... so what do you do with the vehical when you have to go on an O.P? in a 2 or 3 man dismount team how will you secure your vehical when you're mission is to get eyes on a small village? does it have an "invisibility mode" too i hope?

36. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
it's not a jet ski, it doesn't tie up to the boat... who would really want to drive in a convoy with that?

35. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
I appreciated the article from Comment #33. Hybrid vehicles have a long way to to meet the Army's needs.

34. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Will a hard top model hit the civilian market, like Jeep & Hummer? It would be nice to have a rig that can handle extreme adverse conditions (such as a typical Rocky Mountain winter) without getting holier-than-thou looks from the city slicker tourist crowd during the summer.

33. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
http://www.nationaldefensemagazine.org/issues/2006/September/Technologylimit.htm do your research people

32. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
When the first diesel-electric hybrid main battletank can be seen? This type of propulsion seems to be ideal for tanks. High torque from the electric motors, extended range, silent running mode plus the capability of going underwater without the use of a snorkel. And, besides, the high-density batteries could be integrated into the armor for extra-protection. What do you think about it?

31. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Shouldn't this vehicle be named the "peacemaker" or something along that line. I am sure if I were on the other side I'd be glad to destroy "aggressors". Not that it will ever matter. Coming out of Detroit I am amazed it's not called the "thugmobile" or the "gangstarider". I am sure its in your face name will be coded down to "A-1" when and if the army ever uses it anyway.

30. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
like the article

29. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
hummm lets see here ... when they where developing the stealth did they EVER show any pictures of its true mockup ??? I'm betting you will find all sorts of nice lightweight armor on it and in a steath configuration to boot.

28. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Website: www.bunkerofdoom.com
Nice concept, I'm no eco-enthusiast but I believe hybrids make sense. I have often wished for diesel-electric hybrids for use by the common public here in the USA and of course wherever thay make sense and people want them. I own a surplus M35A2 (2.5 ton 6x6) truck, diesel.. It would rule if it had a 200HP diesel generator, a large bank of AGM batteries, and a 200HP motor on each axle. No way for me to do that due to cost.. just saying the idea is very scalable (see 'locomotive'). All that said, the "aggressor" looks pretty lightweight as it is. Once it is configured to at least stop small arms fire, figure the weight will double and so will cost of ownership. The name? not really a point, but not the best choice as it is unnecessarily arrogant and would be best reserved for drill bits and saw blades -Unless it's the name of that front bumper. yes, they named the car after the front bumper..

27. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
The war itself is a major money pit and unnecessary to national security. But when the war started, there is no turning back, either do the job right or go to hell. Why I hate these anti-iraq war movements? They sucks big time. Have you notice most of people who lead these so called anti-war rallies are socialist, leftist, anarchist? Most of these people are not interested on peace at all! Its a pure partisan warfare and they only care about getting "popular" with their opinion not with peace. Sure Bush started it, but im going to be in your face the fact these anti war freaks are contributing to the meanace in Baghdad..at least indirectly. They are indirectly moralising the terrorist and make them kill more of the coalition troops and iraqi civilians and then conviniently blame it on Bush administration.

26. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Im glad to see this concept being developed I onty hope it is used in cars for the general population? IF it is prodused with a engine useing both bio & petro diesel it would realy be great. Now will you send me my subscription I paid for?

25. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
It's much better if they use this vehicle for off-road sports rather than going to Iraq and get killed.

24. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Can the general public buy these?

23. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
.....ooh ,excuse me , but isn't this the army's 'SECOND 'electric vehicle in IRAQ. The first was a vw generator powered hummer. Diesel flat four generating electric power then transferred to electric drivetrain.

22. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
unless your from TARDEC dont make any accusations as of wht the vehicle is truly made for. read the actual article. after all it should be evident that it is made to escape elites and pwn noobs...retards

21. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
The vehicle looks cool and it could be very efficient on gas, but it is not practical. We need room to carry personnel and equipment. This vehicle is not flexible either, so I dont like it.

20. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
We, as iraqis, need that the americans clear their intention, we want them to be truthful to us.. we want to think how to get us from the current situation, we are greatful to ammericans cause they freed iraq

19. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Website: http://pluginamerica.com/
Plug-In Hybrid is the way to go now, for all vehicles. why are we still begging automaker to make a Plug-In hybrid vehicle today. this is stupid. Meaning, the wait. it's an obvious good idea and many people are driving their Plug-in hybrid around See CalCars, and Plug-In America for details. Anyway, whatever it take to make this technology widely available. I'm making a Documentary about all the greatness that comes with the Electric Drive Train system in Automobiles. Low cost, low maintenance, long life. batteries, see AltAirNano, twenty year life, one minute recharge. The future is now, get with the program American Auto industry. You guys are just lame. expecting the public to continue to buy your outdated Internal Combustion Engine thats only putting 20% of it's energy to actually moving the car forward. Where the Electric car puts over 90% of it's energy to moving the car. and only cost about 5 dollars per 300 miles in electricity cost. and everyone has a regular 110v outlet plug at their homes. Quit playing games and make quality EV's now. and Plug-In hybrids Now. idiots.

18. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Website: www.bluesmokehookah.com
You probably saved lives with those comments, I'm sure the people who spent years designing these for soldiers never imagined they'd get shot at. Come on people, of course they'll have windows and armor and all that other good stuff by the time they're in the streets of Iraq. I just hope it has leather seats and a stereo by the time it hits seatle.

17. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Finally, the army admits that it is the aggressor. Now for the war crimes trial...

16. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Okay, so I'm guessing this is being shown without it's skin for a couple of reasons: 1.) it makes sense that they're looking at making different skinning packages available 2.) what's cool about this is what's underneath. Show the armored outside and it looks like any other tank or Humvee.

15. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
I think a lot of you are missing the point. This is a drivetrain prototype, not a finished product. A final version would be armored and so on, but could also come in an unarmored version for domestic use. The puppy looks ready for park duty but needs more ground clearance. As for names and Halo, we could refer to it as the Puma or Chupathingy after the scene from the web series Red Versus Blue. As for the ranter, from what I saw on a documentary about the French Air Force, where the pilot attacking Algeria couldn't stop talking about how afraid he was (um, dude, it's ALGERIA.), Europeans should equip all military gear with either non-absorbent or odor-resistant seating.

14. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Where is the armor on this thing? Does it have force fields? Apparently mentally challenged people are running this TARDEC facility. Something tells me these noddy cars wont be much comfort in a sand storm... Americans... words fail me. There are lots of gaps for the bullets to slip in.

13. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
I don't like the name much either, but it's not as bad as 'You people need to think'.

12. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Wow, so making decisions based on name instead of the listed usage in the article... I guess you will never buy a RAM pickup unless you wanted to do some road rage? Or a Caliber? Or a Nitro? You need to also think.

11. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Well, SOMEONE at least needs to think. Namely you. Turn on your brain and turn off the 5th-grade-level rhetoric. Initiation of force is an immoral crime? Your first assignment is to get a dictionary and look up the word 'crime'. Next,you have to not make statements that are ridiculous on their face. If you really can think of no possible examples of 'initiation of force' that are unjustified, you either aren't out of middle school or need to go back. Start with the American Civil War and move on to WWII. And this time, learn something. Moron.

10. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
A piece of equipment is neither moral nor immoral. It either works or it doesn't. Quit trying to force your morality on the rest of us

9. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
must everything be politicized in a negative light towards our military, take it back to dailykos or whatever slimy little corner of the net you came from. as for myself, the vehicle is cool, I want one, good job.

8. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Just because war is a bad option doesn't mean nothing good can come out of it. This kind of innovation will reach the civilian streets and benefit us all.

7. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
"Is this irrationality really what our country stands for?" Umm duhh and the one time someone fights back they get shit despite america killing one thousand thousand more civilians in the middle east. No wonder people hate you arrogant fucks

6. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
looks pretty sweet to me. go army!

5. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
I would be more worried about the lack of protection for the Soldiers using the machine, the one pictured is awfully open there. Interesting adpotion of technology for the design, though.

4. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
Yes, a military vehicle is aptly named Aggressor. Other suitable names for military equipment from history: Challenger, Centurion, Fury, Crusader, Hellcat, Tiger, Stryker, Indefatigable, Invincible, Nimitz, Patton, Rommel. Poor names for military equipment: Pacifist, Kitten, Retreat, Surrender, Loser. The United States Military is supposed to be used in defense of the country, so the psychological impact of a vehicle named Aggressor would be welcomed. In the business of defending ones self, the best defense is often a good offense.

3. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
an open vehicle for riding around in the most bullet and IED ridden place in the world? no wonder American soldiers are killed so often... as an IDF veteran, i KNOW the only way to go in a crowded urban hostile land is with HEAVY METAL. it's much harder concealing a 200 pound IED that's needed to actually harm a tank, than sitting on a balcony and spraying bullets on unarmored cars!

2. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
All I'm thinking is that the designers of this have played way too much Halo. The Aggressor is almost the spitting image of the Warthog from Halo, not that that's a bad thing. I would totally love to roll up to a LAN party in one of these

1. RE: Army’s Diesel-Electric ‘Aggressor’ Vehicle Could Be Iraq’s First Hybrid
The initiation of force against other outside of self-defense (being the aggressor) is an immoral crime that demeans oneself as one harms another. Is this irrationality really what our country stands for? You people need to think.

#7459 From: Remy Chevalier <electrifyingtimes@...>
Date: Sun Sep 23, 2007 9:02 pm
Subject: China's Coming Environmental Crash By Elizabeth C. Economy
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The Great Leap Backward?
By Elizabeth C. Economy

From Foreign Affairs, September/October 2007

http://www.foreignaffairs.org/20070901faessay86503/elizabeth-c-economy/the-great-leap-backward.html

Summary: China's environmental woes are mounting, and the country is fast becoming one of the leading polluters in the world. The situation continues to deteriorate because even when Beijing sets ambitious targets to protect the environment, local officials generally ignore them, preferring to concentrate on further advancing economic growth. Really improving the environment in China will require revolutionary bottom-up political and economic reforms.

Elizabeth C. Economy is C. V. Starr Senior Fellow and Director for Asia Studies at the Council on Foreign Relations and the author of The River Runs Black: The Environmental Challenges to China's Future.

China's environmental problems are mounting. Water pollution and water scarcity are burdening the economy, rising levels of air pollution are endangering the health of millions of Chinese, and much of the country's land is rapidly turning into desert. China has become a world leader in air and water pollution and land degradation and a top contributor to some of the world's most vexing global environmental problems, such as the illegal timber trade, marine pollution, and climate change. As China's pollution woes increase, so, too, do the risks to its economy, public health, social stability, and international reputation. As Pan Yue, a vice minister of China's State Environmental Protection Administration (SEPA), warned in 2005, "The [economic] miracle will end soon because the environment can no longer keep pace."

With the 2008 Olympics around the corner, China's leaders have ratcheted up their rhetoric, setting ambitious environmental targets, announcing greater levels of environmental investment, and exhorting business leaders and local officials to clean up their backyards. The rest of the world seems to accept that Beijing has charted a new course: as China declares itself open for environmentally friendly business, officials in the United States, the European Union, and Japan are asking not whether to invest but how much.

Unfortunately, much of this enthusiasm stems from the widespread but misguided belief that what Beijing says goes. The central government sets the country's agenda, but it does not control all aspects of its implementation. In fact, local officials rarely heed Beijing's environmental mandates, preferring to concentrate their energies and resources on further advancing economic growth. The truth is that turning the environmental situation in China around will require something far more difficult than setting targets and spending money; it will require revolutionary bottom-up political and economic reforms.

For one thing, China's leaders need to make it easy for local officials and factory owners to do the right thing when it comes to the environment by giving them the right incentives. At the same time, they must loosen the political restrictions they have placed on the courts, nongovernmental organizations (NGOs), and the media in order to enable these groups to become independent enforcers of environmental protection. The international community, for its part, must focus more on assisting reform and less on transferring cutting-edge technologies and developing demonstration projects. Doing so will mean diving into the trenches to work with local Chinese officials, factory owners, and environmental NGOs; enlisting international NGOs to help with education and enforcement policies; and persuading multinational corporations (MNCs) to use their economic leverage to ensure that their Chinese partners adopt the best environmental practices.

Without such a clear-eyed understanding not only of what China wants but also of what it needs, China will continue to have one of the world's worst environmental records, and the Chinese people and the rest of the world will pay the price.

SINS OF EMISSION

China's rapid development, often touted as an economic miracle, has become an environmental disaster. Record growth necessarily requires the gargantuan consumption of resources, but in China energy use has been especially unclean and inefficient, with dire consequences for the country's air, land, and water.

The coal that has powered China's economic growth, for example, is also choking its people. Coal provides about 70 percent of China's energy needs: the country consumed some 2.4 billion tons in 2006 -- more than the United States, Japan, and the United Kingdom combined. In 2000, China anticipated doubling its coal consumption by 2020; it is now expected to have done so by the end of this year. Consumption in China is huge partly because it is inefficient: as one Chinese official told Der Spiegel in early 2006, "To produce goods worth $10,000 we need seven times the resources used by Japan, almost six times the resources used by the U.S. and -- a particular source of embarrassment -- almost three times the resources used by India."

Meanwhile, this reliance on coal is devastating China's environment. The country is home to 16 of the world's 20 most polluted cities, and four of the worst off among them are in the coal-rich province of Shanxi, in northeastern China. As much as 90 percent of China's sulfur dioxide emissions and 50 percent of its particulate emissions are the result of coal use. Particulates are responsible for respiratory problems among the population, and acid rain, which is caused by sulfur dioxide emissions, falls on one-quarter of China's territory and on one-third of its agricultural land, diminishing agricultural output and eroding buildings.

Yet coal use may soon be the least of China's air-quality problems. The transportation boom poses a growing challenge to China's air quality. Chinese developers are laying more than 52,700 miles of new highways throughout the country. Some 14,000 new cars hit China's roads each day. By 2020, China is expected to have 130 million cars, and by 2050 -- or perhaps as early as 2040 -- it is expected to have even more cars than the United States. Beijing already pays a high price for this boom. In a 2006 survey, Chinese respondents rated Beijing the 15th most livable city in China, down from the 4th in 2005, with the drop due largely to increased traffic and pollution. Levels of airborne particulates are now six times higher in Beijing than in New York City.

China's grand-scale urbanization plans will aggravate matters. China's leaders plan to relocate 400 million people -- equivalent to well over the entire population of the United States -- to newly developed urban centers between 2000 and 2030. In the process, they will erect half of all the buildings expected to be constructed in the world during that period. This is a troubling prospect considering that Chinese buildings are not energy efficient -- in fact, they are roughly two and a half times less so than those in Germany. Furthermore, newly urbanized Chinese, who use air conditioners, televisions, and refrigerators, consume about three and a half times more energy than do their rural counterparts. And although China is one of the world's largest producer of solar cells, compact fluorescent lights, and energy-efficient windows, these are produced mostly for export. Unless more of these energy-saving goods stay at home, the building boom will result in skyrocketing energy consumption and pollution.

China's land has also suffered from unfettered development and environmental neglect. Centuries of deforestation, along with the overgrazing of grasslands and overcultivation of cropland, have left much of China's north and northwest seriously degraded. In the past half century, moreover, forests and farmland have had to make way for industry and sprawling cities, resulting in diminishing crop yields, a loss in biodiversity, and local climatic change. The Gobi Desert, which now engulfs much of western and northern China, is spreading by about 1,900 square miles annually; some reports say that despite Beijing's aggressive reforestation efforts, one-quarter of the entire country is now desert. China's State Forestry Administration estimates that desertification has hurt some 400 million Chinese, turning tens of millions of them into environmental refugees, in search of new homes and jobs. Meanwhile, much of China's arable soil is contaminated, raising concerns about food safety. As much as ten percent of China's farmland is believed to be polluted, and every year 12 million tons of grain are contaminated with heavy metals absorbed from the soil.

WATER HAZARD

And then there is the problem of access to clean water. Although China holds the fourth-largest freshwater resources in the world (after Brazil, Russia, and Canada), skyrocketing demand, overuse, inefficiencies, pollution, and unequal distribution have produced a situation in which two-thirds of China's approximately 660 cities have less water than they need and 110 of them suffer severe shortages. According to Ma Jun, a leading Chinese water expert, several cities near Beijing and Tianjin, in the northeastern region of the country, could run out of water in five to seven years.

Growing demand is part of the problem, of course, but so is enormous waste. The agricultural sector lays claim to 66 percent of the water China consumes, mostly for irrigation, and manages to waste more than half of that. Chinese industries are highly inefficient: they generally use 10-20 percent more water than do their counterparts in developed countries. Urban China is an especially huge squanderer: it loses up to 20 percent of the water it consumes through leaky pipes -- a problem that China's Ministry of Construction has pledged to address in the next two to three years. As urbanization proceeds and incomes rise, the Chinese, much like people in Europe and the United States, have become larger consumers of water: they take lengthy showers, use washing machines and dishwashers, and purchase second homes with lawns that need to be watered. Water consumption in Chinese cities jumped by 6.6 percent during 2004-5. China's plundering of its ground-water reserves, which has created massive underground tunnels, is causing a corollary problem: some of China's wealthiest cities are sinking -- in the case of Shanghai and Tianjin, by more than six feet during the past decade and a half. In Beijing, subsidence has destroyed factories, buildings, and underground pipelines and is threatening the city's main international airport.

Pollution is also endangering China's water supplies. China's ground water, which provides 70 percent of the country's total drinking water, is under threat from a variety of sources, such as polluted surface water, hazardous waste sites, and pesticides and fertilizers. According to one report by the government-run Xinhua News Agency, the aquifers in 90 percent of Chinese cities are polluted. More than 75 percent of the river water flowing through China's urban areas is considered unsuitable for drinking or fishing, and the Chinese government deems about 30 percent of the river water throughout the country to be unfit for use in agriculture or industry. As a result, nearly 700 million people drink water contaminated with animal and human waste. The World Bank has found that the failure to provide fully two-thirds of the rural population with piped water is a leading cause of death among children under the age of five and is responsible for as much as 11 percent of the cases of gastrointestinal cancer in China.

One of the problems is that although China has plenty of laws and regulations designed to ensure clean water, factory owners and local officials do not enforce them. A 2005 survey of 509 cities revealed that only 23 percent of factories properly treated sewage before disposing of it. According to another report, today one-third of all industrial wastewater in China and two-thirds of household sewage are released untreated. Recent Chinese studies of two of the country's most important sources of water -- the Yangtze and Yellow rivers -- illustrate the growing challenge. The Yangtze River, which stretches all the way from the Tibetan Plateau to Shanghai, receives 40 percent of the country's sewage, 80 percent of it untreated. In 2007, the Chinese government announced that it was delaying, in part because of pollution, the development of a $60 billion plan to divert the river in order to supply the water-starved cities of Beijing and Tianjin. The Yellow River supplies water to more than 150 million people and 15 percent of China's agricultural land, but two-thirds of its water is considered unsafe to drink and 10 percent of its water is classified as sewage. In early 2007, Chinese officials announced that over one-third of the fish species native to the Yellow River had become extinct due to damming or pollution.

China's leaders are also increasingly concerned about how climate change may exacerbate their domestic environmental situation. In the spring of 2007, Beijing released its first national assessment report on climate change, predicting a 30 percent drop in precipitation in three of China's seven major river regions -- around the Huai, Liao, and Hai rivers -- and a 37 percent decline in the country's wheat, rice, and corn yields in the second half of the century. It also predicted that the Yangtze and Yellow rivers, which derive much of their water from glaciers in Tibet, would overflow as the glaciers melted and then dry up. And both Chinese and international scientists now warn that due to rising sea levels, Shanghai could be submerged by 2050.

COLLATERAL DAMAGE

China's environmental problems are already affecting the rest of the world. Japan and South Korea have long suffered from the acid rain produced by China's coal-fired power plants and from the eastbound dust storms that sweep across the Gobi Desert in the spring and dump toxic yellow dust on their land. Researchers in the United States are tracking dust, sulfur, soot, and trace metals as these travel across the Pacific from China. The U.S. Environmental Protection Agency estimates that on some days, 25 percent of the particulates in the atmosphere in Los Angeles originated in China. Scientists have also traced rising levels of mercury deposits on U.S. soil back to coal-fired power plants and cement factories in China. (When ingested in significant quantities, mercury can cause birth defects and developmental problems.) Reportedly, 25-40 percent of all mercury emissions in the world come from China.

What China dumps into its waters is also polluting the rest of the world. According to the international NGO the World Wildlife Fund, China is now the largest polluter of the Pacific Ocean. As Liu Quangfeng, an adviser to the National People's Congress, put it, "Almost no river that flows into the Bo Hai [a sea along China's northern coast] is clean." China releases about 2.8 billion tons of contaminated water into the Bo Hai annually, and the content of heavy metal in the mud at the bottom of it is now 2,000 times as high as China's own official safety standard. The prawn catch has dropped by 90 percent over the past 15 years. In 2006, in the heavily industrialized southeastern provinces of Guangdong and Fujian, almost 8.3 billion tons of sewage were discharged into the ocean without treatment, a 60 percent increase from 2001. More than 80 percent of the East China Sea, one of the world's largest fisheries, is now rated unsuitable for fishing, up from 53 percent in 2000.

Furthermore, China is already attracting international attention for its rapidly growing contribution to climate change. According to a 2007 report from the Netherlands Environmental Assessment Agency, it has already surpassed the United States as the world's largest contributor of carbon dioxide, a leading greenhouse gas, to the atmosphere. Unless China rethinks its use of various sources of energy and adopts cutting-edge environmentally friendly technologies, warned Fatih Birol, the chief economist of the International Energy Agency, last April, in 25 years China will emit twice as much carbon dioxide as all the countries of the Organization for Economic Cooperation and Development combined.

China's close economic partners in the developing world face additional environmental burdens from China's economic activities. Chinese multinationals, which are exploiting natural resources in Africa, Latin America, and Southeast Asia in order to fuel China's continued economic rise, are devastating these regions' habitats in the process. China's hunger for timber has exploded over the past decade and a half, and particularly since 1998, when devastating floods led Beijing to crack down on domestic logging. China's timber imports more than tripled between 1993 and 2005. According to the World Wildlife Fund, China's demand for timber, paper, and pulp will likely increase by 33 percent between 2005 and 2010.

China is already the largest importer of illegally logged timber in the world: an estimated 50 percent of its timber imports are reportedly illegal. Illegal logging is especially damaging to the environment because it often targets rare old-growth forests, endangers biodiversity, and ignores sustainable forestry practices. In 2006, the government of Cambodia, for example, ignored its own laws and awarded China's Wuzhishan LS Group a 99-year concession that was 20 times as large as the size permitted by Cambodian law. The company's practices, including the spraying of large amounts of herbicides, have prompted repeated protests by local Cambodians. According to the international NGO Global Witness, Chinese companies have destroyed large parts of the forests along the Chinese-Myanmar border and are now moving deeper into Myanmar's forests in their search for timber. In many instances, illicit logging activity takes place with the active support of corrupt local officials. Central government officials in Myanmar and Indonesia, countries where China's loggers are active, have protested such arrangements to Beijing, but relief has been limited. These activities, along with those of Chinese mining and energy companies, raise serious environmental concerns for many local populations in the developing world.

SPOILING THE PARTY

In the view of China's leaders, however, damage to the environment itself is a secondary problem. Of greater concern to them are its indirect effects: the threat it poses to the continuation of the Chinese economic miracle and to public health, social stability, and the country's international reputation. Taken together, these challenges could undermine the authority of the Communist Party.

China's leaders are worried about the environment's impact on the economy. Several studies conducted both inside and outside China estimate that environmental degradation and pollution cost the Chinese economy between 8 percent and 12 percent of GDP annually. The Chinese media frequently publish the results of studies on the impact of pollution on agriculture, industrial output, or public health: water pollution costs of $35.8 billion one year, air pollution costs of $27.5 billion another, and on and on with weather disasters ($26.5 billion), acid rain ($13.3 billion), desertification ($6 billion), or crop damage from soil pollution ($2.5 billion). The city of Chongqing, which sits on the banks of the Yangtze River, estimates that dealing with the effects of water pollution on its agriculture and public health costs as much as 4.3 percent of the city's annual gross product. Shanxi Province has watched its coal resources fuel the rest of the country while it pays the price in withered trees, contaminated air and water, and land subsidence. Local authorities there estimate the costs of environmental degradation and pollution at 10.9 percent of the province's annual gross product and have called on Beijing to compensate the province for its "contribution and sacrifice."

China's Ministry of Public Health is also sounding the alarm with increasing urgency. In a survey of 30 cities and 78 counties released in the spring, the ministry blamed worsening air and water pollution for dramatic increases in the incidence of cancer throughout the country: a 19 percent rise in urban areas and a 23 percent rise in rural areas since 2005. One research institute affiliated with SEPA has put the total number of premature deaths in China caused by respiratory diseases related to air pollution at 400,000 a year. But this may be a conservative estimate: according to a joint research project by the World Bank and the Chinese government released this year, the total number of such deaths is 750,000 a year. (Beijing is said not to have wanted to release the latter figure for fear of inciting social unrest.) Less well documented but potentially even more devastating is the health impact of China's polluted water. Today, fully 190 million Chinese are sick from drinking contaminated water. All along China's major rivers, villages report skyrocketing rates of diarrheal diseases, cancer, tumors, leukemia, and stunted growth.

Social unrest over these issues is rising. In the spring of 2006, China's top environmental official, Zhou Shengxian, announced that there had been 51,000 pollution-related protests in 2005, which amounts to almost 1,000 protests each week. Citizen complaints about the environment, expressed on official hotlines and in letters to local officials, are increasing at a rate of 30 percent a year; they will likely top 450,000 in 2007. But few of them are resolved satisfactorily, and so people throughout the country are increasingly taking to the streets. For several months in 2006, for example, the residents of six neighboring villages in Gansu Province held repeated protests against zinc and iron smelters that they believed were poisoning them. Fully half of the 4,000-5,000 villagers exhibited lead-related illnesses, ranging from vitamin D deficiency to neurological problems.

Many pollution-related marches are relatively small and peaceful. But when such demonstrations fail, the protesters sometimes resort to violence. After trying for two years to get redress by petitioning local, provincial, and even central government officials for spoiled crops and poisoned air, in the spring of 2005, 30,000-40,000 villagers from Zhejiang Province swarmed 13 chemical plants, broke windows and overturned buses, attacked government officials, and torched police cars. The government sent in 10,000 members of the People's Armed Police in response. The plants were ordered to close down, and several environmental activists who attempted to monitor the plants' compliance with these orders were later arrested. China's leaders have generally managed to prevent -- if sometimes violently -- discontent over environmental issues from spreading across provincial boundaries or morphing into calls for broader political reform.

In the face of such problems, China's leaders have recently injected a new urgency into their rhetoric concerning the need to protect the country's environment. On paper, this has translated into an aggressive strategy to increase investment in environmental protection, set ambitious targets for the reduction of pollution and energy intensity (the amount of energy used to produce a unit of GDP), and introduce new environmentally friendly technologies. In 2005, Beijing set out a number of impressive targets for its next five-year plan: by 2010, it wants 10 percent of the nation's power to come from renewable energy sources, energy intensity to have been reduced by 20 percent and key pollutants such as sulfur dioxide by 10 percent, water consumption to have decreased by 30 percent, and investment in environmental protection to have increased from 1.3 percent to 1.6 percent of GDP. Premier Wen Jiabao has issued a stern warning to local officials to shut down some of the plants in the most energy-intensive industries -- power generation and aluminum, copper, steel, coke and coal, and cement production -- and to slow the growth of other industries by denying them tax breaks and other production incentives.

These goals are laudable -- even breathtaking in some respects -- but history suggests that only limited optimism is warranted; achieving such targets has proved elusive in the past. In 2001, the Chinese government pledged to cut sulfur dioxide emissions by 10 percent between 2002 and 2005. Instead, emissions rose by 27 percent. Beijing is already encountering difficulties reaching its latest goals: for instance, it has failed to meet its first target for reducing energy intensity and pollution. Despite warnings from Premier Wen, the six industries that were slated to slow down posted a 20.6 percent increase in output during the first quarter of 2007 -- a 6.6 percent jump from the same period last year. According to one senior executive with the Indian wind-power firm Suzlon Energy, only 37 percent of the wind-power projects the Chinese government approved in 2004 have been built. Perhaps worried that yet another target would fall by the wayside, in early 2007, Beijing revised its announced goal of reducing the country's water consumption by 30 percent by 2010 to just 20 percent.

Even the Olympics are proving to be a challenge. Since Beijing promised in 2001 to hold a "green Olympics" in 2008, the International Olympic Committee has pulled out all the stops. Beijing is now ringed with rows of newly planted trees, hybrid taxis and buses are roaming its streets (some of which are soon to be lined with solar-powered lamps), the most heavily polluting factories have been pushed outside the city limits, and the Olympic dormitories are models of energy efficiency. Yet in key respects, Beijing has failed to deliver. City officials are backtracking from their pledge to provide safe tap water to all of Beijing for the Olympics; they now say that they will provide it only for residents of the Olympic Village. They have announced drastic stopgap measures for the duration of the games, such as banning one million of the city's three million cars from the city's streets and halting production at factories in and around Beijing (some of them are resisting). Whatever progress city authorities have managed over the past six years -- such as increasing the number of days per year that the city's air is deemed to be clean -- is not enough to ensure that the air will be clean for the Olympic Games. Preparing for the Olympics has come to symbolize the intractability of China's environmental challenges and the limits of Beijing's approach to addressing them.

PROBLEMS WITH THE LOCALS

Clearly, something has got to give. The costs of inaction to China's economy, public health, and international reputation are growing. And perhaps more important, social discontent is rising. The Chinese people have clearly run out of patience with the government's inability or unwillingness to turn the environmental situation around. And the government is well aware of the increasing potential for environmental protest to ignite broader social unrest.

One event this spring particularly alarmed China's leaders. For several days in May in the coastal city of Xiamen, after months of mounting opposition to the planned construction of a $1.4 billion petrochemical plant nearby, students and professors at Xiamen University, among others, are said to have sent out a million mobile-phone text messages calling on their fellow citizens to take to the streets on June 1. That day, and the following, protesters reportedly numbering between 7,000 and 20,000 marched peacefully through the city, some defying threats of expulsion from school or from the Communist Party. The protest was captured on video and uploaded to YouTube. One video featured a haunting voice-over that linked the Xiamen demonstration to an ongoing environmental crisis near Tai Hu, a lake some 400 miles away (a large bloom of blue-green algae caused by industrial wastewater and sewage dumped in the lake had contaminated the water supply of the city of Wuxi). It also referred to the Tiananmen Square protest of 1989. The Xiamen march, the narrator said, was perhaps "the first genuine parade since Tiananmen."

In response, city authorities did stay the construction of the plant, but they also launched an all-out campaign to discredit the protesters and their videos. Still, more comments about the protest and calls not to forget Tiananmen appeared on various Web sites. Such messages, posted openly and accessible to all Chinese, represent the Chinese leadership's greatest fear, namely, that its failure to protect the environment may someday serve as the catalyst for broad-based demands for political change.

Such public demonstrations are also evidence that China's environmental challenges cannot be met with only impressive targets and more investment. They must be tackled with a fundamental reform of how the country does business and protects the environment. So far, Beijing has structured its environmental protection efforts in much the same way that it has pursued economic growth: by granting local authorities and factory owners wide decision-making power and by actively courting the international community and Chinese NGOs for their expertise while carefully monitoring their activities.

Consider, for example, China's most important environmental authority, SEPA, in Beijing. SEPA has become a wellspring of China's most innovative environmental policies: it has promoted an environmental impact assessment law; a law requiring local officials to release information about environmental disasters, pollution statistics, and the names of known polluters to the public; an experiment to calculate the costs of environmental degradation and pollution to the country's GDP; and an all-out effort to halt over 100 large-scale infrastructure projects that had proceeded without proper environmental impact assessments. But SEPA operates with barely 300 full-time professional staff in the capital and only a few hundred employees spread throughout the country. (The U.S. Environmental Protection Agency has a staff of almost 9,000 in Washington, D.C., alone.) And authority for enforcing SEPA's mandates rests overwhelmingly with local officials and the local environmental protection officials they oversee. In some cases, this has allowed for exciting experimentation. In the eastern province of Jiangsu, for instance, the World Bank and the Natural Resources Defense Council have launched the Greenwatch program, which grades 12,000 factories according to their compliance with standards for industrial wastewater treatment and discloses both the ratings and the reasons for them. More often, however, China's highly decentralized system has meant limited progress: only seven to ten percent of China's more than 660 cities meet the standards required to receive the designation of National Model Environmental City from SEPA. According to Wang Canfa, one of China's top environmental lawyers, barely ten percent of China's environmental laws and regulations are actually enforced.

One of the problems is that local officials have few incentives to place a priority on environmental protection. Even as Beijing touts the need to protect the environment, Premier Wen has called for quadrupling the Chinese economy by 2020. The price of water is rising in some cities, such as Beijing, but in many others it remains as low as 20 percent of the replacement cost. That ensures that factories and municipalities have little reason to invest in wastewater treatment or other water-conservation efforts. Fines for polluting are so low that factory managers often prefer to pay them rather than adopt costlier pollution-control technologies. One manager of a coal-fired power plant explained to a Chinese reporter in 2005 that he was ignoring a recent edict mandating that all new power plants use desulfurization equipment because the technology cost as much as would 15 years' worth of fines.

Local governments also turn a blind eye to serious pollution problems out of self-interest. Officials sometimes have a direct financial stake in factories or personal relationships with their owners. And the local environmental protection bureaus tasked with guarding against such corruption must report to the local governments, making them easy targets for political pressure. In recent years, the Chinese media have uncovered cases in which local officials have put pressure on the courts, the press, or even hospitals to prevent the wrongdoings of factories from coming to light. (Just this year, in the province of Zhejiang, officials reportedly promised factories with an output of $1.2 million or more that they would not be subjected to government inspections without the factories' prior approval.)

Moreover, local officials frequently divert environmental protection funds and spend them on unrelated or ancillary endeavors. The Chinese Academy for Environmental Planning, which reports to SEPA, disclosed this year that only half of the 1.3 percent of the country's annual GDP dedicated to environmental protection between 2001 and 2005 had found its way to legitimate projects. According to the study, about 60 percent of the environmental protection funds spent in urban areas during that period went into the creation of, among other things, parks, factory production lines, gas stations, and sewage-treatment plants rather than into waste- or wastewater-treatment facilities.

Many local officials also thwart efforts to hold them accountable for their failure to protect the environment. In 2005, SEPA launched the "Green GDP" campaign, a project designed to calculate the costs of environmental degradation and pollution to local economies and provide a basis for evaluating the performance of local officials both according to their economic stewardship and according to how well they protect the environment. Several provinces balked, however, worried that the numbers would reveal the extent of the damage suffered by the environment. SEPA's partner in the campaign, the National Bureau of Statistics of China, also undermined the effort by announcing that it did not possess the tools to do Green GDP accounting accurately and that in any case it did not believe officials should be evaluated on such a basis. After releasing a partial report in September 2006, the NBS has refused to release this year's findings to the public.

Another problem is that many Chinese companies see little direct value in ratcheting up their environmental protection efforts. The computer manufacturer Lenovo and the appliance manufacturer Haier have received high marks for taking creative environmental measures, and the solar energy company Suntech has become a leading exporter of solar cells. But a recent poll found that only 18 percent of Chinese companies believed that they could thrive economically while doing the right thing environmentally. Another poll of business executives found that an overwhelming proportion of them do not understand the benefits of responsible corporate behavior, such as environmental protection, or consider the requirements too burdensome.

NOT GOOD ENOUGH

The limitations of the formal authorities tasked with environmental protection in China have led the country's leaders to seek assistance from others outside the bureaucracy. Over the past 15 years or so, China's NGOs, the Chinese media, and the international community have become central actors in the country's bid to rescue its environment. But the Chinese government remains wary of them.

China's homegrown environmental activists and their allies in the media have become the most potent -- and potentially explosive -- force for environmental change in China. From four or five NGOs devoted primarily to environmental education and biodiversity protection in the mid-1990s, the Chinese environmental movement has grown to include thousands of NGOs, run primarily by dynamic Chinese in their 30s and 40s. These groups now routinely expose polluting factories to the central government, sue for the rights of villagers poisoned by contaminated water or air, give seed money to small newer NGOs throughout the country, and go undercover to expose multinationals that ignore international environmental standards. They often protest via letters to the government, campaigns on the Internet, and editorials in Chinese newspapers. The media are an important ally in this fight: they shame polluters, uncover environmental abuse, and highlight environmental protection successes.

Beijing has come to tolerate NGOs and media outlets that play environmental watchdog at the local level, but it remains vigilant in making sure that certain limits are not crossed, and especially that the central government is not directly criticized. The penalties for misjudging these boundaries can be severe. Wu Lihong worked for 16 years to address the pollution in Tai Hu (which recently spawned blue-green algae), gathering evidence that has forced almost 200 factories to close. Although in 2005 Beijing honored Wu as one of the country's top environmentalists, he was beaten by local thugs several times during the course of his investigations, and in 2006 the government of the town of Yixing arrested him on dubious charges of blackmail. And Yu Xiaogang, the 2006 winner of the prestigious Goldman Environmental Prize, honoring grass-roots environmentalists, was forbidden to travel abroad in retaliation for educating villagers about the potential downsides of a proposed dam relocation in Yunnan Province.

The Chinese government's openness to environmental cooperation with the international community is also fraught. Beijing has welcomed bilateral agreements for technology development or financial assistance for demonstration projects, but it is concerned about other endeavors. On the one hand, it lauds international environmental NGOs for their contributions to China's environmental protection efforts. On the other hand, it fears that some of them will become advocates for democratization.

The government also subjects MNCs to an uncertain operating environment. Many corporations have responded to the government's calls that they assume a leading role in the country's environmental protection efforts by deploying top-of-the-line environmental technologies, financing environmental education in Chinese schools, undertaking community-based efforts, and raising operating standards in their industries. Coca-Cola, for example, recently pledged to become a net-zero consumer of water, and Wal-Mart is set to launch a nationwide education and sales initiative to promote the use of energy-efficient compact fluorescent bulbs. Sometimes, MNCs have been rewarded with awards or significant publicity. But in the past two years, Chinese officials (as well as local NGOs) have adopted a much tougher stance toward them, arguing at times that MNCs have turned China into the pollution capital of the world. On issues such as electronic waste, the detractors have a point. But China's attacks, with Internet postings accusing MNCs of practicing "eco-colonialism," have become unjustifiably broad. Such antiforeign sentiment spiked in late 2006, after the release of a pollution map listing more than 3,000 factories that were violating water pollution standards. The 33 among them that supplied MNCs were immediately targeted in the media, while the other few thousand Chinese factories cited somehow escaped the frenzy. A few Chinese officials and activists privately acknowledge that domestic Chinese companies pollute far more than foreign companies, but it seems unlikely that the spotlight will move off MNCs in the near future. For now, it is simply more expedient to let international corporations bear the bulk of the blame.

FROM RED TO GREEN

Why is China unable to get its environmental house in order? Its top officials want what the United States, Europe, and Japan have: thriving economies with manageable environmental problems. But they are unwilling to pay the political and economic price to get there. Beijing's message to local officials continues to be that economic growth cannot be sacrificed to environmental protection -- that the two objectives must go hand in hand.

This, however, only works sometimes. Greater energy efficiency can bring economic benefits, and investments to reduce pollution, such as in building wastewater-treatment plants, are expenses that can be balanced against the costs of losing crops to contaminated soil and having a sickly work force. Yet much of the time, charting a new environmental course comes with serious economic costs up front. Growth slows down in some industries or some regions. Some businesses are forced to close down. Developing pollution-treatment and pollution-prevention technologies requires serious investment. In fact, it is because they recognize these costs that local officials in China pursue their short-term economic interests first and for the most part ignore Beijing's directives to change their ways.

This is not an unusual problem. All countries suffer internal tugs of war over how to balance the short-term costs of improving environmental protection with the long-term costs of failing to do so. But China faces an additional burden. Its environmental problems stem as much from China's corrupt and undemocratic political system as from Beijing's continued focus on economic growth. Local officials and business leaders routinely -- and with impunity -- ignore environmental laws and regulations, abscond with environmental protection funds, and silence those who challenge them. Thus, improving the environment in China is not simply a matter of mandating pollution-control technologies; it is also a matter of reforming the country's political culture. Effective environmental protection requires transparent information, official accountability, and an independent legal system. But these features are the building blocks of a political system fundamentally different from that of China today, and so far there is little indication that China's leaders will risk the authority of the Communist Party on charting a new environmental course. Until the party is willing to open the door to such reform, it will not have the wherewithal to meet its ambitious environmental targets and lead a growing economy with manageable environmental problems.

Given this reality, the United States -- and the rest of the world -- will have to get much smarter about how to cooperate with China in order to assist its environmental protection efforts. Above all, the United States must devise a limited and coherent set of priorities. China's needs are vast, but its capacity is poor; therefore, launching one or two significant initiatives over the next five to ten years would do more good than a vast array of uncoordinated projects. These endeavors could focus on discrete issues, such as climate change or the illegal timber trade; institutional changes, such as strengthening the legal system in regard to China's environmental protection efforts; or broad reforms, such as promoting energy efficiency throughout the Chinese economy. Another key to an effective U.S.-Chinese partnership is U.S. leadership. Although U.S. NGOs and U.S.-based MNCs are often at the forefront of environmental policy and technological innovation, the U.S. government itself is not a world leader on key environmental concerns. Unless the United States improves its own policies and practices on, for example, climate change, the illegal timber trade, and energy efficiency, it will have little credibility or leverage to push China.

China, for its part, will undoubtedly continue to place a priority on gaining easy access to financial and technological assistance. Granting this, however, would be the wrong way to go. Joint efforts between the United States and China, such as the recently announced project to capture methane from 15 Chinese coal mines, are important, of course. But the systemic changes needed to set China on a new environmental trajectory necessitate a bottom-up overhaul. One way to start would be to promote energy efficiency in Chinese factories and buildings. Simply bringing these up to world standards would bring vast gains. International and Chinese NGOs, Chinese environmental protection bureaus, and MNCs could audit and rate Chinese factories based on how well their manufacturing processes and building standards met a set of energy-efficiency targets. Their scores (and the factors that determined them) could then be disclosed to the public via the Internet and the print media, and factories with subpar performances could be given the means to improve their practices.

A pilot program in Guangdong Province, which is run under the auspices of the U.S. consulate in Hong Kong, provides just such a mechanism. Factories that apply for energy audits can take out loans from participating banks to pay for efficiency upgrades, with the expectation that they will pay the loans back over time out of the savings they will realize from using fewer materials or conserving energy. Such programs should be encouraged and could be reinforced by requiring, for example, that the U.S.-based MNCs that worked with the participating factories rewarded those that met or exceeded the standards and penalized those that did not (the MNCs could either expand or reduce their orders, for example). NGOs and the media in China could also publicize the names of the factories that refused to cooperate. These initiatives would have the advantages of operating within the realities of China's environmental protection system, providing both incentives and disincentives to encourage factories to comply; strengthening the role of key actors such as NGOs, the media, and local environmental protection bureaus; and engaging new actors such as Chinese banks. It is likely that as with the Greenwatch program, factory owners and local officials not used to transparency would oppose such efforts, but if they were persuaded that full participation would bring more sales to MNCs and grow local economies, many of them would be more open to public disclosure.

Of course, much of the burden and the opportunity for China to revolutionize the way it reconciles environmental protection and economic development rests with the Chinese government itself. No amount of international assistance can transform China's domestic environment or its contribution to global environmental challenges. Real change will arise only from strong central leadership and the development of a system of incentives that make it easier for local officials and the Chinese people to embrace environmental protection. This will sometimes mean making tough economic choices.

Improvements to energy efficiency, of the type promoted by the program in Guangdong, are reforms of the low-hanging-fruit variety: they promise both economic gains and benefits to the environment. It will be more difficult to implement reforms that are economically costly (such as reforms that raise the costs of manufacturing in order to encourage conservation and recycling and those that impose higher fines against polluters), are likely to be unpopular (such as reforms that hike the price of water), or could undermine the Communist Party's authority (such as reforms that open up the media or give freer rein to civil society). But such measures are also necessary. And their high up-front costs must be weighed against the long-term costs to economic growth, public health, and social stability in which the Chinese government's continued inaction would result. The government must ensure greater accountability among local officials by promoting greater grass-roots oversight, greater transparency via the media or other outlets, and greater independence in the legal system.

China's leaders have shown themselves capable of bold reform in the past. Two and half decades ago, Deng Xiaoping and his supporters launched a set of ambitious reforms despite stiff political resistance and set the current economic miracle in motion. In order to continue on its extraordinary trajectory, China needs leaders with the vision to introduce a new set of economic and political initiatives that will transform the way the country does business. Without such measures, China will not return to global preeminence in the twenty-first century. Instead, it will suffer stagnation or regression -- and all because leaders who recognized the challenge before them were unwilling to do what was necessary to surmount it.


#7458 From: Remy Chevalier <electrifyingtimes@...>
Date: Sun Sep 23, 2007 12:13 pm
Subject: Fergie Auctions Off Her Hummer To Benefit Global Green USA
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Fergie Auctions Off Her Hummer To Benefit Global Green USA

— michael

fergie.jpg

According to auction site eBay, musician Fergie — after becoming inspired by participating in the Live Earth concert series — resolved to take steps to lighten her eco footprint. First thing to go? Her 2005 Hummer. From the listing,

“Fergie decided to sell her HUMMER and donate all the proceeds to Global Green USA. The cynic may say that this is just transferring the negative effects of the vehicle to someone else, but in supporting Global Green USA, the charity is donating carbon emission credits for 10 years to offset the impact and in addition it is using the money to work on the important issue of climate change.”

To her credit, Fergie hasn’t taken this big guy out on the road too often; quoting “ultra-low” mileage in the listing. It’s also great to see that all the money from the auction will go towards Global Green USA to help support future environmental causes. Let’s hope the winner takes this beast and leaves it in a garage somewhere. Bidding ends September 15th! Hit the jump for more.

[UPDATE] Global Green USA wanted to chime in with the following:

“While we are pleased Fergie wants to get rid of her mega-polluting vehicle and grateful that she wants to give us the funds from her auction,  we wanted to make clear that carbon offsets do not neutralize the environmental impacts of these super polluting vehicles.  Carbon offsets should, in fact, only be used as a last resort when a consumer or business has taken every possible step to reduce their carbon footprint.  We suggest the polluting SUV be given to a museum in the hope that such has guzzlers become a relic of our past.”


#7457 From: Remy Chevalier <electrifyingtimes@...>
Date: Sun Sep 23, 2007 4:45 pm
Subject: But what about Laughing Gas Emissions?
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But what about Laughing Gas Emissions?

http://www.treehugger.com/files/2007/09/not_in_my_back_yard_nuclear.php
by Jeremy Elton Jacquot, Los Angeles on 09.22.07 

When it comes to biofuel production, nitrous oxide emissions are no laughing matter. So says Nobel prize-winning chemist Paul Crutzen, who just wrapped up a new study showing that the overall effect of growing and burning most biofuel crops may be to raise, rather than lower, greenhouse gas emissions. Indeed, several of the most commonly used biofuel crops may release as much as twice the amount of nitrous oxide (i.e. laughing gas) gas - a GHG several hundred times more potent than carbon dioxide - as previously thought.

Therefore, Crutzen and his colleagues conclude, using biofuel could wipe out any benefits gained from not consuming fossil fuels and, more worryingly, could further contribute to global warming intensification. "The significance of it is that the supposed benefits of biofuels are even more disputable than had been thought hitherto. What we are saying is that [growing many biofuels] is probably of no benefit and in fact is actually making the climate issue worse," said Keith Smith, the study's co-author and a professor of atmospheric science at the University of Edinburgh.

The study determined that bacteria convert much more of the nitrogen in fertilizer to nitrous oxide than previously estimated - as much as 3-5%, or twice the heretofore largely accepted value of 2% used by the IPCC to assess the impact of fertilizers on global warming. The authors found that the warming due to nitrous oxide emissions often overtook the cooling effect achieved due to saved fossil fuel carbon emissions - 1 to 1.7 times larger for rapeseed biodiesel, which accounts for 80% of biofuel production in Europe, and 0.9 to 1.5 times larger for corn ethanol, the dominant biofuel in the U.S.

Out of all of the biofuel crops assessed, only cane sugar ethanol proved viable as a real alternative to fossil fuels - with a relative warming of 0.5 to 0.9. So, again, the picture is mixed: though biofuels won't offer us the magic bullet needed to solve our fossil fuel-related woes, more work and research needs to be done before we fully embrace these alternatives.

Via ::AlphaGalileo: Biofuels could increase global warming with laughing gas, says Nobel prize-winning chemist (news website), ::After Gutenberg: Biofuel is, too, a laughing gas matter (blog)

See also: ::Round and Round We Go: Is Corn-Based Ethanol Viable?, ::Chopsticks - The new Biofuel? Japan Thinks So


#7456 From: Remy Chevalier <electrifyingtimes@...>
Date: Fri Sep 21, 2007 1:36 pm
Subject: New Clout for Cradle to Cradle Design ~ Business Week
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Sustainable Materials September 19, 2007

New Clout for Cradle to Cradle Design

Three leaders in sustainable-design consulting are collaborating to leverage their expertise, stimulate new products, and boost "cradle to cradle" certification

 

Three of the leaders in corporate consulting on sustainable design announced Sept. 19 an international partnership aiming to further the reach of the "cradle to cradle" design protocol. Joining forces are McDonough Braungart Design Chemistry (MBDC), a Charlottesville (Va.)-based consultancy that focuses on environmentally friendly product-and-service design and development (with clients such as Nike (NKE) and Ford (F)); the Environmental Protection Encouragement Agency (EPEA), a scientific research institute based in Hamburg, Germany; and Material ConneXion, a New York-headquartered consultant that advises Fortune 500 companies such as Whirlpool (WHR) and Procter & Gamble (PG) on high-performance materials. Each company will remain independent, but the three will collaborate on a series of workshops, share research resources, and conduct "cradle to cradle" certification.

The three principals hope that, by teaming up, they will exert yet more clout among the designers and executives responsible for developing a variety of consumer products or commissioning, designing, or retrofitting buildings around the world. The collaboration adds weight to the influence of the cradle to cradle philosophy already popularized by two of the partners, architect William McDonough and scientist Michael Braungart, who co-wrote the 2002 book Cradle to Cradle: Remaking the Way We Make Things (North Point Press). The philosophy essentially is to create a product via a waste-free production process, using only reusable, biodegradable, or consumable materials.

The initial idea for the three-way partnership surfaced about two-and-a-half years ago during casual conversations among McDonough, Braungart, and design entrepreneur George Beylerian, Material ConneXion's founder and president, who is also known for introducing U.S. consumers to high-end Italian furniture in the 1980s and as the former vice president and creative director of Steelcase's (SCS) design partnership division. McDonough and Beylerian have been colleagues in the design field for 30 years.

"The exciting part for us, an enterprise in Charlotteville, and for EPEA, based in Hamburg, was to have a more global reach in the market of designers," says McDonough of the new strategy. He adds that the affiliation with Material ConneXion, already popular among design and architectural professionals, provides a design-centric strategy for developing sustainable products for corporations. "Designers offer key [audiences] for our protocol," he says. "The work of sustainability is the work of design."

How They'll Spread the Word

The partnership will offer various services, with fees ranging from $5,000 to $200,000 (the three partners do not disclose how profits will be split). Options include various workshops, including a general session during which participants can learn about available methods for creating sustainable packaging and goods. Another will focus specifically on cradle to cradle concepts and strategies, drawing on case studies from MBDC and EPEA and using Material ConneXion examples. Customized workshops can be organized for groups of designers and executives. Representatives from each firm will host sessions: with MBDC speakers addressing certification issues; EPEA staff discussing scientific research on sustainability, and Material ConneXion experts presenting the latest green fabrics and substances.

Eventually, the companies hope to develop new goods and services with their clients. "The goal is to have those who attend [workshops] work with us on product development," says Material ConneXion Vice-President Andrew Dent, who has a doctorate in materials science and spearheads the company's new-materials research.

In the meantime, cradle to cradle-certified material samples will be added to Material ConneXion's libraries in New York, Cologne, Milan, and Bangkok. These libraries, available as a resource for corporations, designers, researchers, and students, include 4,000 high-performance, high-tech, and sustainable substances, categorized by chemical properties. The cradle to cradle materials won't be separated from other varieties, so a company developing, say, a new type of office chair can compare different types of fabrics, woods, or plastics.

And the partnership will also help companies accomplish cradle to cradle certification, a system introduced by MBDC in 2005. Products are rated "basic," "silver," "gold," or "platinum," depending on their level of waste-free production and disposal techniques. In addition to chemical components, the energy and water used in manufacturing and the social responsibility of the parent organization are also considered. MBDC drew up some of the parameters, which are quantifiable; others are based on whether companies live up to statements of intent. Some judgments, such as water-usage efficiency, are based on recommendations from outside organizations, such as the U.S. Environmental Protection Agency.

To date, companies that have participated in the cradle to cradle certification process include office-furniture makers Steelcase and Herman Miller (MLHR), as well as Pendleton Woolen Mills and the U.S. Postal Service.

Spurring or Hindering Innovation?

Observers believe that such certifications are necessary. "Up until now, we've been in a stage where 'green' was really new. Nobody really knew what it meant. We didn't have standards. Any idea sounded good," says Alex Steffen, managing editor of the blog Worldchanging and editor of a book of the same name, both concerned with sustainable and socially responsible design and business.

"Now, we're in a different stage. There's a real shakeout. We need absolute standards against which we need to hold ourselves. Cradle to cradle methodology is one way—but of course not the only way—of accepting absolute impact," says Steffen. Other standards —and there are many—include the 18-year-old "green seal" for sustainable wood and environmentally friendly cleaning products and the "certified biodegradable" label, also used for cleaning products.

This past summer MBDC developed and launched the cradle to cradle seal, which looks like an infinity sign made of two C's. The company solicited "lots of input from clients," says McDonough. "Especially the U.S. Postal Service. They looked at prototypes and helped us with branding and co-branding." The postal service was also the first organization to use the logo on its products; the icon can be seen on Express mail and Priority mail envelopes. Other companies, such as Steelcase, are planning to use it on marketing materials, such as Web sites, brochures, and hang tags, as a way of branding the firm as eco-friendly and showcasing cradle to cradle certification.

But some observers believe that while it is a noble and practical step toward bringing to market more sustainable products, certification alone might at some point even hinder green innovation.

"Certification is a good interim step. But once it's reached, there's the danger that a company can then decide to stop pushing for more sustainability and move on to next flavor," says Stan Kaczmarek, an environmental engineer who oversees corporate audits for greenwashing at the New York-based advertising agency Green Team, which creates sustainable-focused campaigns for clients such as the World Wildlife Fund and Jaguar (F).

Sustainability: The Work Never Ends

Kaczmarek, former director of global environmental affairs at Johnson & Johnson (JNJ) and a senior engineer at Exxon (XOM), also suggests that cradle to cradle certification might have the most impact among business-to-business companies rather than consumers. And that suits the business plan of the new partnership nicely.

Meantime, encouraging a sense of increased, open innovation-style collaboration in the design of new sustainable goods and services is one of the key goals of the partnership. It's an approach that McDonough says will bring products to market faster for companies with ambitious sustainability agendas.

"One of the things you have to remember about sustainability is that it will take us all forever to accomplish," says McDonough. "Teamwork and collaboration are fundamental."

Jana is the Innovation Dept. editor for BusinessWeek.


#7455 From: WPLJ <wplj@...>
Date: Fri Sep 21, 2007 6:30 pm
Subject: The Rebirth of the Electric Car ~ NYTimes
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The Rebirth of the Electric Car

By DAVID POGUE
The New York Times Company
September 20, 2007
http://www.nytimes.com/indexes/2007/09/20/technology/circuitsemail/index.html

This past Sunday, my report on the rebirth of the electric car aired on
"CBS News Sunday Morning." You can see it here
<http://www.cbsnews.com/stories/2007/09/06/sunday/main3239838.shtml>.

CBS gave me a juicy long time for the segment--but the truth is, there
was enough good material to fill a miniseries. Like the interview with
auto-industry superstar Bob Lutz, now a top executive at General Motors
(vice chairman, global of product development), and the driving force
between the upcoming Volt electric car. He's a funny, smart, engaging
guy, although he's certainly got GM's interests at heart.

But since I now have the luxury of an e-newsletter, and you have the
luxury of a scroll bar, here it is: is a longer chunk of that interview.

DAVID POGUE: The Volt, as I understand it, has both a gas and engine and
electric motor. But it's not a Prius, right?

BOB LUTZ: No. What happens is in conventional hybrids is, there are very
few batteries and they're just designed to give an electric assist. It's
this constant interplay between gasoline and battery.

The Volt is is basically an electric vehicle. With a range of--we're
shooting for a minimum of 40 miles. And then, so that people don't get
caught out, when the battery reaches a certain minimum state of charge,
there is a very small internal-combustion engine, four-cylinder engine,
that kicks in.

It could be a small diesel. It could run on ethanol. Could run on
compressed natural gas. It could be anything. But that engine never
drives the car. It's not hooked up to the wheels. Think of it as a
portable generator that gets your battery back up.

Now, if you want to make a big, long trip, like from New York to
Chicago, you can do it. But once you're beyond the range of the
batteries, then the small piston engine is probably going to be working
most of the time, and your mileage will drop.

But we have impeccable data that show that 82 percent of the daily trips
in the United States are 40 miles or less. So, I think there's going to
be a lot of people who find that throughout a month, they'll never burn
a drop of fuel.

DP: Got it. Now [walking over to a skeletal model of the Volt], we have
this cool, uh--

BL: Cutaway.

DP: --cutaway. Hey, I don't know where you got this invisible chassis
material, but it's great. Give me a quick tour of the--

BL: Yeah, okay. This is the small gasoline engine. These things that
look like a big stack of blue CDs are to simulate the lithium-ion batteries.

Now, as we are now working with the lithium ion suppliers, the batteries
may or may not have exactly that shape. In fact, one of suppliers is
even looking at doing them in little foil bags, like those airline
toilettes. Except you'd accordion the whole batch of them--

DP: --And they're not as useful in wiping your face.

BL: No, you would not wan to wipe your face. Although lithium... you
know, if you're bipolar, you can eat your battery. (LAUGHTER)

DP: So, what about torque and RPM? Is it all measured differently?

BL: Yeah, batteries have tremendous performance and torque. Our
performance targets for the Volt are 0 to 60 in around five or six
seconds. Top speed of 120 miles an hour for a limited time. A hundred
miles an hour is sustainable.

DP: And how about the mileage?

BL: If the electricity is produced by renewable means and non-fossil
fuels, the mileage is infinite. By our calculation, if a person does a
60-mile trip, so that the internal combustion engine has to help for the
last 20, we figure the equivalent mileage would be about 150 miles per
gallon.

DP: And, ah, I heard you have a special program for journalists to get a
free Volt?

BL: Yeah. (LAUGHS) Actually, what's planned for journalists is... We've
run into a great deal of skepticism on this program. There are cynics,
and some of them are our competitors, who say, "Don't be fooled by what
General Motors is showing you. They have no intention of building this
thing. This is just smoke and mirrors to take everybody's mind off their
sport utilities," and so forth.

And in order to allay that, at various stages of the program, we are
going to bring in members of the media. I'm hoping that as early as
spring of '08, we will have the first rough prototypes running, which
will permit members of the media to drive 30 or 40 miles purely on
batteries and listen to the internal combustion engine kick in.

DP: But you understand why people are skeptical. I mean, you're still
lobbying to keep the Federal mileage requirements from going up, and so on.

BL: Well, we and Toyota! And Honda. And everybody.

You know, the media likes to say, "The Detroit Big Three are fighting
the fuel economic proposals." No, no, no--the whole automotive industry
is fighting! Why? Because they're impossible.

I mean, it's easy for the Senate to say, "You know what? 35 miles per
gallon sounds like a good number." And then somebody else says, "Oh, why
don't we say 40?" I mean, these are crazy numbers.

They never talk to us and actually ask us, "What are you capable of
doing without having to raise the price of cars by six or seven or eight
thousand dollars?" So unfortunately, logic doesn't always prevail.

What if Congress passes a law that says, to preserve the nation's
highway infrastructure, starting 2017, cars are no longer allowed to
touch the road? They must levitate two inches above the road! It's our
duty to say, "Hey, folks. It ain't going to work."

DP: Actually, I heard Toyota has a prototype. (LAUGHTER) OK, let's get
back to the Volt real quick. Are you still hoping for 2010 for the release?

BL: It'll either be late '10 or early '11, but we're still holding
everybody's feet to the fire for 2010.

DP: And what are the technical roadblocks?

BL: Well, the problem is nobody has done a lithium ion battery pack this
big. But our battery suppliers say, "Hey. Stop saying that. We're
telling you the battery's going to be OK." We get the first experimental
packs from our two developmental suppliers in October. And then we can
start bench testing.

DP: And are you saying, as the cameras roll, that at this moment, you
firmly believe that this puppy will see the light of day?

BL: Yeah, I firmly believe it. A lot of us see it as the most
interesting and most fascinating technical challenge of our whole
careers. I mean, this car means more to me than anything else I've had
anything to do with in the 42 years that I've been in the business. I
think this is because it's transformational.

Everything else has been a better version of what somebody else has
already done. Dodge Viper, very exciting, but it targeted the Chevy
Corvette. Chevy ZO6, we said, "Well, we're going to do better than
that." You're always benchmarking something that already exists.

This...it doesn't exist. It's all new, which is why it just truly
excites us.

DP: And the price?

BL: My personal target still is to bring this car into the market at,
you know, nicely below $30,000. And if we achieve that, it will really
become a viable solution. If we have to charge 60 or 70 or 80, then
it'll be bought by Hollywood celebrities and other entertainment
figures, and the odd politician for going to rallies, and that'll be it.

DP: How much of this prototype is what it's really going to look like?

BL: A lot. Obviously, it's not going to have, like, 22- or 23-inch
wheels. But you always do that with show cars. You have way bigger
wheels than you put in production.

It's going to be close enough to the show car to where, when people see
one on the road for the first time, they're going to say, "That's the
Chevrolet Volt." And it'll be totally different from any other General
Motors car, which I think is part of the secret of the Prius. By driving
a Prius, everybody knows, "Oh, that person is concerned with the
environment." Being noticed for what you're driving is very powerful
motivation for what you drive.

DP: OK, one last question. In the big picture, looking decades out, of
all these contenders—you know, biofuel and hydrogen and electric—what do
you see?

BL: Well, I have to separate my personal view from the official
corporate view. And they're not that inconsistent.

The corporate view is, we think ethanol is best, and we think that is
going to grow. Perhaps not as fast as we would like it to.

There's certainly a place for diesels, for certain applications. But
it's not a cheap and easy solution.

I think there will be a lot of play on conventional hybrids, gas
electric hybrids, which we're doing in our full-size sport utilities and
pickup trucks and a lot of other vehicles. Again, unfortunately, a
fairly expensive system.

And then I think, in many cases, the conventional gasoline engine will
continue to exist, albeit in more complex and much more sophisticated
form, with a lot of devices and mechanical sophistication built in to
squeeze out more fuel economy. Of course, that isn't free either.

Fuel cells probably will play some role, although that is somewhat
dependent on how fast the fuel-cell refueling infrastructure gets
propagated. So--

DP: But you didn't mention electric in all that.

BL: Well, that's because I was saving the best for last.

DP: Oh. (LAUGHTER)

BL: Electric is going to play a big role. A lot of the answer to your
question depends on how good a job do we do commercializing the Volt.
Will it live up to its promise of 40 plus mile electric range? Will the
battery last ten years? Can we bring it in at a price that most people
could afford? If the answer is yes to all that, then I think the future
for electrics is absolutely unlimited.


Visit David Pogue on the Web at DavidPogue.com » -
http://www.davidpogue.com/

#7454 From: Lee Dekker <heprv@...>
Date: Fri Sep 21, 2007 3:10 pm
Subject: Saturn's plug-in hybrid coming around 2009
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This comes close to sounding like an announcement. Using lithium-ion batteries which we have been told, may or may not be ready by 2010. Hedging on the actual release date of course. But at least, so far, it's not another groovy concept vehicle that will never touch pavement.

FRANKFURT – Saturn will sell General Motors’ first plug-in hybrid – a Vue compact SUV that can run up to 10 miles solely on electricity and switch to an engine for longer trips – “very quickly,” brand general manager Jill Lajdziak said Thursday.
“In 2009-ish,” Lajdziak said of the plug-in's introdcution in an interview as the company pulled the wraps off its latest production model, the European engineered, designed and built Astra compact at the Frankfurt Auto Show.


http://www.freep.com/apps/pbcs.dll/article?AID=/20070912/BUSINESS01/70912057


Luggage? GPS? Comic books?
Check out fitting gifts for grads at Yahoo! Search.

#7453 From: Remy Chevalier <electrifyingtimes@...>
Date: Fri Sep 21, 2007 1:40 pm
Subject: Wind Power's a Breeze in Europe ~ Business Week
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Energy September 19, 2007

Wind Power's a Breeze in Europe

The EU's renewable power sector, led by wind, is growing, and those who build wind farms are having trouble keeping up with demand

After years of playing second fiddle to mainstream power sources, Europe's renewable energy sector is now going from strength to strength. Lucrative government subsidies, an EU-wide goal to reduce CO2 emissions 20% by 2020, and growing public support for the fight against climate change have turned this new industry into a force to be reckoned with.

Wind power is leading the push into renewables, helping to place Europe ahead of other regions (BusinessWeek, 8/3/07) in the race to capitalize on the green power revolution. According to Barcelona-based consultancy Emerging Energy Research (EER), the European wind turbine market—including construction—will surge by two-thirds between 2006 and 2015 to an annual total of $15 billion.

Germany and Spain, the EU's largest producers of wind power, each are expected to add up to 2,000 megawatts of wind power capacity—almost the same amount produced by three coal-fired power stations—annually from now until 2012. Growth in Eastern Europe, an emerging wind market, is expected to be in the double digits annually during the same period.

A Spate of Acquisitions

It's no wonder then the EU will install over 40% of the world's wind farms over the next eight years. as 13 of the 20 largest wind power markets are located in Europe. "Wind is becoming a tried and tested technology for many EU countries," says Catalina Robledo, European wind energy analyst at EER.

The wholesale acceptance of wind power in the European energy mix has led to a spate of acquisitions by large utilities keen on cashing in on renewable technology. In August, German power company E.ON (EONGY) scooped up a wind farm operator in Spain and Portugal for $1 billion from Danish company DONG Energy. And late last year, Spanish utility Iberdrola (IDRO.BE)—the world's largest wind power provider (BusinessWeek, 6/6/07)—forked over $23.2 billion for Britain's Scottish Power, in part for the company's extensive wind portfolio in Britain and the U.S.

Now many energy companies are turning their eyes to Eastern Europe, where limited domestic competition, above-average wind supplies, and government subsidies offer high rates of return for players eager to increase their wind portfolios. Production capacity in Eastern Europe is pegged to grow by 33% annually to 7.5 gigawatts by 2015, according to industry predictions.

Poland, the New Frontier

Poland is of particular interest. The country's wind power production is expected to increase more than seventeenfold, to 2.6 gigawatts, between 2006 and 2015, according to figures from EER. Investment in the country's wind sector will reach $3.3 billion by the end of the decade, and utilities ranging from Spain's Endesa (ELE) and Iberdrola to Germany's RWE (RWEG.DE) and E.ON all have facilities under construction.

According to Cord Landsmann, the chief financial officer of E.ON's newly-formed renewables division, Central and Eastern Europe offer widespread potential for on- and offshore wind farms. The German giant is currently building a 60-megawatt wind farm in the North Sea and is looking at several onshore sites in Poland.

While investment in wind farms helps cut the carbon footprint of European energy companies, there are also significant financial incentives for going green. Under EU and domestic rules, utilities can charge higher rates for renewable electricity, either through government-mandated prices for end customers or so-called renewables obligations, which reward companies for building carbon-friendly power plants. Such subsidies have helped Europe build up its alternative energy industry by providing financial incentives to companies that invest in new technologies, says Paul Ekins, head of the environment group at the London-based Policy Studies Institute.

Tough to Keep Up With Demand

One company that has been quick to exploit the financial rewards and public support for wind power is Siemens (SI). The German engineering giant's power generation business installed scores of wind farms last year around the world, with a combined power-generation capacity of 15 gigawatts—equivalent to nearly 19 coal-fired power plants. Siemens aims to nearly double its rate of annual installations to 27 gigawatts by 2011.

Siemens has used Europe's growing interest in wind farms to take on the other giants of the business, the U.S.'s General Electric (GE) and the market leader, Denmark's Vestas Wind Systems (VWS.CO). Now Siemens is aiming to grow its wind turbine business in North America and Asia, where the markets are growing at 15% and 10%, respectively, says Andreas Nauen, the head of Siemens' wind power division. "Suppliers are finding it difficult to keep up with demand," Nauen says. "At present, we're taking in orders for 2009 and 2010."

The clamor for turbines has led to a rapid expansion of production across the industry, with Siemens' factories now pumping out four machines per day, compared with just four per week back in 2004. This growth has provoked some controversy. Critics say safety standards may have fallen as companies expanded too fast, citing examples such as a 100-meter tall wind turbine in Northern Germany that broke apart in high winds (BusinessWeek, 8/24/07) in November, 2006.

Still Less Than 10%

Despite the worries, Europe's wind power sector remains the darling of politicians and business leaders. The EU's target to produce 20% of its energy from renewable sources by 2020 also has helped raise interest in wind power—especially because other renewable technologies like biomass and solar remain too expensive for mass use.

Nobody is saying that traditional electricity sources, such as coal- and gas-fired power plants, are going away anytime soon. Wind farms still make up less than 10% of Europe's energy mix, and industry analysts say they will represent only a part of the EU's drive for greener electricity.

Nevertheless, the rapid maturing of the sector, bolstered by expanding economies of scale and regulatory support for green technologies, has made wind power the favorite child of Europe's drive into renewable energy.

Click here for the slide show.

Scott is a reporter in BusinessWeek's London bureau.


#7452 From: Remy Chevalier <electrifyingtimes@...>
Date: Thu Sep 20, 2007 9:00 pm
Subject: Weeds Toyota Prius Commercial
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http://www.youtube.com/watch?v=ftJX_HZ5S4g
via:
http://www.autobloggreen.com/2007/09/17/video-why-prius-is-great-for-killing-peo\
ple-in-drive-bys-nsfw/
via: http://www.ecorazzi.com/?p=3962

A drug dealer on the Showtime series Weeds has bought a Prius and says
"They're really quiet. Good for sneaking up on mother f*******."
The scene was cut into a phony commercial by some cat on YouTube, pretty
funny!

#7451 From: WPLJ <wplj@...>
Date: Thu Sep 20, 2007 12:30 am
Subject: 5th Annual AltWheels Festival scheduled for September 28-29, 2007
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The Auto Channel
http://www.theautochannel.com/news/2007/09/18/062317.html

5th Annual AltWheels Festival Unites A Broad Coalition Of Transportation
& Energy Leaders To Address Our Energy Freedom

Logo - http://www.theautochannel.com/news/2007/09/18/062317.1-lg.jpg

Boston, MA - September 18, 2007* - The 5th Annual AltWheels Festival,
the largest alternative transportation and energy festival on the East
Coast, convenes a broad, public/private coalition of automakers, energy
suppliers, municipal organizations, transportation professionals,
environmental and educational leaders, and bike and walk groups, to find
real alternatives to our costly addiction to oil.

Witness this unique coming together of more than 100 transportation- and
energy-related entities, during the AltWheels Festival on Friday and
Saturday, September 28 and 29 on Boston's City Hall Plaza. The two-day
celebration will offer a one-stop opportunity to see more than 70 clean,
effective transportation and energy options that you can buy now -- plus
new technologies coming in the near future from Chevrolet, Volkswagen,
Ford, Honda, Toyota and other leading automakers. Boston's Museum of
Science, and the New England Aquarium will all host informative, fun
exhibits on transportation and energy plus lots of interactive-learning
activities on how to create a more sustainable world.

The coalition that supports the AltWheels Festival includes a coalition
of 40 sponsors and more than 70 co-host organizations. This broad
coalition of very diverse players comes together each year to display
and/or support a broad range of solutions. AltWheels is brought to you by:

     * *Leading automakers* such as Chevrolet, Volkswagen, Ford, Honda
       and Toyota as well as Azure Dynamics, bringing their latest
       models, with auto dealers including Westboro Toyota, and Stoneham
       Ford.
     * *Leading energy suppliers* such as KeySpan Energy Delivery, and
       NStar Electric and Gas
     * *Public-transportation providers* such as Massport, and the MBTA.
     * *Vehicle-rental and -leasing companies* such as Enterprise
       Rent-A-Car and Penske Truck Leasing.
     * *Transportation and energy organizations* such as the Boston Area
       Solar Energy Association, National Association of Fleet
       Administrators, Natural Gas Vehicles for America, Northeast Gas
       Association, the Society of Automotive Engineers, and the Womens
       Transportation Seminar.
     * *Alternative-transportation, -fuel and -energy suppliers* such as
       AVSG, Clean Energy, Cummins Northeast, Dennis K. Burke, GoLoco,
       Nuvera Fuel Cells, Propane Education & Research Council, and ZipCar.
     * *Green-building experts such as *Davis Square Lofts, and Earth Our
       Only Home.
     * *Transportation advocates* such as Boston CleanAir CABS, and MassPIRG.
     * *Bike, walk and outdoor groups* such as MassBike, and Livable
       Streets Alliance.
     * *Environmental organizations *such the Sierra Club.
     * *Environmentally sensitive businesses *such as Borders Books,
       Staples, Weston Nurseries, Allandale Farm, Cyprus Landscapes, REI,
       and Whole Foods.
     * *Financial-services institutions* such as GE Capital Solutions &
       Fleet Services, Bank of America, and Citizens Bank.
     * *Municipalities* such as the City of Boston, City of Cambridge,
       City of Medford, City of Newton, City of Somerville, and Town of
       Brookline.
     * *Media outlets *such as 92.9 WBOS, WBZ NewsRadio 1030, Metro
       Boston, The Boston Phoenix/101.7 WFNX, WheelsTV.net, E: The
       Environmental Magazine, Energy Freedom Fighters, Fuel Oil News,
       Oil & Energy Magazine, and The Boston Globe Home Delivery.

For more information on the 5th Annual AltWheels Alternative
Transportation & Energy Festival and opportunities for sponsoring,
exhibiting and/or volunteering at the 2007 AltWheels Festival, which
will be held September 28-29, 2007 on Boston City Hall Plaza, please
e-mail: Info@...
or call 617-868-1582 or
508-791-0459.


       AltWheels 2007 Schedule of Events

*AltWheels Alternative Transportation & Energy Festival: *Boston
City Hall Plaza, *Friday, Sept. 28*, 9 a.m. to 7 p.m., and *Saturday,
Sept. 29*, 10 a.m. to 6 p.m.**

*Fleet Day: *Larz Anderson Auto Museum, Brookline, *Monday, Oct.
1*, 8:30 a.m. to 1:30 p.m. followed by optional test drives. /By
invitation only/**

www.AltWheels.org

#7450 From: Remy Chevalier <electrifyingtimes@...>
Date: Tue Sep 18, 2007 5:40 pm
Subject: Lithium Mobile Power- October 29-30 - San Diego, CA
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From:
David Bello
 
Lithium-Ion Batteries: 5 Kw/kg System with No Capacity Loss and Outstanding Safety Characteristics
 
Program Excerpt from Lithium Mobile Power 2007

"Nano-Structured Li4Ti5O12 / Li1.06Mn1.94O4 Battery System for HEV Applications" Presented by Argonne National Laboratory
 

 

Conference Links


Silver Sponsors


Conference Partners


 

Lithium Mobile Power | October 29-30 | San Diego, CA

Lithium manganese oxide spinels have attracted significant attention for high-power applications, such as hybrid electric vehicles, due to their low cost, outstanding power capability, and low reactivity towards non-aqueous electrolytes when charged. However, the dissolution of the manganese ion and its impact on the graphite negative electrodes, results in rapid capacity fade and impedance rise of the graphite/spinel lithium-ion cells. To address the life issue of this system, we investigated the effect of replacing graphite anode with new nano-structured Li4Ti5O12 on the life, power and low temperature performance of the system. The negative electrode material investigated was a nano-structured Li4Ti5O12 with 1 to 2 micron secondary particle and nano primary particle developed recently at Argonne National Laboratory. This system shows outstanding power performance of 5 kW/kg exceeding any existing lithium ion battery system. In addition the cell based on this new system cycles extremely well with over 2500 full cycle at 55°C with no capacity loss. Preliminary test shows that the Li4Ti5O12 / Li1.06Mn1.94O4 battery system meets the 7 kW cold cranking power at -30°C and shows outstanding safety characteristics.
Presented by: Khalil Amine, PhD, Senior Fellow, Manager, Advanced Battery Program, Argonne National Laboratory


HOTEL ALERT!
The deadline for reserving discounted hotel rooms is Monday, October 1. Please contact Andersen Travel at 508-429-6494 to reserve your room.

To specify what conferences and topics you'd like to receive updates on, please click on "Update Profile/Email Address" at the bottom of this message. To forward this email, please click on "Share This Email With A Colleague".

Lithium Mobile Power 2007
Brochure Cover
October 29-30, 2007
Hilton San Diego Resort
San Diego, CA

Program Outline:
· Cellphone Energy Gap: Myth or Reality?
Stuart Robinson, Director, Handset Component Technologies, Strategy Analytics

· Energy Technologies for Portable Power
Jerry Hallmark and Ramkumar Krishnan, Energy Technologies, Motorola Embedded Systems Research Labs, Motorola

· SAFT's Very High Power Li-Ion Technology
Kamen Nechev, PhD, Senior Scientist/Advanced Technology Manager, Saft Specialty Battery Group, SAFT

· Powering Robotic Ocean Observing Systems
James G. Bellingham, PhD, Chief Technologist, Monterey Bay Aquarium Research Institute

· Materials Challenges for the Next Generation Li- Ion Battery Electrode Materials
Sanjeev Mukerjee, PhD, Professor, Laboratory for Electrochemical Advanced Power (LEAP), Northeastern University

· A Novel, Ceramic-Coated Separator Membrane for Safer Lithium-Ion Rechargeable Batteries
Soonho Ahn, PhD, Vice President Batteries R&D, LG Chem Research Park

· The Use of Solid Electrolytes to Enable Next Generation High Energy Density Batteries
Steven J. Visco, PhD, Vice President of Research, PolyPlus Battery Company

· Li-Ion Battery Electrolytes Formulated with Ionic Liquid Materials
Victor R. Koch, PhD, President and CEO, Covalent Associates, Inc.

· Abuse Tolerance Issues for Li-Ion Cells
E. Peter Roth, PhD, Advanced Power Sources R&D Department, Sandia National Laboratories

· Safe and Reliable Power Sources for Mission Critical Applications
Robin Sarah Tichy, PhD, Technical Manager, Micro Power Electronics

· Safety Mechanism for Lithium Polymer Batteries
Arno Perner, PhD, General Manager R&D, Varta Microbattery GmbH

· Quallion Matrix Battery Design
Hisashi Tsukamoto, PhD, CEO and CTO, Quallion LLC

· Navy and Marine Corp Lithium Battery Mobile Power Safety
Daphne Fuentevilla, Clint Justin Govar, and Clinton Winchester, Naval Surface Warfare Center

· Advanced Lithium Ion SuperPolymer Batteries for Automotive Applications
Sankar Das Gupta, PhD, Chairman, President & CEO, Electrovaya Inc.

· Lithium-Ion Batteries as Energy Storage Systems for New Power Trains in Automobiles
Klaus Brandt, PhD, Chief Executive Officer, Lithium Technology Corporation (LTC)

· Nano-Structured Li4Ti5O12 / Li1.06Mn1.94O4 Battery System for HEV Applications
Khalil Amine, PhD, Senior Fellow, Manager, Advanced Battery Program, Argonne National Laboratory

· Advanced Anode Materials for Mobile Energy Application
Hitoshi Matsumoto, Senior Researcher, Battery Materials Laboratory, R&D Division, Science & Technology Research Center Inc., Mitsubishi Chemical Group

· Advanced Lithium Ion Technology for PHEV and HEV Applications
Tibor Kalnoki-Kis, PhD, General Manager-EEI Gainesville Facility, Electro Energy, Inc.

· High Energy Density Layered Oxide Cathodes for Mobile Applications
Arumugam Manthiram, PhD, Professor, Materials Science and Engineering Program, The University of Texas at Austin

· Thermodynamics and Stability of Cathode Materials for Lithium Ion Batteries
Rachid Yazami, PhD, Director, CNRS-CALTECH International Laboratory on Materials for Electrochemical Energetics, California Institute of Technology

· High Capacity Sulfur Composite Cathode Material for Li-Ion Batteries
Xiangming He, PhD, Institute for Nuclear and New Energy Technology, Tsinghua University

· LiFePO4/Ionic Liquid-FSI/Graphite Safe Technology for HEV and PHEV Applications
Karim Zaghib, PhD, Institut de Recherches á Hydro- Québec

· Kinetics of the Phase Transition During Discharge of the LiFePO4 Electrode
Jan L. Allen, PhD, Research Chemist, Sensors & Electron Devices Directorate, U.S. Army Research Laboratory

· Small Magnetic Polaron Effect in LiFePO4: The Key for Electrochemical Performance in Li-Ion Batteries
Christian M. Julien, PhD, Professor, Institut des Nano-Sciences de Paris, Université Paris6

· Routes to Improve Lithium Iron Phosphate for Battery Applications
Margret Wohlfahrt-Mehrens, PhD, ZSW - Zentrum für Sonnenenergie- und Wasserstoff- Forschung

· Chemical and Electrochemical Reactivity of Intermediate LixFePO4 Phases
Thomas J. Richardson, PhD, Staff Scientist, Environmental Energy Technologies Division, Lawrence Berkeley National Laboratory

· Large Format Li-ion cells with LiFePO4 Cathode Material
Kamen Nechev, PhD, Senior Scientist/Advanced Technology Manager, Saft Specialty Battery Group, SAFT

More information and complete presentation abstracts...

Knowledge Foundation Technology Commercialization Alliance:
Integrating Scientific Ingenuity with Real-World Applications



email: dmello@...
phone: 617-232-7400
 
The Knowledge Foundation | 18 Webster St. | Brookline | MA | 02446



#7449 From: Remy Chevalier <electrifyingtimes@...>
Date: Tue Sep 18, 2007 1:49 pm
Subject: USABC AWARDS $6.5 MILLION BATTERY CONTRACT TO ENER1'S ENERDEL
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PRESS RELEASE:
USABC AWARDS $6.5 MILLION BATTERY TECHNOLOGY DEVELOPMENT CONTRACT TO ENER1'S ENERDEL

NEWS

 

Contacts:  Susan Bairley                           Victor Webb/Madlene Olson

                   USCAR                                      Marston Webb for Ener1

                   248.223.9023                              212.684.6601   

                   sbairley@ uscar.org                 marwebint@ cs.com

 

 

IMMEDIATE RELEASE

 

USABC AWARDS $6.5 MILLION BATTERY TECHNOLOGY DEVELOPMENT CONTRACT TO ENER1’S ENERDEL

SOUTHFIELD, Mich., Sept. 18, 2007 – The United States Advanced Battery Consortium (USABC), an organization whose members are Chrysler LLC, Ford Motor Company and General Motors Corporation, today announced the award of a $6.5 million lithium-ion battery technology development contract to Ener1’s EnerDel subsidiary.

USABC awarded the contract in collaboration with the U.S. Department of Energy (DOE) to develop lithium battery technology for hybrid-electric vehicle applications. The 18-month contract, valued at $6.5 million, is the second of a three-phase USABC program and requires a 50 percent cost share.   EnerDel successfully completed Phase I in June.

 

Under the full, three-phase program, EnerDel is working to develop a fully integrated battery system for use in hybrid vehicle applications.  The USABC program aims to produce a cost-competitive, lithium ion battery that is lighter, smaller and higher in power than existing battery technologies for hybrid electric vehicles.

 

EnerDel’s Phase II contract involves development focused on scaling up to a production caliber cell, extensive lifetime testing and evaluation, as well as demonstrating the technology in battery modules. 

 

“We are pleased to award this contract to EnerDel as part of USABC’s battery technology research and development program,” said Don Walkowicz, executive director of USCAR. “The program is essential to advancing the goals of the FreedomCAR and Fuel Partnership, yielding both near and long-term benefits for hybrid-electric and hydrogen-fueled transportation.”

 

Subhash Dhar, president of Ener1, said, “We are pleased that USABC has awarded the Phase II contract based upon the success we have demonstrated in Phase I.  The contract award recognizes our efforts to date, and the funds will greatly help EnerDel to deliver potentially breakthrough technology in finished product form.”

 

We expect to deliver results that will meet and exceed the battery performance requirements of USABC and the DOE, and that will set a very high standard of performance in the United States,” added Ulrik Grape, chief executive officer of EnerDel.

 

USABC is a consortium of the United States Council for Automotive Research (USCAR).  Supported by a cooperative agreement with the DOE that provides up to 50 percent of the USABC budget, USABC’s mission is to develop electrochemical energy storage technologies that support commercialization of fuel cell, hybrid and electric vehicles. 

The U.S. DOE's overarching mission is to advance the national, economic and energy security of the United States.  DOE’s Office of FreedomCAR & Vehicle Technologies works with industry to develop advanced transportation technologies that reduce the nation's use of imported oil and increase our energy security.  Electrochemical energy storage has been identified as a critical enabling technology for advanced, fuel-efficient, light and heavy duty vehicles. 

Founded in 1992, the United States Council for Automotive Research (USCAR) is the umbrella organization for collaborative research among Chrysler, Ford and GM.  The goal of USCAR is to further strengthen the technology base of the domestic auto industry through cooperative research and development.

For more information, visit USCAR’s Web site at http://ww.uscar.org

About Ener1, Inc.

Ener1, Inc. (OTCBB: ENEI) is an alternative energy technology company that is developing 1) lithium ion batteries for hybrid electric vehicles (HEV) at its 80.5% owned EnerDel subsidiary, 2) commercial fuel cell products through its EnerFuel subsidiary, and 3) nanotechnology-based materials and manufacturing processes for batteries and other applications at its NanoEner subsidiary. 

 

For more information, visit http://www.ener1.com or call 954-556-4020.

 


#7448 From: Remy Chevalier <electrifyingtimes@...>
Date: Tue Sep 18, 2007 3:16 pm
Subject: EET-2008 exposition in the very heart of the Geneva Motor show!
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From: "EET2008"
eet2008@...

EET-2008 exposition in the very heart of the Geneva Motor show!

As you know this years' Ele-Drive conference will take place during the
Geneva Motor Show.

In this framework, a fully dedicated exhibition on research and development
in the field of future mobility will take place, for two weeks, in the very
heart of a show which is already worldwide recognised as a showcase for new
technologies and where, this year, a special highlight will be paid to
environment.

With a single poster to a large booth, please do not miss the unique
opportunity to present your work or product to the more than 700,000
visitors and 4500 journalists who visit the show every year.

Specialists in clean mobility will particularly be many as dedicated
advertisement will be made to draw their attention to this specific event.

Join today the many car and component manufacturers, energy and
infrastructure suppliers, research institutes, public and private actors who
already confirmed their participation to present their latest progress to
their larger than ever public in contacting Mr. H. Scheidegger,  Secretary
General of the Geneva Motor Show, at
henri.scheidegger@ geneva-palexpo.ch.

May I seize this opportunity to remind you that the EET-2008 call for paper
is open till 15th November 2007.
All info at
http://www.ele-drive.com
and
http://www.iamf.ch

Frédéric Vergels
AVERE Secretary-General
European Association for Battery, Hybrid and Fuel Cell Electric Vehicles
aisbl/ivzw c/o VUB-FirW-ETEC Bd. de la Plaine, 2 - BE 1050 Brussels Tel
+32 2 629 23 63 - Fax +32 2 629 36 20
http://www.avere.org

Do not miss:
EVS-23 , to take place in Anaheim, California, from 2nd to 5th December
2007.
More info at http://www.evs.org
EET-2008, the most promising European event in the field for 2008, to take
place in Geneva from 11th to 13th March 2008.

#7447 From: Remy Chevalier <electrifyingtimes@...>
Date: Mon Sep 17, 2007 9:53 pm
Subject: Red Bank Borough Council's GEM Sparky!
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SPARKY, COME HOME!

http://www.redbankgreen.com/redbankgreen/2007/05/sparky_come_hom.html

Gem3_ir

Say goodbye to those Cushmans.

Last month, the Red Bank Borough Council authorized the purchase of two Club Car Carryall 2 electric vehicles from golf-cart seller Vic Gerard Golf Cars. They'll replace a pair of gas-powered Cushman three-wheelers used by Parking Utility enforcers. Price: $13,750 each.

The purchase is part of an effort by elected officials — including last year's mayoralty rivals Pasquale Menna (who won) and John Curley (who didn't, but remains on the council) — to begin paring the borough fleet of gas guzzlers and replacing them with energy-efficient vehicles.

While small-scale, it's a move that reflects what appears to be a big change in the public's thinking about the environment. In fact, we may be living in history's 'greenest' moment since the dawn of the Industrial Revolution.

So here's a question or two inspired in part by the borough's purchase: would electric cars make sense on the consumer side as well? Is it too soon to dream of the day that our compact, 1.8-square-mile burg might buzz with quiet, compact, no-emissions cars that their owners plug in at night to recharge?

redbankgreen got a chance to try out an electric car for a week or so recently, courtesy of Remsen Straub, a Lincroft resident who owns Remsen Dodge in Hazlet. Straub had come across this website earlier this year and thought we should test drive one of the new "Neighborhood Electric Vehicles" that he's selling.

We weren't familiar with NEVs. Straub explained that New Jersey last year passed a law permitting the use of low-speed, non-gasoline-burning vehicles on roads with posted speeds of 35 mph or lower, as long as those vehicles were designed never to exceed 25 mph. They're registered and insured just like other cars. (The state's rules governing what it calls Low Speed Vehicles are here.)

There are a number of manufacturers in the NEV business now, and Straub represents four of them (including Zenn and Kurrent), but the car we got was the GEM e2, made by Global Electric Motors, a subsidiary of DaimlerChrysler. It starts at about $9,000.

Our test car arrived on a flatbed truck looking like a gleaming new toy: egg-shaped profile, stubby wheels, a pug nose (complete with a faux grill), and a chromed cargo deck out back. In the center of the grill was a cap covering the connector to the extension cord we'd use to charge the batteries overnight.

Gem5a

Right away, we named it "Sparky."

Its limitations were numerous, it should be said at the outset.

Though doors are available, this one came without them, and there was no rear windshield. Hence, you needed a towel to remove dew or rainwater from the seats. But there was no place to store a towel when you weren't using it. In fact, except for the open-air cargo bin and some cupholders, there wasn't anyplace to put much of anything. You had to sit on, or buckle in, your valuables, lest they slide right through the opening where the passenger door should have been. (We gave Joyce Williams of the Westside Community Group a ride home one night, and she held some folders she'd been carrying down on the floor with one foot.)

Then there are the big drawbacks: lack of speed and short operating range between charges. Even under ideal conditions, Sparky would only be able to travel about 30 miles on a full battery charge, which takes about 8 hours.

On the plus side, it sips electricity from a common household connection.

But driving Sparky around, and letting other people do the same, turned out to be a ticklish experience. We were surprised by the pep it showed in going from a dead stop to its top, blazing speed, it's battery-powered motor whirring earnestly. And we loved how other people seemed to love seeing it.

"Isn't that a hoot?" Pat Ellson said after she took Sparky for a spin. (That's Pat in the photo at the top of this story.) Though she moved out of town to Eatontown two years ago, she said she could imagine driving an electric car to do her shopping at Sickle's Market.

Everywhere we went, we'd get horn honks and encouragement from other motorists and pedestrians. One woman pronounced it "the cutest thing ever," and shouts of "nice wheels" were frequent. Once, waiting for the light to change at Monmouth Street and Maple Avenue, we got into a conversation with an admiring passenger in a Jeep Cherokee.

"If I had a dollar for every time a kid yelled 'nice ride' to me," says Ken Pringle, "I'd buy another one."

Pringle is the mayor of Belmar and Red Bank's borough attorney. He's also perhaps the New Jerseyan most responsible for persuading the state Legislature to adopt the law that enabled the use of NEVs here, a crusade he embarked on several years ago after he bought a GEM four-seater on eBay. It quickly became known as 'the Mayormobile.'

Because of Pringle's efforts (and because he leased his car to the town for $1), Belmar has been at the NEV forefront in New Jersey, and has a terrific web page on the topic. Today, the borough police department has three two-seaters.

Pringle understands the infatuation some people feel for these cars; he's never lost his own. "My saddest day of the year is the day it gets too cold and I have to put it in the garage and winterize it," he tells redbankgreen. "And one of my favorite days is when I get to pull it out again."

After just a day or too, we were hooked on Sparky. But we recognize that our circumstances — living and working in town, and having the ability to switch to conventional cars to travel greater distances — made us better suited to the technology than folks who have to get on a highway every day.

Becoming familiar with Sparky, though, meant finding out some things about his heritage that kind of shocked us. We rented a documentary that came out last summer, called "Who Killed the Electric Car?" [Trailer]

The film is jaw-dropping. It's about the brief rise and mysterious disappearance of highway-ready electric cars in the late 1990s. By then, the major car manufacturers had pretty much perfected useful, medium-range, fast electric cars, and hundreds made by General Motors, Toyota and others were leased (rarely, if ever, sold) to customers throughout California, which in the early 1990s had adopted a zero-emissions mandate for two percent of all cars sold there.

But fearful, apparently, that the mandate might be increased, the manufacturers and the Bush administration got it quashed. Immediately afterward, the automakers repossessed all the cars, and — this must be seen to be believed — destroyed them in the Arizona desert. The New York Times called the film "an inducement to rage."

Watching the footage of decade-old cars that looked more like sports cars than golf carts zipping down the 404 made us realize what a step back in time Sparky was, rather than a great leap forward.

Still, the good news is that the electric vehicle is coming back from the dead, and the GEM e2 is part of that, however modest. Zenn has a model that looks more like a conventional car, and Kurrent has one that's the height of styling. Other manufacturers are dreaming big. Tesla Motors has a roadster nearing production that it claims can accelerate from 0-60 mph in about 4 seconds, reach a top speed of over 130 mph and travel more than 200 miles on a single charge of its lithium ion batteries. The cars are expected to be available this summer, at a sticker price of $92,000.

Great leaps forward in battery life are also forecast to occur in the next couple of years.

Gem4a

But that's the future. For now, except for pioneers like Pringle and Metrovation partner Chris Cole, who lives in Red Bank and also owns a GEM e2, it's hardly a movement. Moreover, there's resistance in some places. Tinton Falls recently banned the use of NEVs everywhere except on private property, a move that Remsen Straub says is shortsighted.

But Belmar is being proactive, hoping to expand the use of electric vehicles throughout town. Pringle's pushing a "station car" program under which employers would buy electric cars and keep them at train stations for the use of commuting employees. (New Jersey Transit — on whose board Pringle sits — is planning a pilot program for Rahway with Merck & Co.) Belmar also hopes to make the cars available at the muncipal marina for visiting boaters to use as courtesy cars.

And it's not only about getting people around in environmentally friendly fashion. NEVs are also effective at calming traffic in Belmar, where Pringle says speeding is the number-one complaint. "I see them as moving speed bumps," Pringle says of the cars. "If you put dozens if not hundreds of these vehicles out on the street, it will bring traffic down to a speed that's enjoyable by everybody."

Red Bank, says Pringle, "is an ideal town" for NEVs. He envisions a day not too far in the future when they're "fabulously popular" here.

We do, too. For now, though we miss the only NEV we've ever known. Come back, little Sparky!


#7446 From: Remy Chevalier <electrifyingtimes@...>
Date: Mon Sep 17, 2007 10:21 pm
Subject: Shalom Harlow pitches Kurrent EV ~ Sept VOGUE
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http://video.style.com/?fr_chl=c11fba3aa2583d71982a5c4975dde4afa8bbf0b5&rf=sitemap
If you don't have to courage to flip through the 844 pages of virgin paper in September's issue of VOGUE to witness Shalom pose with an electric car, a compact fluorescent bulb and a photovoltaic panel, you can get a quick glimpse of the photographs by Steven Klein in this short video.

The EV is a Kurrent:
http://getkurrent.com
American Electric builds the all-electric Kurrent NV car in Wixom, Michigan
30779 Oak Creek Dr. 48393
 
Shalom & Angela Lindvall backstage at Christian Dior Haute Couture Fall/Winter 2007-2008
 
Angela Lindvall and Shalom Harlow
 

#7445 From: Remy Chevalier <electrifyingtimes@...>
Date: Sat Sep 15, 2007 10:31 am
Subject: Tesla Roadster on ABC News
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Tesla Roadster: No Gasoline, Plenty of Juice
The New Electric Car Doesn't Compromise on Style or Speed
By VICKI MABREY and ELY BROWN
May 14, 2007 -

It goes zero to 60 in about four seconds. Its top speed is 130 miles per
hour. And it doesn't use an ounce of gasoline.

It's the Tesla Roadster, a new car that's fueled entirely by electricity and
could be hitting the lot just in time.

The Tesla Roadster is named after Nicola Tesla, the largely forgotten genius
inventor of alternating current electricity, and it's the brainchild of
Martin Eberhard, who said he designed it because he cares about the
environment and because he wanted one for himself.

"It's time for us to do something about our dependence on foreign oil,"
Eberhard said. "It's time for us to do something about global warming. But I
wasn't ready to go drive around some goofy little car. & Think of how
electric cars look. All the ones you've ever thought of."

There haven't been many electric cars. Early automobiles ran on electricity,
as did General Motor's ill-fated and quickly abandoned EV1, which debuted in
the 1990s and died soon thereafter. Eberhard said there's "nothing
beautiful" about the Prius, perhaps the best-known hybrid car. "It doesn't
do anything for me," he said. "Think of it this way. A world of 100 percent
hybrids is still 100 percent addicted to oil."

'The Next Great American Car Company'

So Eberhard, who made his fortune with a couple of Internet companies, set
out to build the car he wanted to drive, one that would change the image of
the electric car forever. Eberhard said he wanted "to get people to think of
electric cars as being actually hip and desirable and fun."

And that's only the beginning. Eberhard also wants to achieve something even
he admits is audacious.

"Our ultimate goal is to be the next great American car company," he said,
"to have a whole line of cars for every kind of driver and all of them not
burning gasoline."

Eberhard teamed with another Internet millionaire, Elon Musk, the man who
invented PayPal. The 35-year-old Musk is busy with another venture called
Space X, which, among other projects, is contracted to design, build and
operate NASA's replacement shuttle for transporting astronauts to the
International Space Station. Musk said it took only five days for him to
decide to invest in Tesla after meeting with Eberhard. He's put $37 million
into the company so far.

"I am a big believer in Tesla, and I believe it's going to be a great
success," Musk said.

Behind the Wheel

Instead of starting with a mass market vehicle, Tesla's doing just the
opposite: starting at the high end and working its way down.

"I really believe the right entry point in the market is a sports car," Musk
said. "Because there, people are willing to pay a high unit cost. So you get
that into the market, and you continue to innovate and optimize and go
progressively higher volume and more affordable with each successive model."

In four months they had orders for all of their "signature" cars. The first
100, with a $100,000 price tag, sold to the likes of George Clooney, the
founders of Google, Arnold Schwarzenegger and William of the Black Eyed
Peas.

Going forward, they plan to make 1,000 Roadsters a year, with a sticker
price of $92,000. That investment gets customers a two-seater that weighs in
at a relatively light 2,600 pounds and is powered by lithium ion batteries,
like the ones in your computer & exactly 6,381 of them.

"They are the exact same kind of cell that would power a lap top computer or
a camcorder," explained David Vespremi, Tesla Motors' director of public
relations, while showing us the car. "This is very different from a
combustion engine."

So different, in fact, that it isn't an engine at all -- it's a motor.

Fewer Moving Parts

"The motor [is] tiny by comparison to an engine in a typical combustion car.
It weighs about 77 pounds, and you could literally put it in a backpack and
walk out of the room with it if you chose to," Vespremi said, while showing
us the car. "What it does is, it has one moving part. It's an AC motor, so
it takes current straight from the battery and turns that into & the power
that moves the car down the road."

Is there anything that a standard gasoline-powered car offers that the Tesla
lacks?

"Well, you have all the belts and the hoses and the gaskets and the plugs
and exhaust components. None of that exists with this car. The entire drive
line consists of 12 moving parts," Eberhard said, as opposed to thousands in
a regular car.

But there are drawbacks: The battery pack is warrantied for 100,000 miles,
but after that, replacement could be costly -- in the thousands of dollars.
Tesla argues that with battery technology improving every year, each
successive year's models will be better. You're not completely off the grid
because it does require electricity, and you can go only 200 miles between
charges.

Vespremi said the charging station can be installed by "any competent
electrician," and it allows you "to get that quick charging time of 3½
hours. Most people hook it up to the drier circuit. And then you just treat
it like a gas pump."

The Roadster is still in test mode -- the company hopes to start actual
production this fall. The car has gone for its first round of safety tests
and, according to the company, has done extremely well.

Vespremi told us that part of the reason the car is so safe is because the
chassis is made of extruded bonded aluminum, "the exact same kind of chassis
that would be used in something like a Formula One car or an Indy car. This
is what allows those drivers to wreck at a couple hundred miles per hour and
walk away," he explained.
'I Like Fast'

So far, those who've put down deposits can't even test drive the Roadster;
they can only be driven in it. Bob Huntley and his wife, Marilyn Miller,
flew to San Carlos, Calif., from Houston to see what they're getting.

"I like fast, obviously," Huntley said, "but more important to me is the
smile I will have knowing that I am not putting $50 gas in every time I want
to go 200 miles. It's perfect. And I get to pass everyone while I do it."

While they work to get the Roadster street ready, the engineers at Tesla are
pushing ahead on two more models. The designs are under wraps, but they
envision a family-size sedan and a smaller mass-market electric car in the
next two to five years. But the real money may come in selling their
technology.

"We are in negotiations with some fairly big auto companies, so we hope to
make a really big difference in CO2 concentration in three ways," said Musk.
"One is in the cars we make ourselves, two is the licensing the electric
drive trains and accelerating the technology deployment in other car
companies, and three is by serving as a good example to the rest of the auto
industry and hoping that they follow our lead."

Capitalism and Altruism

Musk says there is an element of altruism behind the company, but that the
best way to serve their goal is to make Tesla a profitable company.

"There's a lot to be said for money and glory," said Musk. "I wouldn't say
that those were unimportant. There is nothing wrong with wanting to make
money or have a glorious outcome. Those are good things. For me personally
that's not the most important thing. But I still value those things. I'm not
Mother Teresa."

Though design and testing takes place just south of San Francisco, the Tesla
Roadsters will be built at the Lotus Elise plant in Hithel, England. And who
gets the first car off the assembly line?

"Well, I get car No. 1," said Musk. "I guess there are some advantages to
investing $37 million in a company."

Another advantage could be immortality. If Tesla works, it would be the
first successful startup auto manufacturer in the United States in more than
50 years.

Copyright © 2007 ABC News Internet Ventures

#7444 From: Remy Chevalier <electrifyingtimes@...>
Date: Sat Sep 15, 2007 10:06 am
Subject: WhisperT Low cost Inflatable electric car
cleannewworld
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From :
skybase@ pacbell.net

PRESS RELEASE:
Low cost Inflatable electric car is announced as world's first crash-proof,
long range, flat-pack vehicle.

Contact: Tom Marks
510-868-2862

Email: contact@ xpcarteam.com

Low cost Inflatable electric car is announced as world's first crash-proof,
long range, flat-pack vehicle.

SAN FRANCISCO, Sept. 13 -XP VehiclesT (http://www.xpcarteam.com) today
announced that it's WhisperT electric car is being developed for online
direct ship distribution at sub $5000.00 price-points.

A baffled pressure tube system (think ZodiacT rubber boat) provides the
actual supporting and protective structure of the vehicle. How safe is it?
Recall that NASA recently threw tens of millions of dollars of
ultra-sensitive electronics onto the surface of Mars from nearly a mile up
and then bounced that same delicate gear for over a mile over boulders and
everything worked flawlessly.

This was due to the instruments being shrouded in an already expanded
inflatable housing that has served as the model for the WhisperT body
structure. Anyone looking at the warnings on their visor can be concerned
about the dangers during airbag inflation so XP simply built a vehicle
entirely out of next-generation, always inflated, safety airbags. The
engineers for the Whisper are confident you can drive it off a 25-foot cliff
without serious injury to its passengers. They claim this is the safest car
ever designed for drivers, passengers and pedestrians.

Initially designed for the Southeast and Western Asian markets, the car will
float in an emergency such as a flood or tsunami and can be assembled by any
two people of reasonable competence. The vehicle, similar in appearance to
rounded edged sports cars, will be configurable online by each customer much
like you build and customize personal computers online today at various
major retailers. Colors, trims, features, and styles will be
user-configurable on 4 different body-types.

The vehicle is so light it can go many times further on the same energy pack
as other vehicles. Device Conduit Technologies (www.deviceconduit.com) is
providing the novel, low cost power system. The sealed composite membrane
tube structure uses a layered web material system. The wheels use eight
hub-mounted motors. A large luggage area can carry home all of the groceries
or luggage needed for the vast majority of everyday circumstances. The whole
vehicle packs into two cardboard boxes for shipping by common carrier
anywhere in the world.

XP is seeking distribution partners for large territory contracts. Sales are
not currently open direct-to-public.

XP Vehicles is a Bay Area start-up formed by technology experts and a
consortium of companies who are each expert in their component area.
Multiple issued and pending patents protect this disruptive technology and
distribution system.

#7443 From: Remy Chevalier <electrifyingtimes@...>
Date: Sat Sep 15, 2007 4:39 pm
Subject: Oil Prices Remain Near Record Highs
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From:
 
Breaking News from MoneyNews.com

Oil Prices Remain Near Record Highs
Oil prices remained near record highs Thursday after U.S. crude inventories fell and drove oil futures in the previous session above $80 a barrel for the first time ever. "The world economy in the last few years has shown to be quite resilient to strong oil pricing, but this is certainly a new territory for crude oil and if sustained there is bound to be some impact on the economy," said Victor Shum, an energy analyst at Purvin & Gertz in Singapore. Read the Full Story — Go Here Now.

Special: Where Are Oil Prices Headed? Click Here

 

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